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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 25 . 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 , High performance boat and Cruiser/racer .

How much does a boat from Maxi Yachts cost?

Used boats from Maxi Yachts on TheYachtMarket.com range in price from £8,580 GBP to £3,390,000 GBP with an average price of £718,000 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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Yachting Monthly

• Digital edition

Maxi 1000: Quick, seaworthy and solidly built

• Graham Snook
• June 9, 2022

If you’re looking for a quick and comfortable cruiser that is full of great features with solid build quality, few boats can rival the Maxi 1000, as Graham Snook discovers

Product Overview

Anna-Leigh and Alex Cox have both sailed for many years but Gemini , their Maxi 1000, is the couple’s first yacht. They also own a Sunseeker 31 motorboat, but Anna-Leigh’s yearning to return to sailing won over and they now use either boat when work allows, often cruising the Solent or beyond.

As a first yacht for coastal and offshore cruising, the couple have fallen on their feet with Gemini ; the Maxi 1000 has a good pedigree. Her designer was Pelle Petterson, Swedish Olympic medalist and skipper of America’s Cup challengers.

Being made redundant during a global pandemic might not be the best time to buy your first yacht, but it happened at just the right time for Anna-Leigh and Alex. ‘We never thought we’d be able to own a yacht like Gemini , at least not at this stage in our life,’ smiles Anna-Leigh.

‘After more than 20 years with the same company I was made redundant and Alex was looking to expand Raw Bean [his coffee business], so I joined the company and we bought Gemini . We love her, she’s a great boat!’

A deep forefoot prevents excess slamming to windward. Photo: Graham Snook

The Maxi 1000 was a development of the Maxi 999 that was produced between 1985 and 1992 when the 1000 started production. The model remained in build for 10 years with more than 1,000 built.

Gemini was hull no. 1042, launched in early 2002 and was one of the later boats. Having reached 20 years old, Gemini hides it well; a few loose areas of caulking on the weathered teak decks and scratched detailing of stickers around the coachroof windows show the extent of her life so far.

Covid delays

Anna-Leigh and Alex bought Gemini in 2020, but they weren’t able to collect her from Fowey until spring 2021. ‘We were really lucky though,’ explains Alex. ‘Although because of Covid and the regulations, we weren’t able to visit the boat, Gemini ’s previous owners Pete and Ali Siddall would go down and check on her, they really looked after us well.

‘We couldn’t have asked for a better seller. When we eventually left Fowey they came out and waved us off, taking photos which they then sent us.’

Although they have sailed for years, Gemini is Anna-Leigh and Alex Cox’s first yacht. Photo: Graham Snook

There was a light breeze when I joined Alex and Anna-Leigh at Swanwick, a far cry from the couple’s first date when Alex had borrowed a friend’s yacht to impress Anna-Leigh, only for it to blow a gale – the less said about that trip the better, but they are living happily ever after now.

Gemini was moored stern-to and boarding was easy. The Maxi 1000 has a long bathing platform with a ladder and a step in the transom. Despite having a radar pole fixed to the step, there was plenty of foot space – one more step and I was in the cockpit.

The Maxi 1000 shares a lot of family features with her previous models; sleek with a pleasing sheer line and wedge-shaped coachroof. After the 1000, bows became more vertical and hulls broader.

Petterson has been clever with the design, keeping the freeboard at a sensible height but sloping her decks up gently going inboard to increase the headroom below.

As standard the 1000 was fitted with a 7/8ths fractional rig and a self-tacking jib, which Gemini still has. The couple have found that the furling No2 genoa (28m2) suits their sailing, giving her the extra sail area the self-tacking jib lacks in light winds. Her Lewmar 40ST winches make short work of either sail.

She also has two jib tracks on the inboard edge of the deck; the forward set allows a jib to be sheeted within the shrouds while the genoa passes outboard.

Gemini has the optional teak deck, which adds to her desirability. Photo: Graham Snook

Friendly conditions

In the conditions we had, 6-10 knots true, we weren’t going to be pushing her limits. On the wind (32-35º apparent wind angle) we had an apparent wind speed of up to 14 knots and she was sailing well.

Making between 5.2-5.9 knots in the gusts, she would start to feel pressed but remained comfortable and responsive; a few more knots breeze and the genoa might have needed a turn taking in or switched to the self-tacking jib, but as we only had a short beat up Southampton Water it was soon time to bear away.

At 60º AWA the wind was dropping 7-10 knots but we were getting 5-5.4 knots through the water. Gemini has Whitlock wheel steering; its rod connections keep the steering slack-free with responsive control.

Sadly, the breeze decreased more, at 90º in 6 knots she was making just over 4 knots, but by the time we were sailing at 120º AWA in 3.6 knots apparent, it was more drifting with control than sailing.

It was time to put the kettle and the engine on, and head back. Gemini has the optional full teak deck and she looks all the smarter for it. There are a few places where it’s worn or been sanded to a depth where the caulking sealant has come adrift, but the fastenings holding the deck are still well-hidden by their wooden plugs.

Lewmar 40ST winches make it easier to sail shorthanded. Photo: Graham Snook

She has a detachable mainsheet on a short traveller in the cockpit, enabling the cockpit table or a cockpit cover to be easily fitted.

Stowage in the cockpit is excellent with a cavernous locker to starboard and deep lazarette lockers beneath the helm’s seat and to port.

Moving below, Gemini has wide companionway steps over the engine compartment. The forward section is removable to give good access to the front of the engine. One is instantly struck by the amount of solid wood on show; on the whole, it has aged well.

