amel yachts wikipedia

Yachting World

• Digital Edition

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

• Elaine Bunting
• November 27, 2015

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Amel 60 Highlights

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

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

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

Amel 60 Technical Data

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AMEL SUPER MARAMU: A Cruising System

Boats produced by the French builder Chantiers Amel occupy a very unique niche in the cruising sailboat market. The company founder, Henri Toncet, who changed his name to Henri Amel while serving with the French resistance during World War II, became a pioneer of fiberglass boatbuilding in Europe after studying floating pontoons built of polyester-impregnated burlap that had been deployed by Allied invasion forces. Amel emerged from the war crippled in one leg, missing one eye, nearly blind in the other, but possessed of an iron will and obsessive personality that he channeled into the creation of a line of extremely clever yachts he described not merely as cruising boats, but as “integrated cruising systems.”

The Super Maramu, the culmination of a series of six different Amels produced in Henri Amel’s lifetime, was first introduced in 1989 and was discontinued in 2005, the year Amel passed away, after a production run of 497 hulls. It is very much a production boat in that most everything about it is set as firmly in stone as possible at the factory. New Amels are delivered, quite literally, ready to sail anywhere in the world with option lists that are very short. You either buy into the Amel system, or you don’t, and if you don’t you are well advised to buy another boat rather than try to make one of these into something it isn’t.

As on all Amels, the focus aboard the Super Maramu is very much on comfort and convenience. The boat, consequently, is very systems intensive. Standard equipment includes a generator, diswasher, washer-drier, a fridge and freezer, and a microwave oven, not to mention myriad lesser bits of kit, including a vacuum cleaner, hairdrier, and a specially designed shopping cart. Most Super Maramus were also delivered with optional watermakers and air-conditioners installed.

The same philosophy pertains on deck and the boat is designed to be operated from the confines of the well-protected center cockpit by a single individual capable of lifting no more than 50 pounds. Both the in-mast mainsail and headsail are controlled with push-button electric furlers; the smaller in-mast mizzen is controlled by a direct-drive furler turned with a winch handle. All sheet winches are electric. The power windlass, replete with chain counter, can also be operated from the cockpit, as can the integral anchor washdown system installed in the bow roller. There is also a retractable bow thruster to help out when docking, though it is necessary to step out on deck to handle dock lines.

Equipment lists like this often translate into lots of maintenance and repair headaches, but Amel obviates this as much as possible by making all original systems installations standard and identical. All gear on the Super Maramu was manufactured by Amel itself to its own standards, or was sourced from suppliers considered absolutely reliable. To insure systems are accessible and easy to work on, all machinery is installed under the cockpit in a large engine room with close to standing headroom. Even better, Amel provides superb technical support for all owners of its boats and has dedicated service centers in both Europe and the U.S. that are staffed by certified technicians.

Amel is also very focussed on safety, as is reflected in the Super Maramu’s overzealous construction. Hulls are solid handlaid laminate composed of biaxial cloth set in polyester resin. The cloth is a special flat woven type created especially for Amel that bonds well to itself with minimal voids without intervening layers of mat. Amel also applies a proprietary blister barrier coating directly underneath the gelcoat on all its boats, and this so far has reportedly prevented osmotic blisters from appearing on any Super Maramu hull. Balsa-cored decks on Amels are installed with the hull still in the mold, and the joint is laminated with six layers of cloth so hull and deck together ultimately form a monocoque structure. Inside the Super Maramu there are four full-height watertight bulkheads (two are fitted with watertight interior doors), that were also bonded in place with the hull still in its mold. The deck is solid laminate anywhere hardware in installed; all hardware is mounted with stainless-steel fasteners tapped into stainless-steel plates buried in the laminate.

The boat’s interior is designed to keep water intrusion to an absolute minimum. There are no less than eight watertight compartments aboard with special valved limber pipes routing any stray moisture to a deep central sump. Originally the Super Maramu was built with just three raw-water intakes in the hull (two for the two toilets, plus one for all machinery) and later, in the so-called Millenium edition of the boat produced after 1998, this was reduced to just one intake with one master sea-chest. All outlets, meanwhile, are above the waterline.

