segelyacht maxi

Review of Maxi 35

Basic specs..

The boat is typically equipped with an inboard Volvo Penta 2003 Turbo diesel engine at 28.0 hp (20 kW), which gives a max speed about 6.1 knots.

The transmission is a saildrive.

The fuel tank which is made of stainless steel has a capacity of 80 liters (21 US gallons, 17 imperial gallons).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Maxi 35 is 1.88, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.1 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Maxi 35 is about 185 kg/cm, alternatively 1036 lbs/inch. Meaning: if you load 185 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1036 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

Maintenance

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Maxi 35 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

Yachting Monthly

• Digital edition

Maxi 1100: Fast and stylish seagoing cruiser

• David Harding
• October 15, 2021

As an understated fast cruiser with racing potential and a nicely appointed interior, the Maxi 1100 has much to recommend her. David Harding reports

Although heavier than a typical modern performance cruiser, the Maxi 1100 is quick and easy to handle. Credit: David Harding

Product Overview

Manufacturer:.

Maxi 1100: A fast and stylish seagoing cruiser

Finding a boat that offers the right combination of comfort and performance is rarely easy. Every boat is a compromise, and you have to choose your priorities.

Then of course there’s the emotional element, which defies rational analysis.

As Phil Nicholas, the happy owner of a Maxi 1100, puts it: ‘I’m mindful of the saying that unless you’re a ferryman or a fisherman you don’t need a boat. For us, it had to be a love affair.’

To some people, like Phil and his wife Julie, a boat’s appearance and what you feel for her are important.

Phil and Julie Nicholas find that the Maxi’s deck layout is well suited to short-handed sailing. Credit: David Harding

‘When you look at so many modern boats with their towering topsides they’re really not elegant,’ he says. Few of us would disagree.

Given Phil and Julie’s enthusiasm for their boat, coupled with the amount of time they spend aboard and the number of miles they have covered, you might imagine that they had owned a number of yachts before buying Destiny .

In fact they hadn’t. Julie’s uncle ran a sailing club on the Thames, where she sailed dinghies as a child, while Phil had owned a series of small motorboats between some early dinghy sailing before succumbing to the urge to buy a cruising yacht.

Phil Nicholas started sailing in dinghies before moving to small motorboats and then bought the Maxi 1100 in 2007. He and his wife Julie have cruised extensively, while Phil also races the Maxi 1100 and on a variety of other boats. Credit: David Harding

The Maxi 1100 proved to be that cruising yacht. Once the urge had lodged, Phil became ‘a serial boat-show goer’ even though, when he started, he was still several years away from taking the plunge.

‘I liked Beneteau ’s First 31.7,’ he explains, ‘but I kept coming back to the Maxi 1100 for four or five years despite not being in a position to start looking seriously.’

Gently gently

Those of us who have been in the boat-sales business will recognise a message in Phil’s story: ignore someone just because he’s not about to write you a cheque there and then, and you might lose a sale a few years down the line.

Buyers of sailing yachts are often on a slow burn. So that’s how the Nicholas family came to buy a family cruiser – son Luke came along later – and it’s now 14 years on.

In that time, Destiny has covered a good many miles around the south coast from her base in Poole, both cruising and, though not initially, racing too.

Much of the racing has been with Poole Yacht Racing Association (PYRA). Phil had given no thought to competitive sailing at first.

Barber-haulers and blocks for the spinnaker guys are attached to strong-points inboard of the solid wooden toerail. Credit: David Harding

He did, however, sail throughout the year and quickly learned that 20 knots of wind on a hot summer’s day is very different from 20 knots in the middle of winter.

Then, on the way back from the Solent one day, he found himself in the midst of a racing fleet heading the same way.

‘We asked what was going on, found it was PYRA racing back to Poole, and have been racing with them ever since,’ he says.

Given the way things have turned out, it’s just as well that the Maxi 1100 is capable of giving a good account of herself on the race course.

Regular PYRA competitors include everything from an Elizabethan 29 to a 50ft ex-Admiral’s Cupper, so Destiny sits pretty much in the middle size-wise even if she is closer to the cruising end of the spectrum.

The cockpit, with its high and comfortable coamings, provides plenty of space for leisurely sailing and also works well with a racing crew. Credit: David Harding

Weighing in at over 6,000kg (13,000lb) she’s appreciably heavier than many comparable boats and, not surprisingly, goes best in a breeze .

Phil’s racing results show that, when the wind picks up, Destiny can outperform a lot of boats that one might expect to be faster.

It follows that light airs are not her favourite conditions, especially upwind when the relatively wide sheeting angle on the minimal-overlap headsail limits her pointing ability.

Phil suspects that the Maxi’s keel profile might not allow her to point higher even if the sheeting angle were narrower.

He knows that he can’t rely on boat speed to be competitive in under about 6 knots of wind and that other strategies are needed – which he often deploys to good effect.

He also accepts that, had he bought a boat principally for racing, he would probably have chosen something else. ‘For the reasons we bought it, the Maxi 1100 has been ideal,’ he says. ‘For racing, I could use more of a boy’s boat that I could bash around a bit more – something like a Sun Fast 3200 or a JPK’.

The right balance

On a boat with a nicely finished mahogany interior, bundling wet spinnakers down the hatch is something you try to avoid unless you have plenty of protection in place for the woodwork.

It’s the sort of compromise faced by many people who cruise with the family and race with friends, but the Maxi 1100 has proved to be a pretty successful cruiser-cum-racer and has stood up well to being treated from time to time in a way that Phil hadn’t envisaged when he bought her.