The Maxi 1000 was available with a teak or an American cherry wood interior, the latter having a more interesting grain pattern.

Below decks

Immediately to starboard is the heads. If you’re entering the boat with soaked oilskins you can get changed in here and then leave the wet kit in the locker to the rear without having to drag it through the boat. Once dry, it can be left in the oilskin locker outboard of the chart table seat, so it’s on hand when you need it.

The chart table is a good size, and what looks like a squeeze is a comfy navigation station. The lid overhangs the table and has a good chunky laminated solid-wood surround with a grab handle forward in the semi-bulkhead.

The locker beneath the chart table has the bin and there’s a drawer beneath that. There is a handy cubby hole outboard, beneath the chart table, and the switch panel is above. Instrument space is a little limited but otherwise, it works well.

The aft end of the saloon has over 6ft of headroom. Photo: Graham Snook

Opposite, to port, is the L-shaped galley. It has high fiddles and a good grab handle aft of the large double stainless-steel sinks. Above the stove are deck-level lockers with smoothly sliding doors.

Her original 90-litre water capacity was increased by her former owner to 260 litres for trips away to the Isles of Scilly. There is a good line of drawers and a locker beneath the sinks and a pan locker below the stove.

Headroom below is good, with 1.83m+/6ft+ in the galley, aft cabin and rear of the saloon.

Moving forward, the wedge-shaped coachroof takes away headroom from the forward end of the saloon down to 1.68m/5ft 6in and the forward cabin to 1.6m/5ft 3in.

In the saloon are five deck-level bottom-hinged lockers. Where there would be a sixth on the starboard side is an open-fronted locker with a solid wood fiddle. The lockers have solid wood louvred fronts and weighty solid-wood frames.

Two hatches provide plenty of ventilation in the aft cabin. Photo: Graham Snook

With all this wood it could have easily felt like the inside of a coffin; thankfully though, the Maxi 1000 has a white GRP inner liner which forms the supports for the forward and aft berths, the saloon seat bases, and chart table seat.

Not only does this make the workflow of building the yacht more efficient, it also lightens the lower areas of the yacht.

In these seat bases, one finds lockers that can be accessed from the top and inboard without having to lift cushions or crew. It’s especially handy as Gemini is sensibly fitted with lee cloths, which would further add to the faff of getting into the lockers were it not for these locker doors.

She has a bench seat to starboard and U-shaped seating to port, which has a nice feature that allows the bunk base to slide out to create a double berth. This gives Gemini three decent-sized double berths.

Still in good nick

At 20 years old, Gemini is still in great condition. There are some battle scars in her woodwork and watermarks in her floorboards, but it’s nothing some sandpaper and varnish couldn’t put right.

She has lots of nice little details, such as the raised deck outboard of the helm or the plastic edging around the inspection hatches on the floorboards that seal the edges and stop them from binding and squeaking.

The chart table has plenty of stowage. Photo: Graham Snook

In the forward cabin, there are bottom-hinged doors to access the under-berth stowage without having to lift the bunk cushions. The long vee berth has an infill, but there is no other floor space in the forward cabin, so with the insert in place, as you would do with sheets on the berth, there’s no room to get changed unless you do so in the saloon or lying down. Not an issue with children, but it might not be ideal for you or any guests you invite onboard.

The berth is 2.09m/6ft 10in long with a maximum width of 1.77m/5ft 9in, but at shoulder height it is only 1.44m/5ft 9in.

Alex and Anna-Leigh have found the aft cabin makes the better owner’s cabin on board. It’s easy to see why, it feels huge. While the berth isn’t the widest (at 1.6m/5ft 3in) headroom is 1.83m/6ft and the space above the berth is unusually generous too. I kept expecting to bump my head but it never happened.

The aft cabin also has both shelf and locker stowage outboard. Locker ventilation is great thanks to the louvred doors. There are reading lights and the main light switch can be reached from the berth. The cabin also benefits from two hatches that open into the cockpit for increased ventilation.

Beneath the berth are the batteries and there is also access to the engine and to the saildrive gearbox.

Opposite the aft cabin is the heads, again there is good headroom here. The shower pulls out of the heads and there are mirrored sliding lockers outboard.

The plinth for the toilet is quite high. The toilet has a fold-down cover that stops the toilet from getting wet and gives a good seat for those having a shower. The toilet roll holder is sheltered in the locker under the sink, also in there, you’ll find a drawer for even more stowage.

Louvred doors provide good ventilation to the lockers. Photo: Graham Snook

The Maxi 1000 is a good-looking boat that will find favour with those who like yachts with attractive lines and are happy to have a pretty boat rather than a roomy boat.

She harks back to a time before impractical plumb bows when yachts were more parallelogram in profile than brick. Her narrow beam does restrict her accommodation and interior comfort by modern standards, but she’s a more comfortable sailing yacht because of it.

Looking for rivals, I was struck by the good value the Maxi 1000 offers. The quality of her woodwork was good, but compared to other Swedish-built yachts or yachts of a similar quality she was considerably cheaper, almost a third in some cases.

Although her interior woodwork wasn’t pristine, she is two decades old and the quality of the joinery was better than many yachts built today.

Finding a yacht the same age and price that offers excellent coastal cruising, build quality and clever design features along with the ability for club racing, is a hard task.

