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LUCKY yacht NOT for charter*

27m  /  88'7 | new england boatworks | 2014.

Owner & Guests

  • Previous Yacht

The 27m/88'7" sail yacht 'Lucky' (ex. Rambler) was built by New England Boatworks in the United States. This luxury vessel's exterior design is the work of Juan Kouyoumdjian.

Guest Accommodation

Lucky has been designed to comfortably accommodate up to 20 guests in 1 suites.

Range & Performance

Lucky is built with a composite hull and carbon fibre superstructure, with carbon fibre/grp decks.

*Charter Lucky Sail Yacht

Sail yacht Lucky is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

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'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

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Maxi Racing to the Max

  • By Kimball Livingston
  • February 21, 2023

Maxi fleet race in St. Tropez

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

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

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

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

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

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

And what of the Wallys that seems to have disappeared?

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

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

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

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

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

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

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

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

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

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

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

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

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News Maxi Yacht Rolex Cup 2022. Strongest ever fleet

Maxi yacht rolex cup 2022. strongest ever fleet.

One of the largest, most competitive and innovative maxi yacht fleets ever assembled will tomorrow start five days of racing at the Maxi Yacht Rolex Cup in Porto Cervo, Sardinia. First held in 1980, this event will, as usual, will run from Monday until Saturday with Thursday a layday/reserve day. 50 yachts have gathered for this annual pinnacle of the maxi racing calendar, organised by the Yacht Club Costa Smeralda and the International Maxi Association (IMA). This is the event’s second largest fleet ever since 2016’s 53. The Maxi Yacht Rolex Cup is also the penultimate event of the IMA’s Mediterranean Maxi Inshore Challenge (MMIC). Defending champion, IMA President Benoît de Froidmont and his Wally 60 Wallyño , currently leads the 2022 MMIC by just one point from Alessandro Del Bono’s ILC maxi Capricorno , with Peter Dubens’ North Star and Sir Peter Ogden’s Jethou close behind. “I will try and focus on this regatta and there is another inshore after this. We have a good chance of success here - the crew knows the boat very well now,” said de Froidmont. As President of the International Maxi Association he added of this year’s fleet: “I am extremely impressed by the quality, the number and the level of the competition. We have reached a level we have never seen before.”  

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Wallyño will be racing in the ten boat Mini Maxi 3 + 4 class against Riccardo de Michele's Vallicelli 78 H20 , a repeated past class winner here, although beaten by one point last year to Luca Scoppa's Dehler 60 Blue Oyster. Also back this year are Luigi Sala's Vismara Mills 62 Yoru and Aldo Parisotto's Mylius 65FD Oscar3. This class’ other half comprises Swans including two original 65s, Anthony Ball's Six Jaguar and Giuseppe Puttini's past class winner here Shirlaf, plus the 651 Lunz am Meer, campaigned by Marietta Strasoldo and the more modern 601s, regular competitor Gerard Logel's @robas and Les Amis of Valter Pizzoli.

From the old to the brand new: Stealing the show this year will be Roberto Lacorte’s new FlyingNikka racing alone in Mini Maxi 0. This will be the first event for the world’s first fully foiling maxi with AC75-style flip-up T-foils, but the price is a stratosphere IRC TCC of 3.866.

Also new is Pier Luigi Loro Piana's My Song , the first example of Nautor’s ClubSwan 80. Loro Piana has been racing at the Maxi Yacht Rolex Cup since the early 1990s. “The event is getting better and better,” he says. “Happening at the end of the season is perfect. Rolex does an incredible job and the Yacht Club Costa Smeralda is the best place to race out of.”

Of his new My Song , he adds: “I feel very good - it is exciting. This boat has more things to adjust and the canting keel and daggerboard are new for me. It is important the boat is competitive against other boats of the same size although it would be fantastic to start a one design class.”

Longest here are the Js, whose fleet has doubled in size with Velsheda and Topaz joined by the ‘Super-J’ Ranger, now with a new American owner, for whom this is his first yacht. Following a substantial refit she raced for the first time at this year’s St Barths Bucket and won. Similarly Svea , now campaigned by a trio of Swedes, also won the Superyacht Cup on her first outing with her new team.

Calling tactics on board is round the world race veteran Bouwe Bekking, who previously raced in the J aboard Lionheart and whose last J Class event was winning the IMA-backed World Championship in Newport, RI in 2017.  “Js are always a challenge to sail,” says Bekking. “On Svea there is a nice mix of pros and guys with normal jobs who are good sailors and enjoying their Swedish heritage.” Svea was originally designed by Swede Tore Holm in 1937, but back then was never built. Around 80% of the crew are Swedish. “This has a really nice layout. The Js are all so similar and they are all sailed very well, so you need a good start.”

