470 sailboat manufacturer

Harnessing technical, tactical and athletic performance, all in one package. 

Since our first build in 1993, a Mackay built 470 has helped produce Olympic glory and world champion sailors year on year.

Find out more in the Features section below

Specifications

Hull Length                            4.7

Beam Length                        1.7

Mainsail Area                       9.45 m2

Headsail Area                       3.59 m2

Spinnaker Area                    12.16 m2

Boat Weight                          120 kg

Number of Trapeze             Single

Year of status                        1969

Type                                       Centreboard Boat

No. of Crew                           2

Opt Crew Weight                 110 - 145

Hull Material                         GRP

The 470 is a double handed, mixed crew Olympic yacht.

470 Class Association website :  http://www.470.org/

The 470 is a light and narrow boat (length 4.7m and beam 1.7m with a weight of 120kg), that responds easily and immediately to body movement. 

The skipper is normally smaller and lighter (1.65m to 1.8m and 55kg to 65kg) and the crew is taller (1.75m to 1.85m yet only 65kg -75kg). The crew's build lets him or her hang far out on the trapeze to keep the boat level in all conditions.

Since our first build in 1993, a Mackay built 470 has helped produce Olympic glory and world champion sailors year on year. Over the years we have refined our knowledge on what makes this boat go fast.

Our boats have a reputation for high strength and stiffness . We focus on these two areas so that the boat will hold high rig tension and not flex in the bow and mid sections.

It also means that the tune of the boat will not change through a season of racing so that the rig tensions and mast bends will not alter as the season progresses.

In 2018 we produced a new mould which we believe is the ultimate for a mixed crew combination heading to Paris 2024.

The mould is designed to maximise the energy from body pumping while also making the boat easy to sail. It was designed with help from sailors, Nathan Wilmont and Jo Aleh, who worked alongside our navel architect, Kevin Trotter.

Part of the success with our latest design comes from adding a little bouyancy in the back of the boat which will make it easier to steer in waves and easier to catch small waves downwind. Bouyancy is also added in the front to balance the changes in the stern.

All of the ribs on our boats are vacuum clamped foam with chopped mat and uni-directional rovings on top. We obtain extra strength from the rigidity of the foam itself.

The construction techniques we use give greater longevity and therefore eliminate the need to replace the boat every year or two. We believe that our construction techniques are as advanced as allowed by the rules.

The building process also involves a considerable amount of custom workmanship. We concentrate on building fewer boats but of a very high quality. We have placed the greatest importance on workmanship,  care and attention to detail.

International 470 Class History

In 1963, French architect Andre Cornu designed the two-handed centerboard boat as a modern high performance fiberglass planing dinghy which could be sailed by anyone. And the craft so influenced European sailing that the 470 is directly credited with drawing new sailors to the sport during the 1960s and '70s.

The 470 has been an Olympic class boat since 1976. It is sailed today for both family recreation and superior competition by more than 30,000 sailors in 42 countries worldwide. 

In 1988, women officially entered Olympic sailing competition with the first-ever 470 Women's event. This boat is especially well-suited to women's competition because of its light weight, maneuverability and light crew weight requirement.

Click here to view more information on the history of the 470.

470: Recent Success for Mackay Boats

470: The history of its success

Can mackay's customise the layout of the boat.

Yes. Nearly all 470 are customised to suit your own preferences.

What can be customised?

We offer options for most control systems on the boats. Go to our 470 order form to see the options available. International 470 Package - Mackay Boats - NZL

Can you do other fitout options not on the list?

Yes. Many teams send us pictures with their own personal systems for us to copy.

What fitout options do the top crews choose?

All teams have something slightly different, but generally most top teams choose the continuous rig tension system (Option c) , the 4:1 up  with 2:1 down centreboard system (Option a) and the carbon jib brackets. These are the only 2 systems that most top teams have in common.

How to do a gelcoat repair?

Small gel coat repairs are relatively easy to do. 

What is Gelcoat made up of?

Gelcoat is a polyester product that is cured by using a catalyst called MEKP. (Methyl Ethyl Ketone Peroxide)

MEKP is a dangerous substance and should be treated as such when using, being very careful not to get any on your skin or in your eyes.

How can I get the catalyst - MERK?

We cannot ship MEKP so you will always need to buy it separately from your local marine store or fibreglass manufacturer.

How much MERK do I need?

