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amel yachts review

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

amel yachts review

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.

amel yachts review

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.

amel yachts review

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.

amel yachts review

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.

amel yachts review

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.

amel yachts review

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 yachts review

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.

amel yachts review

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.

amel yachts review

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.

amel yachts review

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.

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.

Core Skills:

  • 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)
  • Strong communication skills, verbal and written
  • Focus on customer satisfaction
  • Proactive mindset
  • Able to work unsupervised
  • Ability to collaboratively work well with other team members

Responsibilities:

  • 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

Email: [email protected]

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.

  • Active listening
  • Conveying key features and distinguishing selling points of a given boat model
  • Ability to close high-value sales from $500k – $3M
  • Prospect farming
  • Excellent negotiating skills
  • Influencing with content through digital and social media tools
  • Consulting with and guiding clients effectively
  • Proactive mindset that fosters successful unsupervised work
  • Ability to work collaboratively with other team members
  • 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.

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amel yachts review

BOAT TEST: AMEL 60 (WITH GALLERY)

amel yachts review

(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.

amel yachts review

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.

amel yachts review

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

amel yachts review

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.

amel yachts review

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.

amel yachts review

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.

amel yachts review

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.

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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

Sail Universe

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

amel 60 navigation European yacht of the year

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).

amel 60

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

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

amel 60

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.

amel 60

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.

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Amel 60 Technical Data

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  • By Stacey Collins
  • Updated: January 17, 2007

Like its predecessor, the Super Maramu, the Amel 54 has a conservative sail plan and hull shape designed for comfortable sailing. On a CW test sail last year, in 16 knots on the beam with choppy cross seas off Florida, the 54 logged an effortless 9 knots. Old-school cruisers will appreciate the full-skeg rudder and twin reaching poles for downwind work. Because safety is Amel’s paramount concern, the boat has four watertight bulkheads. The 54’s solid hull is laminated to the deck, which has high bulwarks and full-length stainless-steel railings for added security.

Many Amel customers are older cruising couples, so easy operation is key. “If you can lift 50 pounds, you can do everything on this boat yourself,” says U.S. agent Joel Potter. The electric furling main and genoa, electric winches, a bow thruster, and hydraulic pistons to help lift berths to access storage all support his claim.

Amel’s characteristic steering station, behind the hard windshield/dodger, has push-button controls and readouts for almost all systems, although visibility from the chair is limited.

Built-in lee cloths and ample tankage indicate a boat designed for passagemaking. In port, the sumptuous leather-and-mahogany interior makes the 54 a queen on any quay that the built-in passerelle touches. The seaworthy galley has a dishwasher and a deep freeze; a washer/dryer is standard. Ample storage for cruising gear includes a cavernous lazarette fit for an RIB.

The late Captain Henri Amel’s vision of the ideal cruising boat incorporated elegance, safety, comfort, and shorthanded-sailing ease. The new Amel 54 is a distinctive, luxurious, long-legged passagemaker of which the Captain would certainly approve.

Amel 54 Specs

LOA: 53′ 10″ LWL: 50′ 4″ Beam: 15′ 9″ Draft: 6′ 9″ Sail Area: 1,507 sq. ft. Displacement: 35,000 lb. Water: 237 gal. Fuel: 237 gal. Engine: 110-hp.Volvo Designer: Amel Design Group Price: $965,000 Chantiers Amel, (954) 462-5869, www.amel.fr

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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.

7 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!

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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.

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Oyster 565 yacht test: This bluewater cruiser marks the rebirth of a legend

  • Toby Hodges
  • January 9, 2020

Is this Oyster 565 the boat that secures the British yard’s future? Toby Hodges takes an exclusive test sail

Product Overview

Manufacturer:, price as reviewed:.

For the sake of this iconic British brand, the new Oyster 565 can’t just be good, it has to be exceptional. Nothing less will do. When the Oyster 825 Polina Star III lost her keel and sank off the coast of Spain in July 2015, the fortune it subsequently cost Oyster directly contributed to the company going into receivership.

Its backers, Dutch firm HTP Investments, ceased to provide financial support in February 2018 and the company went into administration. When gaming software entrepreneur Richard Hadida bought Oyster six weeks later , many wondered how he could rebuild the credibility of the brand and turn the business around.

So all eyes were on the Oyster 565 when it launched at the Southampton Boat Show in September. This is the first completely new design under Hadida’s watch and it sits at the core of the British firm’s market. This is the yard’s most popular size, replacing the 56 (75 sold) and 575 (45 sold).

