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Boat Review: Amel 50

• By Herb McCormick
• Updated: April 27, 2020

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

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

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

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

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

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

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

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

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

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

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

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

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

Herb McCormick is CW ’s executive editor.

Les Chantiers Amel

914-381-5900

• More: amel , Boat Reviews , new boats , print 2020 march , Sailboat Reviews , Sailboats
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Amel 50 on test : Modern cruising boat in the 50-foot luxury class

Jochen Rieker

 ·  19.04.2024

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

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

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

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

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

Modern construction

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

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

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

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

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

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

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

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

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

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

Improved performance

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

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

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

Flexible sailing plan

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

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

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

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

High-quality finishing

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

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

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

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

Technical data of the Amel 50

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

Hull and deck construction

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

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

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

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

Distribution

Kronenberg Yachting, Munich, [email protected]

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

Design and concept

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

Sailing performance and trim

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

Living and finishing quality

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

Equipment and technology

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

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

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

• May 9, 2019

The Amel 50 is the French yard’s first sloop in over 20 years, Pip Hare takes a 48-hour test to see if the new format works

Amel has a long established following for yachts designed and built to match the needs of liveaboard and bluewater cruisers. It is reputed for its singular way of doing things and is famed for its ketches , designed for ease of sailing by a couple.

So when the La Rochelle yard unveiled this Amel 50, its first sloop since 1997, one with a broad, modern hull shape and twin rudders, it was met with surprise. Had Amel abandoned its heritage in favour for what’s in vogue?

Fortunately not. Step aboard and you quickly understand why this is a brilliant new model, one true to the brand’s DNA but versatile enough to suit everything from coastal sailing to global cruising.

Jib, staysail and main halyards are managed at the mast using a track and car system that locks the halyards in place. Photo: Jean-Sébastien Evrard

When I arrived in La Rochelle for my two-day liveaboard test, I wasn’t greeted with the sparkly weather I’d seen in Amel’s brochure. It was a dark, wet, windy and cold December morning. But, with its fully enclosed doghouse, the Amel 50 was made to take on weather like this. Would ‘indoors’ sailing leave me metaphorically cold, I wondered – surely the beauty of our sport is achieved through connection with the elements?

Setting out in a brisk westerly wind and lumpy seas that broke over the foredeck, the heat from below decks soon flowed up the companionway to fill the enclosed doghouse, bringing with it the aroma of fresh bread and coffee.

Within minutes we were punching our way confidently upwind, oblivious to the weather raging outside. I sat in the doghouse, feeling overdressed in salopettes and sea boots, and with every wave that crashed into the windscreen I felt my need to be out in the elements melting away.

Bold first impressions

The Amel’s lines follow modern trends including a blunt stem, full volume bow, high topsides, modest sheer and a beamy transom. But this latest model from the Berret-Racoupeau design team has rung some substantial changes. Amel’s first sloop in two decades, it is also the yard’s first model with twin rudders and the first built using resin infusion techniques.

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For close to 30 years Amel has favoured ketch rigs in the belief that splitting the sail area across two masts should make large cruising yachts more manageable for couples to sail. Ironically this way of thinking may have put off some sailors who actually consider two masts to be double the work, not half.

With the new 50 being the smallest in the range, the sail area was considered small enough to be comfortably handled as a sloop. Losing the mizzenmast unlocks additional benefits of reduced build costs, a larger cockpit and more below-deck versatility, making the Amel 50 an attractive package.

Absorbed or alienated?

Taking the helm for the first time I was acutely aware of my position on the boat – at the front of a central cockpit and offset to port. Looking forward, with only half the boat ahead and a small wheel in my hands I had the impression of sailing something much smaller.

The helmsman’s chair swivels and adjusts in height and there are reasonable views of the sails. Photo: Jean-Sébastien Evrard

The pillarless windscreen offers a panoramic view and the cockpit is high enough to give vision to windward, even on a starboard tack. The mainsail can be seen through hatches in the doghouse roof, while the view of the jib luff is great on a starboard tack – straight up the slot – but more difficult on port as the forestay sags to leeward. There’s a helmsman’s chair behind the steering position but I found standing more comfortable as, when seated, my arms were at full stretch.

The steering system uses push-pull cables onto the port rudder quadrant resulting in a helm that is sensitive to movement, but has little feeling. The rudders are a good size and the linkage direct, so small wheel movements have immediate impact, but as the cables do not load up no feedback can be felt through the wheel.

Once I’d acknowledged this I tuned into other performance indicators, using angle of heel particularly to guide me upwind. Immediately the helming experience came alive, I was watching for gusts, reading the waves, taking note of everything around me. Before I knew it, I was fully absorbed and unquestionably engaged with the sailing experience.

Joystick sail handling

The mainsail unfurls from the mast at an impressive speed using joystick controls in front of the wheel. The outhaul runs at the same pace on a continuous line system, which moves the clew in and out via a boom track. To avoid damage, both use a current-sensitive ‘time out’ feature – so if either is placed under heavy load they will momentarily stop, alerting crew to a potential sail jam or rope snag.

The jib sheets neatly through a wide shroud base, via coachroof tracks outside the doghouse and on to electric primary winches. Manual secondary winches allow jib cars to be trimmed while sailing. Powered-up under full main and genoa in 18 knots of wind we ploughed through waves at a decent 8.1 knots with a true wind angle of 50°, which is perfectly acceptable for offshore passagemaking.

The Amel 50 is a Berret Racoupeau design. Photo: Jean-Sébastien Evrard

Our test boat had the optional cutter rig adding a 24m 2 self-tacking staysail to the 126m 2 sail plan. Setting the staysail while beating in 20 knots gained a further 0.3 knots of boat speed, with no adverse effects to balance. Personally, I can’t imagine why you wouldn’t tick the staysail box; it adds a manageable sail area to the forward triangle, while providing a dedicated heavy weather sail.

Finally calling an end to our upwind slog, we put the bow down looking for a lunchtime anchorage in the lee of Isle de Rey. Off the breeze we waddled a little with jib alone. A furling gennaker soon saw us scooting across the waves reaching 9 knots of boat speed in 20 knots of wind. Helming required concentration, but once again it absorbed me and I unashamedly grinned at this ‘dry’ sailing experience.

In the blink of an eye, the sails were away and the anchor deployed using the remote windlass controls behind the wheel. With the cockpit table extended to full size and set with warm food on china plates the full transformation was complete and our rugged sailing experience of the morning was definitely a thing of the past.

The Amel philosophy

Over lunch I learned more of Amel’s ‘maximum enjoyment, minimum work’ philosophy, which not only covers sail plans but every aspect of design and construction. These boats are built to stand the ravages of time and the sea while incorporating details to reduce maintenance, make repairs uncomplicated and ensure life on board is simple and safe.

It seems that Amel has thought of everything, whether it is the specially extruded four-compartment mast section that keeps halyards, electrics and furler separate, the spyglass in the bottom of the hull giving direct sight of the propeller, or chafe protection at every point a locker lid might scratch the stainless-steel handrail.

The saloon table folds out to seat eight – the small tables double as stools. Photo: Julien Girardot

With every new detail I became more impressed by the Amel 50. It’s as though the everyday inadequacies and compromises I’ve grown to accept as part of yacht ownership have been wiped away in this boat.

After lunch, with the sun breaking through, I put my hosts to work; first poling out the headsail with the huge, vertically mounted jib pole, then trying the Code 0.

