The SOTA / STRANDBERG DESIGN
The SOTA OK dinghy is designed and based on a systematic review of all the opportunities that exist within the OK dinghy design frames. The philosophy behind this dinghy is, that all design freedoms are explored and exploited, so that a wide range of concrete and essential parameters perform better on the SOTA dinghy than on existing OK dinghy designs. The final SOTA design is the end product of a long line of prototypes, that were tested thoroughly over a period of more than 4 years by experienced OK dinghy sailors.
The technical framework for the OK dinghy is generally kept fairly constant, but there has, after all, been a relatively large change in the last 15 years, namely the introduction of carbon fiber masts in the class. Recent developments in carbon fiber masts points largely towards masts, that are very stiff sideways. This means that, when sailing downwind, the pressure on the bow has been reduced. The pressure is now more in the horizontal direction. There is no longer a need for a full bow on the boat in the same extent as previously. The SOTA / STRANDBERG dinghy is thus sharpened in the bow. This also means that it utilizes its effective waterline better and that it is easier to hike flat in a blow upwind than a fuller bowed dinghy.
The technical framework for the OK dinghy is generally kept fairly constant, but there has, after all, been a relatively large change in the last 15 years, namely the introduction of carbon fiber masts in the class. Recent developments in carbon fiber masts points largely towards masts, that are very stiff sideways. This means that, when sailing downwind, the pressure on the bow has been reduced. The pressure is now more in the horizontal direction. There is no longer a need for a full bow on the boat in the same extent as previously. The SOTA / STRANDBERG dinghy is thus sharpened in the bow. This also means that it utilizes its effective waterline better and that it is easier to hike flat in a blow upwind than a fuller bowed dinghy.
Planing properties
Farther aft there is more volume in the hull, thereby maintaining good planing properties. The sailor will find that the dinghy planes early and that the transition from no planing to planing feels seamless and smooth.
Length
The effective length of the dinghy is maximized by bringing the chine as far down as possible at the bow, while, as mentioned before, keeping the bow as sharp possible.
Rudder
The effective rudder angle is kept as steep as possible. Normally, this is ensured by customizing a pair of plastic blocks under the rudder mounts, so that the distance between the front edge of the rudder blade and the transom is 5 mm shorter at the bottom part of the rudder. This is within the rules of the OK design. At the SOTA dinghy, the rudder is tilted even a bit more towards the dinghy, as the transom itself is angled a bit - also within the design rules. By steepening the rudder angle, it is possible to trim back the rig, without creating too much weather helm.
Side decks
The side decks are designed for "modern" hiking technique with relatively straight legs. The angle of the side deck is designed so that the sailors center of gravity is moved further out than on a traditional dinghy. This increases the righting moment considerably.
The centreboard
The centreboard has a thikness of only 15 mm thick compared to the traditional 20 mm. Therein lies mainly two advantages: Firstly, the water resistance is smaller. Secondly, the centreboard case is correspondingly narrow. This means that the boat, when it sails through the water of wind, with "open" centreboard case, it is lighter than dinghies with the traditional centreboard cases. The larger a centreboard case is, the more water it can carry. And the water must be moved with the boat. Carrying for example 3 liters of water in the centreboard case corresponds in fact to a dinghy weighing 75 kg instead of the minimum weight of 72 kg. This is after all a difference.
Farther aft there is more volume in the hull, thereby maintaining good planing properties. The sailor will find that the dinghy planes early and that the transition from no planing to planing feels seamless and smooth.
Length
The effective length of the dinghy is maximized by bringing the chine as far down as possible at the bow, while, as mentioned before, keeping the bow as sharp possible.
Rudder
The effective rudder angle is kept as steep as possible. Normally, this is ensured by customizing a pair of plastic blocks under the rudder mounts, so that the distance between the front edge of the rudder blade and the transom is 5 mm shorter at the bottom part of the rudder. This is within the rules of the OK design. At the SOTA dinghy, the rudder is tilted even a bit more towards the dinghy, as the transom itself is angled a bit - also within the design rules. By steepening the rudder angle, it is possible to trim back the rig, without creating too much weather helm.
Side decks
The side decks are designed for "modern" hiking technique with relatively straight legs. The angle of the side deck is designed so that the sailors center of gravity is moved further out than on a traditional dinghy. This increases the righting moment considerably.
The centreboard
The centreboard has a thikness of only 15 mm thick compared to the traditional 20 mm. Therein lies mainly two advantages: Firstly, the water resistance is smaller. Secondly, the centreboard case is correspondingly narrow. This means that the boat, when it sails through the water of wind, with "open" centreboard case, it is lighter than dinghies with the traditional centreboard cases. The larger a centreboard case is, the more water it can carry. And the water must be moved with the boat. Carrying for example 3 liters of water in the centreboard case corresponds in fact to a dinghy weighing 75 kg instead of the minimum weight of 72 kg. This is after all a difference.
THE LATEST TECHNIQUES IN EPOXY COMPOSITE PRODUCTION
Sandwich
The dinghy is produced in an epoxy sandwich construction. This ensures a very rigid and durable structure which retains its rigidity and does not absorb water into the laminate and thus gain weight over time.
The dinghy is produced in an epoxy sandwich construction. This ensures a very rigid and durable structure which retains its rigidity and does not absorb water into the laminate and thus gain weight over time.
Vacuum moulding
The dinghy is vacuum molded. This means that the epoxy can penetrate into the sandwich core and that any air bubbles are sucked out of the glass fiber.
The dinghy is vacuum molded. This means that the epoxy can penetrate into the sandwich core and that any air bubbles are sucked out of the glass fiber.
Hardening
After vacuum molding the dinghy is baked. The baking process ensures that the boat harden properly. When using the baking technology, it is possible to use an epoxy with a long hardening time. With a long hardening time it is possible to work on the dinghy long enough to ensure a high moulding quality. The heaters are built into the mold. This is to ensure, that the boat does not settle during hardening.
After vacuum molding the dinghy is baked. The baking process ensures that the boat harden properly. When using the baking technology, it is possible to use an epoxy with a long hardening time. With a long hardening time it is possible to work on the dinghy long enough to ensure a high moulding quality. The heaters are built into the mold. This is to ensure, that the boat does not settle during hardening.
Weight
The dinghy is built to minimum weight of 72 kg. including the maximum allowed correction weight of 5 kg.
The dinghy is built to minimum weight of 72 kg. including the maximum allowed correction weight of 5 kg.
Trim Systems
The dinghy can be ordered with a variety of trim systems - ranging from very simple, "classical" systems to new innovative and highly effective trim systems.
The dinghy can be ordered with a variety of trim systems - ranging from very simple, "classical" systems to new innovative and highly effective trim systems.