For those with deeper pockets, there’s the Finngulf 33, Arcona 340 or the Hallberg Rassy 34. If you’re looking for more performance, there are yachts like the Elan 333 or X-Yacht 332, J105 or the newer Dehler 34, but as YM caters for cruising sailors I’ve suggested three rivals that are similar but with a twist…

Alternatives toi the Maxi 1000

There was an option for a deep performance keel

For a more modern alternative, without having to spend half as much again as a good Maxi 1000, the Dufour 34 is similar in ethos to the Maxi 1000 and within roughly the same price bracket. The 34 model was launched after the Maxi in 2003, and developed into the 34 Performance.

In 2010 it evolved to become the 34e; gone were the aft helm seat and step in the transom. Instead, she gained an open transom with raised aft deck, liferaft locker and fold-down bathing platform, while forward was a larger steering wheel.

Like the Maxi 1000, she’s a nippy 33ft coastal cruiser with the comfort of two separate cabins as standard and a large cockpit that enables her to be used for cruising or racing. Her hull is sleek, well-proportioned and easily driven. She has a single spade rudder and her standard draught was 1.5m/4ft 11in. There was an option for a deep performance keel (1.9m/6ft 2in) to allow her to reach her full performance potential.

A wheel bisects the aft end of the cockpit and got bigger as she became the 34e. Nowadays a boat like her would have twin wheels. The steering was smooth and the large wheel made helming enjoyable.

Below decks, the layout is very similar to the Maxi 1000, even if it doesn’t match the Maxi’s quality; instead of one-piece laminated surrounds to the galley and chart table Dufour uses corner pieces and has an ‘assembled’ feel rather than the crafted feel of Swedish boats.

The use of darker mahogany veneers is also more apparent on board. The berth size is good and, unlike the Maxi, there is room to stand in the forward cabin and there is hanging and shelved stowage in the forward cabin too.

The saloon has a bench seat on each side, with the chart table to starboard. The heads is opposite the galley and there’s the option for a second aft cabin. As the 34 is a newer design and was launched when the Maxi was ending her production cycle, one should expect to pay more.

An easily driven hull shape gives the 346 good directional stability. Photo: Bob Aylott

The centre cockpit Moody 346 is a good option for those wanting more interior space while still retaining good sea-keeping. It comes at the expense of performance, but the 346 is certainly no slouch – far from it.

Just under 250 Moody 346s were built since its launch in 1986, and some also featured twin keels.

On deck, the 346 can’t compete with the large aft cockpit of the Maxi 1000 or the Dufour 34, and the downsides of the centre cockpit may outweigh the benefits; the raised position increases rolling motion. It’s also smaller and there are more steps to move around the boat from here, whether you’re heading to the saloon, or mooring up or boarding from aft.

However, there is decreased pitching, a large aft cabin and greater owner privacy. Indeed, it is below decks where the 346 makes up ground.

For many, the privacy and space offered in the separate aft cabin is what persuades them to choose a centre-cockpit design. The galley is a longer L-shape and has more countertop space, but much of it is along the corridor to the aft cabin where the headroom is reduced by the cockpit’s shape.

It is the cosy aft cabin that steals the show here though, especially for a sub 35ft yacht. Not only does it have a large double berth outboard to port, but opposite there is also an L-shaped sofa.

While her interior might feel a little dated now, the 346 remains well made and practical, and can offer many miles of comfortable coastal cruising to anyone who chooses to buy one.

Most of the Westerly Storm 33s have tiller steering. Photo: Lester McCarthy

Westerly Storm 33

For those who like the idea of a 33ft cruiser with a touch of speed, but can’t stretch to the Maxi 1000, a cheaper alternative is the Westerly Storm 33.

The Storm was Westerly’s 1986 take on a performance cruiser and it sold 141 of them. After seven years, it (along with the company) was revamped. She became the Regatta 330 and another 15 were built.

The Storm holds true to Westerly’s values: tough British-built boats with solid joinery that sailed well. The majority have tiller steering, making them quick to respond and rewarding to sail.

The cockpit is a good size and while the coamings are low, they are sloped making them very comfortable when sitting out of the cockpit. Forward, the companionway has a teak grated bridgedeck, and steps below; this gives those operating the coachroof winches more room and provides stowage for the liferaft.

Her interior quality still shows today, although it’s clear that after more than 35 years interior design has evolved while the amount of solid wood has decreased. The lack of a forward anchor locker has increased the space and size of the forward cabin, and it has lockers and floor space to show for it.

The saloon is a good size as is the L-shaped galley, but what she gains forward she loses in the smaller aft cabin and heads. Westerly Yachts remain a popular choice with cruising couples and those with small families and the Storm is no different; she was designed for the British coastal waters and has all you need to enjoyably navigate them.

Expert Opinion

A yacht built by the old Nimbus boat yard and designed by Pelle Petterson is, without doubt, a winning combination of well thought out design and substantial construction standards. As a result, these boats always hold their value.

Of the yachts I’ve surveyed, very few had serious structural problems, but there are a few issues you need to be aware of. Port light fittings within the saloon can allow moisture into the normally very well finished internal joinery and laminate.

Many topsides were moulded in a dark blue pigment and while reasonably colour-fast for around five to 10 years, many do end up with the typical chalking and fading that many dark coloured gel coats suffer with. It can be quite noticeable where repairs have been previously undertaken.

Some 1000s had teak decks overlaid onto the main working GRP decks and as with several other yachts of this age, it’s very important to evaluate the condition and watertightness of the deck as replacement costs will always be expensive.