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There is the option of an extended transom design with tender garage, but all owners so far have favoured this standard shape with davits for carrying a dinghy. This yacht has a substantial bathing platform, alongside which you can tie up the dinghy. Photo: Brian Carlin

Hadida has introduced some key developments to help it succeed. Oyster now moulds its hulls in-house rather than subcontracting this work, and he wanted third party oversight, so a Lloyd’s Register surveyor inspects all yachts in build once a week to approve the design, materials and build quality of the hulls and decks. This brings a level of assurance to new owners and should restore faith in the build quality.

The new owner introduced a diverse group of board members, including designer Rob Humphreys and sailor and former Formula 1 team boss Eddie Jordan as well as other business authorities. He also put the Oyster Rendezvous regattas and successful Oyster World Rally back on track. However, this groundwork counts for nothing if the Oyster 565 flops.

I travelled to Barcelona to spend two days testing Panthalassa , the first 565 to launch. Knowing there is a huge amount riding on this model, I wondered whether it would deliver. The answer is a resounding yes. The Oyster 565 is one of the finest production yachts I have ever sailed.

The design is contemporary and sympathetic to Oyster’s existing line-up, but with more volume, comfort, simplicity, speed and stowage space than its predecessors. The deck and interior layout is right up to date, the engineering behind the scenes is of high quality, and the finish is a step beyond what almost any other production yard can offer.

Article continues below…

amel yachts review

British tech entrepreneur buys Oyster Yachts, boat building to resume

Oyster Yachts has been bought from administrators by British gaming software entrepreneur Richard Hadida. Hadida won the bid from a…

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Rustler 57 review: This traditional British cruiser was built to rule the waves

Rustler’s stunning new flagship, the Rustler 57 may cause you to re-evaluate what comfort is all about when cruising

Times have changed

I found the Oyster 565 berthed alongside an Oyster 56 in Port Ginesta, which conveniently illustrated how hull shapes and deck layouts have changed in 20 years. The Oyster 565 has around 30cm more freeboard, the beam is carried much further aft, and it has a broader transom. The cockpit in particular is much larger, easier and safer to get into, and there are no sheets for guests to trip over.

The design strikes a balance between respecting the legacy of the 56 and the ten-year-old Oyster 575 , and introducing modern features such as a flush foredeck, clean lines and a greater hull volume. Some traditional cruisers may mourn the loss of a skeg-hung rudder and cutter-rigged headsails, but the ease with which you can handle this Oyster 565 in most conditions should convince the majority that modern design wins here.

A robust bowsprit extends the yacht’s length to 59ft. Although the hull length of the new Oyster 565 is shorter than the 575 it replaces, its waterline length is longer and it boasts 10% more volume. Its full bow sections also create space for a sail locker, a crucial asset for stowing the offwind sail needed to supplement the blade jib.

The Oyster 565 is clearly the product of a yard used to building high-end large yachts, as opposed to one pushing up in size into a level of engineering and quality with which it is less familiar. This is perhaps why Oyster describes it as a ‘pocket superyacht ’.

In this respect, the appointment of Paul Adamson as Oyster’s chief commercial officer was shrewd. Adamson is a seasoned Oyster skipper who took Eddie Jordan’s Oyster 885 Lush around the world (the yacht now belongs to Richard Hadida). He brings practical, hands-on expertise and big-boat knowledge to the yard.

The Oyster 565’s £1.5m price tag is steep, but it is comparable to similar-sized yachts from competitor brands and, unusually, comes with a very high standard spec. This includes hydraulic thrusters, furlers, and windlass, tri-radial sails, powered winches, a generator and a full electronic navigation package. You’ll even find 100m of 12mm chain in the anchor locker.

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Secure side decks and great views in and out. Photo: Rick Tomlinson

The Oyster 565 comes ready to go, with all the equipment the company knows will make for comfortable ocean cruising , gleaned from decades of experience and owner feedback.

It is immediately obvious as soon as you go on board that every detail has been thought through. The high guardrails have boarding gates built in. If berthed stern-to, a cassette-style passerelle (an extra option) extends at the push of a button, and its handrail rises automatically. Moving forward between the twin wheels, you enter a generous-sized, deep centre cockpit.