The amount of Catalyst varies depending on the conditions you are using it in, but around 2%-3% will always work.

It is best to use a small syringe or dropper to get the required catalyst rate.

If you have mixed 100gm of gelcoat, then you are aiming for 2ml of catalyst.

What are the Gelcoat colours?

Gelcoats colours are not always a 100% perfect match.

Colour will vary depending on the depth of the repair and the batch.

470  White-  LS30    White PA 337

470  Grey- Grey RAL 7035

Blue = is supplier by Nuplex who have their own code which is not an international code

Does Mackay Boats supply gelcoat?

We supply a small tin (of each relevant colour) with each new boat.

Order additional gelcoat from our store, although it cannot be shipped by courier.

How do I do gelcoat repairs?

Doing gelcoat repairs is an art that improves with experience.

Making sure the surface is prepared well and keyed up is critical.

Overfill and then sanding back is a slow and time-consuming process.

Be very careful not to scratch the boat around the repair.

You shouldn’t sand the original surface around the repair with any paper coarser than 600grit.

Mask around the repair to protect the boat.

You can initially use a file or 150g to take the high parts off the filling, but don't use the coarse paper for too long or you will end up with scratches in the finished repair.

Once you have it fair with 600g, you can work your way through the sandpaper grades until you finish with 1500grit before cutting and polishing.

We would typically use 600g, then 800g or 1000g, then 1200g, then finally 1500g.

How do you fit a mylar gasket to a 470?

Please watch a demonstration:  Fitting a mylar gasket

470 Tuning Tips

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USA 470 Class Association

Welcome to the usa 470 class association.

The story of the 470 – still the best boat to bring sailing to… 470 Sailing – Enjoy the Experience #470Class #BeTheBest #470Sailing Posted by 470 Olympic Sailing on Wednesday, December 7, 2016

US 470 Class Association

Class contact information.

Click below

Class Email

Class Website

One-Design Class Type: Dinghy

Was this boat built to be sailed by youth or adults? Both

Approximately how many class members do you have? 35

Photo Credit:

Photo Credit: Will Ricketson, US Sailing Team

About US 470 Class Association

Olympic equipment of choice for the men’s and women’s two-person dinghy – representing the world of two-person spinnaker sailing at the Olympics. The 470 has been raced at every Olympics since 1976. In 1988, a women’s event was added. For the 2024 Olympics, the 470 will revert to mixed.

Boats Produced: 34,500

Class boat builder(s):

Mackay Boats (NZL), Ziegelmayer (GER), Sports Center (POL), Yamaha (JPN)

Approximately how many boats are in the USA/North America? 100+/-. 1850+/- registered all time in the USA.

Where is your One-Design class typically sailed in the USA? List regions of the country:

Miami, FL; Newport, RI

Does this class have a spinnaker or gennaker? Yes

How many people sail as a crew including the helm?  2

Ideal combined weight of range of crew:  300+/-

Boat Designed in  1963

Length (feet/inches): 4.7m

Weight of rigged boat without sails: 120kg

Draft: 0.1m

Mast Height: 7.2m

Back to One-Design Central

Copyright ©2018-2024 United States Sailing Association. All rights reserved. US Sailing is a 501(c)3 organization. Website designed & developed by Design Principles, Inc. -->

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• Sailboat Guide

470 is a 15 ′ 5 ″ / 4.7 m monohull sailboat designed by Andre Cornu and built by Fountaine Pajot, MacKay Boats Ltd., Parker Yachts, Nautivela, and Mader Bootswerft starting in 1963.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

2 person centerboard class with trapeze. An Olympic class since 1976. Separate events for men and women since 1988. The 470 is sailed in more than 60 countries. Spinnaker: 140 sq. ft. 1 Trapeze.

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Boat Reviews: The Dufour 470 and Dufour 61

• By Mark Pillsbury
• March 2, 2022

In a year disrupted by pandemic-­related workforce distractions, supply-chain woes and an overhaul of its woodshop, Dufour Yachts, one of France’s most prolific sailboat builders, still ­managed to launch more than 350 vessels, including two new models introduced to North America during the US Sailboat Show in Annapolis, Maryland, this past October.

Making their debuts were the ­performance-cruiser Dufour 470 and a new company flagship, the Dufour 61. Like all Dufours built over the past two decades, the latest in the range come from the drawing board of Umberto Felci, working alongside the in-house design team. The latter now includes input from catamaran builder Fountaine Pajot, whose ownership group bought Dufour three years ago. 