If you’re considering the wing keel option, take a close look at the hull to keel joint condition and obviously the internal fastenings. It’s not uncommon for yachts of this age to need the fastenings properly checked. It is also important to pay attention to the rudder blade condition as moisture absorption is frequently an issue as well.

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

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What Is A Maxi Yacht?

Wondering what is a maxi yacht? This type of large sailing vessel is extremely popular in the Whitsunday Islands , which happens to be one of the world’s most breathtaking sailing destinations! So if you’re planning a boat trip through the Whitsundays , you may want to brush up on your knowledge of maxi yachts and consider hopping on one for your exploration of the Coral Sea!

A maxi yacht generally refers to a racing yacht that is over 21 or 22 meters in length (68-71 feet). Though they are often built and designed for racing, many maxis are converted into tour boats after their racing careers. But many maxis have fascinating histories, whether it’s competing in the Sydney to Hobart Yacht Race or taking on global sailing expeditions. 

Because these boats are built with premium materials and engineering processes, they have superior speed and sailing capabilities compared to other catamarans or power boats. A maxi yacht can cost millions of dollars to build and maintain, so you can be sure you’re stepping aboard a top-notch vessel when you hop onto a maxi! 

Maxi Boat Tours In The Whitsundays

If you’re looking for the ultimate sailing experience in the Whitsundays , a maxi yacht boat tour is the way to go. They are some of the fastest boats, meaning you can cover more ground and see more sights in less time. Most maxi tours are 2 nights, with either 2 or 3 days for exploring. So you’ll get to pack in so much sightseeing in the Whitsundays during your tour!

Super maxi yachts are also the most spacious options for boat tours in the Whitsundays. There are often extensive cabins and saloons that allow ample space for relaxing on board. Often carrying groups of around 20-30 passengers, you’ll have a fun, social experience aboard a maxi yacht. 

Check out our top maxi tours here!

Best Super Maxi Yachts in the Whitsundays

Once you’ve decided to board a maxi yacht for your Whitsunday adventure, you may be wondering what are the best super maxi boat tours to choose from. Here is a quick overview of the top maxi yachts where you can have the sailing experience of a lifetime in the beautiful Whitsunday Islands . 

All maxi sailing tours visit the iconic Whitehaven Beach and Hill Inlet Lookout , as well as numerous marine life-rich snorkeling spots . They also include all food throughout the tour, and many are BYO alcohol. 

British Defender

British Defender is one of the most incredible maxis in the Whitsundays! At 77 feet long, this sturdy and spacious vessel was built in 1989 and has sailed all over the world. There are 3 bathrooms on board, each with a hot shower, as well as single and double bunks that can fit a total of 28 guests. 

As you sail to Whitehaven Beach and numerous excellent snorkeling spots over 2 day and 2 nights, passengers can get involved and help the crew with sailing! British Defender is also the only maxi in the Whitsundays with air-conditioning! If you’re visiting Tropical North Queensland during the hot summer months, you’ll definitely want that air-con so you can eat, sleep, and relax in comfort. 

British Defender is also available for private charter!

This 3-day, 2-night maxi tour is another one of the top sailing tours. Apollo has an extensive and successful racing history! This boat has won every major race on the east coast of Australia and is now one of the most comfortable tour boats in the Whitsundays. 

On your tour with Apollo, you’ll visit gorgeous local spots like Stonehaven Bay, Nara Inlet, Langford Reef, and of course, Whitehaven Beach . Apollo also offers the perfect balance of fun and relaxation. This 75-foot-long maxi has space for 26 guests, so you can make new friends but it’s not a party boat so you’ll be able to enjoy some serenity on your tour as well. After being fully refitted in 2022, Apollo is running better than ever!

Apollo is also available for private charter!

Siska offers a 2-day, 1-night tour that is the perfect social experience for young people ages 18-35. With only 24 guests on board, you’ll be able to make new friends without feeling too crowded on this luxurious maxi yacht. 

There is a spacious saloon with two dining tables, and an extensive awning that will provide some shady relaxation spots when anchored. Because Siska only runs for 2 days and 1 night, it’s a great overnight maxi tour for those who are short on time. But if you have at least 2 nights to spare exploring the Whitsundays, British Defender or Apollo are the ideal options!

Siska is also available for private charter!

Live chat with our travel experts or call us at +61 7 4914 2425 if you have any questions about planning your Whitsunday sailing trip!

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Iconic Racer Whitbread Maxi 81, ROTHMANS is for sale

February 22nd, 2022

Whitbread Maxi 81 ROTHMANS was originally a British maxi yacht, skippered by Lawrie Smith, designed and built for the Whitbread Round the World Race 1989-90. She originally sailed with a crew of up to 16 and finished the 1989-90 race in fourth place overall.

Built by Paragon Composites to a very high tech construction at the time, using variable density Divinycell, from H80 to H250, as you might imagine It’s a very complex laminate, with a hybridised laminate of carbon, Kevlar and E-glass. All was to ABS Plan Approval, and not surprisingly she was a high budget and well researched yacht.

Early signs were promising, but she could not hold back the ketch configuration of Steinlager and Fisher & Paykel, and duelled with her similarly rigged rival Merit until the end.

One of the most outstanding moments in the race, was in Leg 2, from Punta del Este, Uruguay, to Fremantle, Western Australia. Although Steinlager 2 won every leg of the 1989-90 race, the battle on this leg for second, just an hour and a half after Steinlager 2 had claimed line honours, was an intense one and the duel between ROTHMANS and MERIT was fierce. At the final moments of the race, ROTHMANS overtook Pierre Felhmann’s MERIT, to come in 28 seconds ahead.