The white sails downwind set-up is good. There is a welded tang mid-boom that allows a preventer to be attached from inside the footprint of the deck, and the substantial jib pole, though a bit of a handful to lower in a rolling sea, is utterly fit for the job once in place.

Downwind performance was comfortable and efficient, making close to 9 knots dead downwind in 22 knots true. As the breeze died we maintained our VMG by setting a Code 0 with the jib pole. Sailing like this in the sun felt heavenly and the whole crew naturally gravitated to the aft deck, leaving the autopilot to drive while we took in the stunning islands of the Charente.

As the light faded on our first day we found a mooring buoy on the shores of Isle d’Aix and I took the controls on approach. This didn’t prove easy in the gusty breeze as there’s a lot of windage on the hull and superstructure, which makes manoeuvring the Amel 50 at low speeds tricky.

The twin rudders provide little prop wash effect to counteract any last-minute gusts so on my second attempt I resorted to the bow thruster, leaving the wheel in the centre and driving using throttle for speed and thruster for direction – this proved equally efficient when reversing into the berth at the end of the test.

From the bathing platform to the bowsprit the attention to detail on this Amel 50 is phenomenal. Photo: Jean-Sébastien Evrard

The cockpit sole lifts to reveal an impressively spacious and entirely watertight engine room, accessed via a small ladder. In line with the ‘trouble free maintenance’ approach, everything in this space is well set out with good access and room to work.

As well as the 110hp Volvo engine, the test boat housed a generator, watermaker, air conditioning unit and two inverters. Through-hull fittings have been kept to a minimum using a single inlet and seawater manifold.

All tankage is housed under the cockpit sole, including a grey water tank set in the bilge sump, which collects waste from all sinks and showers, serviced by a float switch for automatic emptying. This system ensures a dry, clean bilge elsewhere, creating extra room for storage.

Luxury for serious sailors

Below decks the Amel 50 is every bit as luxurious as you’d expect for its €790,000 price tag. The test boat finish was light oak with stainless steel details, which give a contemporary vibe, though may require endless wiping to remove finger marks.

There is a great feeling of space throughout, especially in the saloon, which, despite the raised cabin sole, has nearly two metres of standing headroom. Natural light floods from mid-height windows in the topsides and high-level coachroof hatches.

The use of a passageway galley helps to open up the spacious living area. Photo: Jean-Sébastien Evrard

A snug chart table surrounded by switchboards and repeat navigation instruments is set into the aft corner on the port side, while to starboard there is a step down to the corridor galley.

Two large sofas flank the saloon, one wrapped around the dining table to port. A couple of occasional tables can double-up as stools and provide all-round seating when the dining table is extended. These are anchored away under the folded table while sailing.

The Amel 50’s master cabin is situated aft, accessed through the galley passageway. It has a large double island bed, writing desk, sofa and en-suite facilities. Another big double in the bow shares a heads and shower with the bunk-bedded cabin to starboard. This twin cabin is disproportionately small compared to the space everywhere else, but the top bunk folds away to create a little more room if required.

Living on board the Amel 50 would be no hardship. I spent the evening in perfect comfort, eventually retiring to a fantastic night’s sleep in the forward cabin, leaving the blinds open so I could watch the twinkling lights ashore, through the large hull portlight from my bunk.

The aft island berth lifts up with stowage beneath and can be fitted with lee boards. Photo: Jean-Sébastien Evrard

Aside from the five-star hotel experience, the thing that really grabbed me below decks was how well this luxury combines with a set-up for serious sailing. All bunks come with well-fitting leeboards or cloths making even the island beds into usable sea berths.

The accommodation is separated from bow locker and lazarette by watertight bulkheads and internal bulkheads can be made watertight using clamps across the doorframes with their special seals.

The galley is large and well equipped with a proper sink, pull-out fridge and freezer drawers and plenty of worksurface. The passageway is wide enough for two people to pass, yet slim enough to brace while at sea.

The head-height storage lockers open to reveal a drawer front that slides out on tracks, keeping the contents retained when the locker is ‘uphill’ while still allowing access to the contents at the back.

The galley is overflowing with sensible and user- friendly storage. Photo: Julien Girardot

The only area that doesn’t seem commensurate with a life offshore is the passage forward from companionway steps across the saloon. This open space has few grab handles and would be a challenge to cross while pressed up on port.

The Amel team has addressed this in more recent builds by lengthening the stainless steel grabrail on the folded dining table-top, while repositioning and adding other holds at the bottom of the companionway steps.

The full sailing experience

The sun rose on the second day of our test to reveal, flat water, light winds and a cloudless sky. The change in weather gave great opportunity to try all aspects of the Amel 50 sailing experience and we spent a fun morning, hoisting and dropping every sail in the inventory.

In a wind range from 8 to 12 knots true, with a Code 0, gennaker and downwind asymmetric, no matter which way I pointed the bow, the boat performed. Speeds were less spectacular under white sails alone, so for those who like to sail until the last I’d recommend some additional offwind sail area.

The twin bunk cabin forward is a little cramped. Photo: Jean-Sébastien Evrard

Moving about the deck hoisting and dropping sails, I become more aware of the solid handrail and the security it offers. Not only is this feature higher than normal guardrails but it will take the weight of a person should they fall. The Amel teak – the company’s trademark gelcoat deck made to look like planked teak – offered good grip under foot.

The morning disappeared in sunshine and sails. Now it was warm I opened the central windscreen to get the feel of wind on my face while helming, though in these conditions it was a shame to stay ‘indoors’ and the best place on the boat became whichever pushpit seat had the sun.

With the rise in temperature the breeze died away and just when I thought we’d seen the limit of this boat’s sailing ability, it surprised me again. I have come to accept that poor lightwind performance is the trade-off to make for comfort in boats of this genre but, as the breeze died, the Amel 50 just kept going. With the jib set in just 5 knots of true wind speed we maintained a boat speed of 4.5 knots at a 60° true angle.

We were blessed with perfectly flat water and a stable wind direction, but this final flourish of performance confirmed my growing feelings of admiration for the boat and reminded me never to judge a book by its cover.

Our verdict

I can’t sit on the fence about the Amel 50; it is a brilliant boat. It’s neither revolutionary nor showy, and the unequivocal adherence to making everything maintenance light and easy-to-handle results in a boat that is not at all svelte.

I arrived with some heavy preconceptions perhaps as much about the kind of sailor I am as the kind of boat I would be sailing. I was treated to the full Amel 50 experience and my hosts did everything possible to show this boat in the best light.

But if you take away the fine food, endless espressos and crisp white bed linen, the Amel 50 still shines. It sails well, it is beautifully built and it made me smile. I left surprised and ever so slightly in love.

Specification

LOA: 16.50m (54ft 2in) LWL: 14.50m (47ft 7in) Beam: 4.79m (15ft 9in) Draught: 2.15m (7ft 1in) Displacement (light): 18,750kg (41,336lb) Ballast: 5,360kg (11,817lb) Sail Area (100% foretriangle): 126m 2 (1,360ft 2 ) Sail Area/displacement ratio: 19.9 Displacement/LWL ratio: 171 Berths: 6 Engine: 110hp shaftdrive Water capacity: 600lt (132gal) Fuel capacity: 675lt (148gal) Price from: €790,000 (ex VAT) Price as tested: €940,000 (ex VAT) Design: Berret Racoupeau Yacht Design

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BOAT TEST: AMEL 60 (WITH GALLERY)

(Images: J Ricoul)

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

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

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

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

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

Blue water priorities

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

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

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

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

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

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

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

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

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

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AMEL 50: A REVOLUTIONARY SLOOP-RIGGED SAILBOAT

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

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

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

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

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

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Amel 50 – Technical Specifications

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THE AMEL SPIRIT NEW GENERATION

Designed to offer maximum pleasure and simplicity, the AMEL 50 pushes the boundaries but remains faithful to the brand’s fundamentals. Comfort, safety and ease of use combine with performance and a desire for innovation.