Over time, the result of such close collaboration has been a brand with a strong visual identity and features that tend to be introduced in one model and then incorporated into the rest of the range. At present, the Dufour lineup includes nine models, ranging in size from the yet-to-be-seen (here in the US, at least) Yacht Dufour 32 to the 61.

Some of the features introduced in recent years include a galley-­forward layout, which leaves the beamiest part of the boat open for living and entertaining; self-tacking headsails as an option in place of overlapping genoas; and an outdoor galley on the transom. Several of these elements are now available on models throughout the range, and based on the other new sailboats we saw this past fall in Annapolis, they are ideas that are gaining traction with other builders as well.

But while Felci and Dufour have adopted other trendy design elements, such as chined hulls and twin wheels, they’ve steered clear of twin rudders, opting instead for a single deep foil that provides ample control while backing and sailing, thanks in part to hull forms that favor diminished angles of heel.

Discussing the brand in general terms, Boat of the Year judge Tim Murphy spoke for his colleagues, saying that during sea trials, they’ve come to expect lively sailing performance from Dufour yachts, thanks in part to sails, gear, and deck layouts that reward sailors keen on tweaking lines to control sail shape and trim.

Let’s start with the 470, which was the first boat I visited alongside the BOTY judges.

It was an easy step aboard from the dock, thanks to the wide fold-down transom that doubles as a spacious swim platform. Beneath the cockpit sole to starboard, we found an ample-size life-raft locker; to port, two steps take you past the fold-up helm seat and into the cockpit itself.

One reason for the proliferation of twin wheels these days is the wide beam that’s carried aft on many boats. Usually the space between helms is left open, but on the 470, it’s put to good use with a large padded lounge ­area, which I must admit looked like an inviting place to spend time off watch. It was designed so there’s still good access to the cockpit proper. And while sailing, I didn’t find it in the way when stepping between wheels that are mounted on pedestals well outboard to free up space around the drop-leaf table that sits between the cockpit settees.

Another cockpit element that I thought worked quite well are the steps up to the side deck, located just forward of each wheel. One per side, these provide a simple, neat solution to the dilemma of how to clamor over coamings to go forward, plus they ­double as line-storage bins for the adjacent winches.

The 470, like other Dufour models, is available in three levels of gear and deck layout, depending on how an owner plans to use the boat. Easy, intended for the casual sailor or charterer, gets you a self-tending jib and in-mast furling main, both with halyards and sheets running to a pair of winches on the cabin top. The boat we toured and sailed was set up as an Ocean version, with a pair of Lewmar winches at each helm for main and jib sheets, as well as two more winches on the cabin top for halyards and sail-control lines. Our boat was fit out with a traditional main that’s stored in a boom pouch and a self-tacking jib. But fairlead tracks on the side decks also allow for a genoa; on the bow, there’s a sprit for flying off-wind sails that also incorporates an anchor roller. A beefy traveler sits just forward of the dodger, providing more control over the main. 

The Performance version of the 470 includes additional sailhandling gear, plus end-boom sheeting for the main, with an anchor point in the cockpit sole just forward of the wheels. The latter two versions can also be set up with a double-ended German-style mainsheet, meaning the skipper has control of the sail at either wheel.

Down below, the 470 is ­available in four layouts, all with the galley forward, ­adjacent to the main bulkhead. Included in the design is a feature I’ve really liked on other Dufours: large overhead hatches that span the cabin top just aft of the mast and let tons of light into the interior. Accommodations span from three cabins and two heads, which we found on the boat we sailed, to four cabins and four heads, or four cabins plus a Pullman berth and three heads. As I said, there are options.

Dufour uses foam core above the waterline and solid fiberglass below in its infused composite hulls. Decks are also infused, and a composite grid is bonded to the hull before furniture and systems are installed to carry loads from the keel, engine and rig.

The 470 we sailed is available at a sail-away price right around $600,000. This includes Raymarine electronics, a bow thruster (a stern thruster is an option), and a 60 hp Volvo engine and saildrive; an 80 hp powerplant is also available.