Her interior looks remarkably fresh for a 14-year-old boat. It’s testament to the way she has been looked after and to the way she’s built.

Destiny’s sails are carbon with a double taffeta for durability. Credit: David Harding

There’s no doubt that she’s several cuts above the average in the way she sails, too.

I have seen Destiny and other Maxi 1100s – including Maxi Magic , which graced Yachting Monthly’ s July 2021 cover – racing and cruising in a wide range of conditions and have always thought they look pretty competent all-rounders.

When I went for a sail with Phil and Julie, we had winds that were on the light side of moderate, so it was interesting to see how Destiny handled in 8-10 knots and the sort of chop that even a gentle easterly often kicks up in Poole Bay.

For a relatively heavy boat with a small headsail, the performance was impressive.

The minimal-overlap headsail sheets to tracks on the coachroof, though the sheeting angle is wider than on racier boats. Credit: David Harding

The Maxi 1100 comes with genoa tracks fitted as standard but the majority of 1100s have never used overlapping headsails .

Phil has found the headsail settings that work best and, when the wind across the deck nudged 12 or 14 knots, we typically clocked 6.5 knots with the apparent wind at little over 30° in the flatter patches.

The rest of the time we had to keep the nose down a few degrees to punch our way through the chop, the Maxi’s weight and fine, rounded entry allowing us to do so quite comfortably.

Once she gets into her stride, she has an easy, relaxed feel. There’s no definite groove, so you don’t instantly know whether you have got everything right.

Not all Scandinavian yachts come with workable anchoring arrangements, but the Maxi 1100 has a double bow roller and a good anchor well with space for a windlass. Credit: David Harding

It’s a subtle process of getting to know exactly what the boat likes.

Whatever you do, the Maxi 1100 is nicely responsive to the wheel.

It gives good feedback from the rudder, has 1.5 turns from lock to lock and, with its 51in (1.3m) diameter, lets you sit comfortably on the coaming.

Both the mainsheet and the Lewmar 46 primary winches are within easy reach of the helm.

Stainless steel cleats all round are big enough to accept chunky warps, while chafing strips protect the woodwork and topsides. Credit: David Harding

As Phil says: ‘One of the good things about this boat is that it is of a size and layout that you can manage singlehanded .’

In heavier conditions, Destiny has never given her owners any concerns – and much to be grateful for.

On one memorable trip from Brest to Ushant, they were flying the kite in 20 knots of wind with the autopilot in charge and the crew sunbathing in the cockpit as they surfed down the waves at 10 knots.

The highest speed to date has been 14 knots.

Sensible upgrades to the Maxi 1100

Being keen to sail the boat efficiently, whether racing or cruising, Phil has made sure all the rig and sail controls work.

Most of the hardware and systems were fitted from new, such as the jamming foot-blocks for the headsail sheets, but he has upgraded quite a lot of the kit too.

Nearly all the halyards are now Dyneema, the bottlescrews are in phosphor-bronze rather than stainless steel, the mainsheet is a 4:1/16:1 purchase and the backstay is 64:1.

The original folding companionway door has been replaced by acrylic washboards to let more light down below. Credit: David Harding

The sails, by Sanders, are carbon with a double taffeta and tend to stay on most of the time except for the summer cruise, when they’re replaced with a suit in Dacron.

For cruising, the large cockpit locker to port provides good stowage. The calorifier and fuel tank are underneath, abaft the heads, so it’s big but not cavernous.

A full-depth locker is in each quarter. For smaller items, you find an open-fronted locker each side in the coaming – just what you want for keeping things like binoculars, a hand-bearing compass, pilot books and so on close at hand.

Those of us who were brought up sailing on boats with coaming lockers wonder how anyone manages without them. It seems extraordinary that they’re rarely seen on modern boats.

The Maxi 1100’s wheel is responsive, giving good feedback from the rudder. Credit: David Harding

Moving forward from the cockpit is easy thanks to the wide side decks .

Outboard is a wooden toerail, and strong-points are fitted along the gunwale for attaching barber-haulers, spinnaker guy blocks and so on.

The chunky stainless steel cleats forward, aft and amidships are worthy of mention because they’re big enough to use with thick warps.

So often one finds them way too small. In the bow is a good anchor well and a double stemhead roller, while overhead the double-spreader, keel-stepped Seldén rig supports the generous spread of sail that’s balanced by the lead keel – the 2m (6ft 7in) version in Destiny ’s case, as opposed to the 1.5m/4ft 11in alternative.

Verdict on the Maxi 1100

For a boat that’s heavier than a typical modern performance cruiser, the Maxi 1100 is pretty quick.

She has a comfortable motion, is easy to handle and incorporates features such as those oh-so-useful cockpit coaming lockers that lesser boats (including many that might not consider themselves to be lesser boats) don’t offer.

Below decks she differs from the modern norm in being finished in mahogany.

Below decks is a practical seagoing layout with good detailing and a high standard of finish. Credit: David Harding

The interior doesn’t feel in the least bit dark, however: there’s a good window area as well as a centre hatch.

Phil also replaced the original hinged companionway door with acrylic washboards to let more light in.

While mahogany might no longer be appreciated as widely as it once was, it’s still one of the most hard-wearing of timbers and far more practical in any number of ways than many of the paler alternatives that have become fashionable in recent years.