A bluewater yacht needs to have a kindly motion at sea, be easy it is to sail and remain comfortable when heeled. During our trials, the Oyster 565 was to prove genteel, safe and enjoyable to sail.

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Powering to weather under blade jib. There is a large sail locker forward, removable dorades and a huge ‘skylight’ hatch above the forward cabin. Photo: Brian Carlin

The 565 is simplicity itself to get on and off a berth. It comes with retractable bow and stern thrusters as standard, which allow you to spin the boat around its keel. The hydraulic thrusters are powerful enough to park sideways against a crosswind and easily correct any misalignment when approaching the dock.

Easier sailhandling

The hydraulic furling makes it equally simple to deploy sails even in a strong breeze or awkward seaway. I am not usually a fan of in-mast furling mainsails, but here the ability for one person to set and furl away the main without leaving the helm outweighs any negatives.

Oyster has also ensured that you can manually furl sails should the power or hydraulics fail. Both the mainsail and jib furlers have sockets that allow you to winch the sail by hand or, easier still, operate them with a cordless drill (a fully charged 18V drill will reportedly manage 15 mainsail furls).

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The Oyster 565 is the first all-new model to be launched since the yard’s 2018 buyout. Photo: Brian Carlin

The blade jib enables the Oyster 565 to point higher and tack or gybe faster and more easily than previous Oysters with cutter rigs, and without the risk of yankee or genoa sheets whipping around the cockpit. It also proved the ideal sail for our long beats upwind in 12-20 knot winds. The Oyster 565 is a powerful design with a medium displacement, able to maintain consistent speed with a soft motion through the waves that makes for a quiet and comfortable ship.

The twin rudders provide the helmsman with total control and forgiving handling. When the apparent breeze reached the high 20s and the leeward gunwale was immersed, we were on the verge of needing a reef, yet the helm remained light, with only a slight increase in weather helm. This means light work for an autopilot. You can really load the boat, so would need to keep an eye on true wind speeds and when to reduce sail.

The test yacht’s bright red asymmetric spinnaker helped us get the most from the Oyster 565 offwind. Again it was the consistent speeds that stood out: 9-9.5 knots in flat water with winds in the low teens, rising to double figures when going with the swell. Once the breeze was up to a Force 5 on our second day we were sailing consistently at 10 knots. I was hooked: this is an indulgent way to tick off mile after mile.

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The cockpit is split into helming and guest areas. The latter has deep benches, a large, fixed table with insulated cool box, a good sprayhood with large, clear panels and an optional bimini or full cockpit enclosure. Photo: Rick Tomlinson

Most sail controls and sheets are within reach of the twin pedestals yet clear of the guest cockpit. When standing at the helm it is possible to straddle the coaming to release a sheet or reach the powered winch buttons during a tack.

Short-handed control

For owners who want to sail short-handed, however, it might be more practical to have the primaries closer to the helms, allowing them to hand steer the boat through a tack rather than relying on an autopilot. Leading the jib sheet to the aft (spinnaker) winch might make more sense, as it is closer to the helm and easier to reach without leaving the cockpit.

The mainsheet winch is directly abaft and in reach of the helmsman. It feels awkward turning round to trim the main, but I guess it is something you would get used to, or would settle for engaging the autopilot before trimming the main. There is currently no option for a traveller. Adamson believes that, for most owners, clear access to the cockpit is paramount, and a powerful vang was chosen to control the main instead.

Safe and secure on deck

The distance between the two wheels is perfect. Footwells help ensure that you feel in, rather than on top of, the boat while helming – that was not always the case on previous models. And wraparound backrests at the seats and handrails on the pedestals both create a feeling of security around the helm areas.

Moving forward along the wide side decks also feels safe thanks to high guardrails and handrails along the coachroof. Outboard shrouds and inboard jib tracks leave a comparatively clear side deck. The shrouds disappear neatly into composite chainplates below the toerail.

Going below feels less secure when the Oyster 565 is heeled, however. The flat companionway steps are steep, and curved sides would be more practical. The interior has plenty of handholds and solid fiddles, but there is so much headroom in the saloon I could only just reach the overhead handrail on the centreline.

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When sailing, you have this hypnotic view from the saloon of the sea foaming past the leeward hull windows. Photo: Toby Hodges

It is easier to move forward along the starboard side of the saloon, though, and elsewhere the layout suits life at an angle. It is remarkably quiet below decks, a hush belied by the mesmerising sight of the sea foaming past the big leeward hull windows.