With this model, the shipyard broadens the scope of use and opens up new prospects at sea. While not aiming to compete with racing yachts, the AMEL 50 promises superb sensations, allowing owners to choose the way they use their boat. A family weekend away, a getaway for two along the coast or a cruise on the high seas… The AMEL 50 is all this at once.

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A NEW AWARD-WINNING BREATH OF FRESH AIR

In 2018, Amel 50 was awarded « European Yacht of the Year ». This title rewards the best yachts in 5 different categories : Family-Cruiser, Performance-Cruiser, Luxury-Cruiser, Multihulls and Special Yachts.

« We are very honoured and grateful that the Amel 50 won the award of European Yacht of the Year in the Luxury Cruiser category. Above all, we are very happy for the whole team at the AMEL Yard, because everybody has worked with a real commitment and much enthusiasm, and we hope that the success of the AMEL 50 will keep on growing ! »

Emmanuel Poujeade, Chief executive of the AMEL shipyards.

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Amel 50 - A Luxurious Worldcruiser

The french yacht builder amel - known for their renowned  amel 64 - presents now the amel 50 - a design by berret-racoupeau ..

Just one helm station? And this arranged like on a motor yacht? The yachts by AMEL are designed for long journeys where you can use the autopilot. That arrangement provides a sunbathing area on the aft deck and a large almost full beam owners cabin with en-suite bathroom and a desk.

The new yacht is the first sloop-rigged yacht since 1997 by AMEL.

“The development of embedded techniques such as motorized furlers means that maneuvering a 50-foot sloop is much easier today and ketch rigging is no longer necessary on a boat of this size.” – Oliver Racoupeau, Yacht Designer

The AMEL 50 welcomes six guests in total. Alongside the owner’s cabin, there are two guest cabins. One double cabin in the bow and a smaller bunk bed cabin on starboard side.

The yacht offers a generous and bright salon with two sofas, navigation desk and a lot of daylight through windows in the hull (that also removes this “cellar feeling”), in the superstructure and a skylight. The galley is placed on the way to the owner’s area next to the engine room.

The central cockpit with the large deckhouse protects from waves and rain during trips in bad weather conditions. The roof has a retractable bimini to protect from sun and rain as well.

Emmanuel Poujeade, Managing Director comments:

“At AMEL we are all enthusiastic, deeply attached to the history of our shipyard and always striving to continue to express our know-how and perpetuate the AMEL spirit”

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The price for the AMEL 50 starts at 720.000 EUR without VAT. The yacht has won the award as European Yacht of the Year 2018 in “Luxury Cruiser” during the boot Düsseldorf 2018.

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Common Issues With Amel Yacht Sailboats

Last Updated by

Daniel Wade

May 30, 2023

‍ Key Takeaways

• Older Amel yachts require more physical effort to sail due to their size
• An Amel yacht can be complicated and have less interior volume than other boats
• Plenty of electrical components you have to keep maintained like an electric furling
• These are quite expensive in comparison to other boats on the market
• Too many creature comforts can be over the top for first time Amel owners

‍ Amel yachts are some of the most popular sailboats of all time. But what are the common issues with Amel yachts?

Issues that are most common among Amel yachts include it being a complicated boat, it is not cheap, and the layout is not as big as it seems. There are also issues with the amount of electric motors onboard and too many creature comforts like multiple refrigerators and air conditioning units.

Based on my analysis an Amel yacht has plenty to offer for anyone wanting to sail throughout the world. But there are pros and cons to any boat brand based on your situation.

Table of contents

‍ Issues with Amel Yachts

Amel yachts have a handful of issues that are not going to be the end of the world for Amel owners. If you are comparing these to other boats or modern yachts then you will likely find similar problems.

Complicated to Sail

New Amel owners that have very little experience sailing will likely feel a little overwhelmed to sailing one. Most Amel models are quite large like the Amel 55 and will need at least another person on board to help sail. Even with plenty of experience by yourself you will be tested to sail single handedly.

Not a Cheap Option to Cruise

Amel yachts are expensive to say the least. According to yachtworld an Amel yacht will average between $35,000 to over $2 million. Two boats stand out among the crowd for Amel.

The Amel Super Maramu for example averages $200,000 for used models. An Amel 64 costs around $2.45 million. These boats are some of the higher priced models but you can spend much less on older or different ones.

There are more options of course that you could be interested in for your search. You will likely need to come up with the funds or take a loan to purchase one unless this fits within your budget.

Lots of Maintenance with Big Costs

An Amel yacht that you have your eyes on will likely be over 50 feet in length which means there is a lot of room for potential maintenance. You would likely want a rugged sailboat that you can conduct repairs as needed but an Amel yacht might be a different story. The first big ticket item is the generator and it has to be powerful enough to power the large boat.

They also have a lot of electrical features onboard such as winches and an electric furling. These use electric motors to help power them and these motors do not hold up well in salt water over long periods of time.

You will need to have extensive knowledge of these electrical systems and be up for the task of making big repairs yourself. If not then you will need to hire someone to make any repairs. This will cost a lot of money and you will likely need to stay near countries that offer repairs on such electrical components.

Too Reliant on Electrical

During a storm or harsh winds anything could happen. Sometimes this cause electrical systems to kick out under load and might be a dangerous situation. If you are using line drum furlers then you know exactly what it should look and feel like in those situations.

Layout Not as Big

Amel owners have reported that the layout is not as big as it seems. A lot of pictures or videos have wide lenses that make the view more appealing but this causes the image to be larger than it appears.

Too Many Creature Comforts

A lot of sailboats might have added comfort features over the years to make sailing more appealing to different audiences. Amel yachts might be overkill to some sailors that want to keep the basics intact.

A lot of Amel yachts have multiple refrigerators and AC units that draw a lot of power and might be unnecessary to have. Many Amel owners have also reported that the aft AC unit had gone out over time. With the amount of creature comforts on board it can add up the maintenance costs.

Not Very Fast

All Amel boats are quite heavy and roughly 50 feet long. They were not designed to go very fast on the water or for racing events.

These boats are essentially floating houses that are capable of withstanding tough blue water conditions. If you are wanting a boat that is fast and bluewater capable you might have to look elsewhere.

Different Keel Materials

Modern yachts will use a variety of different keels with specific types of metal. Some Amel yachts use iron instead of lead based on the year they were manufactured.

Iron is great but lead can help with righting the ship and sailing upwind better in comparison. This also affects maintenance long term. If you want to see the differences up close you could always check out a boat show and have someone explain the differences in detail.

Age of Amel Boat

The first Amel boats were being built in the 1960’s. That is a long time for a boat to be alive and in sailing condition today. During your search for an Amel you will need to find one that has excellent repair history to know if it is worth your time.

Multiple Owners

Since Amel yachts are an older boat it has already had a long life sailed on it. This also means it has likely gone through multiple owners along the way.

