amel yachts review

• McMichael News
• Amel 60 review: This...

Amel 60 review: This modern cruiser is a true benchmark for quality

The french yard has built 50+ years of knowledge into its new world cruising flagship the amel 60, reports matthew sheahan.

I’m guessing that rival manufacturers of bluewater cruisers know when their prospective clients have been to Amel. They realise when their prospects come to them to discuss the detail, and they’ll be holding a long list of questions about what is included in the standard specification.The list will be long. Very long. And if these potential customers then choose to reveal their budget based on this detailed list, the challenge for any of Amel’s rivals will be to suppress the inevitable sharp intake of breath when their sales staff hear the bottom line.Amel has long held a reputation for producing high quality, long distance cruisers that come equipped with everything. It’s a reputation that’s well deserved.

While other yards may lay claim to a similar goal, it has been Amel’s dogged determination to keep things simple that has contributed to the French company’s sustained success.

For starters, it has never produced more than two models at any one time. “In our firm, we don’t change models every year, but we keep perfecting the ones we make,” Henri is quoted as saying.

But restricting its new launches to one a decade for the first 34 years was a strategy at odds with others in the business. Surely anyone looking to buy a boat they call home rather than a weekend plaything would want to express themselves and put their mark on it?This is where Amel has been so clever because, while this is broadly true, the flip side of swapping life ashore for that of living the dream afloat is that many people are nervous about such a big step, no matter how boldly they started out.

To be shown a detailed standard specification where all the key thinking has been done goes a long way to calming any post-purchase, pre-delivery anxiety.

The new style Amel involves more than just good looks. Modern lines, a plumb bow and wide aft sections make for a powerful boat. Her jib leads on the coachroof are a subtle indication of the new focus on performance. Photo: Rick Tomlinson

As an example, the list of options for its latest and largest Amel doesn’t even make two pages of A4. For most, the decisions that are required will need so little debate that the entire boat could be specified over a lunchtime pint at the pub.

So, when it comes to writing a boat test for the new Amel 60, there’s a temptation to start with the long list of standard equipment and build a story around that. Yet to start there would be to do little justice to a new model that marks the second chapter in a big step forward for this company.

Let’s be honest. For all their attributes, Amels have rarely been the prettiest of boats nor, I would argue, the most contemporary. But the Amel 60 changes all that. This new Berret-Racoupeau design doesn’t just look modern, she is clearly on trend, starting with her hull shape.

The Amel 60 is a Berret-Racoupeau design. Photo: Rick Tomlinson

Plumb bows are all the rage, as are fixed bowsprits. So too are lines that open out into beamy, powerful sections aft that then benefit from twin rudders. And given that when these shapes are combined with the correct buoyancy distribution they can deliver a quicker hull form with few vices, it’s an obvious choice for cruising designs to adopt the secondary benefits that come with this fuller form.

Increased volume, both for the accommodation and the deck lockers, are among the key advantages. Twin rudders reduce drag when heeled and provide a more balanced, surefooted feel when under way, but they also provide a level of redundancy should one of them get damaged. Plus, for those who spend more time in areas like the Mediterranean, the shallower rudders help with mooring stern-to.

The Amel 60 has all of these advantages and, with its dark, rectangular hull portlights and tinted wraparound windscreen, it takes on the looks of the modern cruising generation.

With a layout designed to be as versatile as possible, the Amel 60 can be operated by two, easily sleeps six and has the capacity for eight people in total

The smaller Amel 50 was the first to break the mould and set the new style when launched in 2017. A brave new look along with its quality of build and fit out was recognised straight away and it shot up the charts winning European Yacht of the Year in 2018. The company has since built just short of 50 boats. Apart from looks, one of the biggest departures from the original style was the move from ketch to sloop rig.

Previously, ketch rigs were incorporated to divide the sail plan into manageable chunks and make sail handling easier. Yet that was in an era where sail handling systems were not as efficient and reliable as they are today. Plus, with the modern trend for aft swept spreaders and full-width chainplate bases, taller rigs can be more secure and dispense with the need for running backstays.

Higher aspect ratio sail plans are more efficient as a result and are also easier to manage thanks to improvements in sail furling technology. Add twin independent fixed backstays into the equation and you have an extremely well supported mast.

In short, times have changed and Amel has responded. But the 60 takes the concept even further by making a bold statement with a carbon mast fitted as standard. Interestingly, it’s the sail plan that provides some of the bigger decisions when it comes to ticking boxes on the options list.

Among the key choices is the option to have a self-tacking cutter rig. The test boat had this and it worked well, particularly as the staysail has decent proportions and is mounted sufficiently far forward to make it a good sail on its own in a breeze. Unfortunately we didn’t have such conditions for the test, but even though a staysail adds just short of €20,000 to the bill, for me it’s an obvious box to tick.

Another is the option for a free-flying, furling Code 0, which will nudge the bill up by another €18,000. But again this is money well spent in my mind to provide an extra gear for light airs upwind sailing (which we did get to experience), along with better performance in stronger breezes downwind.

Fixed bowsprit and electric furlers are standard,

the second windlass an option. Photo: Jérôme Ricoul

The move to sloop configuration has also freed up deck space as well and simplified the overall layout. The most obvious area is on the after deck which is now a wide, open space, perfect for sunbathing or stowing a dinghy on deck if you don’t want the optional davits.

Keeping the side decks clutter free has always been one of the key features of an Amel and nothing has changed aboard the 60, which has to be one of the easiest and most secure decks to move about on that you’ll find in this size and style. The solid rails running around the entire deck, higher than most conventional guardwires, are another common and popular feature of the marque.

Solid deck rails add to the sense of security on board. Photo: Jérôme Ricoul

Security, both real and perceived, is an important feature of an Amel and nowhere is this more obvious than in the centre cockpit. This deep and largely enclosed area is more pilothouse than cockpit, albeit with a sliding solid sunroof that helps to open things up in the right conditions. Yet given how enclosed this area is, the all round visibility is generally very good.

When it comes to handling the boat alone under sail, it is pretty easy thanks to the well-sorted panel for the sail control systems. Indeed, although it is possible to wind everything by hand, you’d consider yourself pretty unlucky if you had to break out a winch handle.

But while I was impressed with the layout, comfort and security, a particular reservation I have with this configuration is the ability to drive electric sheet winches that are behind you. The ease with which you could activate a winch without seeing a hand placed on it or the accidental development of an override is worrying.

Amel has stuck to its offset, forward helm station from which the entire boat can be managed with guest seating behind. Photo: Ilago

The answer would seem to be to be diligent about never operating a winch without looking aft, but then this does raise issues about looking ahead too. Having said that, what did get my vote in this department was the mainsheet winch mounted to starboard of the companionway hatch and within easy reach of the helmsman.

A far smaller issue was the angular and rather sharp feel to the grab handles mounted in the guest area of the cockpit. Stylish perhaps, but not a great feel.

But a big plus, especially for those with plenty of sea miles and real world experience, is the engine room access. Lifting the cockpit floor with the help of the permanently fitted gas struts provides access to the business end of the boat in seconds. It is, quite simply, the best engine access you can imagine.

And with such a large opening the engine room cools down quickly and provides plenty of light, air and space when you’re down there.

Comprehensive fit-out

When Isabelle Racoupeau set about creating the interior design for the Amel 60 she put a particular focus on lights and lighting that create, ‘warmth and refinement’ as well as a ‘chic, open and bright’ atmosphere. And from the minute you descend the companionway steps to enter the saloon you can’t miss what she’d set out to achieve.

Light streams into the accommodation and, aside from being very much on trend, the effect is a welcome one that is enhanced by the modern styling throughout the accommodation.

When it comes to the overall layout there’s nothing particularly surprising. The main saloon is amidships with the navigation station tucked away to port while the longitudinal galley is to starboard and the owner’s cabin set aft. Forward a pair of doubles is mirrored each side of the centreline, each with its own shower and heads.

Engine access is the envy of the bluewater cruising world.

Photo: Rick Tomlinson

All are finished beautifully in a choice of either light oak or walnut. Mahogany is no longer an option aboard Amel yachts. Style and layout are, as always, subjective, but what is not up for debate is the level of detail and the comprehensive fit-out.

The galley is the best example. Here, from the microwave to the induction hob, the washer-drier to the dishwasher and plenty more, all are fitted as standard. And when the layout has been so expertly installed it would seem rude not to tick the boxes for an icemaker, a wine cooler and a second deep freeze.

The comprehensively fitted out galley is set to port. Photo: Rick Tomlinson

Among the most expensive extras on a short list of options is the air-conditioning at €26,000, the heating system at €18,000 and the watermaker at €18,500. Given the variety of uses that owners may wish for their 60, it is easy to see why Amel has left these as options rather than adding them to the list of standard equipment.

Our light weather sea trials demonstrated how well the Amel 60 would slip along in light airs. In 6-7 knots true wind and flat water, we sat at 5.4 knots – impressive stuff for a 26 tonne boat. With its cutter configuration, the Amel sails well and is easy to manage while its electrically furled Code 0 is a doddle to operate.

Sadly we didn’t get to sail in a stronger breeze and bigger seas. Here, the key for me would be in whether it has the feel to make it a boat you would want to helm for the pleasure of it or whether the autopilot would go on.

I say this because I have reservations about the long steering cable runs to her twin rudders and, based on colleagues’ comments about the Amel 50, I would take a guess that finger light feel is not her strongest card.

While twin rudders provide some real benefits when the breeze is up and the pace is on aboard any yacht, another drawback comes when it’s time to manoeuvre at close quarters under power. The Amel 60 is no different, and the lack of propwalk makes it difficult to turn tightly in a small space.

Fortunately, the option to fit a retractable stern thruster in addition to the standard bow thruster changes this and makes her a nimble and manageable boat under engine. In many ways the yacht’s construction is the easiest part to describe and assess. Built as a solid laminate below the waterline and a PVC foam sandwich above it, the hull and deck are resin infused, a technique introduced with the Amel 50.

Where it remains the same as its predecessors is that this is a solidly built boat throughout, has Amel’s well known maintenance-free, teak effect decks and adheres to the best practices of bluewater boat building. The conclusion is clear: this is a genuine go-anywhere cruiser for two from a company with a pedigree and popularity to back up such claims and a price tag to make others draw breath.