Since the race, ROTHMANS continued to race for a while, causing controversy in the Sydney Hobart race by flying a spinnaker with cigarette advertising (out of sight of any other yachts though) and despite winning the race, she was disqualified.

ROTHMANS had a full refit in 2011. Her hull and topsides have been fully faired and painted and she has a new suit of sails. Since then she has been used in the competitive Legends race alongside the Volvo Ocean Race and used for private pleasure sailing.

ROTHMANS is located in Sweden, and well maintained and cherished by her current owner. She is an outstanding yacht for adventure sailing, charter or just to enjoy sailing privately.

You can find her full specification here: – [OFF MARKET]

She is available now for review on the West Coast for Italy. For further details contact [email protected] .

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As one luxury agent told Business Insider at the Palm Beach International Boat Show: "Buying a boat, it's a huge purchase — and nobody needs a yacht."

A superyacht, generally over 30 meters long, is one of the most expensive assets money can buy, with the largest costing more than a lot of real estate or a private jet. Billionaires like Jeff Bezos, Mark Zuckerberg, and Steve Jobs each spent nine figures on their megayachts.

That doesn't include operating costs. Owners should expect to pay about 10% of a yacht's new-build price each year, experts told Business Insider. That's tens of millions of dollars annually for the most luxurious boats.

"It's a small-to-medium-sized business in its own right," said Jeffrey Beneville, a senior vice president at insurance company NFP, where he specializes in consulting clients about yachts.

Unlike many smaller boats, superyachts need staff, not just a captain. Some superyachts have space for dozens of crewmembers , including a chef, engineer, and masseuse for the guests onboard. Each gets an annual salary — the highest-ranking members earn six figures — and benefits. Eric Schmidt's yacht fits a crew of 28 for a ratio of about two crewmembers per guest.

Then there's fuel, dockage fees, routine maintenance, and insurance. The latter hinges on everything from the reputation of a yacht's shipyard to where an owner wants to take it (if a vessel is taking frequent trips to the South China Sea, for example, expect to pay a higher premium). If a superyacht has a support yacht — or a support superyacht, in Bezos ' case — expect to pay another 10% of that boat's price annually.

"The cost to maintain a yacht is so high that they just think that money's getting lit on fire," Matthew Fleissig, the CEO of wealth management firm Pathstone, told BI of his clients who choose to charter rather than own.

One of his firm's clients who does own has a 23-meter yacht valued at $5.2 million. The annual cost to staff, maintain, dock, and insure the boat is $346,297, according to documentation provided to BI. The lion's share is spent on marina fees ($95,970) and maintenance work ($88,408.) While not exactly a Sunfish, that boat is too small to count as a superyacht.

At 106 meters, the Amadea, owned by a sanctioned Russian oligarch , definitely does. The $300 million yacht, which was seized in 2022 and is docked in San Diego, cost $922,000 a month to maintain, a court filing showed: $360,000 for crew salaries, $75,000 for fuel, $144,000 for insurance, $178,000 in dry-docking fees, and $165,000 for maintenance, waste removal, food for the crew, and miscellaneous expenses.

"And that's an inactive yacht that's in the water," NFP's Beneville said.

If it were operational and carrying guests, the costs would be about twice that, or between $20 million and $30 million a year, he added.

Of course, it makes more financial sense for the non-obsessives to charter, and many of Fleissig's clients do. And some owners choose to offer their yachts for charter — the most luxurious cost as much as $1 million a week — to offset the costs.

"If you charter the boat for 50 days a year, it's going to help a lot," Anders Kurtén, the CEO of brokerage firm Fraser Yachts, told BI.

Then again, the running costs don't matter as much at a certain point. "If you're worth $30 billion, it's nothing. And if you're worth $117 billion — and these are the guys we're talking about — they're in it as long as it's still enjoyable for them," Beneville said. "It's not a money thing."

Watch: Why South Sea pearls are so expensive

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17 Yacht-Mom-Approved Summer Outfits That’ll Make You Look Expensive — Starting at Just $15

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Move over, Hamptons mom. It’s summer and that means it’s yacht-mom season! If you’re a little obsessed with the classy, slightly nautical look of yacht-mom attire, so are we — even though most of Us don’t have yachts of our own, of course!

Yacht-mom outfits are typically neutral-colored matching sets that are either solid or striped, but they can also be loose dresses, lightweight tops and flowy maxi skirts. Oh, and they generally cost at least $100 . . . eek! That’s why we put together 17 of our favorite yachting outfits that scream ultra-luxe without damaging your pocketbook. These outfits are suitable for the yacht, pontoon, picnic and couch — really wherever your summer takes you!

Related: These Crocs Are Shockingly Glamorous — Call Them Luxurious

Matching sets.

1.  Overboard:  A trendy off-shoulder design and loose knit fabric are just the tip of the iceberg with this comfy set — $40 !

2. Ahoy, mate:  Louis Vuitton who? This elegant set seems like it’s worth hundreds if not thousands of dollars — starting at $37 !

3. Port side:  All you need is a tank top and your outfit is complete! This linen-looking outfit is made of 100% cotton — $40 !

4. Lost at sea:  Adventure awaits! Lost isn’t always a bad thing . . . not if you’re on a yacht in the Bahamas — $30 !

5. Knots, not miles:  This tank top and pants combo is a nautical navy and white, perfect for the boat, beach and tour de Europe, too — $40 !