We had a decent breeze—about 12 knots—to start with on the afternoon we went for a sail. Closehauled, the speedo hovered just under 6 knots. Off the wind on a beam reach and in less breeze, maybe 8 knots, the speed dropped to the mid-4-knot range. If I were buying the boat, I’d definitely spring for a code zero or other reaching sail to keep things lively. From either helm, sightlines forward, past the Bimini and dodger, were OK, and their frames doubled as excellent handholds when stepping onto the side decks to go forward. 

Unfortunately, we sailed the 61 earlier in the day, when in a week of nearly perfect conditions, we were skunked for breeze. But powering along with the boat’s 175 Volvo with shaft drive, we scooted right along at 8.7 at the suggested cruising rpm and added another knot when we opened the throttle wide in get-home-quick mode. This hinted at what we might have seen under sail, but in less than 3 knots of breeze, we were in for nothing but drifting on a glassy bay. 

Compared with the 470 and other boats in the Dufour range, the 61 has quite a different look, especially on deck; while down below, she feels big for her size.

Rather than a Bimini and dodger, the 61’s topsides are wide open, save for a carbon-­fiber arch over the companionway, on top of which the double-ended mainsheet is anchored with two blocks. This keeps the deck and coachroof free of lines when sailing. 

The low-profile cabin top, wide side decks, and expansive open foredeck definitely give the 61 a big-boat feel. Aft, with the swim platform down, there’s a large dinghy garage. One concern cited by the judges is that when loaded, the dinghy appears to cover the socket for the emergency tiller. Forward, there’s a large, deep sail locker, with access to the anchor chain, and with a few contortions, the motor for the below-deck electric headsail furler. The jib is self-tacking, and there are no genoa tracks or a molded place to mount them on the teak decks. As the company brochure reads, the boat was developed to provide “simple, instinctive sailing.”

Underway, all the actual work of tending canvas takes place at the twin wheels, where four electric winches give the helmsman fingertip control of all the required lines. Guests can be left to enjoy the spacious cockpit and its wide, drop-leaf centerline table with a fridge underneath. 

As with the 470, an owner has options below for family, guests and crew. The boat we visited had twin aft cabins; a Pullman berth with bunks to starboard, opposite the forward galley; and a unique owner’s cabin far forward that caught my eye, with a queen berth offset to port, and a head and shower compartment forward. Locating the galley aft, to port of the companionway, is also possible, as are a couple more ­sleeping-cabin layouts, ­providing berths for up to eight crew, plus a captain’s berth in the forepeak.

The 61 comes with a flagshiplike price tag of right around $1.3 million for a boat loaded up and ready to go. But thanks to the span of the Dufour range, an owner who appreciates the brand can start smaller and work themselves up to the 61, a few feet at a time.

Specifications

Dufour Yachts 240-278-8200 dufouryachts.com

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Dinghy: Yamaha launches a campaign to optimize the 470

Yamaha Motor is partnering with Fujitsu for a measurement campaign on the 470 dinghies. A strategic choice for the Japanese company manufacturing the Olympic one-design, one year before the Tokyo 2020 Olympic Games.

Apply the Internet of Things to 470

Yamaha Motor and Fujitsu have announced a partnership to conduct tests on the 470 dinghies. The two Japanese companies will conduct an Olympic sailing yacht campaign from March 13 to April 30, 2019 on Lake Hamana in Japan. The project entitled Project 470 Sailing Analysis consists of collecting data to optimize the boat's settings and understanding.

Data collection and boat optimization

In order to analyse the parameters affecting the boat's performance, Yamaha Motor and Fujitsu will equip the 470 with a series of measuring equipment:

• a nine-axis sensor, including an accelerometer, gyroscope and geomagnetic sensor to determine the boat's attitude and a GPS to measure its speed, heading and position. This data will be sent to the cloud for immediate viewing.
• a rudder force sensor to determine the applied force.
• an accompanying boat will collect information on wind and sea conditions.

Fujitsu will then develop an application to visualize and analyze the data. Yamaha's design teams will work on the results to develop the boats and optimize them through repeated tests by varying the parameters.

Yamaha aims at sailing beyond 470

Yamaha produces in Japan all types of leisure equipment, from motorcycles to piano and boats. If it is one of the 2 Japanese yards authorized to produce 470s, it also manufactures other sailboats. The results of the 470 Sailing Analysis Project will initially be used to optimize its Olympic dinghies as part of the gauge in advance of the Tokyo 2020 Olympic Games, but also to increase its database for all its boat production.