For those familiar with Amel it will come as no surprise at all that the 60 is a comprehensively fitted out boat, well built and reassuringly easy to handle short-handed. For those who are not, and who are looking to buy a boat of this size and type, you really should put this on your list in order to check out where the true benchmark for value for money versus practical and solid engineering lies. And, if you can, go to the yard in La Rochelle and see the operation for yourself. There are few others like it in the world.

Position Title:  Service Advisor

Position Type:  Full-time / Part Time

Reports to:  Sales Manager

Job Description and Summary: In this position you will be responsible for providing support to the Service Writer, Service Team, and Customers. Responsibilities include working with the customer to get the information required to perform the work on the boat, following through to make sure the work is completed correctly and in a timely manner.

• Assist Service Writer in day-to-day operations, including scheduling and distribution of work for technicians and yard team, utilizing DockMaster and other tools as required to generate and manage work orders.
• Communicate with customers by phone, email an text to determine needs, providing clear and precise instructions on the work order for the technician.
• Answer incoming calls and emails in a professional manner, returning all customer calls and emails prior to close of business each day.
• Promote the sale of additional labor services, part and accessories in a professional manner for each customer.
• Obtain Customer approvals for work order, and collect payment for work prior to releasing customer boat. In the event the repair cost is unknown initially, obtain customer approval on work order to diagnose issues, and then contact customer with estimate for repairs as soon as determined, and obtain approval.
• Review and input technician timesheets into DockMaster.
• Inspect quality of work performed as required, prior to delivery to the customer.
• Communicate with the customer during repairs and coordinate customer pick-up.
• Finalize and invoice work orders.
• Provide prompt, detailed and timely flow of all paperwork.
• Other duties as assigned.

Key Results Areas:

• Effective communication with the customer
• Accurate and timely invoices
• Accurate and organized service repair orders
• Minimize aging accounts receivable, timely completion of open work orders

Compensation:

• Pay commensurate with experience
• Paid Vacation and Holidays
• Health Insurance
• Retirement Program
• Continuing Education

Experience Level:   1-3 years preferred, or similar industry background

1-3 years preferred

Salary and Benefits:  $45 – 55k, Medical, 401K

Email: [email protected]

Position Title:  Sales Meeting Setter Position Type:  Full-time / Part Time

Job Description and Summary: In this position you will work alongside the McMichael Sales Team to set web meetings, conference calls and boat viewings for the sales team. You will work with an experienced team that specializes in premium racing and sailing yachts, as well as high-performance inboard and outboard day and cruising power yachts. You will work with an existing client database. You will cultivate ongoing communication with our clients and their families that demonstrate the highest degree of professionalism for the McMichael brand.

Core Skills:

• Effective and professional phone communication skills
• Prospect farming
• Active listening
• Influencing with content through digital and social media tools
• Coordinating meeting schedules with Sales Consultants and prospects
• Strong communication skills, verbal and written
• Ability to work collaboratively with other team members

Responsibilities:

• Call boaters to set web or phone meetings for Sales Consultants
• Send emails to prospects for the purpose of setting meetings
• Send texts to prospects with meeting request

The ideal candidate is someone who can consistently and persistently communicate and send reach out messages to boaters in a professional manner to set meetings. This position is ideal for a recent college graduate or someone going to school part-time.

Experience Level:  0-2 Years in Sales

Salary and Benefits:  $40 – 60k, Medical, 401K

Email: [email protected]

Brett Lyall A lifelong, passionate boater, Brett brings 26 years of sailing and 18 years of powerboat knowledge to the McMichael team. His background includes Environmental engineering and consulting, along with 7 years of sales and marketing experience in the luxury market. In addition to being an avid fisherman, surfer, and scuba diver, he is a sailing coach and has crewed extensively offshore on a variety of boats from J109, J105, J99 and 112E to a Gunboat 57. His knowledge of all things boating related is second only to his reputation for exceptional customer service and professionalism.

Doug Conner Doug’s life-long love of all things nautical naturally led him to pursue a career in luxury yacht brokerage. His professional background in sales and marketing, combined with his overall experience in and passion for the yachting industry, makes him a valuable asset to his clients for sail and power boats. Doug is committed to providing his clients with honest, professional, knowledgeable, and personal service.

Myles McQuone Myles is a licensed captain from age 18. He is a third Generation Merchant Mariner, operating boats runs deep in his family. Myles has held multiple roles within the marine industry between Marine Towing and Salvage, Marine Technician and Marine Service Manager. Myles’ focus has always had the customers best interest in mind; expect the same attention while consulting with Myles.

Ethan Morawski Ethan grew up in Fairfield CT and has been sailing for 13 years and powerboating for 10 years all over Long Island Sound. He has worked in the marine industry since High School and has an excellent reputation for superb customer service, seamanship, and attention to details. He is a graduate of Bryant University in RI.

Position Title: Boat Yard Crew Member Position Type: Full-time Experience level:  2-3 years preferred

Reports to: Service Manager

Job Description and Summary: In this position you will work alongside a team of supportive and experienced marine industry professionals. Your primary role will be to support the efficient daily operations of the McMichael yacht yard and the satisfaction of our customers.

This will include a variety of functions and tasks including basic property maintenance, launch and recovery of boats, cleaning, crane and forklift operations, blocking boats, and winter storage and other relevant duties as assigned.

• Ability to clearly understand instructions and complete tasks accordingly
• Mechanically inclined
• Able to lift and reposition equipment, tools, and materials
• Basic boat operations – power and sail (will train)
• Focus on customer satisfaction
• Proactive mindset
• Able to work unsupervised
• Ability to collaboratively work well with other team members
• Support of daily operations
• Support clients boating activities, prepping boats, fueling, etc.
• Safe operation of company vehicles, forklifts, and equipment, including trailer handling
• Haul, block and launch boats
• Boat cleaning and detailing
• Bottom paint and waxing boats
• Dock and marina area maintenance
• Shrink wrapping
• Repositioning boats

The ideal candidate is someone who will enjoy the nautical environment of the boatyard, which includes being around boats and being on the water. They will have at least two to three years of experience at a previous boat yard or yacht club. Their background will include a familiarity with boats. They will be someone who enjoys the boating lifestyle and enjoys working outdoors. They value working in a team and being part of a family-owned organization an enhancing part of the local community. We encourage you to apply if you do not have the experience but are dedicated to building a career in the marine industry.

What does a typical workday look like? A typical morning could involve arriving and immediately removing covers, prepping several boats to be launched and readied for use by their clients. You could find yourself assisting with changing a large tire on a trailer or rigging and craning a boat onto a truck for transportation. Daily activities will also include basic maintenance of the boatyard facilities which includes painting, building repair, emptying garbage, and cleaning, as well as assisting technicians with boat maintenance.

Salary range: $15 – $30

https://vimeo.com/758079548

Position Title: Fiberglass / GelCoat Technician Position Type: Full-time Experience level:  2-3 years preferred

Job Description and Summary: In this position you will work alongside a team of supportive and experienced marine industry professionals. Your primary role will be fiberglass and gel-coat repair work on sailboats and powerboats. The fiberglass work will include everything from small parts repair to structural repair and rebuilds. The gelcoat work will be similarly inclusive and will also involve spaying hull bottoms and topsides with boat bottom paint and gelcoat.

• Working with vinylester, polyester, and epoxy resins
• Experience working with various coring materials
• Knowledge of gelcoat matching and application
• Cutting, grinding and finish sanding
• Visually spot imperfections in all parts
• Use of buffers, DA’s, pencil grinders etc.
• Finish buffing and polishing
• Exceptional paint rolling and spraying finishing
• Proactive mindset and able to work unsupervised
• Complete fiberglass and composite repair work to the highest possible standards
• Spray gelcoat, clear coat, and metal flake consistently and evenly to desired thickness
• Getting the customer back on the water with a safe operating boat
• Ensuring all repair work structurally and visually exceeds expectations
• Lifting heaving objects
• Assisting the entire service teams with various tasks

The ideal candidate is someone who will enjoy the nautical environment of the boatyard, which includes being around boats and being on the water. They will have at least two to three years of experience in fiberglass and composites fabrication or repair as well as experience with painting and gelcoat work or similar skill sets. Their background will include a familiarity with boats and enjoy delivering exceptional finish work. They will be someone who appreciates the boating lifestyle and working sail and powerboats. We are looking for a person who values working in a team and being part of a family-owned organization that is a respected part of the local community.

Salary and benefits: $50 – 70k, Medical, 401K

Position Title: Marine Service Mechanic Position Type: Full-time Experience level:  2-3 years preferred. Certifications Preferred. Equal skills and high motivation also accepted.

Job Description and Summary: In this position you will work alongside a team of supportive and experienced marine industry professionals. Your primary role will be engine maintenance and repairs for both gas and diesel engine systems as well as service and repair work on a variety of other boat system. A large part of this position will include troubleshooting, engine and drive preventative maintenance, emergency repairs at the yard or at the location of the boat needing service. You will be working on inboard and outboard systems and interacting and communicating with our boaters, so a focus on customer service is an important skill. Certification not initial required but is a plus.

• Effective and knowledgeable mechanic
• Problem solving – engines, drives, control systems and electrical
• Mechanical and electrical troubleshooting
• Engine rebuilds, 12v DC systems, machining work
• Gas and diesel engine/generator operations
• Wiring and soldering
• Performing maintenance and repairs safely and quickly
• Have your own set of tools
• Performing functionality checks on engines and systems
• Basic boat operations

The ideal candidate is someone who will enjoy the nautical environment of the boatyard, which includes being around boats and being on the water. They will have at least two to three years of experience as a marine service technician, automotive mechanic, Gen Tech, or similar skill sets. Their background will include a familiarity with boats and enjoy solving mechanical and systems issues. They will be someone who enjoys the boating lifestyle and working outdoors. They value working in a team and being part of a family-owned organization an enhancing part of the local community. We encourage you to apply if you do not have the experience but are dedicated to building a career in the marine service industry.