On the Maxi 1100 it’s nicely finished too, with well-matched grain, plenty of solid trim, radiused edges and properly aligned doors.

A purist might point out that, for example, the drawers have plastic sides and a tray moulding forms the interior up to bunk level, whereas on boats from some Scandinavian yards you will find no plastic (except in the heads) and all joinery bonded directly to the outer hull .

A chart table with a hinge-down switch panel and drawer space close at hand. Credit: David Harding

None of this is obvious until you start poking around in the Maxi 1100, and the general level of detailing is way above that seen on most production cruisers.

Significantly, the bulkheads are bonded directly to the hull and deck. Then there are touches such as the anti-rattle fabric edging the lifting sections of the sole boards.

It has all been thought about. This is an interior that not only gives you confidence in the boat but also makes it a pleasure to spend time down below.

There’s little to complain about when it comes to day-to-day functionality either.

To starboard by the companionway, the well-equipped galley has plenty of light, ventilation and stowage. Credit: David Harding

It’s a relatively conventional arrangement and one that incorporates useful features such as a wet locker abaft the heads.

Because the tankage is aft (arguably a concession to cruising convenience, because it means the weight isn’t concentrated amidships), all the under-bunk space in the saloon and forecabin is usable for stowage.

Plenty of handholds are fitted and the layout lends itself to seagoing use.

]What matters most is that the owners of this particular Maxi 1100 have been, and still are, more than happy with their choice.

Phil reckons that, with the benefit of hindsight, he might have bought something second-hand rather than new so as to reduce the inevitable worry about every knock and scrape on a brand new boat.

Nonetheless, in almost every respect that matters, Destiny has proved to be just the boat her owners wanted.

Expert opinion on the Maxi 1100

Nick Vass B,Sc B,Ed HND FRINA MCMS DipMarSur YS, Marine Surveyor www.omega-yachtservices.co.uk

If money was no object I would buy a Starlight 35 or a Maxi 1100.

Both are great looking ‘proper’ sailor’s boats; the cockpits are compact and safe with good foot holds.

Maxi has favoured low coachroofs and wide side decks on all models which is attractive but can slightly reduce headroom and accommodation.

Upgraded systems on Destiny include the backstay’s 64:1 purchase. Credit: David Harding

Maxi yachts were not cheap and so tend to be well looked after. I have found several 1100s with corroded seacocks, especially around the sea toilet/holding tank outlet.

The stainless steel holding tanks can rust too. Maxi 1100 keel bolts are a little problematic to check as access is not great.

The production of Maxi yachts was taken over by Nimbus Boats in the 1990s, and the yard has a reputation for producing well put together motor and sailing vessels.

The Maxi 1100 was a development of the 34 which followed the Maxi 33 and Maxi 999.

The pre-1985 yachts had a distinctive blue band around an unusual superstructure together with rather high topsides.

They have all been trendsetters but new models have been evolved and are improvements on earlier craft rather than radical changes.

All Maxi yachts were fitted with Volvo engines which give little trouble if properly serviced and are smooth and quiet.

However, make sure that the saildrive diaphragm ring seal has been replaced. Maxi yachts extensively use foam as a hull and deck stiffener in favour of balsa.

This material is not so prone to moisture ingress and provides a lot of insulation whilst being very light.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

I’ve had the pleasure of surveying many of the Maxi range and Pelle Petterson’s designs and attention to detail is always impressive.

The Maxi 1100 had quite a short production run, which does make them hard to find for sale in the second-hand market.

Several of the vessels I’ve surveyed have had a light teak internal finish, which makes them airy and bright.

Wide side decks mean moving forward from the cockpit of the Maxi 1100 is easy. Credit: David Harding

To find issues with the Maxi 1100 is to be really nitpicking. The hull is woven rovings with a PVC core, which is generally quite reliable.

Ben Sutcliffe-Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

Her keel is lead, and I’d recommend the torque settings of her fastenings are checked every 15 years.

It is important to confirm the servicing of the Volvo MD2030 saildrive engine’s drive leg; the gator rubber seal should be replaced every seven years.

The engine is a Perkins base unit and quite reliable; parts are also available globally.

The fastenings of the stainless steel framework for her bow roller and anchor arrangement on her stem do need an occasional check.

I have surveyed a few which had heavy staining and on removal, the fastenings were found to have some crevice corrosion to the threads.

The deck has a PVC foam core, and as with any second-hand yacht purchase, pay close attention to any loose deck fastenings.

Lastly I’ve surveyed several 1100s which had leaks around the port lights and fixed glass, but this is not an unusual issue in craft of this age.

Alternatives to the Maxi 1100 to consider

Starlight 35.

With a lead keel bolted to the bottom of a moulded stub, the Starlight 35 has a low centre of gravity and is a powerful performer. Credit: David Harding

Introduced nearly 10 years before the Maxi, the Starlight 35 followed the Starlight 39 (which was originally launched as the 38).

Both Starlights were designed by Stephen Jones and built with closed-cell foam between the outer hull and the full interior moulding.

The idea was not to make the boats unsinkable, as with the earlier Sadlers, but to enhance structural rigidity along with thermal and acoustic insulation.

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In terms of performance and seakeeping ability, the Starlight 35 set standards that were matched by few boats at the time and have been surpassed by surprisingly few since.

She’s a remarkably quick boat for her weight and the builder’s demonstration model immediately proved as much in the early 1990s by giving a good account of herself in events such as the Round the Island Race (despite being helmed by Yours Truly).

