Here is the portrait of the boat in numbers:

LOA 6,00m
It really is the smallest possible measure compatible to living and comfort requirements. Another decisive element in the choice of length is displacement: a smaller boat (consider a multihull) would not be able to bear the extra load necessary to live on board for a few weeks.

LWL 5,94m
The maximum possible with a concession of 6 cm at a slight rake of the stem.

BOA 4,20m
A boat this small is conceived to avoid paying port fees: if it's really necessary to moor in a port it takes up little more space than a 10 metre monohull; otherwise it can stay in a road or spend the winter wrapped up on a trailer in the garage.

Draft 0,30-0,35m
No centreboard: the V shaped bottom gives a sufficiently effective underwater lateral plane; the rudders lift up by themselves when they touch. After all, you can sail or be in roadstead where the water comes to knee level (I spend the winter anchored in 40cm of water with the anchor line nearly horizontal and, most importantly, where no one can get to!)

Motor outboard 4 stroke-4hp
On a flat sea it pushes the boat at nearly 6 knots, 4.5 in rough sea.

Displacement when empty 480kg
It is a moderate weight considering the generous amount of interior space. Once the boat is not assembled, one empty hull weights 170kg and can be easily lifted by four people.

Displacement in cruising trim 750kg
With two people crew, rigging and luggage (480 + 140 crew + 130 equipment) the boat sails in her optimal design condition.

Displacement full loaded 960kg
This is the displacement which is not to be exceeded. In this condition, however, the boat slows down and general security is reduced, even though the righting moment has increased.




Sail Area 30,6mq (two mains 15,3mq each, biplane rig)
This figure pushes the boat in cruising trim at 4 or 5 knots in light breezes, around 7 knots in stiff breezes and over 10 knots with strong winds. Biplane rig is definitely the most discussed, criticised and disconcerting aspect of Cuoncio Cuoncio. For those who are more sceptical and traditionalist, the modification of a single central mast can be made, advantages and disadvantages included.

Beam Centre Line 3,20m
In theory, the wider the boat, the more the righting moment increases and the more sail area can be increased. This cannot be taken to extremes, however, because in over-increasing the transversal arm of the forces the boats behaviour and manoeuvrability is compromised.

Longitudinal Centre of Buoyancy from 0 2,90m
It is the designed position of the centre of the displacement from 0 station (forward extremity of DWL). The boat is extremely light and its longitudinal trim is easily able to be modified if you shift even a few centimetres. Besides, there are no fixed fuel tanks, which are usually responsible for a good deal of displacement: all substantial weights have no fixed position on board (even though they may have their usual place): the water jerry-cans, anchors, chains and cords, the fenders and last but not least the members of the crew can move or be moved in order to accommodate the trim to specific navigation conditions. The distribution of weights on board is of fundamental importance in all conditions. In principal, you tend to trim by the stem with light breezes and calm seas, in order not to drag water with the transom; in a rough sea you tend to be careful to avoid the risk of pitch-poling (even if the boat gives no sign in the most challenging of conditions) shifting the weights towards the stern.

RM in cruising trim 1125kgm
The righting moment is directly proportional to the displacement and to the BCL (distance between CL of the hulls). It is the factor which determines the capacity to carry sails or when they have to be reefed. Cuoncio Cuoncio carries full sail safely up to a true wind of 18 knots in cruise trim.

Accommodations 4 people (and 2 children)
Not bad for a six metre, all the more if you consider that two couples can enjoy the privacy of two distant and separate cabins! You can sleep two in the berth at the far stern with porthole on the wake. For those who prefer separate beds, a second berth can be had out of the forward part of the cabin. Headroom is 1,3m with a good meter above seating. When it rains or is cold, four can have tea seating around the table, comfortably sheltered in the cabin.










Material: 6mm marine plywood for planking and 15mm for bulkheads, epoxy glued and coated, with FRP laminated keel. Cross beams and masts are made of simple alloy tubes.
The building method adopted is known as "compound plywood" , which denotes the use of plywood panel, taking advantage of their property to assume a double curvature (in spite of the bend radius being wide). Compound plywood is also suited to the traditional techniques of 'stitch and glue'. The pre-curvature system of the panels by way of wetting them has been derived from the experiences of Gabriele D'Alì, who was, at the time, co-examiner of my Degree thesis. The extraordinary advantage of this method is the great ease, speed and economy it lends to construction, it being the only system that requires no mould or stock and having all the obvious advantages of saving time and money (large quantities of wood, alignments, settings…). Furthermore, the curvature gives rigidity to the shell, allowing significant weight saving as less reinforcements are required.

Here are the numbers of the single hulls:
Beam Over All 1,10m
Beam Water Line 0,50m
Lwl/Bwl 11,88
Wetted Surface 3,50mq
Area of Flotation 2,24mq
Prismatic Coefficient CP 0,6
Displ. empty 170kg
Displ./Lenght ratio in cruising trim 50