If a previous owner did not care much for their Amel it could greatly impact the life of the boat. If the boat is in poor shape you will need to have it repaired to refit and that might be worth more trouble in the long run than trying to find another Amel.

Difficult to Add New Electrical Wires

In most all of Amel yachts the bulkheads are used for a hull breach and are watertight. In different boats you can drill holes in the bulkheads to install and run electrical wiring. This makes it a mess when trying to hide wires or create a path.

Amel Surveyors

Before you think about buying a used Amel boat you need to have it surveyed. The problem is that there are not as many Amel boats in comparison to others on the market and they are older.

You will need to have someone with extensive knowledge of these yachts in order to give you the best point of view. This could cost you a little more than other surveyors.

Avoid Cheap

As with any boat purchase you should never buy one solely based on the price but to have your budget as a guideline. Amel boats are not going to be cheap but if you happen to find one there might be good reason for it being that way. Make sure you do your research beforehand to know a good deal from a bad one.

Should You Purchase an Amel Yacht?

An Amel yacht has plenty of pros and cons just like any other yacht would. The key here is to balance that out based on your needs and sailing goals.

For most first time sailors they will likely choose a boat based on their budget and see what options that brings. Without a doubt Amel has some of the best sailing yachts you could ask for and they still make quality ones today. Most Amel boat owners are in love with their’s because these boats are meant to last.

Amel was also unique in that they never really made many versions of a certain boat. So the quantities were limited on a certain model and you either had to get one then or wait for another owner to sell theirs. If your budget and sailing goals line up with an Amel yacht you should go for it.

History of Amel Sailboats

Henri Amel founded Amel yachts in La Rochelle in 1965 during World War II. He noticed naval forces were using watertight structures made out of polyester resin to float in the water and it gave him the idea to start producing boats with the same materials.

Amel’s first boat was the Super Mistral Sport back in 1961 when he took over a shipyard. The company was split off and he began Amel yachts shortly after that paved the way for his success.

There have been numerous types of sailboats made by Amel over the years but only a handful of the designs used a ketch rig since sloop was more popular. Upon Amel’s death in 2005 he donated roughly 92% of his shares of his company back to the employees.

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Luxury Long Distance Cruiser | 2012 Amel 55

St. georges, gd.

Luxury Long Distance Cruiser | Amel 55 56.75ft

Us $849,000.

Chris Rundlett

 Office: +1 473.457.3240   Mobile: +1 786.450.7163   [email protected]

2012 Amel 55 with a Custom Touch

The Amel 55 is a high-quality sailing yacht designed for comfortable long-range cruising. It is known for its sturdy construction, luxurious features, and excellent performance. It wascreated with direct inspiration from the modern and elegant design of the AMEL 64.

***PLEASE SCROLL PAST THE "PAYMENT CALCULATOR" ADVERTISEMENT FOR MORE INFORMATION***

This ketch has uncluttered side decks and adeep, protected center cockpit - feeling like a big hug. This leaves ample space on the aft deck for lounge chairs or bean bags to enjoy a sundowner. Electronic winches make it so easy to operate at the touch of a button. It takes all the work out of sailing and leaves all the joy!

Comfort on board:

• Microwave MIELE
• Water heater ISOTEMP 60 liters
• Dishwasher Kitchen Aid
• Washing machine Mile (WT2780 )
• Saloon table retractable (electrically controlled)
• One water maker DESSALATOR Duo (24 VC-220 VA)
• Full air conditioning on the ship (4 units)
• 2 x forced-air heater
• TV (32) in the saloon retractable (electrically controlled)
• Radio CD player JVC + ALPINE loudspeaker exterior + BOSE loudspeaker interior
• One hydraulic-Electric gangway recessed (beautifully crafted) (Simpson Davids)
• A set of electric davits (Simpson)
• 2023 Installed new Kuuma Elite 316 Gas Grill with rail mount and cover
• Newly recovered Hermes leather helm seats
• Removed and refurbished all deck window frames (2023)
• Amel drive type Hydraulic transmission

The original owner is listed as "Hermes"* executive at AMS and the yacht is upholstered in "Classic" Orange Hermes leather. This high-quality leather does not scratch easily, is water resistant and so buttery soft! In addition to adding significant value, it also adds brightness, energy and v

The Amel 55 is equipped with a powerful 110 horsepower Volvo Penta engine, which provides plenty of power for cruising at high speeds. The yacht is also equipped with a comprehensive suite of electronics, including GPS, radar, and autopilot, which make navigation and steering easy and intuitive.

"Marina" boasts a stunning interior that is both stylish and functional. The main saloon is bright and airy, with large windows that provide plenty of natural light and stunning views. The retractable big screen TV keeps things tidy. The galley is well-equipped with modern appliances, ample storage, and plenty of counter space for food preparation. The open-style galley allows for the ability to entertain and serve guests without feeling isolated. The saloon table opens to seat eight.

The yacht also features two spacious ensuite cabins with an additional pullman berth (third cabin) starboard going into the aft stateroom with ensuite head and washer / dryer. You cannot beat this feature under way as there is direct access to the skipper if you are ever needed. Pullman berths in the center of the boat make for stable sleeping conditions.

Overall, the Amel 55 is a great yacht for anyone looking for a high-end cruising sailboat.

*Hermes is a luxury brand of handbags with values from $1,600 USD to a record $2 million. Known for superior craftmanship with hand stitching and the finest leather. You have to get on a waiting list to buy one. Or just buy this yacht!

Specifications

• Length: 57ft
• Beam: 16' 3"
• Draft: 7' 3"
• Hull: Composite
• Status: Active

View More Specs

MEASUREMENTS

• Length Overall: 56.75 ft
• Length Waterline: 48.75 ft ft
• Max Draft: 7' 3"
• Beam Measure: 16' 3"
• Total Power: 140.1
• Engine Brand: Steyr
• Engine Model: MD144M38
• Engine Type: Inboard
• Engine/Fuel Type: Diesel
• Engine Power: 103.04|kilowatt hp
• Fresh Water Tanks: 1 (237 Gallons)
• Fuel Tanks: 1 (237 Gallons)

Accommodations

• Number of cabins: 2
• Number of heads: 3

Manufacturer Provided Description

The AMEL 55 was created with direct inspiration from the modern and elegant design of the AMEL 64. She was developed according to the latest improvements of the yard in terms of performance, visibility, ingenuity and comfort of the layouts, but still keeping the AMEL fundamental assets. This version comes with a hardtop. The inside layout is one double forward and a very large aft owner’s cabin.