Published on October 25th, 2021 | by Editor

470 Class: Optimistic about its future

Published on October 25th, 2021 by Editor -->

There are some one design classes, such as the Star and Finn, which can make the transition when their boat is no longer used in the Olympics. Their history, popularity, and core constituent can carry on the torch. But for the 470 Class, their status seems less secure.

While the 470 Class has nearly 60 years of history, its commitment to Olympic-level competition puts a lot of eggs in one basket.

Excessive kinetics are now the norm, requiring elite fitness for peak performance. And now the class will have its boat used in the new Mixed Two Person Dinghy event for Paris 2024, thus impacting its current male and female division participation.

However, 470 Class President Andreas Kosmatopoulos remains optimistic in this report to class members:

A new Olympic era has begun for the 470 class. Merging two Olympic disciplines into one has created the exciting Mixed Dinghy Event for 2024 and beyond. Strong and immediate competition has already provided new challenges and great opportunities for our many recently-formed teams.

Olympics The Tokyo Olympic Games was a triumph for the 470 Class. The quality of the fleet was impressive. The best-ever 470 Olympians, Hannah Mills from Great Britain and Mathew Belcher from Australia, received their third Olympic medal each, both with two gold and one silver. Incredible!

As a former double-handed sailor, the images I most cherished were the reactions at the last race’s finish line at the Europeans, Worlds, and Olympics — that last hug with your teammate knowing that the journey had now come to a close.

Olympic Gold and Silver medals in the women’s class were won by boats built over three years ago — proving the impressive durability and quality of the 470 Olympic equipment. Juniors aged 16th and 17th years old competed at the Tokyo Olympic Games, a lifetime opportunity achieved by their skills and the existence of the 470 dinghy! Rules We have received many messages regarding the Oscar flag (kinetics rule), compasses (with tactical features), and other concerns. We are fully aware of the necessity of change and the impact those decisions will have on your future preparations. We respect that time is limited and want to work with you for the best outcome.

According to our constitution there is a specific procedure that we must follow in order to decide and validate any and all potential class changes. Soon we will announce an online Extraordinary General Assembly Meeting. Should changes be adopted, those items will then need to be approved by World Sailing in the coming year. Meanwhile, any changes will become public knowledge so that you may craft your training accordingly.

We are working hard and carefully in order to provide equal opportunities and a fair environment to all the sailors and coaches who wish to express their voice. A survey will be released soon but please continue to send your thoughts, comments, and suggestions to the 470 Management Committee at [email protected] . All topics appreciated!

And, as ever, please also work with and through your MNAs. We look forward to your recommendations and proposals. This is truly a world-wide effort.

Vision With the 470 we have a powerful global tool. The International 470 Class Association will focus on world-wide development and support for teams from emerging nations. This includes an emphasis on equipment, coaching, and participation opportunities.

Our strategy is very much centered on a wider expansion of the 470 class and the attraction of youth to sailing. We are encouraged by many ongoing discussions with our stakeholders. Together we will strengthen our class and create new partnerships and synergies.

I wish you all fair winds.

Editor’s note : The problem with asking class constituents what they want is the consensus does not include the voice of people who quit the class. Additionally, the loudest voices tend to be those at the top of the fleet, and their desires tend not to be in line with participants down the rank that create the foundation for any enduring class.

Paris 2024 Olympic Sailing Program Men’s One Person Dinghy – ILCA 7 Women’s One Person Dinghy – ILCA 6 Mixed Two Person Dinghy – 470 Men’s Skiff – 49er Women’s Skiff – 49erFx Men’s Kiteboard – Formula Kite Class Women’s Kiteboard – Formula Kite Class Men’s Windsurfing – iQFoil Women’s Windsurfing – iQFoil Mixed Multihull – Nacra 17

Venue: Marseille, France Dates: July 26-August 11

Details: https://www.paris2024.org/en/the-olympic-games-paris-2024/

Tags: 470 , Andreas Kosmatopoulos , Paris 2024 Games

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The New Mix of Olympic 470 Pairs

• By Lucas Masiello
• March 27, 2023

Training alone in their International 470 off the south shore of Long Island, New York, in the summer of 2021, Louisa Nordstrom and Trevor Bornarth were a world away from the spectacle of the Tokyo Games . There, Olympians Stu McNay and Dave Hughes rolled their sails together for the last time, marking the end of the individual men’s and women’s Olympic 470 disciplines and the beginning of the new Mixed Olympic 470 era. For Nordstrom and Bornarth, and many young sailors looking to reach the pinnacle of dinghy sailing, this new coed medal provides a unique opportunity to compete in the Paris and Los Angeles Games.

