 Topper GPWet & Windy has been at the forefront of the developments in Topper rigging since the early 90's in conjunction with sailors like Daniel Walker, Junior World Topper champion 1994 & more recently Ben Mcgrane. We are always keen to embrace new ideas and we continue to analyse the Topper's rigging. Mindful of Topper's one design concept of providing equally matched boats where money does not play a significant role, the main objectives seemed to be the ability to adjust the existing controls more easily, irrespective of the sailor's size or strength. It was concluded that the criteria for rope controls is:-
- Purchase in the system
- Friction
- Strech
- Reliability of cleating
- Direction and access to contol
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Purchase in the systemThe increase in purchase results in the reduction of load that is needed to move the control. Inevitably, if you halve the load you have to move the control twice as far, a third, three times and so on. Therefore, to use the maximum purchase allowed minimises the load required but does increase the distance the control has to be moved to get the required adjustment. |
FrictionAlthough the purchase reduces the load, additional friction will put it up again. Therefore it is important to look at all sources of possible friction. The most obvious is when the cordage (ropes) change direction, usually round blocks. This was achieved in the past by introducing larger blocks that increased diameter and thus increased the torque to overcome the friction on the plain bearing blocks (pin through a hole). Today, with the availability of ball-bearing and roller-bearing blocks, which have much reduced friction, the diameter and therefore size can come right down. Thus the use of the smallest low friction blocks available is preferable. |
StretchOnce a particular control has been adjusted, it is rarely desirable for it to change inadvertently. The most common cause is the increase or decrease in wind strength and a change in the direction in which you are sailing. This changes the load on the cordage which, due to its elasticity (stretchability) will change length and change the setting of the particular control.. This is overcome by employing low stretch cordage. Not all controls need this though, notably the mainsheet which is being constantly adjusted and for which other criteria are more important. |
Reliability of cleatingWe have all been frustrated when a cleated control slips or comes completely undone. This is sometimes the hand of the sailor not cleating it properly. But the cleat's performance with the chosen cordage should be carefully monitored mindful of the condition of both cordage and cleat after the passage of time (wear, dirt & seizing). So all cleats, fittings and cordage should be checked continuously to ensure reliability and performance. |
Direction and Access to Controla) Painter: Long enough to be useful when needed in anger (towing). Light, floating and non-absorbent, but not too thin to render it impractical. (2.5m * 6mm Polypropylene)
b) Halyard: Low stretch lightweight with a loop to provide a 2:1 purchase. (7m * 3.5mm kevlar)
c) Downhaul A true three-to-one purchase by anchoring fiddler and cleat fitting to the mast whilst a block with becket is hooked into the sail. This also provides much improved access with the aide of a plastic bead handle on end and pre-stretched cordage. (Ball Bearing fiddler & cleat and block with becket, s/s hook & shackle, pre-stretched polyester cordage) |
d) Kicker A true 3:1 purchase by anchoring fiddler and cleat hooked to the mast whilst a block with becket is shackled onto boom. This also provides much improved access with the aid of a plastic 'T' handle on end of line, pre-stretched braid on braid cordage. ( Ball Bearing fiddler & cleat and block with becket, s/s hook & shackle)
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 | e) Outhaul Low friction blocks, pre-stretched cordage with 2:1 purchase hooked to clew of sail (cannot fit 4:1 in here ) to reduce friction between cordage and boom end fitting with additional lubrication (Holt Pro Lub). Second 2:1 purchase near cleat to obtain the 4:1 allowed, which must be terminated with a hook to allow for reefing as per class rules. Cam cleat and fairlead clamped to the existing metal cleat and the cordage continuing forward to a low friction block at the gooseneck and down to a plastic bead handle. Metal clew strop. (Three low friction signal blocks, bead handle, cam cleat and fairlead, 2 s/s hooks & clew strop) |
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| f) Daggerboard retainer Should hold daggerboard in any position and still enable daggerboard to be removed from daggerboard box without detaching from boat. The daggerboard mouldings should be removed and filled 2/3 full of boiling water, allowed to cool, and be drained and resealed. The expanded blocks will hold the daggerboard where you set it. [Plastic hook and 1m * 6mm elastic] |
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 | g) Toe strap line Holds the toe-straps in a position that enables them to be easily accessed without restricting their movement when in use. Padded centre strap will improve comfort. |
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| h) Horse Low stretch hard-wearing (3mm Lightning Rope) cordage with sufficient length to allow for maximum pre-tension using 3:1 purchase, replace plastic cleat with metal one to prolong life. |
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| i) Mainsheet A light low absorbent line of practical size for hands with low friction block on boom and low friction ratchet block with fiddler where the ratchet design allows for smooth operation and lightweight (Choice of autoratchet or manual ratchet). |  |
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Final WordFinally all cordage, cleats and blocks should be regularly and carefully inspected for wear and friction and should be replaced or lubricated as required.
There is a trend towards larger diameter tiller extensions, which are more comfortable and enable better grip.
It is advantageous to keep water out of the mast top section. Secondary silicone in bungs can improve reliability of push-fitted ones. If the hull takes in water, pressure testing the hull will reveal where the leak is so that it can be rectified.
All these principles can be implemented gradually and show the most benefit when difficulty is experienced with a particular control by the sailor i.e. if you are not experiencing problems then there is no need for the go-faster goodies.
This is not a definitive specification and in light of experience and as new/different fittings become available, the Grand Prix will evolve.
We hope you will find these comments helpful and should you wish to discuss any aspect of Topper Grand Prix race preparation, Andy would be happy to speak to you. (Tel. WET & WINDY 0117 966 9582 Bristol).
Good Sailing, Andy Holmes |