The engine installation is also utterly unique and incorporates a proprietary U-drive, wherein the engine is mounted facing aft and its thrust is transmitted via two right-angle joints to a special integral drive leg mounted on the back of the keel. The propeller’s thrust is perfectly horizontal and is all carried by the keel, allowing the engine itself to be mounted on very soft mounts, thus keeping vibration to a minimum. Add on some top-notch sound insulation and what you get is a very quiet ride while motoring.

In terms of sailing performance the Super Maramu, though hardly a dog (particularly on a reach with a mizzen staysail set), is not super fast. The boat does have a modern underbody with a well-shaped fin keel and a separate rudder on a skeg, but its waterline is relatively short. Both the main and mizzen, meanwhile, are handicapped by the hollow leeches required for in-mast furling, and the shrouds are outboard so sheeting angles are commensurately wide. A spinnaker can be flown if desired, but the presumption, in keeping with the emphasis on ease of sailhandling, is that headsails will be poled out instead. To facilitate this there is a unique, easy-to-use twin-pole system for booming out sails from the shrouds.

There are innumerable other idiosyncratic details on this boat that you will either love or hate, depending on your personal biases. Many, for example, are put off by the faux-teak decking, at least until they realize that it requires no maintenance. A lot of people, too, don’t think much of the blue fiberglass cabin sole that was introduced on the Millenium edition of the boat. Almost everyone, meanwhile, thinks the solid rail encircling the entire deck is a fabulous idea. The Super Maramu, like all Amels, is packed with clever ideas, both large and small, and really the only way to figure out if you appreciate them is get aboard a boat and examine it in detail.

Specifications

LOA:  52’6” LWL:  41’4” Beam:  15’1” Draft:  6’9” Ballast:  12,320 lbs. Displacement -Light ship: 31,360 lbs. -Loaded:  35,840 lbs. Sail area (100% foretriangle):  1,047 sq.ft. Fuel:  158 gal. Water:  264 gal. D/L ratio -Light ship:  198 -Loaded:  226 SA/D ratio -Light ship:  16.81 -Loaded: 15.37 Comfort ratio -Light ship:  29.00 -Loaded:  33.14 Capsize screening -Light ship:  1.91 -Loaded:  1.83 Nominal hull speed -Light ship:  10.2 knots -Loaded:  9.8 knots

Typical asking prices:  $350K – $625K

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Really nice boats. Congratulations.

I got to know this boat by watching two guys and two gals sail their Amel Super Marimu all over the Pacific on youtube, over 40 videos over several years. Boat is the S/V Delos, easily searched on youtube. Really high quality.

what is the average hull speed of the amen super maramu 2000 with a volvo D2-75 turbo when heavy and at full load. not needing to take into account current and wind. I am looking to calculate fuel range when loaded…pease and thank you.

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

AMEL 50: A REVOLUTIONARY SLOOP-RIGGED SAILBOAT

• August 30, 2017

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

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

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

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

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

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

Amel 50 – Technical Specifications

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How is the boom traveler adjusted?

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

Jochen Rieker

 ·  19.04.2024

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

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

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

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

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

Modern construction

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

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

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

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

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

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

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

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

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

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

Improved performance

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

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

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

Flexible sailing plan

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

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

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

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

High-quality finishing

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

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

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

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

Technical data of the Amel 50

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

Hull and deck construction

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

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

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

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

Distribution

Kronenberg Yachting, Munich, [email protected]

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

Design and concept

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

Sailing performance and trim

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

Living and finishing quality

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

Equipment and technology

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

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

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Amels superyachts are built on the solid foundation of craftsmanship and Dutch yacht-building excellence. Sophisticated, timeless classics that combine generations of experience and elegance with evolution and innovation. Aimed at raising the bar and setting a new standard in superyacht ownership. 

With both our Amels Limited Editions semi-custom range and our Amels Full Custom opportunities, we enable you to spend your precious time in the best way possible. 

Elegant and conscious modern yachting forms the essence of our Amels portfolio. A sought-after range of new-build superyachts with both semi-custom Limited Editions and Full Custom projects, recognised for their quality, ocean-going performance and unrivalled onboard experience.

With close to 100 Amels superyachts already cruising world wide, our fleet is our greatest achievement. A legacy reflecting decades of the highest build quality with proven naval architecture, technology and experience. Whether in build or delivered, our fleet is our family.