6. On the bow:  The fit, the tie, the stripes — we’re obsessed! Grab this t-shirt dress in one of 17 different colors — $34 !

7. Anchor down:  Nothing says rich mom quite like a loose white button-up. This dress even has pockets — starting at $26 !

8. Helm party:  If there’s not a party on the helm , you’ll want to start one wearing this sexy high-slit beach dress — starting at $28 !

9. Strong current: With just the right amount of body contouring , you’ll look and feel like a million bucks — originally $41, now $34 !

10. Sailing away:  Grab a sun hat and sunnies . . . you’re good to go! We love the decorative knot and buttons — originally $59, now $24 !

11. Champagne, anyone?:  Strapless means no strap tan — that’s a win for Us ! This tube top won’t slide around, either — $15 !

12. View of Greece:  Picture yourself wearing this top and white jeans, looking out at a beautiful Santorini sunset — starting at $20 !

13. Noon departure:  Striped or not, this top is everything you’d imagine in an expensive-looking piece — $19 !

14. Ocean time:  This v-neck top doubles as an everyday top . . . AKA something you’ll wear when you’re not cruising on the water — $20 !

Maxi Skirts

15. Free flowing:  It’s boho, chic and ultra-versatile , perfect for a hot summer day when you don’t want to wear pants — $34 !

16. Crew favorite:  The floral pattern, ruffles, asymmetrical hem and high waist make this a high-fashion find — $33 !

17. On the horizon:  According to nearly 5,000 5-star reviewers , this is the only skirt you’ll want to wear this summer — $34 !

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Yachting World

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The world’s most radical yacht? Onboard Flying Nikka

• Toby Hodges
• October 13, 2022

Meet the world’s first foiling Maxi, Flying Nikka. Designed for Mediterranean distance racing, this 60ft spaceship is going to shake up the big boat scene, writes Toby Hodges after an exclusive first sail

You might understandably mistake this futuristic craft for another America’s Cup foiler . Yet, although the aesthetics may look similar, Flying Nikka is a very different animal to the AC75s which ripped around Auckland’s Hauraki Gulf during the 2021 America’s Cup – and to anything we’ve seen before. This 60ft foiling weapon is designed to be owner-driven and compete in key maxi and long distance Mediterranean races.

Flying Nikka has a keel and inherent stability as it needs to compete in displacement mode too. It also has the potential to embarrass any competitors by lifting onto its carbon foils and taking off at two to three times the speed of most other monohulls in existence.

Flying Nikka is the most complex, innovative and exciting big yacht of the year – a pure speed machine, a technological and engineering goliath and a brave endeavour. It pushes the boundaries of where displacement sailing and foiling technology meet for offshore (albeit non-ocean) monohull racing.

It is the vision of Italian owner Roberto Lacorte, designed by Mark Mills and constructed at King Marine in Valencia. Not only was its development impressively rapid from concept to first foiling, but it was built to a repeatable budget, around 1/10th the cost of a Cup boat. As Mills emphasises: “The core of the project was for reliable, easy foiling.” It is sailed by Lacorte and his long-standing crew, rather than Cup all-stars.

And while I was admittedly sceptical about the overall purpose of Flying Nikka , I was privileged to be given an exclusive sail aboard during the team’s early trials from Punta Ala, Italy, in July.

Flying Nikka looks rather Batman inspired, particularly the red leading edge of the black foils. Photo: Fabio Taccola

Flying Nikka – a need for speed

Roberto Lacorte, an entrepreneur, accomplished racing driver and serial yacht owner, explained how Flying Nikka materialised. His previous yacht, the Mills/Vismara 62 racer-cruiser SuperNikka , has been highly successful on the Med circuit since her 2015 launch, and he asked Mark Mills to scale SuperNikka up to a 75-77ft pure IRC racer without compromise.

It was at this time that the AC75 Luna Rossa was starting to foil in trials. “If that is happening, then in the middle [between IMOCA and AC] exists everything – a boat that can give us a lot of fun, use the technology and use the performance of the future,” muses Lacorte.

Don’t expect Flying Nikka to be attempting a Fastnet Race or Transatlantic though, as it is designed for Med coastal races. “The dream is to win the Med mid-distance races, like the Giraglia, in real time. Then to have something to compare to a supermaxi like Comanche or Skorpios yet be faster and more fun,” Lacorte continues.

“Yesterday we went 22-25 knots upwind, and over 30 knots downwind, with sails trimmed like it was upwind!” he grins with wide eyed enthusiasm.

Helmsman slot at the front of the cockpit to windward; immediately behind is the jib or mainsail trimmer (depending on tack). Photo: Fabio Taccola

“The goal was also to have a lower budget than a Maxi 72 and we did that,” says Lacorte, who is convinced that this could make an attractive box rule class, for owner drivers wanting to ramp their excitement levels up.

The realisation that the 60-footer could foil in 9 knots breeze, confirming the design theory and potential of the boat, was clearly a massive moment for the team (documented in an hour long film about the making of Flying Nikka ). “Flying first time was amazing, an emotion you cannot believe. But still nothing compares with what we discover day by day, hour after hour.”

Lacorte showed me to his futuristic-looking craft, leashed to the dock, its foils tucked below its body like a Transformers machine, waiting to unfold its arms and take flight. The forward sections have heavily chamfered topsides and a fine entry, then comes a concave foredeck, a sheer which rises significantly to the high midsection before tailing dramatically away like an AC75. Combine this peculiar shape with the severely raked, rotating mast, which seems comparatively short, and you start to realise how much revolves around aerodynamics and the need to minimise drag.