Construction

• Hull made from composite, Roving 71 glass fibre + glass flakes against osmosis / isophthalic resin, monolithic laminate, laid up by hand (application / coating / air removal) in lengthwise and transverse layers with a two thirds overlap.
• Frame structure in polyurethane omega-foam and plywood, laminated to the hull, as is all the joinery structure (bulkheads, furniture units, lockers, etc.)
• This system guarantees the highest rigidity of the whole unit and optimizes load spread. Compression forces from the masts / rigging are compensated by astructure of support pillars for the masts and chain plate tie-rods laminated to the hull for the rigging.
• The bulkheads are glued and laminated with the deck. 4 of them are watertight bulkheads with isolation valves.
• Composite Roving 71 glass fiber / isophtalic resin and balsa sandwich deck molded by the same process as the hull (the deck is glued and laminated to the hulland the bulkheads).
• The fore and aft bridge, foredeck and quarter deck are made from Amel teak”, molded into the deck.
• Self-bailing cockpit (2 scuppers, 100 mm diameter)
• Cast iron ballast fixed to the hull / keel by stainless steel bolts, sealing by Epoxy treatment.
• Stainless steel bow fitting for 2 anchors. Fresh water outlet on the deck.
• Electric windlass controlled from the cockpit,
• Stainless steel pulpit, pushpit and side rails (opening in the pushpit for easy access to quay or pontoon). Stainless steel guard line.
• LED navigation lights.
• 8 stainless steel mooring cleats.
• Bracket for outboard engine in aft locker
• Stainless steel chain plates.
• Sheet traveller tracks with tidy travellers
• Set of pulleys throughout
• All the controls (manual and electric) of sheets and mainsail tackle are run to thecockpit.
• 2 electric genoa sheet winches.
• 2 stay sail sheet winches.
• 1 electric mainsheet winch.
• 1 mizzen sail sheet winch.
• 2 manual main mast winches.
• 1 manual mizzen mast winch.
• Halyard downhauls : 2 on the main and 1 on the mizzen mast.
• 4 halyard clutches (including one double) and 1 on main mast (staysail option).
• Manual removable gangway
• 12 hatches ; 6 opening portlights.
• On deck, 4 large lockers:
• At the foredeck : a large locker with easy access to the bow thruster and chain lockers, a wide space for fenders, mooring lines and extra sails.
• To portside, next to the cockpit : a locker for various equipments (oil tank for the outboard engine, cleansing products, hosepipes, etc.)
• Right by this locker : a second locker with 2 gas cylinders fitted with 1 safety pressure valve and an electric valve. The whole locker breathes to the fresh air.
• On the aft deck : a large locker for a possible dinghy, outboard engine, diving equipment, fenders and others.
• Large, comfortable and reassuring cockpit
• 1 helmsmans station in the wheelhouse with a leather covered stainless steel wheel
• Console in front of the wheel for the electronics, together with all the other controls (windlass, furling gear, thruster, etc).
• Very comfortable helmsmans seat with Hermes leather seat and back.
• Adjustable teak and laminate cockpit table.
• Large locker with light in the cockpit on portside + locker at the mizzen mast foot on portside
• It is very bright and spacious. It provides an excellent view of the outside from its 4 opening hatches and 4 large hull portlights.
• Direct and indirect lighting (mainly LED).
• Numerous electrical sockets.
• Large sliding table with extension, for 8 people, with very comfortable U shaped seat. Close storage for dishes.
• Saloon part: 1 very comfortable Hermes leather sofa with a wine / spirit cabinet and storage for glasses.
• Forward Owner’s Cabin
• Closed by a watertight door. It covers the full width of the hull. It is vast, very light and well-ventilated thanks to 3 deck hatches and 2 hull portlights. LED lighting byceiling lights, wall lamps and reading lamps (mainly LED).
• Central 1.60m double bed, slat base and high density foam mattress. Very large storage space under the bed with top access.
• Cabinets, drawers, and a large hanging locker for optimum ease of storage.
• Desk unit/dressing table to starboard with swiveling seat, mirror and 220V sockets.

Heads compartment

• Spacious shower, floor grating and sliding door, mixing tap. Handrail in the shower, storage and lights.
• Lighting by deck hatch and ceiling lights.
• Storage unit with deep flush washbasin and mixer tap.
• Cabinets, towel rail, clothes hooks, toilet paper holder and mirror.
• Electric vacuum marine toilet (fresh water) with black water tank.
• Situated to the left of the companionway, it is very large and is a major feature of the life on board. A large opening portlight gives a view of the outside whilst doingthe cooking.
• It is naturally very light, great attention has been paid to the lighting and ventilation, which are excellent.
• It comprises 2 large working surfaces made of molded Corian with surround
• 2-basin stainless steel sink with mixer tap and hand shower.
• A combination of low units, drawers and upper cabinets.
• A gimbal-mounted 3-burner stove/oven, with potholders.
• Electric extractor hood with filter
• Stainless steel microwave oven, 220V
• 150 litre refrigerator and 150 litre freezer.
• Several 220V sockets.
• Fresh water capacity: 1 x 800 litre tank with access through hatches.
• Partitioned wastewater tank (capacity: approximately 60 litres), with 2 sewage pumps
• Very spacious watertight engine room, with very efficient sound insulation.
• Theengine and all the heavy equipment (generator set) are centered and positionedvery low.
• High density insulating foam and inside coating with high acoustic performance.
• Several lighting points, 220V and 24V sockets
• Two sturdy automatic pilot with hydraulic assistance
• Access: from the cockpit, full opening of the cockpit bottom assisted by gas struts.
• Steyr engine, 103,04 kw – 138 CV, 4 cyl diesel engine,, turbo
• Diesel fuel capacity: 900 litres (237 gallons)
• Double diesel fuel filter with 3-way tap.
• 24V fans: 1 extractor for the engine compartment, 1 extractor for the battery compartment.
• Diesel Generator ONAN 11 KVA 220
• 220 V + 24 V 2nd 110 AH 24 V engine alternator
• Diesel Generator ONAN 11 KVA 220 V
• Battery monitor system MasterEasy
• 8 House Batteries AGM Mastervolt 640 AH / 24 V (2018)
• 1 AGM engine Battery 12V 90 AH (2018)
• 1 Mastervolt 24 V Battery charger 220 V / 60 AH
• Charger Inverter Victron 230 V / 24 V 120 AH 5000 W
• Int and Ext Led lights
• Led Nav lights
• 2 electric windlasses LEWMAR24V and 220V distribution boards with ammetersand voltmeters
• 12V circuit for engine and generator
• 24V, 600 Amp/h service circuit
• 220V circuit with cable and pontoon connector atthe aft, and 220V/24V, 100 Amp charger
• 24V interior lighting (mostly LED)
• 12V, 24V and 220V socket
• Furuno FR1835 radar.
• Furuno GP33 and GP330 GPS.
• B & G Hydra 5000 including: 1 GFD at charttable, 1 GFD in cockpit.
• Garmin VHF at chart table
• Hydraulic Furuno Navpilot 711 automatic pilot.
• The Amel 55 is rigged as a ketch
• Standing Rigging replaced in 2021
• “AMEL” main and mizzen masts. Both masts are designed and entirely manufactured by AMEL. The finish is a 2-component polyurethane paint. 2 sets of spreaders on the main mast and 1 on the mizzen. AMEL 24V electric roller reefing system with manual release on the main mast.
• AMEL electric roller reefing system on the mizzen with manual release.
• LED deck lights on the main and mizzen masts.
• Mooring and masthead lights (LED).
• Single strand stainless steel standing rigging .
• Vectran and Dyneema halyards.
• Purpose built AMEL booms, finished in polyurethane paint.
• Down-haul on the main boom.
• Automatic toping lift on mizzen boom.
• Reckman electric genoa furling gear.
• External halyard on main mast.

Engine Notes

Disclaimer The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

customContactInformation

Chris Rundlett is a former USCG licensed captain with over 30 years experience sailing from the West Coast, East Coast, around the Med and all through the Caribbean. As a broker since 2013, he has extensive knowledge of systems, rigging and build quality. He is the owner of LTD Sailing School and YouTube channel with video walk-through of various boats.