Salary and benefits: $60 – 80k, Medical, 401K

Position Title: Yacht Sales Consultant Position Type: Full-time Experience level:  2-3 years preferred

Reports to: Sales Manager

Job Description and Summary: In this position you will work alongside the McMichael Sales Team to consult with our client boaters, guiding them to find and purchase the best yacht for their modern boating needs. You will work with an experienced team that specializes in premium racing and sailing yachts, as well as high-performance inboard and outboard day and cruising power yachts. You will work with existing clients as well as being responsible for identifying, nurturing, and closing new clients. You will cultivate relationships with our clients and their families that demonstrate the highest degree of professionalism for the McMichael brand. You will be supported by the team to help you locate, acquire, and nurture prospective new client boaters. You will be a part of a sales and service team that caters to the all-encompassing boating needs of the McMichael community of boaters.

• Conveying key features and distinguishing selling points of a given boat model
• Ability to close high-value sales from $500k – $3M
• Excellent negotiating skills
• Consulting with and guiding clients effectively
• Proactive mindset that fosters successful unsupervised work
• Close deals on new yacht sales
• Deliver world class service in the form of professionalism, knowledge, and customer service
• Acquire and develop prospects into leads, then into new boat sales
• Attend boat shows and events to meet with and engage boaters
• Use digital and social media tools to engage with boaters
• Secure used boat listings
• Close used boat sales
• Guide boaters through the research, selection, specification, closing, delivery, and commissioning process
• Work with the Sales Team to constantly increase brand and model knowledge
• Influence your client boaters to choose McMichael Yards for their boat servicing and storage needs

The ideal candidate is someone who will enjoy the nautical/boating lifestyle and has grown up around boats. They will have previous experience selling in the corporate environment, in addition to a strong boating background and several years of selling yachts over 30 feet and over $500K. They will be an excellent communicator who is able to convey information clearly and concisely. They will be motivated to constantly learn more and achieve more regarding new boats and sales goals. They will be a person who can collaborate with all the members of the sales team to find creative solutions to barriers and issues.

Experience Level Experienced as a sail or power boater or similar industry background 2-3 years preferred

Salary and benefits: Base of $50 – $70k, commissions, Medical, 401K

John Glynn John brings to McMichael more than three decades of sailing, boating and sales experience. In addition to his time at BEYC, Glynn’s resume includes years as an Associate Editor (and Contributing Editor) for Sailing World magazine, where he was part of the team that created both the “Boat of the Year” awards and the NOOD Regattas. Over the years he has raced aboard C&C 40s, New York 36s, J/35s, Express 37s and Farr 40s, as well as his own J/30 and Soverel 33 Grey Seal. He boats with his family out of Captain Harbor in Greenwich, CT.

“John brings a wealth of experience as a racer, boat owner and industry professional,” said Michael Beers, McMichael Sales Manager. “He will be a fantastic resource for his clients in buying and selling boats. We’re proud to have him on our team, and his background will help us continue to fulfill our motto, ‘Experience Counts!’”

“I’ve been fortunate enough to spend my career in and around the sailing and boating community, enabling me to love the various jobs I’ve held,” said Glynn. “In joining McMichael Yacht Brokers I’ve found another fresh, new outlet from which to apply my knowledge of and passion for yachting. Moreover, I’m able to do that while working in the company of some of the finest yacht brokers in the business. It is my hope to bring to my brokerage customers a sense of confidence and satisfaction as they make yacht transactions, both from the buyer’s and seller’s sides.”

Cameron Campbell Cameron has been boating his entire life, starting as a toddler on Great South Bay on Long Island. He grew up in Connecticut and spent every summer on Long Island Sound. In college he was a member of the University of Rhode Island Sailing Team and also ran operations at the URI Waterfront Center. After college he was an ASA Sailing Instructor at the New York Sailing School on City Island and then for Olympic Circle Sailing on San Francisco Bay. He participated in many regattas on both coasts in both small and large boats. He owned a Sabre for many years which he cruised from Annapolis to Maine. Cameron also has experience with power boats ranging from center consoles though larger cruisers.

Cameron has been working with clients preparing for Bermuda races, extensive blue water cruising, and many that are new to boating.

Rick Fleig Rick grew up on Long Island spending many years sailing on the Sound in everything from J/22′s to J/105′s, Custom C&C 41′s and many other boats, competing in all the major Northeast events. This experience and passion for sailing led him on a path to sail in the 1987 America’s Cup in Perth, Australia with both the Courageous and USA Syndicates. He has sailed in many major international regattas, including the Swan World Championships in Sardinia, the World 6 Meter Championships in Portofino, Italy, and several Newport Bermuda races.

Rick combines his extensive sailing background with both the marine and sports industry, having worked as a regional sales manager at SunfishLaser and Vanguard Sailboats, and prior to that as a regional sales representative with sporting goods giant Nike. He believes that building relationships and understanding the clients’ needs are essential in helping customers have a great experience with their boats. He works out of the McMichael Yacht Broker’s Newport office at the Newport Shipyard.

Rick resides in Portsmouth, RI, with his family, having fallen in love with the Newport area during his many sailing events there. He recently retired as the director/coach of the Portsmouth High School Sailing Team after many years, and along with his wife, Carline, now enjoys his time proudly following their youngest son, Tyler, who just finished his second year at the US Naval Academy. Tyler is a very accomplished sailor himself, and a member of the nationally ranked USNA dinghy sailing team. Rick is a member of Sail Newport and can be seen racing many weeknights and weekends in all the local events in a variety of boats.

Michael Beers Michael is a licensed captain and active racer who began his sailing career in Boston on the Charles River. As someone who did not grow up sailing, he especially enjoys introducing new boaters to the sport. Michael has a proven track record of working tirelessly for his clients, and enjoys working directly with buyers to identify the best possible “next boat” from the many options available. He is an active racer, recently racing in the J/70 fleet at Quantum Key West Race Week and aboard the J/130 Dragonly in the 2012 Newport Bermuda Race.

Prior to joining McMichael in 2007, he captained the 80′ schooner Adirondack II in Newport, RI and was an instructor at Offshore Sailing. In his free time, he enjoys cruising his Sabre.

Todd Williams Todd started sailing on his family’s cruising boat before his memory serves. His love of racing was cultivated through sailing Blue Jays and Lasers in Pequot Yacht Club’s junior program.  Since then he has actively raced in the J105 fleet, J109 fleet, and helped form the J122 class. He also developed and helped launch the LIS IRC 35 class.  Todd is an experienced distance sailor and was involved with winning the Vineyard race class and IRC overall aboard the J122 Partnership.  

Todd enjoys using his extensive knowledge of boating to find his clients the boat that best suits their needs.  He is dedicated to providing the best possible service to all his customers.  Todd can often be found racing with clients and helping them build their racing programs. Through the years, he has custom built many J/Boats, Alerions, and MJM power boats for clients, many of whom he now considers personal friends.

During the winter season you may spot the Williams family on the slopes at Okemo where they have a ski house.

Andy Kaplan Starting October 4, Andrew (Andy) Kaplan has joined the brokerage team at McMichael Yacht Yards & Brokers. The addition increases the McMichael roster to seven full-time yacht brokers serving customers up and down the east coast with a concentration on the Long Island Sound and Narragansett Bay. He will work primarily out of the McMichael Mamaroneck, NY, office as well as Martha’s Vineyard.

“Andy is bringing to McMichael a lifetime of experience in sail and power boating with a keen focus in the sailboat racing world,” said McMichael President Steve Leicht. “His broad familiarity with offshore and one-design sailboats combined with his powerboating experience makes him an ideal addition to our brokerage team.”

Kaplan spent the majority of his career in finance including helping create the Quattro Global Capital, LLC where he was a principal and head of operation and marketing. “I believe that my financial sales and management experience is a great asset as I transition to yacht brokerage,” noted Kaplan. “While they are different industries, to succeed in either you need similar disciplines when matching buyers with the right product. That’s what creates and maintains long term customer relationships.”

Kaplan grew-up in Mamaroneck and has been a member of the Larchmont Yacht Club for over 30 years where he has been active in the Club’s leadership. He lives in New Rochelle, NY, and on Martha’s Vineyard, MA.

• Competitions
• British Yachting Awards
• Southampton Boat Show
• Print Subscription
• Digital Subscription
• Single Issues
• Advertise with us

Your special offer

Subscribe to Sailing Today with Yachts & Yachting today!

Save 32% on the shop price when to subscribe for a year at just £39.95

Subscribe to Sailing Today with Yachts & Yachting!

Save 32% on the shop price when you subscribe for a year at just £39.95

BOAT TEST: AMEL 60 (WITH GALLERY)

(Images: J Ricoul)

Last year I organised a test of a highly respected marque, which will remain nameless. The day before the test, the forecast was for 20-25 knots. Given that the test was in the Solent and the yacht was over 40ft (12.2m), that sounded ideal. Not so; the broker said it was too breezy and the test was cancelled.

Now, I’m sure the circumstances were fair enough and I’m not having a go. I believe it was an owner’s boat etc etc, but every time I think of that manufacturer now, it seems somehow diminished in my eyes. The same certainly cannot be said of the Amel 60. The forecast for the day of the test was for 25-30kt increasing to 35-40 as the day wore on. Despite this, we headed out down the Rade de Toulon with little more than a Gallic shrug.

That is fitting, too, because Amel has built up a reputation not only for building one of the hardiest blue water cruising yachts out there, but also – surely – for being most French manufacturer of all time. The blue water argument is fairly easy to substantiate. I urge you to head to any obscure sailing outpost in the Pacific or Atlantic and it won’t be long before you find an Amel there; salt-encrusted, weathered by many miles of trade-wind sailing, yet still straining at her mooring lines and ready for the next port. The other side of my argument, that somehow this is the most French manufacturer of all time is harder to justify – but I assure you it’s true. These boats are as French as a packet of Gitanes and a glass of Pernod. To understand why, it’s important to understand a bit about founder Henri Amel, a single-minded man known to his employees simply as ‘Le Capitaine’. Amel was an innovator. He distinguished himself as part of La Résistance in the Second World War, during which time he lost the sight in one eye courtesy of a piece of shrapnel. Later, the sight in his good eye started to fade so that by the time he came to set up the company in the 1950s, he was almost completely blind.