The all-carbon black hull and rig is grand prix cool too, adorned with red highlights, the Italian colours and Lacorte’s Cetilar Racing sponsorship. While Flying Nikka uses the canting foil arm technology of the Cup boats, where the windward arm lifts clear of the water to reduce drag, the key differences to an AC75 lie principally in the adjustable wingfoils and the ballasted bulbed keel, which ensures it can sail in displacement mode too.

Chase boat trailing in Flying Nikka’s wake struggles to keep up. Photo: Fabio Taccola

I was invited to join what was only the crew’s third day in race training mode. Docking out made it clear that this is still very much a yacht, which manoeuvres under its own steam and on its own keel, but with a crew looking like a mix of racing drivers and Cup competitors in impact vests, helmets and goggles. This is not exactly normal windward leeward training, I thought, boarding the 40ft chase boat.

The lengthy process of refuelling the Nikka RIB further hinted that we were in for a different kind of day, as the pump display nudged €1,500 for 750lt. Aboard was Fabrizio Marabini from data logging specialists Faro, who works closely with hydraulics guru Cariboni and monitors speeds, performance, loads and megatronix. As boat captain Fabrizio Turini entered waypoints on the RIB’s B&G for the day’s course, the speed with which Nikka then did a horizon job on us was sensational.

Gone in 60 seconds

Within a minute of bearing away Flying Nikka was sailing at over 20 knots, which is a job to catch however many hundreds of horsepower your RIB has. Immediately noticeable was just how reactive she is to gusts. Flying Nikka rises spectacularly high, like a great breaching leviathan. Ride heights and angles are then constantly adjusted as the crew dial the beast down while apparent wind shoots forward.

My chance to board soon came when Nikka ‘landed’ for the crew to change headsails. I then spent the rest of the afternoon enjoying a white knuckle ride that could suit the most fearless of adrenaline junkies.

ReFraschini built the carbon foils and rudders (having constructed the AC carbon plate arms). The foils are designed to take 10 tonnes load on one point. Photo: Fabio Taccola

Sailing aboard Flying Nikka was an alien experience for a number of reasons, not least the inability to fully understand what was happening. Not only are the crew all Italian, but they speak into headsets in their helmets. Even had I been able to hear them over the apparent wind noise – which is always different degrees of a gale – I wouldn’t have been able to interpret anything above the unrelenting engine noise. Reverberating through the bare carbon hull, this runs almost constantly at high revs to fuel the power packs to cope with hydraulic demands.

An obvious difference between Flying Nikka and the AC75s is the fixed keel. Photo: Fabio Taccola

Then there is the foreign motion. When foiling it’s largely level, so it’s the speed wobbles from side to side which are trickier to predict. Still, it was a truly gripping, brilliantly memorable experience.

I’d already witnessed how easily Flying Nikka takes flight. Yet even with the smaller J2 self-tacking headsail hoisted, as soon as there is over 9.5 knots true wind, it did what its name suggests and lifted up onto foils . Within seconds we were making 20 knots upwind in 11 knots at 20-25° to the apparent wind. And with it came some gratuitous acceleration.

Our simulated race involved a five mile leg to the windward mark. Great stretches of Elba island’s east coast became a distant blur as Flying Nikka maintained stable speeds in the low 20s and at one stage clocked 26 knots at 21° apparent in 14 knots!

Photo: Fabio Taccola

Then came something I really wasn’t expecting: a tack. My surprise turned to panic as I gripped to hold on, then to amazement at the speed with which the boat turned, and finally to amusement at the G-forces I’d just experienced. I was prepared for them after that. Once I saw the jib trimmer switch places with the mainsail trimmer I knew what was coming. The engine noise ramps up another notch as max hydraulics engage to dump the new leeward arm in the water, raise the now windward foil, pull the mainsail back up the track and trim sails.

Flight control

“The wing and [rudder] elevator are controlled by autopilot software, then we play manually with the cant,” Alessio Razeto explained (after sailing, obviously!). The North Sails Italy sales manager has been Lacorte’s main sailing representative since SuperNikka . He is also the relief helmsman and flight controller. “We can control everything manually, but have experienced that once the autopilot has learned from the human, it’s way better at flight and elevator control.”

It’s unusual to have the helmsman in front of the crew, but after two seasons struggling to see from the aft of the 69F, Lacorte and Razeto wanted a clear view from the wheel. It’s also prudent as the foil can create a real fire hose effect over the aft cockpit when at surface level.

The forward part of the cockpit is used by the helmsman on the wheel to windward, who becomes the flight controller on the leeward side. On the side deck to hand is a compact bank of switches to manually control height, pitch and trim plus a small wheel for elevation, while foot pedals allow the helmsman to drop or raise the arms to a predefined height.

Hold tight, preparing to tack. Photo: Fabio Taccola

It’s one thing completing a standard two to three hour race, but what about the longer mid-range races?

“Steering is not the hardest part, but doing flight control too on the other tack,” reckons Razeto – it’s a relentless demand for concentration. There’s also a lot of pressure on the single mainsail trimmer, however the six core crew train to be able to manage all roles.

“I’m an endurance driver and I know what it means to manage time,” considers Lacorte. “The auto control helps us a lot, allowing us to focus on steering rather than flying management.”