Most Starlights have always been cruised, however, and have appealed to owners who like being able to cover the ground quickly and comfortably in a boat that also has a thoroughly practical seagoing interior.

Apart from the double-skinned hull construction, a distinctive feature of the Starlights is the wing keel.

Raked stems and overlapping headsails still offer benefits in a cruising yacht. Credit: David Harding

In the case of both the wing and the fins – deep and shallow fins were on offer too – the keel was cast in lead and bolted to the bottom of a moulded stub.

This achieved a low centre of gravity and provided the luxury of a good bilge sump.

Thanks to the stub, the lead and the high ballast ratio, there was no need for the hull lines to be compromised to contribute to form stability, so the Starlight remains notably well balanced when hard pressed.

The wing keel further enhances the balance, by moving the centre of lateral resistance aft as the boat heels.

Compared with newer boat designs , the Starlight has a relatively large foretriangle so a little more winching is called for.

And some of the later boats moulded by a sub-contractor to Rival Bowman had structural issues and were subsequently rebuilt.

Genoa tracks are fitted, but a self-tacking jib was standard long before it became popular on cruising yachts. Credit: David Harding

This sporty Swede from the drawing board of Ron Holland was in production from the mid 1980s to the early 1990s, so she’s a good deal older than the Maxi 1100 but in similar vein as a nicely finished Scandinavian performance cruiser.

Several features mark her out as an earlier design, such as the relatively flexible, low-fractional rig (with a keel-stepped mast as you would expect) and a narrower stern than found on most modern equivalents.

The hull was slim by the standards of the day anyway, so you won’t find as much space down below but she still fits in a decent chart table, galley and aft cabin.

There’s also a single cabin in the stern abaft the heads. Below the waterline, as on the Starlight, the lead keel is bolted to a moulded stub for a low centre of gravity and a decent bilge sump.

Similarly, the rudder is hung on a partial skeg. The hull is a solid laminate below the waterline with Divinycell core in the topsides, while the deck is cored with balsa.

Because of her constructions and slim lines, the Omega is appreciably lighter than many boats of her length, tipping the scales at just over 5,000kg (11,000lb).

This contributes to her impressive performance even with a self-tacking jib.

She was quick to make her mark on the race course and is still a competitive boat in the right hands.

The relatively light weight combined with the speed and crisp handling give her a distinctly sportier feel than some, but she’s nicely balanced, well behaved and a good choice if you want a spirited performer that’s easy to handle.

Westerly Typhoon 37

Despite coming from a builder with a name for out-and-out cruisers, the Typhoon has been successfully raced. Credit: David Harding

To some, it might seem strange to mention a Westerly in the same breath as beautifully finished performance cruisers from Scandinavia.

Nonetheless, just as the Starlight 35 found owners who had previously been looking at boats from Sweden or Finland, so too is the Typhoon well worth considering.

Designed by Ed Dubois, the Typhoon was launched in 1990 and was instantly praised for her sailing performance.

She didn’t sell particularly well, though, because not everyone liked the fact that the galley and chart table took up a lot of space and pushed the saloon well forward.

Then, in 1994, the design was upgraded to become part of the Regatta range along with revamped versions of the Spirit 25, Merlin 29, Tempest 31 and Storm 33, which respectively became the Regatta 260, 290, 310 and 330.

Some of the new Regatta models were given fractional rigs instead of their original masthead configurations, whereas the Typhoon was fractional to start with.

The big changes were down below. Ken Frievokh was commissioned to redesign the interiors, and that’s exactly what he did.

Westerlys had always been tough and functional when it came to layout and joinery, but Frievokh gave them a distinctive style that set them apart from anything seen before.

Sadly, this still wasn’t enough to turn around the boat’s fortunes and the hull was then used for the Ocean 37 for a couple of years before Westerly finally folded.

This is definitely one of Westerly’s underrated designs.

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History of Maxi Yachts

Maxi Yachts is a renowned Swedish boat manufacturer with an enduring legacy in the yachting world. The company was founded in the late 1960s by Pelle Petterson, a respected designer and accomplished sailor. The brand was dedicated to crafting high-performance sailing vessels that embodied Swedish craftsmanship, sophistication, and innovative design. The company's pioneering spirit and attention to detail quickly gained recognition, and in less than ten years, the Maxi 1100, their flagship sailing yacht, had become a popular name among enthusiasts and professional sailors.

Over the years, Maxi Yachts has evolved and diversified its range, meeting the high expectations of its global customer base. They expertly blend contemporary design with traditional construction techniques to create sailing vessels known for their durability, performance and design aesthetics. Throughout the 1990s, under the leadership of Petterson's protege, Joakim Karche, Maxi Yachts further cemented its place as one of the leading yacht manufacturers, and it’s models such as the Maxi 1080 were celebrated for their design excellence.

Today, Maxi Yachts is based in Poland and continues to thrive under highly skilled European craftsmanship. Lundh Craft, a distinguished boat building company, carries the torch, ensuring that each Maxi yacht continues to adhere to the highest standards of design, construction, and performance. Notwithstanding the change of location, Maxi Yachts remains true to its core – creating excepcionally well-crafted sailing yachts that embody the spirit of its Swedish heritage. The brand stands firm in its commitment to innovation, perfection, and sailing pleasure, upholding the legacy started by Pelle Petterson more than half a century ago.

Which models do Maxi Yachts produce?