“It (the switch to a mixed class) does level the playing field a little bit for a new sailor coming into the fleet because everyone has to reset by sailing with a new person,” Nordstrom says. “There’s a lot of younger talent coming into the 470 because I think it’s easier to get into the class given that everyone is starting fresh.”

Nordstrom, 24, from Sarasota, Florida, grew up racing in the ILCA 6, Club 420 and 29er fleets and excelled at Yale, receiving four College Sailing All-American honors before graduating in 2020. Bornarth, two years younger and from Port Solerno, Florida, stood out in the International 420 class, placing second at the 2017 World Sailing Youth World Championships. While pursuing Olympic 470 sailing full time, Bornarth is also enrolled online at the University of Florida.

The pair first connected in Newport in the fall of 2020 through the US Sailing Team Olympic Development Program, an initiative aimed at preparing elite youth sailors for Olympic-level competition. With both sailors aiming for the 2024 Games, they began their campaign with the Oyster Bay 470 Team and were named to the US Sailing Team in 2022.

A year and a half later, now with the full resources of the US Sailing Team, their most significant challenges still lie before them. Following years of intense training and competition, however, Nordstrom and Bornarth are dialing in their performance, and their results are getting them ever closer to the top.

“Last year was a big year of figuring out how to sail the 470 fast—and that is a huge project,” Bornarth says. “Now we’re focused on racing, in-the-boat communication, and how we’re making decisions in tactical situations where you can either gain three boats or lose three boats. That’s how we can go from struggling in the upper-middle pack to punching through to the medal race consistently.”

Developing Olympic-level performance in the 470 is a lifelong mission, says two-time Olympian Dave Hughes. “You never finish learning how to sail a 470,” he says. “It has many modes available to you, both upwind and downwind, and you pay a large price if you spend time in a mode that is not ideal. You can sail the boat at an A level for an entire race and artificially think that you’re at an A-plus level, but you pay the price with your results.”

With Nordstrom and Bornarth each bringing a unique background and experience to the 470, they rely on each other’s strengths to excel in a variety of conditions. “Louisa is an absolute weapon at calling the shifty stuff—college sailing definitely paid off there. When it’s cranking, and Louisa can’t see anything, I’m calling tactics,” Bornarth says.

The ability for teams to rely on both partners in the tactical conversation is paramount for success in the 470, Hughes says: “Most successful teams are running it so that the crew and the helm can appropriately shift the tactical football. You have to be able to transfer authority on the tactics effectively—there’s just so much to be gained and lost in the margins that that’s where the best teams show their prowess, and that’s how you win regattas.”

Training with international partners in Europe has allowed Nordstrom and Bornarth to work with the world’s leading teams while the American 470 fleet continues to develop. “We’ve worked a lot together with the Italians, the Israelis and the Brits,” Nordstrom says. “Being in Europe and being able to go early to events and train together with the entire fleet has been an absolute game-changer.”

The duo also uses state-of-the-art technology to improve during domestic solo training sessions. “We have trackers, and at the end of the day, we can put it all on a tablet and analyze different aspects of our sailing,” Bornarth says. “That makes it a little more productive than it would be if we just say, ‘Oh, we’re going out to look at this new mainsail,’ and we’re by ourselves—we don’t get any data off it. Now that we’re incorporating these sailing instruments, it’s been a lot more productive.”

Seeing success in their ­racing results after years of hard work is a major driving factor in Nordstrom and Bornarth’s campaign. Finishing 13th at the 2022 International 470 European Championship in Turkey, their best campaign result to date, has motivated them to become even better. “Turkey was really exciting, as we were finally in the front of the fleet,” Nordstrom says. “We’ve known we can do it, and it was great to finally get a taste of accomplishing it. I think a big motivation going forward is to continue experiencing that feeling.”

Nordstrom and Bornarth represent a generation of younger 470 sailors stepping into a notoriously technical and specialized class. Spearheaded by the Olympic Development Program and the private Oyster Bay 470 Team, collegiate sailors and recent graduates flocking to the boat are revitalizing what was recently considered a dying one-design class.