YouTube:https://www.youtube.com/channel/UCT3JltBjxjQ4UJo7RTxK56w

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Yachting Monthly

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Sunbeam 32.1 review: More than style over substance?

• Theo Stocker
• May 30, 2024

Designed to turn heads, Austrian weekender, the Sunbeam 32.1, promises a unique combination of style and substance. Theo Stocker went to see if the concept delivered

Product Overview

• Radical styling
• Suited to how most people sail
• Engaging, fun but easy sailing
• Expensive for a boat you can’t cruise far in
• Looks not to everyone’s taste
• Helm lacked a little feel

Price as reviewed:

You’ll either love it or hate it. There is little doubt that the Sunbeam 32.1 is a Marmite boat, and that’s exactly what her creators set out to build. With a chiseled-out bow that’s more than a little shark-like, and wide bowsprit, or ‘flightdeck’ as Sunbeam are calling it, and an interior that is closer to a Bond villain’s mountain lair than a traditional yacht, this is one of the most radical-looking coastal cruisers to hit the water in recent years.

So what is it, and why does it look like that? Well, after 70 years of building everything from dinghies, through stylish-but-understated lake sailors, to 53ft blue-water cruisers, Sunbeam has a new hand on the tiller. Andreas Schöchl recently took over as the third generation to run the family shipyard which grew out of a carpentry business nearly 200 years old.

Competition is stiff in the boatbuilding world, and Andreas was bored of white fibreglass yachts that all looked virtually the same. He wanted to build boats that stood out. For a boatyard perched on the shores of the diminutive Mattsee in the foothills of the Austrian Alps, it made sense to focus on smaller boats sailed on the large European lakes, as well as in the Mediterranean and the continental Atlantic coast.

He started with a blank sheet of paper and began by outlining a typical sailing day for their intended buyers. This was based in part on feedback to their previous 28ft model, which was originally fitted out as a fully fledged cruiser, but customers wanted half the fittings ripped out.

Instead, they were looking for a boat that was quick to rig and get underway, that was simple but fun to sail, and was enjoyable for any friends they took with them, whether they sailed or not. It was to be a place where they could stay overnight occasionally, go out for a meal, anchor up and swim off the back if the sun chose to shine and then head home again.

The cockpit is spacious for a boat of this size. Photo: Richard Langdon

Sunbeam insist the Sunbeam 32.1 is a ‘weekender’, not a ‘cruiser’. It’s made for daysailing and short stints on board, and has taken much from the motor boat world, where this concept is already well-established. You just have to look at the stylishly stripped-out, open-plan interior, large cockpit and the beach club-style sundeck at the aft end of the cockpit (to call it a bathing platform would be doing it a disservice) to spot the similarities to our powerboat cruising cousins.

That’s all well and good, but does the thing sail, I hear you ask. Funnily enough, I was keen to find out too, and eager to get aboard such an unusual boat. So it was that I found myself stepping aboard in Southampton’s Ocean Village one unseasonably warm October day last autumn, not really knowing what to expect.

Might it be extreme, just a gimmick, or something else entirely? As fortune would have it, between the flat calm of the previous day and the impending storm of the following day, we stumbled across a few hours of perfect, blustery conditions.

Article continues below…

Sunbeam 29.1 first look: stylish weekender

We covered the Sunbeam 32.1 recently, and hot on its heels is a smaller sibling, the Sunbeam 29.1, as this…

The clouds were rent asunder for long enough to allow sunlight to illuminate the white caps on the Solent. With the wind fluctuating between 10 and 16 knots, and building to a gusty to 21 knots, it was no steady breeze, but more than enough for the boat to show the boat’s mettle, and any chinks in its stylish armour.

Nosing out into Southampton Water, the industrial backdrop of grain silos, car carriers and oil refineries felt oddly apposite for this boat’s modernist lines, drawn by industrial designer Gerald Kiska (if you’re not familiar with KTM motorbikes, Google it and you’ll see the resemblance).

Far from being a raw and aggressive experience, however, the furling main obediently reached the end of the boom, the Code Zero spun off its furler, and we were on our way with total ease.

The helm is engaging and easily hits respectable speeds, even if a little more feedback would be nice. Photo: Richard Langdon

Radically reassuring

Radical it may look, but this is not some extreme machine that’s going to have you clinging to a stanchion and hoping for it all to be over soon. Rather, Slovenian naval architects J&J have drawn a hull that is surprisingly conservative. A displacement just north of 4 tonnes, while by no means portly, is not going to get you on the plane in a hurry.

Fairly full and rounded hull sections, coupled with a reasonable rocker plant the boat firmly in, rather than on, the water. The transom is wide, with twin rudders, but the hull chines are cosmetic rather than adding extra lumps of beaminess, though some of the volume aft is to support the engine, which is mounted behind the aft berth, rather than in the centre of the boat, as on most boats.

Forward, the bow knuckle clears the water at rest before raking aft dramatically below the foredeck, then shooting out again to a bowsprit. Underway, this takes on the appearance of a dreadnought bow, slicing beneath the wave, where the wide ‘flight deck’ at the bow, ostensibly the shape the deck would have been had the topsides not been hollowed out, keeps the spray off the deck and the boat remarkably dry.

Clear of Calshot, we were out into more open water, and a fresher breeze, but in 13 knots true and 17-18 knots across the deck, we held onto full canvas. Our test boat was fitted with a radially cut, leech-battened furling main, along with the standard self-tacking jib from Doyle. If you want more power, the backstayless boat comes with a square-top mainsail as standard, while an overlapping genoa is also an option (a second pair of winches would be mounted on the coamings and the sheet ducted aft for this).

All lines are led aft to the helm, leaving the crew free to relax. Photo: Richard Langdon

As it was, I was impressed with the set and the power of this smaller sail plan, at least in a Force 4 to 5. Sail controls are handled by the winches and clutches just forward of the wheels – no lines are taken to the companionway, leaving your guests to sip their Aperol Spritz in peace. We had powered two-speed Harken 40ST winches, so I was in no danger of needing a winch handle, let alone sailing gloves.

The mainsheet is anchored to a fixed padeye between the wheels – there’s no option for a traveller – so sail shape is handled by the kicker and while that probably cost us a few degrees of pointing, who’s going to argue when your boat looks this mean?

We could comfortably sit at about 30-34º to the apparent wind angle and making a good 5.7 knots through the water. Pointing to 28º was possible but at the cost of half a knot or so.

The bow is intended to cut through waves rather than shoulder them aside. Photo: Richard Langdon

Later, the wind built to 16 knots true and over 20 knots over the deck. Although we were clearly over-canvassed, the rudders, though not vastly deep, provided so much grip I could hold the boat comfortably on course at angles of heel beyond 45º. In fact, the only time I managed to lose this iron-fisted control was when pointing up to 60º to the wind with the Code Zero and full main in 18 knots of wind, and doing that’s just silly.

My only complaint is that I could sail the boat like this – badly, if you will – without the boat so much as letting out a whimper of complaint. Twin steel wheels on Jefa steering were tight and precise to a fault, but lacked feedback to tell me how the boat was feeling.

Composite wheels would lighten the feel and slackening the steering cable a smidgen might take a little friction out, or the blade rudders could be slightly less balanced. Either way, what was clear was that this boat was immaculately balanced; I could let go of the wheel on most points of sail without the boat biting my hands off.