The maritime pedigree and heritage behind Amels stretch back centuries. With Dutch family shipbuilding at the core. Starting in 1918, the Amels family paved the way for what Amels has become today under the ownership and guidance of the Damen family.

This award-winning 60-metre (197ft) Amels Limited Editions design has been turning heads since her introduction in 2019. A next-generation semi-custom Amels that blends heritage with sophisticated technology, taking the superyacht industry’s greatest success story into the future. Just like the global fleet of close to 50 Limited Editions yachts at sea today, this sought-after Amels 60 is fast becoming become the collectors’ item for tomorrow’s generation of yacht owners, popular for both charter and private use.

The Amels 80 is shaping the future of luxury yachting. With evolution in her DNA, she captures the evolution and elegance of modern yachting at its essence. Her sophisticated and sustainable design is guaranteed to stand the test of time. This 80-metre Amels Limited Editions combines exclusive know-how and proven innovation to create an even more enjoyable yachting experience. Introduced in 2022, this next-generation semi-custom Amels has firmly taken her place as a leader in the 80-metre superyacht sector.  

Full Custom

We offer 25 years of non-stop, first-class refit experience at The Netherlands’ largest superyacht hub. For our own fleet and all other brands. A trusted refit, rebuild and service partner to maintain, manage and upgrade each client’s dream for an enjoyable and trouble-free ownership experience. The gateway to the world beyond new build delivery.

Discover 25 years of non-stop, first-class refit experience at The Netherlands’ largest superyacht hub. Renowned for timeless new builds as well as masterful and reliable refits, our craftsmen cater for both Amels yachts and all other brands.

Amels Classics

Today’s Amels 60 and Amels 80 stem from a long line of successful, timeless Amels Limited Editions. Over 40 semi-custom superyachts, each a masterpiece in her own right and each a showcase for the Limited Editions concept and quality. Each individually personalised with unique colour schemes, custom interiors and special features made to meet Owner’s specific needs. All delivering unique and unforgettable experiences. A legacy which has fed into the evolution of Amels. A collection of Limited Editions built over two decades collectively forming the Amels Classics.

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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.

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

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

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

Thanks Judy!

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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.

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

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OUR SAVOIR-FAIRE

PERFECTIONISM, PASSION AND SHARING

PRODUCTION CARPENTER

• Matching and marking wood panels
• Gluing vacuum-formed panels
• Drawing plans
• Cutting solid wood or plywood
• Manufacturing parts and assembling components
• Finishing (edgebanding/sanding), fitting (hardware assembly, sanding and joint treatment)
• Preparing equipment on the workbench (flexible and rigid plastic and copper pipes, black water tanks, valves, and more.)
• Onboard: drilling (bulkheads, hull, deck), through-pipes, installing equipment for kitchens / bathrooms / sanitary facilities, connecting water systems and tanks, waterproofing.
• Pressurisation tests followed by commissioning and inspection
• Can take part in deck fitting work, maintenance, hydraulics, various assembly jobs, welding and lamination work if production requires it.

CARPENTER FITTER

• Assembling joinery elements
• Adjusting wooden parts, either varnished or unvarnished, fitting hardware (hardware parts like as hinges, push-buttons, etc.).
• Finishing (sanding and joint treatment)
• Can take part in lamination work

MARINE ELECTRICIAN

• At the workbench: preparing electrical equipment, cable cutting, marking, labelling, pre-wiring and installing electrical equipment on switch boards or in cabinets
• Onboard: cable routing, installing electrical equipment (cabinets, motors, pumps, batteries), connections and testing.
• Quality control: checking wiring, circuits, power-up, and writing quality reports
• Releasing laminated parts from their moulds
• Marking and plotting out the parts using templates or drawings
• Preparing the parts in a room or trimming enclosure
• Trimming parts
• Cleaning up, dusting and storage

PARTS LAMINATOR

• Individual or series production, using a mould, of the various fibreglass parts required for building the boat (locker covers, additional superstructure parts such as cockpit shelters or interior fittings).
• The laminator’s job involves placing successive layers of these materials over the mould in a process called lay-up, according to the manufacturing specifications.