The mainsail or jib trimmer (depending on tack) takes the slot immediately behind the helmsman. Cunningham trim is particularly important because Flying Nikka uses Helix structural luff sails, with 80% load swallowed by the jib and just 20% on headstay, Razeto tells me. The 3Di Raw 140m2 main takes 7 tonnes of load. “You’re bending the [rotating] mast like runners would be while preventing everything going to the verticals.” With no backstays or heeling, the loads are extremely high, “so you are trimming more for load control than [sail] trim, staying inside the safety factors.”

As she tacks, the windward arm drops and the opposite arm is then lifted once through the wind. Photo: Fabio Taccola

Designed for easy flight

If I was expecting warp speeds on the off/downwind leg, it soon became apparent that Nikka lacked the extra grunt of a larger headsail in these fluky conditions. Yet even training with their smaller J2 we hit the high 20s – still at 25-30° apparent, but at 120° true as opposed to 50° true upwind – but there were many more landings and longer struggles to lift off again.

I began to see why Lacorte referred to protecting the lead in a race. If the wind drops below 9 knots Nikka could haemorrhage valuable miles and angles in displacement mode by sailing at reaching angles to try to get foiling again.

Although Flying Nikka uses similar articulating foil technology to the Cup boats to lift one arm clear of the water, “the entire wing angle of attack changing when you want to add or decrease lift is a completely different solution to the fixed wing solution of the AC75s, which have trailing edge flaps,” Mills explains. Photo: Fabio Taccola

“It’s not true that it’s easy to win a race with a foiling boat, you have to be able to defend what you can do in a boat like this,” reasons Lacorte. “Sometimes we will be sailing in displacement mode and in that condition we have to protect what we do when flying.”

In reality, Flying Nikka will never be slow. Key to its design parameters, this is a super light build (only slightly more displacement than a TP52 ) so maintains slippery speeds even in displacement mode. After foiling though, it just feels comparatively like you’re parked.

Mills confirms that a non-foiling Nikka lies somewhere between a TP52 and a Maxi 72. The sail inventory currently includes a Code 0 and a reaching sail for displacement mode, set off a tack strop on the bow. The team is also considering a gennaker, but the jury is out on whether soft sails will ever be needed on this apparent wind machine. How to get rid of aero drag when foiling is the prime consideration.

Within seconds we were making 20 knots upwind. Photo: Fabio Taccola

Potent potential

“We thought 20 knots of wind would be scary, but we had two days trialling in 23 knots and it was easier,” reckons Razeto. “In more breeze it’s actually easier because you’re sailing with a flat main and small jib.”

Flying Nikka ’s top speed to date is 37 knots, but that was before initial aeration issues in the wing arm junctions were sorted out. The team thinks over 40 knots is possible, but Mills cautions that soon after that figure they’ll then run into cavitation issues. Nikka has been designed with big wing surfaces for early take offs to suit light winds, but if the programme changes to record breaking, they could look at swapping to smaller foils.

The team’s first regatta was the Maxi Worlds in early September, where they were focussed primarily on safety and performance. Flying Nikka is more or less a 100-footer in terms of performance and handicap, says Razeto. “If we have our wind conditions we could easily beat a 100-footer like Comanche… the boat is designed to fly and break records in real time not to win on handicap.”

Flying Nikka took 30,000 man hours to build yet was completed in less than a year during a pandemic, on time and to budget. Photo: Fabio Taccola

Inside the cave

It is strange not to have any visual connection between the cockpits, which are shut off from each other by a deck sweeper below the boom, however there is a tunnel between the two abaft the mast. The crew expects this will be used more as a dry place to rest from the noise and spray, rather than to cross cockpits.

Hatches give access to the interior, which is, as you would expect, predominantly black carbon fibre, in a mix of ring frames and stringers. On display are the massive titanium rams for the foil arms, while around the bulkheads a network of orange hydraulic hoses run off like veins to feed them with 500bar of oil pressure.

Project manager Micky Costa was confident there’d be no chance the crew would want to live below decks, so there are no pipe cots nor engine insulation. The heavily modified 110hp Yanmar block, selected for its high torque, sits exposed aft, and is designed to keep working at 90° heel. It has a PTO and separate power pump, while an accumulator keeps oil at a certain pressure – a demanding task when you consider the wings can move at four times per second.

An intriguing solution is the water cooling for the engine, which is extracted from the keel so it can keep working during flight. As is the 200lt crashproof fuel tank which uses foam inside to prevent fuel sloshing from one side to the other.

Lacorte and Mills (centre back) and core members. Photo: Fabio Taccola

The right side of crazy

“What do you think? Are we crazy?” mainsail trimmer Enrico Zennaro asked when the sails were dropped and the helmets removed. I contemplated his question as we docked. Devoid of apparent wind the black boat was furnace-like in the late afternoon sun. And when the engine was finally turned off it felt like exiting a music concert, with just a dull ringing noise left in your head.

Having spent a fair amount of my spare time foiling recently, the most enjoyable aspect of it is that initial feeling of silent flight, when you rise above the surface and skim over it with no sound other than an occasional high speed whistle.

So for me, unless they spend a great deal of time and weight on insulation or an alternative power source, Flying Nikka will always have a fundamental downside in that regard: it is by far the loudest vessel I have ever sailed aboard.

To contemplate that discomfort and noise for hours, especially an overnight race, yes, I think you’d need to be a little crazy.

But then when has anyone had any fun or pushed the envelope by staying inside their comfort zone? Any racing driver wants to be faster than everyone else. Once you sample such speed and easy flight, there is simply no going back.

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