Maxi Yachts produce a range of boats including the Maxi Yachts Dolphin 62 , Maxi Yachts Dolphin 67 , Maxi Yachts Dolphin 75 , Maxi Yachts Maxi 1000 and Maxi Yachts Maxi 72 . For the full list of Maxi Yachts models currently listed on TheYachtMarket.com, see the model list in the search options on this page.

What types of boats do Maxi Yachts build?

Maxi Yachts manufactures a range of different types of boats. The ones listed on TheYachtMarket include Sloop , Cruiser , Racing boat , Offshore cruiser and Cruiser/racer .

How much does a boat from Maxi Yachts cost?

Used boats from Maxi Yachts on TheYachtMarket.com range in price from £8,550 GBP to £3,380,000 GBP with an average price of £802,000 GBP . A wide range of factors can affect the price of used boats from Maxi Yachts, for example the model, age and condition.

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MAXI 34 EXCLUSIVE similar search results:

DUFOUR 34 PERFORMANCE

JEANNEAU SUN FAST 3200

The maxi 34 exclusive shown below has been sold:, maxi 34 exclusive.

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Broker's comments.

An incredible amount of interior space in a sleek and good-looking design. Privacy is found in two separate cabins. Good performance and easy to handle make her one of the better family cruisers available. Very suitable for cruising in- and offshore.

General - MAXI 34 EXCLUSIVE

Sailingyacht Maxi 34 Exclusive, "Beppo", built in 1994 by Maxi Yachts AB - Sweden, dim.: 10.20 (lwl 8.20) x 3.25 x 1.43 m, designed by Pelle Petterson, GRP white hull and superstructure, teak deck and teak in cockpit, perspex tinted windows, U-spant hull, displacement approx. 4.5 tonnes, ballast approx. 1.8 tonnes, fuel tank approx. 80 litres, fresh watertank approx. 136 litres, sumptank approx. 50 litres, wheel steering, emergency tiller.

Accommodation

Cherrywood interior, 3 cabins, 4 (+3) berths, saloon, headway approx. 1.90, 1 x manual toilet with washingbowl, Johnson waterpresuresystem, warmwater, Ardic diesel heating, galley: 2-burner gasstove with oven (gas bottle in anchorlocker), coolbox, double sink.

Volvo Penta diesel engine MD 2030S, 28 hp (20,5 kW), motornumber 5101454941, indirect coolingsystem, 2-bladed fixed propellor, 12V electric circuit, 3 batteries, navigation lighting, saildrive.

Silva compass, Autohelm log, echosounder and windset, Windex.

Sprayhood with s.s. framing and fixed window, cockpittable, Talamex Polpulair anchor, ventilator, fire extinguisher, bathingladder, several lines and fenders, Maxi wintercover.

Sloop 7/8 rigged, Selden mast, boom and rodkick, Furlex headsailsystem, furling mainsail and furling genoa (54,2m2), reefingsytem, winches: 2 x halyard winches, 2 x genoa winches and 2 x mainsailwinches, searailing,

DUFOUR 335 GRAND LARGE

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Maxi Racing to the Max

• By Kimball Livingston
• February 21, 2023

Maxi racing in the Med is hot. Call it a lesson in the value of getting your act together. The game has grown and changed dramatically—and deliberately—with fleets of 50 as the new normal. Ten years ago, none of this was ensured. The secretary general of the International Maxi Association, Andrew McIrvine, tells us, “Rapid change was needed, or it was going to just die.”

How it didn’t “just die” is a story worth telling, and we lean on McIrvine for that. “The International Maxi Association was originally a social club for the owners of 80-footers. That generation was going out as I was invited in,” he says. “The racing had categories that were impossible to define, so people were always gaming it. What’s a racer-cruiser versus a cruiser-racer? And could we ever have effective class splits based on hull length?”

The answer to that, as proven, is no he says. “The categories are now performance-defined, using a single-number IRC rule that includes an accurate weight measurement, not a calculated weight. We photograph the interiors so we know who’s stripping them out. The database includes 155 boats, and it has checks on people who fly too close to the rules. That gives other people the confidence to come out and race.”

The 2023 Mediterranean Maxi Offshore Challenge offers a series of six events, wrapping up in August with the Palermo-Montecarlo Race. That’s 500 miles from Sicily to the Champagne at Yacht Club de Monaco—not to forget the fly-through gate at Porto Cervo along the way and the option of leaving Corsica to port or to starboard. It’s a sporty race in a sporty calendar.

“I truly believe the IMA has made a difference. We’ve attracted a new, younger membership. We’ve added events, and the compass has expanded from the Med to the Caribbean . Whereas we used to have a big mini-maxi contingent and not many boats 80 to 100 feet, in 2022 we suddenly had 12 of the 80- to 100-foot maxis racing, and racing on proper terms. At least two of the current owners are building new boats, which I believe is the sign of a healthy class.

“Then there are the Maxi 72s that have all been modified outside the box they were designed for, but they still race together. They’re more optimized than the other boats, so no one outside their group wants to race against them—they’re a threat—but we can usually give them their own sandbox to play in.”’

And what of the Wallys that seems to have disappeared?

“We gave that up. Wallys come in different sizes, different speeds. I can’t think of a single case of twin Wallys. Now they’ve rejoined according to their ratings, and I think, frankly, the Wally era is over. Luca Bassani’s success with Wallys is such that all designers have copied his concept. When he started, big race boats were neither ergonomic nor pretty, and the decks were bristling with winches. If you go aboard any boat now, it looks like a Wally.