Behind the scenes

The British yard has stuck to a tried and tested interior layout for the Oyster 565 and has furnished and finished it impeccably. The standard of joiner work is as good as any you’ll find at production yacht level. The galley and aft cabin would be hard to better, and the utility cabin amidships, a workroom-cum-laundry with an optional pilot berth and access to the walk-in engine room, further compliments the proven layout.

Unusually at this size, Oyster offers the option of a master cabin forward with two double cabins aft. But unless you plan to spend long periods berthed stern-to, the standard owner suite aft with the magnificent views it provides will surely win every time.

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The ensuite owner’s aft cabin has an abundance of light and views, good headroom and stowage – it’s difficult to believe you’re actually aboard a yacht of less than 60ft. Photo: Rick Tomlinson

Every part of the accommodation is used to its full potential, and stowage is maximised without any part feeling cramped. Practical touches include the cedar-lined, lit and ventilated wardrobes, clever use of indirect lighting, and deeply fiddled work surfaces that are shaped, moulded and laminated in-house.

However, it’s what lies behind the scenes that impressed me most. All services are easy to access for maintenance. The headlining is mounted on Velcro, while floorboards use the Fastmount panel system – although Oyster really needs to find a way to stop these sole panels creaking as it spoils an otherwise quiet interior.

Look below the saloon sole and you’ll find a proper, deep bilge sump in the keel stub. Bilges throughout the boat drain here through limber holes, which ensures any water stays in the lowest part and doesn’t slosh around. This is the most logical place for bilge pumps and by mounting them on removable plates Oyster has ensured they can easily be lifted to clean the strainers.

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Sole boards lift to allow access to underfloor systems and the deep bilge. Photo: Toby Hodges

Installed beneath the companionway are two large bronze seawater inlets, one for the domestic side, such as fridge and air con, the other for the engine and generator. These systems are linked so that if one becomes blocked you can shut it down and use the other. It is also comforting to see the surrounding pipes all clearly labelled ‘Lloyds approved’.

The companionway steps lift for stowage and access to the top of the 11kW generator. Here you notice the thickness of the sound insulation. Adamson says Oyster has learned a lot about this through building its larger models. The engine room, for example, is surrounded by plywood with a high-density core and insulated with a composite of foam and sound-absorbing materials. When the engine is on tickover, it is almost impossible to hear it in the cockpit.

See more pictures and videos of the Oyster 565 on the official Oyster Yachts website.

Besides walk-in access to starboard, panels below the galley sink can be removed for access to the port side of the engine room. The engine block sits on flexible mountings, below which is a sump that prevents any oil from running into the main bilge area. There is an electronic pump-out for an oil change, a powered fuel polisher and a water-in-fuel alarm – systems normally only found on larger yachts.

The longer you look, the more you appreciate the careful planning and the intricate detail that has gone into this yacht.

The Oyster 565 is a seriously impressive yacht. It’s a modern design, through and through: good-looking and spacious. It’s certainly expensive, but for good reason, as it includes an extremely high standard spec. And the engineering quality and level of finish really raises the bar. No yacht is perfect, but in terms of design and execution the Oyster 565 is as close as you’ll find on a series-built cruising yacht. This new model issues a very clear statement: Oyster is back.

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Building robust, comfortable and easy-to-handle sailing yachts was Henri Amel’s ethos. Offering sailing enthusiasts the opportunity for an adventure on all the world’s seas requires impeccable construction in terms of quality, safety and comfort. We have successfully built on these key elements of the AMEL spirit in our latest 50-foot and 60-foot models, with, as ever, focus on attention to detail, using 100% French know-how, which, having defined our yard for 50 years, guarantees a refined finish for our customers.  As a result, Amel have succeeded in achieving the perfect combination of the robustness and manoeuvrability essential for long-distance sailing and the luxury of a French way of life.

The history of the AMEL shipyard is perfectly encapsulated in our “ensemble’’ logo; each yacht built brings together the best of our skills to offer a unique pleasure to our clients

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PLEASURE & ELEGANCE

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NEWS & EVENTS

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P.H.A.R.E PROJECT: towards the transformation of the AMEL yard

In parallel with the project to streamline our production site, we share with you some steps of the history of our shipyard. Chapter 4: Living and

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Sailors gather for AMEL Yachts event in the Caribbean for a new edition in March 2024!

