There are lots of bridges, and the best
sailing is often on the other side. The mast raising system can be used to handle this
problem. Just lower the mast and duck under. For trailering and for going under bridges,
you disconnect only the forward mast support wire. The other rigging always remains in
Ours is specifically designed for trailering. We use stay adjusters, rather than turnbuckles, for the wires that support the mast. With masts that are raised and lowered, turnbuckle bending and failure is very common. Stay adjusters are stronger and far more reliable. Also, we bolt the support wires to the mast, rather than using removable "T" fittings that can fall off and allow the wires to tangle up in the trailer wheels when on the road.
We use double nicopress fittings on the mast support wires because of their reliability. Swaged fittings have a tendency to crack, and it is impossible to determine their true condition without X-ray. The nicopress fittings, in contrast, are easy to inspect. We have had remarkable success with these fittings over a long period of years. On hang gliders and ultra light aircraft, you will always see nicropress and not swaged fittings. These guys really have their life on the line when choosing hardware.
At one time we used full battened mainsails. We have switched to soft sails for the following reasons: Full battened sails have to be rolled up in a long, bulky tube and take up a lot of room in the boat when stored. The battens press hard against the mast and make the mainsail more difficult to raise and lower. The long battens are subject to breakage when they press hard and chafe against the mast support wires when running downwind. They are heavier, and weight aloft is critical. They make tacking more difficult, and, for a given sail size, they are not as fast as a conventional sail.
The majority of Mast's work has been on GM's L92, -liter engines. Mast likes these engines for their aggressive head design, VVT feature, and most of all, their affordability. The L92's main application from General Motors is in trucks and SUVs. Mast has outfitted these engines to fit both trucks and cars. The car version uses an L76 intake manifold, while the truck version employs the truck intake (TI). By merely adding the Mast Motorsports V2 camshaft, Comp valve springs (#918), and M-90 ECM with Mast's tune, horsepower numbers have been proven in the 540 range with 490 lb-ft of torque. Not bad compared to an LS7 -liter crate engine, which checks in at 505 hp and 470 lb-ft of torque from the factory. The complete L92 HO V2 turnkey package costs around $11,199, significantly less than the LS7 crate engine containing no electronics.