ELECTRONICS TECHNICIAN

• Setting up the work schedule for electronic equipment on the basis of information from the customer file, the technical file, etc.
• Selecting the right tools (testers, signal generators, etc.) and equipment (electronic components, modules, etc.) for the job.
• Installing and connecting the electronic equipment components according to purpose and requirements.
• Electronic systems/equipment: detection and navigation assistance equipment, sound and/or video equipment, telecommunications/alarm and security/telephony equipment, power electronics, onboard equipment, testing and measurement instrumentation/equipment
• Jobs requiring a permit : dead work certifications (high and low voltage), live work certifications (high and low voltage)
• Cutting out fibreglass cloth strips according to the manufacturing drawings
• Laying down successive layers of fibreglass cloth (lay-up) on a mould to form the final shape of the part.

MARINE MECHANIC-FITTER

• Preparing equipment, and more specifically combustion engines and mechanical engines (propulsion systems or generators) and all other mechanical systems
• Assembling spare parts, testing and topping up (oil, water, diesel, air)
• Preparing the engine compartment insulation by cutting foam panels to templates
• Fitting, bolting down, screwing, alignment
• Connection to onboard networks, commissioning and testing
• Can perform deck fitting and/or plumbing work, as well as minor welding jobs if necessary.

LAMINATOR GELCOATER

• Lamination station : resin preparation (compound mixing), fabric cutting, placing the fabrics in the moulds – contact, injection and infusion lamination processes.
• Gluing station : assembling wood/ composite parts with polyester glue, roughening and prepping parts, applying and laminating gluing strips.
• Gelcoat station : applying gelcoat to the moulds using an airmix gun or cup.
• Gelcoat finishing station : preparing parts (sanding, masking), applying gelcoat, touching up finishes (water sanding) and polishing parts.
• Prepping station : storing stock, unpacking compounds into other recipients and pre-cutting fabrics.

FINISHING CARPENTER

• Carrying out finishing work on the carpentry inside and outside the boat during the final stage of construction
• Final cuts on small parts, installing trim and finishing components such as wooden strips and door seals.
• Adjusting door and drawer latches

boat preparation manager

• Preparation and commissioning of new ships delivered to the port (handling, launching, masting, maneuvering in port, inter-basin transfer, outing at sea).
• Maintenance and upkeep operations on the AMEL pontoon ships
• One-off after-sales service (France and Abroad)
• Installation and dismantling of stands and ships exhibited at boat shows (Europe)

Visit the shipyard!

• https://amel.fr/
• 8 rue Joseph Cugnot, 17180 PERIGNY

In the sailing world there was another shipyard, all employees and customers which have been so sincerely committed to the ideas of its Creator. Life Chantiers Amel is the embodiment of dreams and faith of the Henri Amelia , or Captain Amelia, as in life, everything it has been called.

Henri Amel was born in 1913. His love of boats was already evident at school age, when he watched the sailboats in the Bordeaux . Before the Second world war, Henri had studied ship design and tried to build their own wooden boats. During the war he participated in the French resistance (there appeared the name of Amel, real name Henri — Tone), were in captivity, almost completely lost his eyesight and suffered a serious leg injury. But adversity did not bother the young dreamer. Noting that allied forces used waterproof fabrics, impregnated with polyester resin, Henri quickly realized that the replacement of burlap fiberglass will give a solid material suitable for boat building.

In 1958, Henri uses the abandoned shipyard in Marseille for the construction of the first fiberglass yacht Mistral 23. This and other projects have had success, but business did not come by employees did not share a fanatical passion Amelia to quality. Other attempts were made in Spain , finally, La Rochelle , where another shipyard built the boat project Amelia. But the quality, again, was not satisfied with the designer, and in 1963 he began to build himself. His new venture is completely burned in 1967. Then Amel re-shot molds for making flowers from their yachts have already been built and re-launched the company in 1969.

the long-Awaited success came in 1973. To your 60th anniversary Henry, the Captain threw a two-day party and promised that he would send the shares of the shipyard employees, if they work well. This event became a legend, happened in 1975, when Amel returned from ferrying a yacht for the client across the Pacific. Being the way he is on the phone dictating to the designer Jacques C details of the project the new model, which became famous 48-foot Maramu.

Obviously, the prefix "Captain" to his name, Henri was deserved. Being an avid yachtsman, he knew what needs arise for his clients in the sea. Therefore, the hallmark of all future yacht Amel was fully loaded boats before delivery. The client simply had to purchase some provisions, raise the sails (which could be done independently — Henri all built based on its limited possibilities) and hit the road.