A funny thing about the carved-out bow is that on board, it looked like we had a normal boat ahead of us. From the photos, however, that boat has the appearance of being marginally bows down. It’s hard to tell if this is just a purposeful slant from her twin chines, or if the bow lacked buoyancy when hard pressed. Not that it matters – this boat is RCD Category B and not intended for offshore sailing, and she positively laughed at the Solent wind-over-tide chop on our test day.

Downwind was fun with Code Zero up. She felt a little heavy in the stern. Photo: Richard Langdon

We did get a few wave slaps under the bow, and I wondered if the bow shape made for a wider hull form beneath the waterline for cutting down through waves. This is more than compensated for by the cutaway bow slicing through the waves instead of shouldering them aside.

Our upwind beat complete, it was time to head for home, but not before we’d been for a play in the waves developing off Gurnard on the Isle of Wight. In 18 knots breeze against a building tide, we set the Code Zero, pointed up to pick up some pressure and bore away down the waves, getting the boat to nudge over 9 knots, sailing at around 90º to 130º to the wind.

Catering facilities are good, if limited, but there’s a fair amount of stowage for food and drinks. Photo: Richard Langdon

Surges aside, 7.7 to 8.5 knots could be held pretty consistently, and far from being the fear-inducing spinnaker rides of old, the Code Zero kept life aboard feeling calm, and when it was time to pack our toys away, a bear away and tug of the furling line (the only time anyone pulled a rope), the sail was utterly compliant. What a great invention that sail is.

Clearly, a large part of the 32.1’s appeal is its appearance. Outlandish bow aside, there are a few features that set her apart. Liberated from the need to provide separate cabins below, the cockpit has been given ample breathing space, both in beam and length. Benches either side provide seating for six, while the fixed table allows crew to brace comfortably under the shelter of the spray hood. A bimini can be added to shade the cockpit forward of the mainsheet, and a separate sun sail can be extended from here to poles on the bathing platform at anchor.

With the engine pushed right aft, there’s plenty of space for a large transverse double berth. Photo: Richard Langdon

Clever touches

The platform slides out at the touch of a button, and the deck above it drops down into place, leaving a flush deck projecting 2m aft of the wheels without so much as a backstay to mar your suntan. On the foredeck there’s space for two more sun worshippers, the forward coachroof window providing a comfortable backrest between the two mouldings projecting the line of the coachroof forward – it was even comfortable to sit there with the boat heeled.

Stowage isn’t vast, with just one cockpit locker under the seat to starboard, but this is hull depth and reaches all the way aft, so there’s plenty of room for fenders, lines and a dinghy. Unusually, the engine is far aft and access is provided through a large watertight hatch in the cockpit sole, with additional access through the lockers and from below. This creates space for an aft berth, though it does move the engine’s weight close to the stern.

Large hull windows are well forwards, to dramatic effect when underway. Photo: Richard Langdon

Comfortable minimalism

Below decks, other than the heads compartment to starboard (which is a decent size and includes a shower, draining floor and decent stowage space), bulkheads have been done away with entirely, leaving a U-shaped saloon up front.

A table with folding leaves and bottle stowage is forward of the mast compression post, making the most of the hull windows facing forwards as much as outwards in the bow. Here there’s a short bed (150cm) which extends aft to 200cm and 150cm wide when an infill cushion is added. The galley isn’t for long-term cruising, but an induction hob will let you boil a kettle or cook some pasta.

A simple galley offers everything you need for basic catering and lots of stowage. Photo: Richard Langdon

There’s a fair amount of food and crockery stowage outboard of the galley. Other than that, there’s a hanging locker for jackets, lockers beneath the saloon seats, and cubby holes dotted around. Blinds cover the windows, but the views are so good you won’t want to close them.

The main berth for the boat is tucked, like a trendy loft conversion, below the companionway steps. Lying athwartships across the boat and making use of the boat’s full beam, the bed is 210cm long with the headrest cushion removed (200cm with it). Far from feeling pokey, LED lighting, ample headroom and a view out through the opening hatch into the cockpit make this a supremely comfortable space to be. There’s access aft of this into the engine compartment, as well as to the calorifier, heater and other systems.

A decent heads and shower even includes space for wet kit. Photo: Richard Langdon

Systems and structure

The boat carries 80L of water under the forward berth, aft of the optional bow thruster, and 80L of diesel. House batteries are below the aft berth, at least in the test boat, which had the coastal package of a 27hp Volvo Penta engine and saildrive – this was enough to push us along at 6.4 knots at 2,300rpm and a rapid 7.7 knots at 3,00rpm. A smaller 18hp is also available, though the boat comes with electric drive as standard, with an 8kW pod drive and 8.2kWh of lithium batteries providing a range of 1.5 to 2 hours at 4.5 knots. You can also double that by taking battery capacity up to 16.4kWh.

So how have they got away with this structurally? Well, the boat is hand laid up in polyester, with solid laminate below the waterline and foam sandwich above. A structural hull matrix takes the keel and rig loads, including longitudinal and transverse stringers up the hull sides, and this is bonded and laminated in, as is the interior hull moulding, adding a second layer of rigidity. The few bulkheads there are are fitted in the same way to maximise stiffness. It’s a bomb-proof way of building a boat, and allows the bilge keel version to take the ground, using reinforced rudders as a pair of hind legs.

Navigation is done on deck, but a Simarine switch panel offers optional remote access. Photo: Richard Langdon

Sunbeam 32.1 specifications

LOA: 9.98m / 32ft 9in Hull length: 9.85m / 32ft 4in LWL: 8.85m / 29ft 0in Beam: 2.98m / 9ft 9in Draught: 1.8m / 5ft 11in Displacement: 4150 kg ( lbs) Ballast: 1,245kg / 2,745lb Ballast/disp: 30% Displacement/Length: 167.6 Sail Area (main and jib): 56m2 / 603sqft SA/D Ratio: 22.1 Engine: 27hp Volvo Penta RCD Category: B Price as tested: £313,000 Designer: J&J / Kiska Builder: sunbeam-yachts.com

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I was very impressed with the quality of build and finish throughout . Though in some ways this is a simple boat, she is far from basic. With a price tag of £313,000 as tested, you’d expect her to be nicely built, and she was. I half expected the boat to be as radical a sailer as she is in appearance. If you want rocket ship, there are plenty of options out there, but this isn’t what the boat is about. The juxtaposition of radical design and conservative displacement and performance at first seemed jarring, but the concept makes sense; a refined and reassuring sailing experience with commendable performance and plenty of enjoyment. The steering system could do with a little tweaking to improve feel on the helm, and the coachroof could use a bit of grip tape adding here and there where the side decks are a little narrow when heeled, but these are minor things. I also felt the boat would sail better with the lightweight electric motor she was designed for rather than a 150kg lump of metal in the stern. That said, I was surprised with how well balanced, powerful and close-winded she felt with the sail plan of self-tacker and furling main, though I wouldn’t do without a Code Zero when speccing her up.

This new generation superyacht combines sophisticated elegance with sustainability to ensure its relevancy for the future and is scheduled for delivery to her Owner in 2026. The Amels 80, which was introduced to the market during the first quarter of 2022, features exterior design by Espen Øino and custom interiors by JQB Design.