Four days of racing, discovery, and camaraderie in the heart of the Caribbean La Rochelle, February 15, 2024 – AMEL Yachts, a renowned builder of high-end

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Anti-Waste and Circular Economy Law (AGEC)

Under the above French law, since the 1st of January 2022, each producer (company that places a product in the market) has his unique producer identifier number (Article L.541-10-13). This unique identifier number, assigned by the ADEME (French agency for the environment and energy management), proves that the placer on the market is a member of the APER (French association for eco-friendly pleasure boating) and that it fulfills its regulatory obligations. The AMEL SHIPYARDS’ U-ID number is: FR028009_18AOCF.

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Yakima River Canyon property moves into public ownership

A view of the Yakima River near Ellensburg.  (Courtesy of Tyler Roemer)

A ranch property and popular boat launch in the Yakima River Canyon are now in public hands.

The Bureau of Land Management announced this week that it has taken ownership of 647 acres in the desert canyon south of Ellensburg.

The property was once the Yakima Canyon Ranch, and it includes a boat launch known as Bighorn that has long been used by anglers and others who float the river.

The Western Rivers Conservancy bought the land in 2021 with plans to transfer it to the BLM.

In March, the transfer was completed, ensuring the public will have access to the land surrounding 3½ miles of the famed trout fishery.

“I think it’s a super special area and we’re super proud of being able to put together this assemblage,” said Sue Doroff, president of Western Rivers Conservancy. “I’m just delighted that it’s now open for all to enjoy and for the fish and wildlife to benefit.”

BLM spokesman Travis Edwards said the agency paid $3.3 million for the property and used money from the Land and Water Conservation Fund.

The purchase adds to the 9,000 acres of BLM land in the 27-mile canyon between Ellensburg and Yakima, which is home to elk, deer, bighorn sheep and more.

“Incorporating this property empowers BLM to manage the land for multiple uses, including recreation and conservation, and maintain the health and diversity of the landscapes to benefit local wildlife,” said Curtis Bryan, BLM’s Wenatchee field manager, in a news release.

The property is split into three parcels – Bighorn, Beavertail and Lower Umtanum.

Bighorn is on the upstream end of the ranch, closer to Ellensburg. Red’s Fly Shop has managed the boat ramp there for several years, charging floaters a fee to launch there. BLM will take over management of the ramp.

The parcel also includes a swath of land on the opposite side of the river.

The Lower Umtanum parcel is the farthest downstream, next to the existing Umtanum campground.

BLM officials are planning improvements to both of those parcels this spring to prepare them for public access, according to a BLM news release. A grand opening is planned for May 16.

Beavertail is between those two properties, and there are no immediate plans for it. Edwards said BLM officials are going to have to evaluate that part of the property because of its “unique terrain.”

He added that it’s “not an ideal spot for the development of recreational facilities,” but that it does give the BLM a chance to consider restoration work.

He also said the agency would begin evaluating long-term management options for the properties and that the process would include public input.

Western Rivers Conservancy has completed projects like this one all over the West, including several projects in Washington. In October, the organization purchased another piece of land along the Yakima and conveyed it to Kittitas County .

Doroff said the group had its eyes on the Yakima Canyon Ranch for years. When the owner was ready to sell, the group jumped on the opportunity.

“It’s one of these projects that was just meant to be,” she said.

She added that while it will be great for river users, putting the property in public ownership will also benefit the animal and plant life in the canyon.

“While this is a recreationist’s dream, it’s also a very special place for the flora and fauna,” Doroff said.

More health care happening outside the doctor’s office

Technology is redefining health care and it’s not only cutting-edge surgical treatments and advances in important routine screenings like mammograms.

Vampire Weekend have grown into their boat shoes

Ezra koenig and his bandmates drag their feet into midlife on “only god was above us”.

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When they first arrived in their khaki and their cable-knit, either you gawked at Vampire Weekend or you were in on the trick. Yes, these fine young men appeared to be preppy Columbia grads, but surprise, they were actually agents of the indie rock counterculture, dressed in the garb of the enemy — not unlike “ youth crew ” hardcore boys clad in varsity jackets, or the Milanese paninaro set in their designer fashions, both subcultures preceding Vampire Weekend’s style games by roughly two decades. Then came the real trick. In 2010, Vampire Weekend suddenly became the biggest rock band in America, with a chart-topping sophomore album and a song placement in a Honda commercial that could not be forgotten, forgiven or escaped. Trying to keep up felt like watching a spy movie that refuses to clarify which side the main character is working for.