Henry "Captain" Amelia died in 2005, he went to the 92nd year of life. In 1990s he handed the management of the shipyard, personally selected by management from among their colleagues. And these people tried not to change principles of work of the Captain. For example, Amel did not build more yachts in the 32 year; it was almost impossible to make changes in the configuration of the boat — the Captain had a better idea of what a yacht should be at sea; the number of employees never exceeded 130 people, and were all holders of shares of the company.

Henri Amel thought that the journey across the oceans should bring only pleasure. So his boat has always been extremely comfortable even for swimming alone or a couple. Amel yachts that is among the first serial received bow thruster, electric winches and other devices that make life easier at sea. Almost all models of yachts Amel had armed a ketch is more practical for ocean navigation. Another characteristic feature is the Central location of the cockpit even when rigged sloop, and protection of the cockpit hard windshield.

review owners, all finishing yachts Amel was extremely pleasant to the touch, since visually impaired the Captain touched hands, and demanded the highest standards in the materials handling. Besides, everywhere on the boat met handles and railings — as the Captain himself walked around the ship, unable to see what is grabbed.

Another interesting fact. The shipyard Amel has not developed the distribution. On the contrary, each yacht delivered by the shipyard at any port at the request of the customer, or the customer himself can do it.

"We don't need any hype — I would say replacing the Captain, the President of the shipyard Michelle Bonnet, our customers are our advertising."

All models designed by Henri Allem, became legends in the world of ocean travel. For example, 53-foot Super Maramu was built almost 500 buildings. The models now Henry is out of production, but the successors of the stored characteristic features of the predecessors. In the current line of Chantiers Amel offers a total of three models. Traditionally, this kechi Amel 55 and Amel 64 and the first in 20 years, the sloop Amel 50, which immediately received the title of yacht of the year in Europe in 2018.

Manufacturing

Chantiers Amel is based in Périgny near La Rochelle . The mission of the shipyard are also located in hyères and Martinique .

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Almin Karamehmedovic has been named president of ABC News .

Karamehmedovic has overseen the production and daily operations of World News Tonight with David Muir since August 2014. He takes over the role of president after Kim Goodwin announced her plan s to retire in May. Debra OConnell president, News Group and Networks, Disney Entertainment, has been running ABC News in the interim. 

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As president, Karamehmedovic will oversee the day-to-day operations of ABC News and lead the teams behind World News Tonight with David Muir, Good Morning America, The View, 20/20, Nightline, ABC News Live, ABC News Studios and special events coverage.

“Almin has devoted his career to ABC News, mastering every role and elevating excellence in journalism by connecting with viewers in a very meaningful and profound way that resonates with them,” OConnell said. “He is a widely respected, seasoned journalist of the highest order who has worked his way up to senior executive producer of ‘World News Tonight with David Muir,’ earning the trust of colleagues and industry peers along the way. I have no doubt ABC News will reach new heights under his leadership.”

“I approach this role with great respect and humility, not only for the hundreds of colleagues around the world whose tireless contributions fuel the unflinching and unbiased reporting of ABC News but also for the viewers we serve,” said Karamehmedovic. “Our team represents the best in journalism. We are grateful to have Debra OConnell, who sets the bar for all of us in a meaningful and supportive way that enables us to thrive in a profession we revere and love.”

Before World News Tonight with David Muir , Karamehmedovic was executive producer of Nightline . He also executive produced Nightline in primetime for two seasons as well as several ABC primetime hours, 20/20 specials and breaking news special reports.

He has also covered the war in Southern Lebanon and was one of the first to arrive in Haiti in 2010 following the devastating earthquake. He returned to Al Anbar in Iraq to document the fight against ISIS and traveled to the frontlines of Afghanistan, and has worked on pieces including interviewing the survivors of the Holocaust 75 years later; traveling to Normandy with American war vets and to Madagascar to report on the children of climate change.

Karamehmedovic has traveled to more than 100 countries, and learned to shoot, produce, edit and broadcast from anywhere in the world. He is the recipient of the prestigious DuPont Award, as well as 16 Emmys, nine Edward R. Murrow Awards, two Christopher Awards and a Peabody Award.

He graduated from the University of Greenwich in London. 

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