“Right now, the problem is we need boats,” Bornarth says. “People are looking to buy more boats, and a lot of the [420] youth teams are starting to cross over. Domestically, US Sailing has done a great job of starting to promote the 470 again, and if we can get 10 boats on the starting line of the [2023 West Marine] US Open Sailing Series, that will probably be the first time in a decade that we’ve had that.”

The 470 remains one of the world’s most competitive classes despite the influx of new sailors following the change to a mixed format.

“I think, initially, the switch definitely leveled the playing field. But as we’ve seen over the past six months, it has fully ramped up—all the top guys are back with new crews or crews from the women’s or men’s squad,” Bornarth says. “You still have all the same sailors that were initially at the top of the men’s and women’s fleets now at the top of this fleet, so it’s still very challenging. Now that we’ve combined the men’s and women’s fleets, it’s gotten deeper. While the level may not be as high as it was in the top three of the men’s or women’s fleets, now the top 15 are there.”

Strong competition is also returning to the United States, with four-time 470 Olympian Stu McNay partnering with 2021 Women’s 470 Olympian Lara Dallman-Weiss. The full consequences of the shift to the mixed format will not be known for years to come, but current results show promise in assisting the development and longevity of the fleet.

“There’s a lot behind the decision for it going mixed,” says Hughes, who serves on World Sailing’s Athletes’ Commission, a body that represents Olympic athletes in World Sailing’s decision-­making process. “Ultimately, it did yield a case for [the 470] being in for another two Olympics: Paris and LA. Does that help the class? Absolutely, it does. Is the class different in terms of the people and the vibe? Yes, for sure. There are some people who have stuck on after Tokyo, but mostly it has provided a lot of newcomers an opportunity in the class. I think it is healthy, and now it is up to the class over the next two years to show that it can become the type of class that is more modern in terms of its racing, thought process and class development, and really deserves to be in the Olympic schedule.”

While Nordstrom and Bornarth have a long road ahead, they’re enjoying every moment of it.

“It’s all about the process and enjoying it,” Bornarth says. “The big thing in our campaign is making sure that even tasks that aren’t that fun, we try to find the joy in it. We tell ourselves every day that we’re living the dream—this is what we want to be doing.”

While the Olympic regatta was a world away not too long ago, the call of Marseille is fast becoming a real thing for Nordstrom and Bornarth. There will be plenty more sails to roll before then, and if Olympic aspirations come up short in 2024, the next big shot in Long Beach is right around the corner in 2028.

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Technical specifications - Dufour 470

Photos of the boat, technical features.

• Length HT : 49ft (14.85m)
• Max. width : 16ft (4.74m)
• Weight : 13.2 tons
• Draft : 7ft (2.25m)
• Max. sleeping capacity : 8
• Number of cabins : 3 to 4
• Bathrooms : 2 to 4
• Water capacity : 530L

Standard motorisation

• Engine Power : 60hp
• Fuel capacity : 250L

Standard canopy

• Total sail area : 351sqft (107m2)
• Mainsail area : 187sqft (57m2)
• Genoa/jib area : 164sqft (50m2)

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470 Deck Layout

Spinnaker Pump Halyard System

A 1:2 reverse purchase on the halyard allows the skipper to raise the spinnaker twice as fast. Pulling the pump handle .6 m (2 ft) off the cockpit floor raises the spinnaker 1.2 m (4 ft). A 1:5 shock-cord halyard take-up system automatically manages accumulating line during the rapid chute deployment.

The cascaded vang uses super strong single, double, and triple 16 mm blocks for a powerful 16:1 mechanical advantage. The skipper can play the vang from either side of the boat.

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This fast-tacking two-car system halves the distance a single car would travel. The bridle and the 2:1 side-to-side traveler controls raise and lower the floating mainsheet block for perfect mainsail twist. Mainsheet tension tightens the leech and reduces twist.

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Class History

The International 470, designed in 1963 by 505 sailor André Cornu, is a high-performance planing dinghy for both men and women. Responsive to weight placement, this two-person one-design is tactically demanding and requires fluid coordination between the skipper and crew. The 470 is easy to sail, but racing and flying the spinnaker from the trapeze provides additional challenges for sailors. The 470 made its Olympic debut in 1976, and in 1988 was selected for the Games first women's sailing event.