Now it’s 2024 and that intrigue feels long gone. Frontman Ezra Koenig is about to turn 40, and his band’s fifth album, “Only God Was Above Us,” finds him singing ornate, erudite, midtempo songs, only now from the vantage of midlife. There’s a tiny revelation to be felt in his new circumstances, at least — about how Vampire Weekend wasn’t playing with fashion all those years ago so much as time. Let’s not forget that back in 2008, this band worshiped Paul Simon above all, and whenever Koenig sang his winking lyrics about the rapper Lil Jon, he sounded like a high school administrator trying to win over an uninterested afternoon assembly. Vampire Weekend weren’t pretending to be preps. They were pretending to be boomers.

The Style section

Accepting this idea turns “Only God Was Above Us” into something of a test for Koenig and his mates, bassist Chris Baio and drummer Chris Tomson: What’s this music’s animating tension now that its makers have grown into their Top-Siders? As a lyricist, Koenig addresses time as the unstoppable force that it is, often letting it steamroll him. On “ Gen-X Cops ,” a punk-like song played with cello and harp, he sings about how “each generation makes its own apology.” Over the pretty plod of “ Capricorn ,” he mulls the dilemma of “sifting through centuries for moments of your own.” Musically, however, time never pushes or shoves in these songs. Tomsom’s drums tend to dip in and out of the mix, allowing us to better follow Koenig’s every word.

The best of them resemble punk lyrics. On “Classical,” Koenig points at the nonperishable nature of evil, and how “the cruel, with time, becomes classical.” That “Gen-X Cops” song opens with a line you’d expect to find on a Poison Ruin album: “Blacken the sky and sharpen the axe.” Singing obliquely about his second-favorite subject, war, Koenig ends the pitter-patting “Pravda” with one of the most astonishing warnings I’ve ever heard in a song: “I hope you know your brain’s not bulletproof.”

And while each of these lines wants to be shouted, Koenig only knows how to whimper, sigh and pirouette. Like your parents waiting for you at the kitchen table at 3 a.m., he is not angry, just disappointed. Is it unfair to feel disappointed by that? The fundamental contrast he has going here — hard words, soft voice — is a reliable device, but it results in music that feels unable to act on its own anger. Is that what midlife is? A powerlessness you can’t fully understand until you’re halfway through the ride, still waiting for the world to stop getting worse? Unlike any other Vampire Weekend album, this one frightened and depleted me.

  • Vampire Weekend have grown into their boat shoes Just now Vampire Weekend have grown into their boat shoes Just now
  • Beyoncé’s ‘Blackbird’ cover ‘awakens so much,’ Little Rock Nine member says April 4, 2024 Beyoncé’s ‘Blackbird’ cover ‘awakens so much,’ Little Rock Nine member says April 4, 2024
  • Looking for music by women composers? Here’s an entire festival. April 4, 2024 Looking for music by women composers? Here’s an entire festival. April 4, 2024

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  3. Amel 60 vincitore dell'European Yacht of the Year, come naviga: pregi e

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

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VIDEO

  1. Amel SM 2000 Ext Video Tour

  2. Amel SuperMaramu

  3. Visite AMEL KIRK

  4. Launch of the first AMEL50 (Luxury Sailing Yacht)

  5. ANEMELI(27.90m) by Van der Valk Yachts

  6. Sailing Yacht Tour 2021

COMMENTS

  1. Four of the best Amel cruising yachts

    Launched at the 2015 Dusseldorf boat show, the Amel 64 is one of two current models and is produced alongside the Amel 55 that was launched in 2010 (boats.com review). Some of the brand's earlier defining features have been softened a little, reflecting advances in technology, materials and tastes.

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

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

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  4. Boat Review: Amel 50

    The Amel 50 shares many of these qualities, but it's a sloop, and its lines are also more modern, carrying a wider beam farther aft than its predecessors. The Amel 50's hull is vacuum-bagged with solid glass below the waterline and a foam core above. Close inspection of hidden areas reveals neatly finished work throughout.

  5. Amel 50 review: An indoor sailing experience to excite even hardened

    The Amel 50 is a Berret Racoupeau design. Photo: Jean-Sébastien Evrard. Our test boat had the optional cutter rig adding a 24m 2 self-tacking staysail to the 126m 2 sail plan. Setting the ...