This meant that his designs (and he designed all the Amel range in partnership with Jacques Carteau up until his death in 2005) had a strong emphasis on safety and security, with features such as solid stainless-steel guardrails, enclosed centre cockpits and offset steering wheels with a comfortable helming seat. Amel wanted to create a truly comfortable cruising yacht, one that stuck to his own uncompromising ideas of what that meant. I suppose that is what made them so French – Amel’s attitude was very much, ‘here is the boat, if you don’t like it, screw you!’ In the early days, the yard built sloops, but Amel came to favour the ketch rig, arguing that this was more manageable for a couple cruising. Perhaps the zenith of this philosophy was the iconic Super Maramu. It’s a bit glib to compare yachts to cars, but there is definite parallel with the Citroen CX. Anyway, along the way, Amel yachts picked up the most devoted, almost cultish acolytes.

After Henri Amel’s death, you might have expected the company to lose its way – and arguably it did for a few years – almost constrained and intimidated by the legacy of its founder. In recent years, though, it has sought to cut loose. The first sign of this was the Amel 50, which – shock horror – was a sloop. Now there is the 60, which follows much the same template. Designed by Berret/Racoupeau, she, too, has no mizzen, and the company has signalled its willingness to embrace change by giving her masses of beam aft, a carbon mast as standard and twin rudders – and, for obvious reasons, no skeg. Some of these things are anathema to old-school Amel owners but, in all honesty, they are in keeping with the philosophy of the company. After all, the ketch rig was introduced at a time when electric winches were not available – so, as Amel’s yachts got bigger, it made sense to split the rig for ease of handling. Nowadays, that is not an issue and a simple cutter rig makes sense for a couple, even on a 60 footer.

Blue water priorities

As soon as you step aboard, you know that this is a yacht that has been designed with blue water cruising in mind. Amel’s trademark centre cockpit is still there and, combined with the solid hard top to the sprayhood and solid toughened-glass windscreen, this is an area that feels incredibly secure – there is definitely a feel of a motorsailer here in the way you are cosseted and protected from the elements, and the solid rails reinforce this feel. There are a number of windows and hatches that open to improve the circulation of air, but there is still a far greater level of protection than on your standard cruising yacht. The only boat I can make a fair comparison with is the Sirius 40DS, which offers a similar mix of high cruising comfort married to decent performance. That, however, is a smaller boat altogether. Seating in the cockpit is very comfortable and there is a lot of nicely finished wood veneer, which gives it a warm, homely quality. At the same time, you can control almost everything from the helmsman’s seat, which is offset to port. This features a dashboard with an initially quite intimidating selection of buttons – these control everything, from the anchor to the electric outhaul and inhaul for the mainsail, staysail, genoa, Code 0 and even the mainsheet traveller. Only two lines come into the cockpit via the coachroof – the mainsheet and the sheet for the self-tacking jib. Beyond that, there are two pairs of winches set on either side of the cockpit coamings aft that can be used for the headsail, genoa and Code 0.

Under the cockpit sole is another feature that fairly shouts Amel. You can basically lift it up for direct access to the engine (a very powerful Volvo 180hp) and genset. Aft is the fuel tank, again easily accessed for cleaning etc, while there is also a solitary seacock for the cooling water intake. The engine access via the cockpit sole is not unique, but it’s something of a trademark, as is the fact that it is the only access point – you can’t lift up the steps in the saloon. The idea here is to keep the engine totally insulated and isolated from the living area. Step aft out of the cockpit and there is a traveller for the mainsheet followed by a decently dimensioned aft deck with a huge lazarette underneath. Amel eschewed the dinghy garage in favour of some distinctive black fibreglass davits. It’s worth mentioning that the hindquarters of the Amel are simply immense so this is a correspondingly huge space. Consequently, the bathing platform is broad though relatively narrow with a very expensive looking integrated stainless steel drop down ladder. The life raft is in its own cage to starboard, where it can easily be deployed, and there is even a stainless-steel emergency ladder integrated in the transom below the bathing platform. The impression is of a yacht where little has been overlooked.

The side decks are wide and there are a lot of excellent handholds. Up forward, there is a short sprit jutting out from the plumb bow that caters for both the Code 0 and a pair of anchor rollers. There are two anchor winches, a deep anchor locker and also a huge forward lazarette, which can be converted into crew quarters if an owner requests this option. A few more things to note before heading below: the look of the boat is certainly distinctive with that solid bimini; she also looks strikingly modern with her plumb bow and reverse sheer; she won’t be to everyone’s taste; and she isn’t as elegant as the old Super Maramu. Despite this, she fits the slightly cultish, individual template you’d expect from an Amel, and this is a yacht that somehow, indefinably but undoubtedly embodies the spirit of what an Amel should be. The other feature is the rig – a great towering deck-stepped stick of carbon fibre. This comes as standard, which is a bold and expensive step, and saves around 350kg up top compared with an alloy mast. That’s a big saving and considerably reduces pitching while improving overall performance.

The interior was also designed by Racoupeau – this time Mme Racoupeau, to be fair. She was responsible for the Wauquiez 42 saloon, which, for me, was one of the best out there. The 60 is equally excellent. It’s stylish without being showy or vomit-inducingly flash. The layout is very simple, with the main living area nice and open, and inclusive. The saloon features a large dining/seating area to port, with a chart table/office/technical area with control panel etc just aft of this. Behind is a simply massive TV screen, which somehow manages to blend in. You can comfortably seat eight around this saloon table, which drops down electronically to provide a double berth if required. To starboard is some additional seating, underneath which – rather randomly, if also rather usefully –is a large fridge. Aft of this is the linear galley, which features an electric induction hob (no gas), plus all the other bells and whistles (dishwasher, washing machine). The galley is a good place for cooking at sea, providing a feeling of security while ensuring everything is to hand. You also don’t feel cut off from the saloon, which is a plus. Aft of the galley is the main stateroom which, as on all big centre-cockpit boats, is huge. In fact, on the Amel 60, it’s palatial. There’s an awful lot of natural light in here, too. The en suite bathroom puts many hotel rooms to shame and there is masses of storage space.

The other two cabins are forward and are absolutely symmetrical, making you feel a bit weird if you stare at them both directly. They feature more modest doubles with the en suites forward. Amel doesn’t really do customisation, but it has been forced to compromise a little. As a result, there is an option for a wider berth to port and a slightly narrower bunk room to starboard. In addition, if you take the crew cabin option, then you lose the en suite to starboard and this becomes a smaller cabin. All in all, the space down below is essentially a really nice place to be.

As previously mentioned, it was a wild sort of a day out in the Rade de Toulon and, outside the breakwaters, the Mediterranean was also dishing up an ugly short chop, guaranteed to throw a yacht off its stride. We set out undaunted. The manoeuvring was made especially simple by the bow and stern thrusters. These are of a design especially developed by Henri Amel – telescopic in design, they drop down deeper than standard thrusters and are therefore more effective. The bow provides 13hp, which is fairly intimidating and you can pretty much spin all 60ft (18.3m) of the boat on the spot. The cruising speed of the yacht under power is 8kt and down below it was very peaceful even when we opened the motor right up and were going at 9.5kt. Sails up and with life made very simple by lots of push-button technology, we were soon pounding through the short chop with a reefed main and self-tacking jib, while the wind bounced between 20 and 30kt.

This is a 30-tonne yacht and there was something monolithic and magnificent about throwing it about in these brutal conditions. It was sort of like watching Mike Tyson taking a bit of a pummelling. With every savage gust, the Amel remained unruffled, dusted herself off and continued on her way, making 6-7.5kt hard on the wind. The twin rudders provided tremendous grip. The helm, to be fair, was a touch heavy and lifeless – although not anything like in the league of a yacht with hydraulic steering, I hasten to add. I also found that the Amel’s greatest asset – the incredibly sheltered cockpit – was also its greatest drawback, as you felt slightly divorced from the action and it was harder to get a true ‘feel’ for the wind – I steered by the wind angle indicator. Nevertheless, I felt incredibly safe and, again, this was confusing as it was gusting 30kt. Still, on an ocean passage, this is an admirable set-up. Sail-handling was effortless once you got to grips with what all of the innumerable buttons did. Everything was electric and there was even a hydraulic override for the mainsail outhaul, which provided extra power when required. Cracking the sails out and heading off the wind, things got even better. We hit 11.4kt with the big genoa unrolled and still felt in total control, despite the extremely boisterous gusts.

The Amel 60 is a very individual boat and, in that respect, it sticks to the blueprint that Henri Amel started out with. The design team has also worked hard to produce a modern yacht that retains the clever, individualistic thinking of earlier designs. The quality throughout is also absolutely superb and the attention to detail, excellent – although this comes at a price.

In terms of her sailing qualities, she inspired total confidence and also entertained in wild conditions. Ultimately, this is an individual boat and, like a rather British product – Marmite – will engender strong emotions both for and against. If you’re a serious blue water cruiser though, this is a great boat to consider.

RELATED ARTICLES MORE FROM AUTHOR

Boat Test: New Luxurious Multihull Lagoon 60

Boat Test: Jeanneau Sun Fast 30

Boat Test: New Bavaria C46

Offering a wealth of practical advice and a dynamic mix of in-depth boat, gear and equipment news, Sailing Today is written cover to cover by sailors, for sailors. Since its launch in 1997, the magazine has sealed its reputation for essential sailing information and advice.

• Telegraph.co.uk

ADVERTISING

© 2024 Chelsea Magazine Company , part of the Telegraph Media Group . | Terms & Conditions | Privacy Policy | Cookie Policy

Amel 50 on test : Modern cruising boat in the 50-foot luxury class

Jochen Rieker

 ·  19.04.2024

The competition: other models in the 50-foot luxury class

The measured values for testing the amel 50, the amel 50 in detail, price and shipyard, yacht review of the amel 50.

The list, which does not exist in this form and completeness at any other series boatyard, is an internal document. No owner will ever get to see it. Because everything it contains will be on board when Amel hands over the new yacht. It lists almost a hundred items: Oil and fuel filters, for example, a set of zinc anodes, an impeller, a V-belt, shackles, jumper cables for the batteries, a can of WD-40, grease for winches and propellers - everything you need if you want to be autonomous at sea for longer.