“You could also go the way of Rambler and Comanche, where you pay more and more money to be more and more uncomfortable. Down below, you’re sitting in a carbon-black hole (black because paint adds weight) beside an engine that runs to power the canting keel and the winches. On deck—and it’s true with the Maxi 72s—you find they are exhausting boats to sail because they’re fast upwind at steep angles only. They’re on the edges of the hull to keep the wetted surface to a minimum. The hulls are so wide at the stern, all the crew is hiked hard at the aft end of the boat. And then, in a tack, you’re going from 45 degrees to 45 degrees, and if you don’t get it right running across the deck, you’re in trouble. On a clean deck, there’s nothing to grab on to.”

Placing itself somewhere in between the extremes of the grand-prix set and the ­leaning cruisers, Nautor has a new ClubSwan 80 it’s touting as a one-design class. Loro Piana brought Hull No. 1 to the Maxi Yacht Rolex Cup last year at Porto Cervo, and the boat performed well. Weighing the odds of developing a successful one-design, it’s worth remembering that the ClubSwan 50 had its skeptics, who were proven wrong. But the 80 is a take-no-prisoners statement. It’s a major turn for a company whose classic racing events feature boats with furniture. Now we’re talking all carbon with a canting keel, a tacking daggerboard, push-button controls, twin rudders, design by Juan K, and construction in Italy by Persico—very fashion-forward. I’m sure you had a look at that boat.

“It’s a fascinating project, and it looks extreme, but it has, theoretically, cruising potential,” McIrvine says. “Inside, it’s all black carbon—artfully crafted—accented with strips of mahogany veneer. No furniture, but you have the option of adding interior modules for cruising. And we shouldn’t overlook the carbon-fiber bidet in the owner’s head.”

Clearly, Nautor thinks the IMA has a good thing going, and it wants a bigger piece of it. Beyond rational class definitions, one very important thing is resonating, McIrvine says. The owners are driving.

“Our rule is critical, and we are strict about imposing it, with rest breaks allowed,” he says. “Generally, it takes a lifetime to amass the wealth to race a big boat. By the end of a day race, most owners are exhausted. Which is not to say that amateur drivers are on their own. An astonishing number of names you know show up to whisper, ‘A little higher, sir, a little lower.’ That keeps the standards high, and it’s a reminder that being a pro sailor is a dodgy profession. There are only 10 TP52s in the Med, for example, only nine SailGP teams in the world and five America’s Cup teams. However, we don’t restrict driving in the superyacht group at all.”

The other boat debuting at the Maxi Yacht Rolex Cup was FlyingNikka , which raised the concern of foiling monohulls threatening the order. “ Nikka showed that she can sail in the fleet safely, so at St. Tropez we put her in a class where her rating was absurd. The boat would do 35 knots in the right conditions, but they couldn’t keep her on foils going upwind. Tacks were agonizingly slow. What Roberto Lacorte is looking for is line honors in longer races.”

The venues where maxis can and now gather are also a draw. The Caribbean was the inevitable expansion opportunity beyond the Med, where it’s obvious that people like to go to St. Tropez, Capri, Sorrento, Giraglia and so on. Neither coast of the United States can accommodate such a fleet.

“Water depth is a huge challenge for race committees,” McIrvine says. “A lot of the Bay of Naples is 1,200 to 1,500 feet deep. Off St. Tropez it’s much, much deeper. We’re using MarkSetBot, which is promising. It’s not 100 percent reliable, but an upside beyond remote control is that you can’t wrap your keel around an anchor line because there is no anchor line [on a GPS‑directed robot mark].

“Our people are selective about where they choose to race. One owner told me it costs him $750,000 to take his boat, team and containers to Porto Cervo for five days. No one wants to spend that kind of money on a badly run regatta, so it’s a conservative bunch.

“The IMA has a small board of directors backed up by a dynamic, insightful team. IMA costs are supported by membership subscription except for Rolex, which has been fantastic. When I started with the IMA, the Rolex people told me, ‘We’ve been giving you money, but your people just put it in the bank.’ I said, ‘I’m sure I can fix that,’ and I have. There is a lot of travel now, a much more glam yearbook, a lot of publicity. About half the boats racing last year were flying the IMA flag.”

So, everything is coming up roses? “There are still supply-chain issues around securing building materials. Outside of maxi racing, the 30- to 40-foot range is falling off a cliff, except for shorthanded distance racing. Looking ahead, we still don’t know if we are in a recession or a hiccup, but in previous recessions, maxi racing has gone on, looking good for two or three years longer than you might expect. Then the boats stay on the dock.”

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24.99m  /  82'   maxi   2013 / 2005.

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The 25.4m/83'4" sail yacht 'Fortuna' by shipyard Maxi offers flexible accommodation for up to 10 guests in 4 cabins.

For serious sailors looking to add some luxury to their vacation, sailing yacht Fortuna has plenty of appeal. With luxurious living spaces, both inside and out, as well as the opportunity for some fabulous sailing whilst on charter, she's sure to please even the most discerning seafarer.

Guest Accommodation

Fortuna is great for families thanks to her child-friendly setup. Built in 2013, She offers guest accommodation for up to 10 guests. There are 8 beds in total, including 1 queen, 1 double, 4 singles and 2 pullmans. She is also capable of carrying up to 3 crew onboard to ensure a relaxed luxury yacht charter experience.