@media (prefers-reduced-motion: no-preference){.css-19y9g8p{opacity:0;will-change:opacity;-webkit-transform:translateY( 1em );-moz-transform:translateY( 1em );-ms-transform:translateY( 1em );transform:translateY( 1em );}.css-19y9g8p:not(.hidden .css-19y9g8p){-webkit-animation:animation-1mi33xo;animation:animation-1mi33xo;-webkit-animation-duration:800ms;animation-duration:800ms;-webkit-animation-timing-function:ease-in-out;animation-timing-function:ease-in-out;-webkit-animation-fill-mode:forwards;animation-fill-mode:forwards;-webkit-animation-delay:var(--animation-delay);animation-delay:var(--animation-delay);}}@-webkit-keyframes animation-1mi33xo{from{opacity:0;-webkit-transform:translateY(1em);-moz-transform:translateY(1em);-ms-transform:translateY(1em);transform:translateY(1em);}to{opacity:1;-webkit-transform:translateY(0%);-moz-transform:translateY(0%);-ms-transform:translateY(0%);transform:translateY(0%);}}@keyframes animation-1mi33xo{from{opacity:0;-webkit-transform:translateY(1em);-moz-transform:translateY(1em);-ms-transform:translateY(1em);transform:translateY(1em);}to{opacity:1;-webkit-transform:translateY(0%);-moz-transform:translateY(0%);-ms-transform:translateY(0%);transform:translateY(0%);}} Evolution is in our DNA

As the Amels 80 now moves into the next phase of her build, evolving from concept to reality, we will be taking a look deep into the DNA that flows through this next generation 80-metre Amels Limited Editions.  

Amels Limited Editions range

Amels 8002 is an Amels 80 from our Limited Editions range. Our premium semi-custom yachts offer fast delivery with top quality proven technical platforms.

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N80 for sale

The award-nominated NORDHAVN N80 - HULL 01 is a premier offering among the latest owner-operator vessels in its size range. Launched in 2021, this exceptional expedition yacht provides a unique opportunity to own a nearly new N80 without the standard 5-7 year wait for a new build.

This yacht is perfect for owners seeking a spacious yet minimally crewed vessel, having been a contender for two awards at the 2023 International Yacht & Aviation Awards. It comfortably accommodates up to 6 guests across 3 staterooms, including an on-deck master stateroom, along with quarters for 2 crew members.

Blending the features and space of a much larger yacht with the ease of handling suitable for a small crew, this vessel is ideal for entertaining. Its expansive deck spaces are perfect for hosting guests or storing toys, and it boasts a "vacuum"-type elevator that remains fully operational even in rough seas.

Special Features:

·  Nominated for two awards at The International Yacht & Aviation Awards 2023

·  Designed as an owner-operator, ocean-crossing cruising yacht

·  Combines the features and space of a much larger vessel with easy handling for minimal or no crew

·  Includes a "vacuum" type elevator that operates even in rough sea conditions

·  Offers the rare opportunity to own an N80 without the typical 5-7 year wait

·  On-deck master stateroom

·  Ample exterior space for entertaining and toy storage

Don't miss this rare chance to acquire a nearly new NORDHAVN N80 and start your adventures without delay.

Specifications

• Yacht Type: Motor Yacht
• Series, Model, Class: 80
• Builder: Nordhavn
• Naval Architect: Jeff Leishman
• Exterior Designer: Jeff Leishman
• Length Overall: 24.58 metres
• Length at Waterline: 22.27 metres
• Beam: 7.11 metres
• Max Draught: 2.02 metres
• Displacement Tonnage: 127.4

Construction

• Year of Build: 2021
• Hull Number: N8001
• Hull Type: Full Displacement
• Number of Decks: 3

Performance & Capacities

• Max Speed: 12 kn
• Cruising Speed: 9 kn
• Fuel Capacity: 17677 litres
• Water Capacity: 2555 litres
• Engine Make: John Deere
• Total power: 750hp
• Superstructure: GRP
• Deck: GRP,Teak

Accommodation

• Passenger Rooms: 3
• Master Rooms: 1
• Double Rooms: 2
• Twin Rooms: 1

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Winners of the World Superyacht Awards 2024 announced

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• Yacht Charter & Superyacht News >

Written by Rachel Kelly

Earlier this month the winners of the World Superyacht Awards 2024 were announced at a glittering ceremony held in Venice. The winners come from some of the most renowned shipyards, naval architects and designers in the world and recognise outstanding achievement in yacht building across a range of categories from Motor Yacht of the Year to the Voyager’s and Legacy Award.  

We brought you details of the full list of nominees last month and now we are delighted to reveal the winners in the Big Four Awards:

Motor Yacht of the Year

Winner: M/Y  ALCHEMY | Rossinavi | Philippe Briand | Enrico Gobbi 2023 | 66m (216’6”) | 12 guests

The Motor Yacht of the Year is awarded by the judges for the best yacht across all the motor yacht categories. As her name suggests luxury yacht ALCHEMY is a magical creation born from the combined skills of her design team and discerning owner. Her crowning glory, specifically noted by the judges is her suspended glass staircase which opens up the main salon in a sculptural form plus her overall layout which includes outstanding storage and crew areas.

Sailing Yacht of the Year

Luxury sailing yacht SARISSA

Winner: S/Y  SARISSA| Royal Huisman | Malcolm McKeon Yacht Design | Liaigre 2022 | 59.7m (196′) | 10 guests

The Sailing Yacht of the Year winner came from the 40m and above category and was considered by the judges to be the most notable from both categories. Sailing yacht SARISSA was built with performance sailing in mind, and it was her groundbreaking propulsion system and state-of-the-art sails and rig plus exquisite interior which appealed to the judges.

Refitted Yacht

Winner: M/Y CORINTHIA VII | Lurssen | Tim Heywood | Bizzozero Cassina Architects 2023 | 97m (318ft) | 12 guests

Superyacht CARINTHIA VII stood out in this category because of her ambitious refit, updating her from a private yacht to commercial in a mere 10 months, while remaining true to the original design. As well as her technical and structural upgrades to meet commercial code requirements, charter-friendly amenities were introduced including a swimming pool and gym.

Rebuilt Yacht

Superyacht H3 – © Photos Guillaume Plisson

Winner: M/Y  H3 | OceanCo | Lateral Naval Architects | Reymond Langton Design 2000/2023 | 105.0m (344’6″) | 32 guests

What makes a rebuild rather than a refit? If a significant amount metal has been replaced and the interior and technical areas have seen major alterations, the yacht is considered in the rebuild class. Superyacht H3 saw a multi-faceted alteration which clearly stood out from the other nominees and was so extreme, the team at Oceano considered her to be akin to a new build. She was extended by 10 metres, with two metres added to the forward deck in addition to an eight-metre stern extension. Oceanco estimates that rebuilding H3 saved a year and a considerable amount of carbon, compared to starting a new build this length from scratch.

Legacy Award: Paola Trifiro

Paola has been a committed member of the World Superyacht Awards judging panel and given her time and energy to the awards since 2012. As her fellow judges attested: “Paola has built and sailed a number of spectacular superyachts and is well known and respected in the industry. She is a great personality, and through her long-term work as a judge, she has supported the industry in many ways. She is an icon, instantly recognisable and highly knowledgeable.”

The ceremony celebrated Paola Trifirò’s remarkable life in the yachting industry with the presentation of a well-deserved Legacy Award.

The CharterWorld team have been delighted to get to know the nominees and winners to understand the direction of travel for outstanding superyacht design and building – and of course to welcome some of the winners to the charter market.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Winners of the World Superyacht Awards 2024 announced".

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