However, it is not just spare and wear parts that are part of the unusually extensive equipment. There are also deck scrubbers and boat hooks, a pump for the dinghy, a flagpole with a national flag and the saling flags Charlie and November. Below deck, the shipyard's care goes even further: the list includes twelve pillows, two bathrobes, two sets of towels and beach towels, two hot-air hairdryers, 30 bin bags and 40 clothes hangers, to name but a few. As well as, it goes without saying in France, two bottles of champagne, a bottle of Pineau, a bottle each of cognac and wine, 16 bottles of Evian or Vittel, a can opener and a bottle opener.

Most read articles

• YACHT test of the HH 44: offshore catamaran with the wow factor

The all-round carefree package could be dismissed as a mere nice-to-have, even as a matter of course in view of the proud purchase price of 1,249,500 euros. But it is far more than that. The internal list of endearing features is part and parcel of the very concept that has always characterised Amel yachts. Designed and built for a life on the water, they are intended to take their crew safely and comfortably wherever they want to go. This is no small task. All the more reason for the shipyard to endeavour to achieve this - which is by no means limited to equipping them with sparkling wine or cleaning sponges.

Modern construction

In fact, the French pursue their mission with almost Prussian seriousness and Swabian thoroughness. In the past, this sometimes made them seem quirky, because company founder Henri Amel, although following his own innovative agenda, was nevertheless reluctant to embrace some technical innovations. In the meantime, however, the employees have taken over the shipyard and set in motion an unprecedented wave of modernisation. They have retained many typical unique selling points, while at the same time setting new trends.

The lines of the Amel 50 already signalise that it is in tune with the spirit of the times. Her vertical stem, the high freeboard, her large beam, which hardly tapers towards the stern, and the overall rather angular design language clearly set her apart from her predecessors. A fixed stainless steel bowsprit extends the hull, serves as a mount for the anchor and as an attachment point for Code Zero or gennaker. For the first time, there are also twin rudders on an Amel, which are intended to ensure better controllability when the boat is in position.

However, the most visible change to her 55 and 64-foot sister models is above water. For the first time in almost half a century, Amel is building a sloop again with the 50. Before that, all boats were rigged as ketches, which meant better adaptation to the conditions at sea and greater course stability, but also increased construction and operating costs. Gone!

Nevertheless, the Amel 50 is no ordinary cruising boat. Even in the luxury class, to which it clearly belongs, it still clearly stands out from the competition. On the one hand, there are design features. The deep bilge, for example, serves as a collector for grey water and is specially sealed towards the saloon for this purpose. As a result, there are far fewer hull openings and sea valves than on other yachts in this segment - a plus in terms of safety and ease of maintenance.

The engine, generator and other installations are also located centrally in an engine room that is easily accessible from the cockpit. It is so spacious that servicing is a real pleasure. If necessary, all units can be dismantled and winched through the large hatch on deck. The crew remains completely untroubled by such drudgery below deck - a comfort feature that you have to search long and hard for elsewhere.

The cockpit itself is also unrivalled in this form. Covered by a fixed windscreen with a hardtop, it offers protection from almost all weather conditions. In summer, it can be pleasantly ventilated through a window in the centre and two hatches in the roof. In the rain or cold, the sides can also be completely sealed off using fabric panels.

Comfort and ease of use are persistent virtues of the Amel 50

High coamings enclose the large cockpit, which looks as secure as a fortress. The crew never has to leave their retreat to operate the sails - all the sheets can be operated from here, and the furling systems for the main, genoa and staysail can even be operated from the helm at the touch of a button.

It is located on the port side and is so well equipped that the watchstander almost feels like he is on a modern freighter. From the swivelling armchair, you really do have everything under control and, more importantly, in view. The feeling here is almost uplifting. Amel has the genoa, stay jib and code zero from Incidences, one of the most renowned French sailmakers, cut higher in the foot so as not to restrict visibility. Aerodynamically, this results in a loss of pressure, but on the other hand offers a decisive safety advantage in heavily travelled coastal regions, where keeping a lookout is essential.

This is where the shipyard's determination in pursuing its philosophy becomes clear. While other boat builders may well make compromises in favour of aesthetics and dynamics, Amel stubbornly remains true to the brand's typical virtues such as comfort and ease of use.

Improved performance

This is definitely noticeable during the test off La Rochelle. In an unusually light breeze for autumn, the 19-tonner struggles to shine as expected. To do this, the boat would need 4 Beaufort or more, which we were denied two days in a row. But the Amel has unmistakably gained in temperament compared to her sisters.

Thanks to her long waterline and with the help of a gennaker and code zero, she delivers respectable performance values. In particular, her straight line speed hardly differs from that of most competitors. The Amel 50 does not run quite as high as others, and the indirect ratio rudder system does not provide a usable feeling for the flow conditions at the two blades. However, it runs cleanly straight ahead and hardly requires any corrections to the wheel.

Olivier Racoupeau, the designer, has succeeded in creating an efficient crack for long sea voyages. "Of course it's an Amel," he says. "But we have tried to give it better sailing characteristics as well as seaworthiness and superiority."

Flexible sailing plan

It is particularly easy to adapt to changing conditions. The code zero and gennaker are stowed in the sail locker in the bow; setting or retrieving them requires only a few simple steps. In stronger winds, switching to a smaller sheet is even smoother - it takes less than a minute to switch from the genoa to the optional staysail jib, as both are permanently attached and are furled and unfurled electrically. With this and the infinitely variable furling main, the Amel 50 is equipped for a wind window of 5 to 45 knots, even without a mizzen mast, a range that is rarely seen on production boats.

The driving noise under engine proved to be surprisingly loud on construction number 1 - otherwise a parade discipline of all Amels. The noise in the aft owner's cabin was particularly unruly. This was a new phenomenon for the shipyard, which had previously relied on a self-developed aquadrive in which the propeller exits at the trailing edge of the keel fin. The Amel 50, on the other hand, has a conventional shaft system for the first time. The propeller thrust hits the hull at the level of the double berth, where the fittings act as a resonating body.

The shipyard responded immediately. Additional insulation measures on the floor assembly and a modified propeller have reduced the noise level measured in the YACHT test from 83 to 70 decibels. This means that the Amel 50 is within the normal or quiet range everywhere at a cruising speed of 8.1 knots. Anything else would be inadequate, because owners and guests should feel comfortable under all circumstances - even when passing through a calm zone under engine power, of course.

The shipyard has gone to great lengths to ensure a pleasant stay on board. Below deck, the crew is surrounded by an ambience of dignified elegance. Yes, you could even call it a wow effect. Thanks to a maximum of natural light and harmonious colours and surfaces, the yacht appears bright but not cool, modern but not uninhabited - simply harmonious and beautiful.

High-quality finishing

The interior was designed by Isabelle Racoupeau, the wife of the designer, who demonstrated great stylistic confidence. The realisation by Amel's boat builders was equally masterful. Perfect fits and minimal gaps are evidence of great craftsmanship and meticulous attention to detail.

High-quality fittings and sophisticated solutions can be found throughout the boat. For example, the drawers on the cupboard module that connects the galley and saloon can be securely locked with a stainless steel bar, even in the heaviest weather. Where storage spaces are concealed under the floorboards, these are attached to hinges that make access easier. The shower doors lock so securely that they will never shake loose, even in rough seas. The fore and aft sections are acoustically decoupled from the saloon to such an extent that no chit-chat on the sofa disturbs the sleep of your fellow sailors.

Going to sea or lying at anchor in this boat is almost like being in a safe, everything here seems so solid, so reassuringly (over)dimensioned. The foredeck and aft compartment can even be sealed off watertight in the event of an accident - another sign of Amel's unconditional striving for safety.

None of this is new. But the technical expertise has never come across as unobtrusively, as casually as in the Amel 50. While the utilitarianism of earlier models was even more characteristic, with form more often following function, the new model from La Rochelle presents itself in a surprisingly relaxed manner. It offers everything that characterises the brand in a highly attractive and contemporary package. After the shipyard came away empty-handed twice in a row, the Amel 50 was named European Yacht of the Year 2018. The successful synthesis of substance and design, solidity and sophistication has rightly helped her to victory.

Technical data of the Amel 50

• Designer: Berret/Racoupeau
• CE design category: A
• Torso length: 15,51 m
• Waterline length: 14,51 m
• Width: 4,79 m
• Depth: 2,15 m
• Theoretical torso speed: 9.25 kn
• Weight: 18,75 t
• Ballast/proportion: 5,4 t/29 %
• Mast height above waterline: 22,50 m
• Mainsail: 62,0 m2
• Furling genoa (109 %): 64,0 m2
• machine (Volvo Penta): 81 kW/110 hp
• Fuel tank: 675 l
• Fresh water tank: 600 l
• Grey/black water tanks: 180 l

Hull and deck construction

GRP foam sandwich, laminated in vacuum infusion. Deck and bulkheads glued and laminated over. Four watertight sealable compartments. Cast iron keel. Stainless steel rudder shafts

• Base price ex shipyard: 1.249.500 €
• Standard equipment included: Engine, sheets, railing, navigation lights, battery, compass, cushions, galley/cooker, bilge pump, toilet, sailcloth, anchor/chain, fenders, mooring lines, fire extinguisher, electric cooler, holding tank with suction, antifouling included.
• Guarantee/against osmosis: 2/2 years

As of 04/2024, how the prices shown are defined can be found here !

Chantiers Amel S. A., 17183 Périgny Cedex, France, e-mail: [email protected] , Web: www.amel.fr

Distribution

Kronenberg Yachting, Munich, [email protected]

The Amel is currently the most modern cruising boat in the 50-foot luxury class. No competitor offers the crew more protection and comfort in the cockpit, and none offers such a special ambience below deck. An absolute recommendation for long, well-cared-for blue water cruises

Design and concept

• + Clear focus on long journeys
• + Consistently realised down to the last detail
• - Full body, high superstructure

Sailing performance and trim

• + Respectable temperament with Code Zero
• + Extremely safe, protected cockpit
• + Very easy handling

Living and finishing quality

• + Harmonious design below deck
• + Plenty of natural light
• + Very high-quality workmanship

Equipment and technology

• + Extensive standard equipment
• + High ease of maintenance
• - Engine clearly too loud on the test boat

The article first appeared in YACHT 25/2017 and has been updated for the online version.