Onboard Comfort & Entertainment

Fortuna benefits from some excellent features to improve your charter, notably Wi-Fi connectivity, allowing you to stay connected at all times, should you wish. You can stay comfortable on board whatever the weather, with air conditioning during your charter.

Performance & Range

Built with a carbon fibre hull and carbon fibre superstructure, she offers greater on-board space and is more stable when at anchor thanks to her full-displacement hull. Fortuna comfortably cruises at 20 knots. An advanced stabilisation system on board reduces the side-to-side roll of the yacht and promises guests exceptional comfort levels at anchor or when underway.

Based in the magical waters of the Mediterranean all year round Fortuna is ready for your next luxury yacht charter. Let Fortuna Discover the magical places, food and experiences of the the Mediterranean.

This luxury sail yacht for charter is in prime condition to host your next holiday of a lifetime.

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For your relaxation and entertainment Fortuna has the following facilities, for more details please speak to your yacht charter broker.

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'Fortuna' Charter Rates & Destinations

Summer Season

May - September

€39,000 p/week + expenses Approx $42,000

High Season

€45,000 p/week + expenses Approx $48,500

Cruising Regions

Mediterranean France, Italy, Monaco

HOT SPOTS:   Amalfi Coast, Corsica, French Riviera, Sardinia

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The team has 20 experienced members led by the Radonjić brothers - progressive skipper Miloš (32) and exceptional tactician Marko (29). This excellent duo recorded significant results and had been achieving success in Olympic classes at European and other world-class competitions.

Last season started with the arrival of the new boat Maxi Jena MM, and we will remember it for the great results that exceeded our expectations! We hope that in 2022 we will repeat last year's successes and be even better!

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Karma: The Maxi Dolphin 75 cruiser with Mini-Maxi looks

• Helen Fretter
• January 13, 2021

Despite her Mini Maxi-style racing looks, Karma is a Maxi Dolphin 75 performance cruiser designed by Mark Mills

Translated literally, karma does not mean fate, as it is commonly misused, but action. It’s the actions you have taken in the past, take now, and will take in the future, and their consequences. Cause and effect, not some kind of cosmic levelling out of good things you did versus bad stuff you shouldn’t have.

So it’s a surprisingly fitting name for this yacht, which was designed with clear intent from the outset. Most aggressive racing one-offs end up looking that way because they are created to do a particular job. But for a cruising design to turn out looking – at first glance at least – as if it could line up on the Maxi Worlds startline was no happy accident, instead Karma is the result of a very deliberate set of actions.

The Maxi Dolphin 75-footer is from the drawing board of Mark Mills, the Irish designer behind the radically elegant Maxi 72 Allegre and the Wallycento Tango . Mills has a strong racing pedigree, but Karma isn’t a typical racer-cruiser compromise. Instead, the concept for the boat arrived at Mills’s desk with a fully-formed brief.

Photo: Francesco Ferri/Maxi Dolphin

As well as having recruited a highly experienced project manager with an America’s Cup background, Karma ’s owner had a fixed plan for how his new yacht should look.

“From the outset, he had a very clear idea that this would be a flush deck, that the winches would be just in front of the wheels, that there would be very wide sofas in the cockpit. It really has varied very, very little from the original discussions,” recalls Mills.

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Maxi Dolphin 75 – have-a-blast excitement

The Italian owner, who chooses to remain anonymous, is a keen kitesurfer and has sailed fast multihulls in the past, but doesn’t come from a big boat background. Unsurprisingly Karma is designed for have-a-blast excitement with a strong emphasis on the aesthetics.

“I think it really was a bold step into the unknown. Clearly, being a kitesurfer, he was quite bullish about the fact that it should be a very sleek, cool looking high-performance cruiser,” says Mills.

Performance design elements include a chamfered bow, to improve airflow onto sails. Photo: Francesco Ferri/Maxi Dolphin

“But there was almost no desire ever to race, which is normally what’s driving performance in quite detailed ways. You usually end up looking at the exact events that an owner is going to do and how heavy the crew weight is going to be, and all those sort of things play into the design. And I really didn’t here. The performance aspect was more around the fact that he wanted to be able to just jump on his boat and sail across to Ibiza, then go back to Italy or off somewhere else. 

“We’re missing a good word for this sort of boat – an express cruiser perhaps? He was never going to do a two-week offshore passage, that wasn’t his goal. It was about making the 200-300 mile trips as quickly as possible and have a cool apartment to stay in when you got there.”

With no box rules or racing parameters to work within, the beamy hull shape could become slightly higher volume forwards, with twin rudders for offwind handling. “It’s relatively reaching oriented, given that it’s not trying to race and it’s never going to do windward leeward courses, so it’s a relatively full bow volume wise,” explains Mills. 

Weight was kept low with a carbon corecell hull and deck construction, and Karma was built using female moulds for repeatability.

Karma also has a lifting keel from Cariboni, which Mills says is the only workable solution for balancing performance with any level of cruising practicality on this type of design. “It almost isn’t possible to get the combination of light displacement and stability if you do a fixed keel of reasonable, normal draught,” he explains.

“You’re going to end up with a much smaller rig or a much wider beam waterline, or more weight, or some other negative outcome if you can’t do a relatively deep keel, which means a lifting keel.”

Some areas of cruising convention have been dispensed with – for example, there is no pushpit provision to enclose the transom – while other nods to practicality have been stealthily hidden with neat detailing. Almost invisible in the expansive teak decks is a recessed stainless steel frame, which pops out to form the dodger arches to protect the cockpit. 