  6. Amel 50

    Amel 50. French builder Amel has, for 50 years, been selling a dream, and the Amel 50 is no exception; with this boat you could head off anywhere. Imagine cruising through the Chilean channels with a panoramic view from your warm and cosy doghouse, shortening sail at the touch of a button.

  7. BOAT TEST: AMEL 60 (WITH GALLERY)

    Amel 60 gallery. 1 of 15. (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 ...

  8. Amel 64: A Bluewater Cruiser With Choices, Choices, Choices

    February 1, 2014. Choice is what you'll get with the new Amel 64, the flagship of the Chantiers Amel fleet, a departure in some sense from the French builder's traditional approach—and a welcoming of a new era of personalization. The 64 is a ketch-rigged production cruising sailboat , which is not a new concept for the builder.

  9. Amel Santorin 46

    The Amel Santorin 46 is an impressive boat. From the moment you step aboard she feels sturdy and well built. A solid fibreglass lay-up and fully bonded hull, deck and bulkheads make her very stiff. The plethora of novel features on board make her feel slightly unusual - solid guardrails, moulded decks and a plastic rubbing strake might not be ...

  10. Amel 55 boat review

    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 ...

  11. 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 ...

  12. Boat Review: Amel 50

    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 ...

  13. Amel 60

    Building only four Amel 60 yachts each year, Amel ensure the best quality from hand craftsmanship, rigorous in-water testing and commissioning before handover to new owners, which comprises of 1-week full training and sea trials. Please feel free to contact Australian Amel Agents, Flagstaff Marine to discuss the Amel 60 and reserve your build.

  14. Amel 54 Boat Review

    Stacey Collins reviews the Amel 54 for the 2007 Cruising World Sailboat Show. Like its predecessor, the Super Maramu, the Amel 54 has a conservative sail plan and hull shape designed for comfortable sailing. On a CW test sail last year, in 16 knots on the beam with choppy cross seas off Florida, the 54 logged an effortless 9 knots.

  15. Is this Amel 60 the supreme yacht for shorthanded world cruising

    This Amel 60 sloop, the French yard's new flagship, is a seriously impressive luxury cruiser which comes very highly specced for its €1.65m asking price - do...

  16. Amel Sailboat Review [50, 60, Super Maramu, Kirk]

    The Amel 60 is longer than the Amel 50 by 10 feet. But it is not just the extra 10 feet that makes it different from the Amel 50. More details, volume and fittings, and more modern tech enhance comfort at anchor or sea. The price of a brand new Amel 60 is around $2,658,800, duty/GST included.

  17. Amel 60, This modern blue water cruiser is a true benchmark ...

    For those acquainted with Amel, it will come as no surprise that the Amel 60 is a comprehensively fitted out boat, well built and easy to handle short-handed...

  18. Amel Super Maramu 53 Review: Cult Boat, Deservedly So?

    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.

  19. Amel 55 boat test

    Yachting Monthly test the new 55 footer from the French boat builders Amel. Famous for their long distance blue water cruisers, Amel 55 stayed true to their ...

  20. Oyster 565 yacht test: This bluewater cruiser marks the rebirth of a legend

    This product is featured in: Amel 60 review: This modern cruiser is a true benchmark for quality and Spirit Yachts: Inside the British yard behind some of the world's most beautiful boats.

  21. Home

    Building robust, comfortable and easy-to-handle sailing yachts was Henri Amel's ethos. Offering sailing enthusiasts the opportunity for an adventure on all the world's seas requires impeccable construction in terms of quality, safety and comfort. We have successfully built on these key elements of the AMEL spirit in our latest 50-foot and 60-foot models, with, as ever, […]

  22. Federal Register :: Agency Information Collection Activities

    Agency Information Collection Activities; Submission to the Office of Management and Budget for Review and Approval; Watercraft Inspection and Decontamination Regional Data-Sharing for Trailered Boats. A Notice by the Interior Department on 04/04/2024. This document has a comment period that ends in 60 days.

  23. Yakima River Canyon property moves into public ownership

    By Michael Wright [email protected] (509) 459-5508. A ranch property and popular boat launch in the Yakima River Canyon are now in public hands. The Bureau of Land Management announced this ...

  24. Review

    April 5, 2024 at 6:00 a.m. EDT. Chris Baio, Ezra Koenig and Chris Tomson of Vampire Weekend. (Michael Schmelling) When they first arrived in their khaki and their cable-knit, either you gawked at ...