Most read in category Yachts

Boat Review: Amel 50

• By Herb McCormick
• Updated: April 27, 2020

The hardest part of ­writing a review of a boat like the Amel 50 is beginning it. Where to start? Do you launch into the legacy of Frenchman Henri Amel, the ex-war hero who launched his legendary, eponymous La Rochelle boatyard in 1964? Should you focus on the yard’s celebrated attention to detail, and the fact that every Amel always comes fully equipped for bluewater voyaging, right down to the plates and cutlery? Or is it best to first address the specifics of this rangy new 50-footer, and the fact that it’s a true departure for Amel, the company’s first sloop—after a long string of ketch-rigged thoroughbreds—in over two decades? Seriously, what’s the hook to get this party started?

It’s probably best to just state the obvious: The Amel 50 is très cool, and oh-so remarkable in oh-so many ways.

In the 2020 Boat of the Year competition, the Amel was runner-up to the X-Yachts X46 in the Full-Size Cruiser 45 to 55 Feet class. It was the most heavily contested division in the competition, one that the judging panel agonized over during extensive deliberations. The fact that the sea trials for both boats took place in vastly different conditions—the X-Yacht had an ideal, 12-to-14-knot breeze, while the Amel was tested in a zephyr—may have affected the outcome. But the panelists had high praise for the 50-footer. Here are a few of their observations.

Dan Spurr : “Amel has long been one of the only worldwide companies to offer what is essentially a ‘ready-to-cruise’ boat. Some of the details include secured floorboards, four watertight bulkheads, bulkheads tabbed to the hull and deck, and aft-deck stowage for the dinghy. We all also liked the 24-volt electrical system and the solid, tubular handrail rather than wire lifelines. The boat can be operated from the security of the cockpit, which has a windshield and hardtop, as with many solo offshore ocean racers. Admittedly, one of my colleagues didn’t like this feature, feeling it isolated the helm from feeling the weather and conditions. The boat is not inexpensive, but it also seemed to have one of the highest-quality finishes of anything we judged.”

Ed Sherman : “The Amel 50 is truly an oceangoing globe-trotter. With a signature, watertight forward crash bulkhead; a centrally located ‘sea chest’ (and manifold system) with a single through-hull (for seawater intake for the engine, Onan generator, air-conditioner and desalinization system) to easily isolate a leak and shut it down; and a global shore-power system that can deal with 50 or 60 hertz and 120 or 230 to 240 volts, Amel has designed a boat that will cover you wherever you travel. As with some of the other larger boats, the DC side of the electrical system is 24 volts. By doing this, the builder can save considerable weight just in the wiring, and create a more efficient low-voltage electrical system.”

Ralph Naranjo : “I felt the fit and finish was at a higher level than I’ve seen on earlier Amels. Her hull was vacuum-infused, with solid glass below the waterline and foam core above it (and in the deck). Attention to detail in areas that could be seen belowdecks revealed good structural engineering and careful finish work. The design decision with the keel to go with iron rather than lead ballast affects both seaworthiness and long-term maintenance; lead could’ve improved the righting moment and enhanced her upwind sailing ability. This is a well-built vessel that, to me, is more of a motorsailer than a traditional cruising sailboat; it will spend much time under power. As such, good attention has been given to the engine room and related equipment such as the drivetrain and generator.”

There’s your overview. Now let’s focus in on some of those details, with the caveat that you’d require a book, not a mere magazine article, to delve deeply into all of them.

In both profile appearance and the design’s overall execution, the major, overriding feature of the Amel 50 is the prominent deckhouse with its enclosed steering station, the actual seat for which is a comfy armchair. From this cozy perch, to port, and with the wide array of instruments, joysticks and related controls an arm’s length away, you can basically operate the entire boat. For instance, you can bump the throttle and/or the retractable bow thruster with one hand. The electric winch for the in-mast furling main and twin Profurl headsail furlers are right there, as is the Lewmar windlass control, autopilot buttons, B&G chart plotter and so on.

The deckhouse is doubly important in that, by raising the hefty floor panel to which the cockpit table is fastened, you have wonderful access to the deep engine/technical room, which houses not only the 5-cylinder, 110-horsepower Volvo engine (coupled with the three-blade Varifold prop, this is a significant power plant), but also the chargers, inverter, watermaker, etc. This is an ideal setup for maintenance and inspection, and twice as nice in that you don’t have to lift the companionway stairs or rearrange staterooms to get at everything. Big props.

Down below, I’m not at all exaggerating when saying I’ve never seen a more efficient use of space on any cruising boat. Storage lockers are simply everywhere; there are a half-dozen alone under the floorboards, and many more under the settees (as well as a freezer) in the very open, comfortable saloon (bathed in natural light with hull windows, coachroof ports and overhead hatches).

To port of the companionway, there’s a tidy navigation station with a long, ridiculously comfortable settee. To starboard, down two steps, is the excellent straight-line galley that also provides the passageway to the owner’s stateroom aft. The huge berth there lifts up for yet more stowage beneath it, and also reveals the inspection port for the rudder (one of the many unusual details that are practically everywhere). There is, of course, a well-executed head and shower, not to mention the washer/dryer. Forward, the guest stateroom is equally comfortable; there’s also another cabin with bunkbeds ahead of the saloon, with lee cloths that will make sweet sea berths.

Topside, there’s a big sail locker forward and a single bow roller on a stainless-steel sprit, from which a code zero or asymmetric cruising chute can be set. Aft, the generous drop-down swim platform unfolds from the transom; yet another nifty feature is the passerelle that is stashed in the lazarette. Our aforementioned test sail was conducted in 5 to 6 knots of light Chesapeake Bay wind, but the boat still acquitted herself well, skimming along at better than 3 knots. It would be a lot of fun to put her through the paces in a blow.

Concluding an Amel 50 review is much easier than launching one. The summation is simple. It’s a superb yacht, one that will take its lucky crews wherever in the watery world they wish to go.

Herb McCormick is CW ’s executive editor.

Les Chantiers Amel

914-381-5900

• More: amel , Boat Reviews , new boats , print 2020 march , Sailboat Reviews , Sailboats
• More Sailboats

Sailboat Preview: Elan GT6 Explorer

For Sale: 1984 Camper & Nicholsons 58

Alubat Updates OVNI Models

For Sale: Little Harbor 63 Ketch

From Paradise to Medical Emergency: A Bahamas Nightmare Turns Lesson Learned

Free Medical Advice: The Unwarranted, Unprofessional Edition

Gatekeepers of the Waterway

Rigging Redo: Our Switch to Synthetic

• Digital Edition
• Customer Service
• Privacy Policy
• Terms of Use
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

• AMERICA'S CUP
• CLASSIFIEDS
• NEWSLETTERS
• SUBMIT NEWS

Amel 60 - the ultimate world cruiser

Related Articles

Amel 60, The Spirit Of Amel In A New Enhanced Version

The new Amel 60, a big sister to the Amel 50, has been officially launched this autumn.

In a dynamic evolution and complementary to their range, Amel launched a larger bluewater model, with a higher specification and built with attention to details. Riding on the success of the  Amel 50 , of which more than 55 have been sold since September 2017, the Amel 60 is an enhanced version of the new Amel design (9 hulls yet sold).

The brand’s fundamental characteristics are well represented in this large yacht, with an additional 10 feet increasing her volume as well as her interior and exterior living spaces, while still ensuring ease of use for a small crew. 

Amel 60 Highlights

• A furling carbon mast (lighter and with lower centre of gravity) 3 double cabins and 3 bathrooms
• A larger mainsaloon, with a central bar unit separating the lounge area from the large dining table, large TV-mirror screen and hi-fi as standard, chart table, numerous storage spaces.
• High-quality on-board living equipment (induction hob, Miele ovens and dishwashers, large storage capacity, combined washing machine and dryer; optional wine cellar and ice maker etc)
• Even more light with 12 opening deck hatches and 3 opening portholes
• Extensive sunbathing areas, on the aft roof and on the foredeck
• A new finish for the AMEL deck
• Optional, is possible to request a crew cabin

Signed Berret- Racoupeau , the generous volumes of this large yacht have been designed to allow owners and their guests to fully enjoy life on board, while preserving everyone’s privacy: a large living space in the saloon, an ultra-equipped high-end galley three cabins each with a bathroom, an even larger protected cockpit, opening onto sunbathing areas ideal for relaxation.

In addition to its layout and refined design, the Amel 60 has a wealth of technology, such as its rigging, consisting of a new carbon mast, which increases its performance and comfort at sea.

Amel 60 Technical Data

The 7 most Beautiful Bays in the Mediterranean Sea

Nautor swan merges with sanlorenzo group, top 15 places sailing around mediterranean sea this summer, royal huisman project 410, ready to roll the hull, live your passion, subscribe to our mailing list.

• Yachting Monthly
• Digital edition

• May 30, 2013

Rochelaise builder Amel has given its luxurious ocean cruisers a makeover, but has anything been lost in translation? Chris Beeson takes French leave to find out

Product Overview

Manufacturer:, price as reviewed:.

What’s she like to sail?

She’s not terribly quick but, as Antoine points out, fast tends to be uncomfortable. A cruiser light or powerful enough to log impressive speeds brings problems of her own in a blow. Amel’s ethos is comfort, reliability and minimum effort, which means sedate and fabulously comfortable, almost regal, progress.

When we were overcanvassed, particularly with too much mizzen, the helm was very heavy indeed, but even at the best of times it felt dull. Whether this was due to an unbalanced rudder with all the feeling of a lock gate, or a lack of balance in the ketch rig is almost irrelevant as she will spend 99 per cent of the time under autopilot. Point her in the right direction, flick on the autopilot, make a note of the rudder angle, tweak the sails until she balances, then settle down with an aperitif and watch the miles tick off. What could be easier? Having the propeller in the keel’s trailing edge means there’s no propwalk, but it also means that during berthing manoeuvres, getting propwash over the rudder, which is well aft, isn’t easy. The solution? Amel fits a 12hp retractable bow thruster as standard.

What’s she like in port and at anchor?

In port she’s luxurious. LED lights in the deckhouse, on spreaders and at the end of the mizzen boom give her a glamorous superyacht touch at night. With one cockpit table leaf up, you can step from the aft deck into the cockpit and walk down the companionway to the galley without interruption, to fix your gin and tonic and settle into the cockpit cushions.