Because the back of the coachroof is angled at the companionway entrance, the washboards are made of tambour slats which also roll away vertically into a recess – like a very glamorous version of a slat-fronted bread bin.

Flush deck means clear view ahead for the helmsman. Photo: Francesco Ferri/Maxi Dolphin

Given his passion for kitesurfing, the owner is a very hands-on when it comes to helming Karma , and the 75ft boat has been set up for short-handed sailing with all controls led aft to the twin helm stations, headsails on recessed furlers, in-boom furling, and a swept spreader rig with square top main, but no backstay or runners for simplicity of handling.

Between the twin rudders there is – as you might expect – an enormous garage for toys, including a large jet tender. A central transom section folds down to become a swim deck and launching spot for kites or paddleboards.

Chill-out Zone

Karma ’s interior is by Nauta Design in Milan. Generating sufficient headroom for a luxurious living space was the main design challenge given the yacht’s racing profile and relatively low freeboard, achieved through a barely perceptible hump or ‘bulge’ over the saloon in the otherwise flush deck.

The interior is designed to be casually stylish, with a large lounge sofa that can comfortably seat four people opposite a dining area that can accommodate eight. The galley is open plan, informal family style, instead of being closed away for crew use only.

There is a master stateroom forward, a guest double aft, an additional twin cabin with a Pullman berth, and crew cabin, each with ensuite heads. Rather than high shine finishes, Nauta has styled the boat with a ‘scratched’ effect oak cabinetry and linen fabric panelling, to add the relaxed contemporary feel.

“I personally really like that style, which is very relaxed. I think it’s like how people want to use their boats, to have a comfy sofa to go crash out on. And the ability to do it with lots of volume and space and not feel crowded was cool,” says Mills.

No backstays or runners add to the open transom. Photo: Francesco Ferri/Maxi Dolphin

In keeping with her raceboat aesthetics, the windows and hatches are discrete, with flush cabin and saloon deck hatches and the hull windows concealed by an outer film that appears white from outside, but lets the daylight in.

“The drawback of this sort of flush deck is you lose the coachroof sides, which everybody expects to see in glass, and therefore are an easy way to get light in. So there’s even more pressure to do something with hull windows – they could get bigger and bigger, but the goal was definitely to try and keep them muted,” explains Mills.

But Karma was never intended for sitting in and looking at the sea, It’s a boat designed for hoisting sails, launching kites, and blasting across off across the waves. Karma means action.

Specification 

LOA: 23.86m / 78ft 4in LWL: 22.00m / 72ft 2in Beam: 6.10m / 20ft 0in Draught (min): 2.80m / 9ft 2in Draught (max): 4.80m / 15ft 9in Displacement: 26,000kg / 57,320lb Sail area Upwind: 317.3m² / 3,415ft² Downwind: 645.8m² / 6,951ft² Design: Mark Mills, Ireland Build: Maxi Dolphin, Italy

First published in the January 2021 issue of Yachting World.

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Kendall Jenner Wears $2,990 White Easter Dress of Her 'Dreams' — Complete with Velvet Bows

The model shared several photos of the dress to Instagram, as her mom Kris called her a "beautiful princess"

Kendall Jenner/ Instagram

Forget trying to find plastic eggs — Kendall Jenner just discovered her "dream" dress for Easter!

The model, 28, shared a carousel of images to Instagram on Sunday, when she wore a silky white Rodarte dress while surrounded by greenery.

"dress of my dreams," Jenner captioned the photos.

The dreamy gown featured ruffled sleeves, black bows on her shoulders, a V-neck and a flowing skirt, as the model added in her own personal touches.

For accessories, Jenner opted for a pair of shades, pointy-toe black heels and gold hoop earrings. She also went with her go-to middle part for her hair and smiled for the string of wholesome outdoorsy pics.

Jenner's latest holiday photo shoot featured a few different locations, as she showed off her new gown both inside while sitting on a couch, and in a garden full of greenery.

In one photo, she even appeared to drop her sunglasses on the ground but quickly recovered them to keep displaying all angles of her new favorite fashion piece. Fans, friends and loved ones commented in support of her new dress, too, including mom Kris Jenner : "My beautiful Princess in her secret garden 🎀🎀🎀."

The model also posed in front of a mirror for a few Instagram Story clips on Sunday, as she gave fans a few behind-the-scenes looks at her impromptu holiday photo shoot. Jenner's sisters spent much of the Easter holiday in matching pajamas and hanging with their nieces and nephews.

Jenner's gown is Rodarte’s SS24 White Silk Crepe Bias Cut Dress with Velvet Bows, which is available for a price tag of $2,990 on the Saks Fifth Avenue website .

"Crafted of silk crepe, this gown from Rodarte highlights a V-neck, accentuated with short puff sleeves, complete with dramatic, oversized ribbon bows," the dress' description reads. "This cut-on-a-bias design features a trumpet silhouette for added romance."

Jenner's previous Easter looks have included a pink floral-printed, puff sleeve maxi dress . This year, her sister Khloé Kardashian also put aside the vibrant fits for a more neutral look .

Sharing photos of herself with son Tatum , 19 months, and daughter  True , 5, on Instagram on Monday, the 39-year-old Good American co-founder wished her followers a happy "Resurrection Day" as she showed off her holiday fit — a beige dress, sunglasses and nude heels.

Kardashian's youngest child also matched with her, as Tatum rocked a beige jacket and cute Nikes, while True went with a pink dress and cowboy boots to match her cousins.

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