Links International 470 Class McLube™ Harken Canvas

Boat Specifications

Length: 4.7 m, 15 ft 5 in Weight: 120 kg, 264 lbs Sail Area: 12.7 sq m, 137 sq ft Jib: 3.58 sq m, 39 sq ft Main: 9.12 sq m, 98 sq ft Spinnaker: 13 sq m, 140 sq ft

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@media screen and (min-width: 70em){.css-1c47y9x{color:var(--chakra-colors-blue\.brand);}} 470 buy/sell second hands, ads and prices

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The 470, a fine and very seaworthy dinghy.

With close to 38,000 units distributed worldwide, there are many opportunities and good deals are commonplace. This boat is also perfectly adapted for cruising for all sizes. With little canvas, the 470 is perfectly suited to mixed crews and is particularly at ease in the breeze.

The most well-known shipyards are : Morin, Nautivela, Mackay, Ziegelmayer.

470 dinghies prices, brands, program

For leisure: aim for an old 470 from the Morin, Lanaverre, Parker or Roga yards. These boats will be affordable, but will require some refurbishment or restoration. The budget for this programme starts at 500 or 1000€ depending on the condition, the equipment and the level of maintenance.

For a mixed programme, touring, local regatta, a more recent boat, with better performance and better sails will be preferred, a Nautivela from the 2000s for example will do the job well, you should aim for between 2000 and 3000€ to find a second-hand boat in good condition and well equipped.

For a regatta and competition programme, you will need a high-performance 470. A rigid, well equipped and optimised boat: the price will necessarily be higher and you should aim for 470s produced by Mackay or Ziegelmayer.

A new 470 from Mackay Boats for example is sold for over 20,000€. Second hand 470s can be found for as little as 500€.

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Hannah Mills/Saskia Clark (GBR) win Rio 2016 Olympic Gold © Sailing Energy/World Sailing

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The 470 is the equipment used for the Men and Women's Two Person Dinghy event at the Olympic Games. Our World Championships usually attract more than 130 boats.

A 470 skipper usually weighs between 50 and 65kg with a crew around 65 to 75kg. The class was designed in 1963 by Frenchman Andre Cornu. It made its first appearance at Olympic Games at Montreal in 1976 as an open gender event, remaining so until it was split into seperate mens and womens events in Seoul 1988.

The class is renowned for its close racing, and is known as the most 'technical' class in the Olympic Games. But no one sails them because they like fiddling with little ropes, nuts and bolts instead of sailing. The real reason anyone sails a 470 is because of the challenges they present.

All the options available are a lot to get your head around. The 470 has no set position for the mast step, no set lengths for the stays, typically sets up with adjustable spreaders and allows for variations in sail and foil design. A 470 skipper has lines controlling the mainsheet, traveller, vang, cunningham, jib car position, centreboard and rig tension at their side. The foremost challenge of sailing a 470 is understanding the tuning and set up of the boat, then being able to balance making changes in the boat with sailing fast and racing.

Its next challenge lies in setting up with a symmetrical spinnaker and the class rules suspending Rule 42 to allow kinetics when the breeze is greater than eight knots. Sailing with a spinnaker on a moving pole opens up an array of downwind angles, ranging from close reaching to soaking deep by the lee. Imagine coming around the top mark and seeing the boats around you fly off in different directions with no idea which way will prove to be fastest. The best 470 sailors have an arsenal of downwind styles available and are able to switch in and out of them to not only stay fast, but to race smart as well.

Open up every downwind angle and you open up an array of pumping and ooching styles, meaning that 470 sailors are literally forcing their boats downwind faster than they want to go. A significant development over the last Olympic cycle has been the refining of the upwind pumping, with many crews now unhooking from the wire in early trapezing conditions to use their full force to pump the rig in a manner similar to a bird flapping its wings. It is not unusual to see see a fleet of 470s starting in around 10 knots with all of their sails beating like windsurfers.

The 470 isn't a boat you can just buy in a box. It isn't a boat with magic go fast numbers or equipment. The range available means that the sailors have to spend the time to develop and understand their own styles, techniques and equipment to get to the top. It can be funny to observe the different personalities, ranging from the neurotic tuners to the ballpark set and forgetters, interacting in the boat park before a regatta. Like all Olympic classes, the 470 is a class you need to devote a significant amount of time an energy to before you start to master it. But as you get closer, you get a lot of satisfaction feeling every little advance in speed and technique coming together