If the local insect life gets too much, simply unfurl the cockpit tent and whack up the air conditioning or retire below and flip on a DVD. At anchor, the sundeck will provide an opportunity to dry naturally after a swim and a bathing platform shower, and the lazarette is big enough for plenty of toys.

Down below, there’s abundant evidence of the Amel philosophy, which affirms that comfort levels should never drop when you’re sailing as a family. If you have the money, why not include air conditioning, heating, dishwasher, microwave, freshwater flushing heads, TV and stereo systems? And why not have cameras on the spreaders so you can survey the bottom before anchoring, or make the perfect stern-to approach from the wheel? Would she suit you and your crew?

You’ll want to sail the world, because a yacht like this is wasted on mere port-hopping, but you won’t need decades of experience as she’s a doddle to sail. You’ll need to be wealthy, though, because this is an expensive boat. That said, Jay Roche, the UK dealer, believes Amel is up against the likes of Hallberg-Rassy, Oyster, Discovery and now Gunfleet, making her a relative bargain.

For this sort of money you’ll really struggle to find a duff boat, but where Amel sets itself apart is through practicality.

Big-name luxury marques often cram their boats with impressive fly-by-wire electronics – fine as long as they work – but Amel keeps it simple. Yes, there are electrics to make life easier but if they go wrong, you’re not entirely crippled as everything has a manual back-up. Also, as you would expect of a blue-water cruiser, maintenance access is carefully designed to encourage you to ensure everything’s in good working order. Amel is a co-operative in a world of corporations. It goes its own way. The 55 will suit the leftfield couple, self-reliant ramblers on the path less-travelled.

See more pictures of the Amel 55

Yachting World

• Digital Edition

The cult of Amel yachts – secrets of the evergreen appeal of the archetypal French bluewater cruiser

• Elaine Bunting
• November 27, 2015

Amel yachts are French bluewater cruisers are like no others on the market. Elaine Bunting looks at why

Many people who buy a long-distance bluewater cruising yacht are retiring early, perhaps after selling a company. But for French engineer and wartime Resistance fighter Henri Amel, it was the other way round.

M. Amel (pictured above), known to his employees as ‘le capitaine’, started up the eponymous boatbuilding business when he was aged 50. He’d never run a business before. In the decades until he died in 2005 (aged over 90 and involved until the last on a daily basis), the yard produced over 2,000 yachts that have cruised all over the world.

The yard outside La Rochelle gave us the Mango, the Santorin, the Maramu and the Super Maramu (pictured below).

To say that these yachts are distinctive would be an understatement. There’s nothing else that looks quite like an Amel.

Up to the launch of their new models, the 55 and 64, every Amel was largely designed by Henri Amel himself and sported features that were simultaneously slightly old-fashioned looking and cultishly enduring.

Amels were always well ahead of their time with features that the boss devised such as electric furling sails and the first bow thrusters to  be fitted as standard on production yachts. ‘Le capitaine’ also insisted that  ketches were easier for a cruising couple to handle and the philosophy never changed.

But the yachts were just as well known for their more obvious features such the maroon plastic rubbing strake, hard top, offset wheel and  armchair helmsman’s seat (now much imitated), solid stainless guardrails and – uniquely – their moulded-in fake teak decks.

Amels were, and are, famous for being the ultimate standard production yacht. They were the Model T Ford of yachts, available in one shade. The company never encouraged nor offered many options. You got what they made.  In Henri Amel’s era customers didn’t even get to choose a different colour of curtains or upholstery.

The recipe was all-inclusive, from big items like electric  furling and winches, watermaker, generator, washing machine and so on, right  down to towels, bathrobes, spare filters, clothes hangers, a boat safe, deck  brush and even a hairdryer.

That’s changing now, as customers want more say over specification, but only up to a point. An Amel is still a complete boat, and  I’m told the sales team do their best to encourage customers to buy into the  standard package.

One of the advantages of minimising variations, Amel argue (and I would tend to agree), is a higher degree of reliability. The relationship with regular suppliers is central to this, as is the uniformity of production.

And when a yard has built and provided after sales service for over 2,000 boats, the fact is that they have a pretty good idea what works in practice and  what doesn’t.

I’ve seen Amels all over the place, in the most far-flung  corners of the world, and have always found owners passionate about them. The  older boats have an old-fashioned look, a sort of Seventies or Eighties vibe, with quirky but sensible ways of doing things, such as the special fittings on  the main mast and the shrouds to allow twin headsails to be set up downwind.

The new model Amel 55, which Toby Hodges tested in the video below, is a style departure from the Santorins and Maramus and much more mainstream. But many of the hallmarks are there: the ketch rig, for example, the hard top and the transmission and propeller on the trailing  edge of the keel.

And there is the helmsman’s throne in the centre cockpit, the  seaworthy pilot berth and athwartships galley, push-button sail and, of course, the fake teak grain moulded and painted into the decks.

The history of  this extraordinary yard, which Henri Amel left in perpetuity to his workers, is  fantastic and very unusual, with a passion and single-minded approach that few modern yachts can mimic.

Jordan Yacht Brokerage

We Never Underestimate Your Dreams

Amel super maramu 53 review: cult boat, deservedly so.

Amels have all these unique differences that make you think, “That’s interesting – I haven’t seen that before.” Even in their marketing, they have a unique flair with words. They use “gently” and the interrogative instead of declarative. This cultured voice blends perfectly with what Amel yachts represent. But is Amel just trying to be different for different sake or are these touches really superior? At first they clearly have a French flair that lures you in. Do the features hold under scrutiny?

In 1965, Henri Amel opened Amel Shipyards in La Rochelle, France. He was known as le Cap’tain and had a unique style which is the continuing foundation of Amel’s excellence. His real name was not Amel, but after fighting in WWII in Africa, he declared that the person he once was did not exist anymore and so took the name Amel. He was a forerunner of fiberglass, bluewater sailboats producing 36 Kirk, 41 Euros, 52 Meltem designs. This moved onto the 41 Sharki and 46 Maramu in the late 1970’s and 53 Mango in the 80’s. In the late 1980’s, Amel moved to a 46 Santorin and the subject of this review the 53 Super Maramu, an evolution of the 53 Mango design. In April of 2005, le Cap’tain passed away four days shy of his 92nd birthday. These days the Amel 54 is their only production model. They are building hull 1 of a 64 Amel in 2010. The company is 100% employee owned and has produced more 50-foot ocean cruising boats than any other manufacturer.

First Impressions The Super Maramu has a soft raked bow coupled with a straight sheer that declines steadily from stem to a sugar scoop stern. The hull is of moderate beam at 3.5 length to beam ratio. The cabintrunk runs from the foredeck to far aft. A plastic overlay over the portholes gives the cabin trunk a one-piece look and sexy French style. The sidedecks are faux teak – a distinctive feature. The hard dodger is an easy way to pick out Amels. Just below the sheer is a thick red rubber rubrail bolted to the hull through a stainless striker strip. These ketches have a tall two spreader main mast and smaller mizzen. Underneath, Henri Amel was one of the first to combine a fin keel and full skeg hung rudder. The keel bottom is flat and wide enough for her to stand on. But, of course you should block up like usual. Some notable differences to the older Mango 53 are a lower profile cabintrunk and the sugar scoop stern aft. The Mangos had a counter stern.

Construction I like how Amel does their hull and deck joint. The hull is solid fiberglass of bi-axial cloth layers including the skeg and stub keel. The deck is cored with Balsatek. To join these, they place the deck on the hull while the hull is still in the mold. Then, Amel fiberglasses the hull from the outside and inside to the deck. This procedure eliminates the need for a traditional hull-deck joint. It is one of the features that makes you wonder. In this case, the procedure really adds value here and makes sense. The end result are traditional bulwark style gunwales without any mechanical fasteners or 5200. An Amel is really one piece.

As I perfectionist I never like when builders use iron instead of lead and especially with an external keel. Amel uses mostly high quality techniques, but the only reason for using lower quality cast iron instead of lead is to reduce cost. Lead is superior in every way. Lead gets the VCG lower, absorbs collisions better, and is more resistant to corrosion. The only thing I can say and pretty persuasively is that this trade-off makes an Amel more reasonably priced than an Oyster or Hallberg Rassy. The chainplates mount outboard, tuck under the external rubrail, and bolt through the hull. Amel brags that you can pick her up by her chainplates. Amels come with a retractable bow-thruster in the foc’sle.

What To Look For “Either you buy in 100% or don’t go near Amels,” says one owner. More than any other, Amels are a cult-like group. In France, they have an unquestionable reputation especially for support. The factory really stands behind their product. For instance, the Lexan in the hard dodger on one owner’s 15 year old Amel 53 was crazed and scratched from years of sun and abuse. The owner emailed the factory and asked what they would recommend to replace the glass. The next day Amel emailed that it was part A-45 and would arrive in three days to his address. Sure enough, three days later the Lexan piece arrived. The owned unscrewed the old one, screwed in the new one, and cocked the edges. It was an absolutely perfect fit.

A valid criticism of Amel is the lack of options. When purchasing his new 53 Maramu, one prospect mentioned his wife did not like the upholstery. The Amel agent replied, “Monsieur, you have three options. One, you can purchase a new Amel with the upholstery you see here. Two, you purchase an aftermarket Amel that has a different upholstery. Three, you can purchase a new Amel and hire someone to reupholster her according to what your wife likes.” The options are limited and include the inverter wattage, two engine models, and various other miscellaneous items.

On Deck Up forward, two hatches to the chainlocker are port and starboard with hinges from the bulwarks and dog latches. The windlass is horizontal between the hatches. The decks have that awful faux teak, and I really think Amel has lost their taste here. While the faux teak is functional and sensible, I feel like it cheapens the yachts. More logically, the faux teak can develop annoying voids and is not entirely maintenance free. Then again, the fake teak is definitely more cost effective and maintenance free than real teak – not to mention more ecologically responsible. The human race can’t keep plundering out natural resources.

With the chainplates outboard and genoa tracks along the top of the bulwarks, the side decks are easy to walk along. The main has mid boom sheeting with a traveler in front of the hard dodger. Portside of the cockpit is a deck hatch. Aft of the cockpit is an end boom traveler for the mizzen mast. There is oddly no push pit but instead a setup of various holes, a pole, and rope. You can insert the pole in two stern deck holes and another on the first step of the swim platform. This moves the orientation of the stern railing. Two lazarettes port starboard aft finish the deck storage.

Notably, the Super Maramu has relatively little obvious ventilation except three hatches. The Mango had four hatches forward while the Super Maramu has only two. There are not any dorades. The key to ventilation is opening all the hatches and closing the companionway. This allows air to flow though the interior. But, you must close the companionway for it to work. To facilitate air flow, an optional fresh air system draws from the cockpit and blows through the interior.

The cockpit has low head room with the hard dodger setup. The helm is a molded chair with the wheel mounted on the companionway wall. The helm has a raised footrest and is nice and comfortable. Clearly, an experienced eye fine tuned the ergonomics. The companionway hatch is offset to starboard. The port and starboard benches are long enough to lay down on and have the right kind of corners for cruising. Port side is a locker under the seating. Centerline aft is the mizzen mast with cockpit lockers port starboard. Two portholes help lighten up the interior starboard side and aft to starboard. Access to the engine room is under the cockpit sole.

Down Below A one-piece companionway door slides downward for interior access. I really like this guillotine style hatch instead of the normal slats. Every manufacturer should have entryways like Amel. The interior is fantastic African mahogany with teak covered plywood soles in the galley and saloon. The staterooms and walk through are carpet. The headliner is cream vinyl. You feel like you entered a French nobleman’s boat during the renaissance. The frilly upholstery and dainty details contrast deeply with what you usually see.

Forward most, the V-berth is more accurately U-shaped. A hatch and two portholes give some light and ventilation. The stateroom has a two piece door that latches shut. Outside is a head to port with en-suite shower. These all close off by the first submarine bulkhead. Amels are famous for these watertight submarine style bulkheads. I think you can classify this as one of the features that does not make sense. While on a submarine, such a bulkhead is useful, on a pleasure yacht it seems silly. At a recent Annapolis Sailboat show, Amel had a demonstration where they flooded the forward compartment and then went for a sail on Chesapeake Bay. With her nose 10 degrees point down, she still sailed safely to port. At the very least, the submarine bulkheads do illustrate a positive and under appreciated mentality. Amels are engineered to be seaworthy vessels with safety foremost, an ideology that many manufacturers either do not understand or disregard in their blind search for the all might dollar.

Amidships, the saloon has a quaint French love seat starboard. To port, a U-shaped dinette fits a good group of guests. The galley is port side the starboard offset companionway and is a long U-shaped galley with front loading refrigeration. The tiled counter top has high fiddles a sometimes forgotten detail. The navigation station is opposite forward of the step down to walk through aft. Aft most is another watertight bulkhead and access to the master stateroom and head. The master head has an en-suite shower again. The berth is low, large and U-shaped.

Engine and Underway Another unique feature of the Super Maramu and Amels in general is the engine access through the cockpit sole. The hatch is watertight and opens easily with hydraulic lifts. I think this goes as another superior feature on Amels. The access and room is excellent. You can step down into the room and maintain the Volvo engine and Onan generator with ease. A particular problem and worry with this approach is leaking through the sole. Amel takes particular care to seal and prevent this possibility. On the Mango 53, this aft cockpit sole was raised to help. Here the sole is flush.

The Super Maramu is on the light side of the D/L ratio at 222. Performance cruisers usually range from 220 to 280. The Super Maramu has a double spreader rig for the main instead of the single you will find on Mangos. One owner writes about the Amel Super Maramu’s pointing ability and performance to weather, “The shrouds are fastened to the sides of the boat so the Genoa angle can not be brought in to point very high, But 30-35 degrees is a max. You also have a hundred horsepower engine and enough fuel to motor from New York to Bermuda. Getting off a lee shore is not a problem.”

Conclusion Amels have unique features and a cult-ish following including the long running and popular 53 Super Maramu. Some of the unique features make significant sense like the hull-deck join and engine access while others like the watertight bulkheads are interesting. Finally, features like the faux teak decks and cast iron ballast do not add value for me but do keep the prices on these yachts comparatively low without any serious trade-offs. Two used Amels in Fort Lauderdale are asking $350,000 and $450,000. Fort Lauderdale happens to be Amel’s US headquarters, and a resource for more information is Joel Potter, the exclusive US agent for the Americas.

8 Replies to “Amel Super Maramu 53 Review: Cult Boat, Deservedly So?”

The author did not understand the stern of the Amel Super Maramu.   The “setup of various holes, a pole, and a rope” are NOT used to move the orientation of the stern railing.  The stern railing remains in place with the pole and rope.    Those holes are for the passarelle.

The swim ladder which is normally mounted beneath the railing on the starboard side is re-positioned to the stern and used as a passarelle or ‘boarding plank’ when docked stern-to.  The ladder has a large mounting that fits into either the larger hole in the stern deck in the center of the steps or into the hole on the top stern step, depending on the level of the dock to which you are berthed.  There is a stainless steel stabilizer bar that clips into the side of the ladder to prevent lateral movement of the passarelle.   A “Y” line with a spacing separator to keep the 2 sides apart is clipped to the axel bar of the wheels on the end of the ladder; the other end is clipped to a halyard.  The halyard is used on a winch mounted on the mizzen mast to adjust the height of the passarelle.  A piece of wood fits into the top horizontal side of the ladder on which to walk while using it as a passarelle.There is another attachament — 2 poles connected with rope — that ties to the stern pole.  This serves as a handrail on the port side when walking on the passarelle.

Thanks Judy!

• Pingback: Used amel | Aceflyer

how much should I expect to run and maintain a super maramu in Grand Canaria per annum; say a 2003 year needing new sails?

S/V Delos is a famous Amel Super Maramu 53. It’s been on a world cruise for years. You can see Brian and the boat on youtube or the website. I’m sure he would answer any question posed.

There’s no “best” boat, there are boats suited for a purpose. The Super Maramu’s purpose is to sail around the world, in particular the South Pacific (French Polynesia) hence its design is made of choices for this application. Tradeoff examples: Chainplates: It will not point high on the wind, it’s made to go downwind. But it will survive heavy (really heavy) weather. The submarine bulkheads, the Chainplates and the rigging in general suddenly make sense when you cross the Pacific… Know your needs, and chose your boat accordingly.

“The factory really stands behind their product. For instance, the Lexan in the hard dodger on one owner’s 15 year old Amel 53 was crazed and scratched… three days later the Lexan piece arrived. The owned unscrewed the old one, screwed in the new one, and cocked the edges. It was an absolutely perfect fit.”

I’m pretty sure he ‘caulked’ the edges… with sealant. At least I hope he did.

Signed, Your friendly typo police.

I’ve been dwelling into an Amel 53 for purchase, so all these comments and architectural description’s were an added plus.

Leave a Reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

• BOAT SHOWS , Cannes Yachting Festival , Engines , MOTOR BOATS , News , Premieres , SAILBOATS

AMEL 50: A REVOLUTIONARY SLOOP-RIGGED SAILBOAT

• August 30, 2017

Amel Yachts is used to launch new models only occasionally. The Super Maramu range, for example, was produced from 1988 until 2006, establishing itself as the symbol of the “ globetrotting boat” par excellence. If we also consider that the last Amel sloop-rigged cruising yacht was the Santorin in 1989, then it is clear that this brand-new Amel 50 represents a real revolution for the French yacht builder.

Consequently, the new Amel 50 seems to have been designed not only for the high seas and, for the first time, the shipyard has adopted less streamlined lines and a straight powerful bow  alongside a  midship beam which extends to the rear for better performance and great dimensional stability . As a natural result of the project, the stern houses two rudder blades , something completely new for Amel Yachts, that ensure greater manoeuvrability under sail.

Interiors, too, offer a further confirmation of Amel Yachts ‘s intention of penetrating new markets. On this yacht, space is proportionally the largest never seen on an Amel creation.

That’s probably for all these reasons that the new Amel 50 , although not officially presented yet, has already been nominated for the “ European yacht of the year ” in the “luxury cruiser” category.

The Amel 50 will be officially presented at the Cannes Yachting Festival next September. On that occasion, we will have the opportunity to enjoy a first sea trial and see if the French yacht builder has actually succeed in manufacturing a different boat without compromising the typical and unmistakable Amel spirit that has always made us love its beautiful creations.

https://www.facebook.com/tuttobarche/videos/1648544251831262/

Amel 50 – Technical Specifications

One Response

How is the boom traveler adjusted?

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

Language switcher

Browse categories.

You might be interested in

Official debut for the Solemar SE line: SE33 is the RIB we’ve all been dreaming of

Quick Group at September boat shows with great innovations for the superyacht segment

Sailboat charter: 8 considerations before booking

Guide to RIB Tubes Maintenance

© 2021 – THE INTERNATIONAL YACHTING MEDIA Designed by BLive Communication

ABOUT YACHTINGNEWS.COM

Yachting News is an interactive multimedia magazine dedicated to the world of boating.

The International Yachting Media is the worlds most widely read boating magazines network. Whit its portal It broadcast its original contents in five languages and in more than 200 countries developing 950,000 views a week. Our web portals are the main source of information for yacht and boat owners, the place where they can find anything about their boating passion.

THEINTERNATIONALYACHTINGMEDIA.COM  | SUPERYACHTS.NEWS | YACHT DIGEST

VIRTUAL BOAT SHOW |  TUTTTOBARCHE |  TOUSLESBATEAUX |  TODOSLOSBARCOS

BOATING NEWS FREE APP

To provide the best experiences, we and our partners use technologies like cookies to store and/or access device information. Consenting to these technologies will allow us and our partners to process personal data such as browsing behavior or unique IDs on this site and show (non-) personalized ads. Not consenting or withdrawing consent, may adversely affect certain features and functions.

Click below to consent to the above or make granular choices. Your choices will be applied to this site only. You can change your settings at any time, including withdrawing your consent, by using the toggles on the Cookie Policy, or by clicking on the manage consent button at the bottom of the screen.

Subscribe For Latest Updates

Sign up to receive the best of Yachting News, sea trials, boat review and world premieres .

The only ADVERTISING FREE newsletter