Among the Super Maxis (LH = 30.51+m) is once again the modern classic Spirit 111 AC Geist of Christian Oldendorff, which will be up against the Wally 107 Spirit of Malouen X (ex-Hamilton/Open Season), now belonging to TP52 campaigner Jean-Luc Petithuguenin, plus two Swan 115s: Shamanna, while Juan Ball has exchanged his Swan 90 Nefertiti for Moat 1 (ex- Highland Fling XV ).

As in 2021, the competition in the Maxi class (LH: 24.09-30.50m) will be fierce. It is also the biggest class with 13 entries. For the first time the Wallys joined the Maxi class last year and their 100 footers filled the podium: Sir Lindsay Owen Jones' Magic Carpet 3 , Claus-Peter Offen's Y3K and David M. Leuschen's Galateia . After winning the first two races, victory had came close for Lord Irvine Laidlaw's Reichel/Pugh 82 Highland Fling XI until her forestay broke. All four return along with the Dutch-owned Farr 100 Leopard 3, Charif Souki’s WallyCento Tango and Andrea Recordati's newly acquired Wally 93 Bullitt.

Offen has been competing at the Maxi Yacht Rolex Cup since 2000. Today, he says “it is more professional and the boats, are much faster, but the quality of both the boats and the crew has increased significantly.” As to whether he can repeat his second place... “that was amazing given that we have a comparatively old boat. It was a combination of doing a good job and a little bit of luck.”

This year they will line up against the pure maxi racers, including Rambler 88, now in the hand of former Lucky Maxi 72 owner Bryon Ehrhart and Wendy Schmidt’s ever improving Botin Partners 85 Deep Blue. Some of the best looking yachts here are the Southern Winds, including the 90 All Smoke, Canadian Will Apold’s 96 Sorceress, which debuted here in 2017, and Massimiliano Florio’s 82 Grande Orazio, the 2018 winner.

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As usual, the toughest here will be the six out of class former Maxi 72s, still racing together under IRC in Mini Maxi 1. Favourite is Cannonball, winner of the last two editions but gunning for her is Hap Fauth's Bella Mente now 74ft long. However Cannonball too has stepped up and she is now 75ft, with a deeper keel and also water ballast. Rating-wise Cannonball and Bella Mente are the same, but two points ahead of the 77ft Jethou. American regulars Jim Swartz's Vesper and George Sakellaris' Proteus, which finished second and third respectively last year, have a similar rating with Peter Dubens' North Star lowest of this group.

“The level is getting higher and higher,” says Cannonball strategist Michele Ivaldi. “We know that Bella Mente has improved a lot. Cannonball is a brand new boat now and we are learning her again - it is like having a new toy.”

Returning is last year’s complete Mini Maxi 2 podium: Alessandro Del Bono’s Capricorno, Luciano Gandini’s Mylius 80 Twin Soul B and Jean-Pierre Barjon, with his newly acquired Botin Partners 65, Spirit of Lorina. They are joined by Carlo A. Puri Negri and his Farr/Felci 70 Atalanta II, winner of last year’s Aegean 600 and the two Wally 80s, Rose of Sven Wackerhagen and Jean Philippe Blanpain’s Ryokan II, and the Vismara 80 MoMi of Angelomario Moratti and Nicola Minardi de Michetti.

Racing gets under way at 1200 tomorrow with a light forecast, conditions expected to build later in the week potentially to Mistral level.

(by James Boyd / International Maxi Association)

International Maxi Association Legal Headquarters: c/o BfB Société Fiduciaire Bourquin frères et Béran SA - 26, Rue de la Corraterie - 1204 Genève - Switzerland

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Racing in the Waters off the Coast of Sardinia

World of sailing..

  • Writer Sandra Lane
  • Photographer Carlo Borlenghi

“There’s a problem with this event—it’s too perfect.” So goes the joke shared by habitués of the Maxi Yacht Rolex Cup , held in Porto Cervo, Sardinia, every fall. It’s hard to disagree. We are on board Alix, a magnificent 90-foot (27-metre) Swan maxi yacht that’s serving as Rolex’s hospitality boat—not racing, but following the fleet.

The sun is warm, the sky and sea a medley of brilliant blues—a complementary contrast with the apricot-coloured rocks of the surrounding islands. The breeze is exactly the right strength to make the racing exciting, and our ride both fun and comfortable. Paul Cayard , seven-time world champion, veteran of multiple America’s Cups, winner of the Whitbread Round the World Race, and a Rolex Testimonee is on board. He explains the tactics of all the boats as they jockey for position on the line.

Held in the first week of September, the 2019 edition of the Maxi Yacht Rolex Cup attracted a fleet of 53 of the world’s biggest racing yachts (a maxi is more than 60 feet (18.3 metres) long, with no upper limit). Established in 1981 as a biennial event, the regatta has been supported by Rolex since 1985—the same year that the brand established its partnership with the event organizer, Yacht Club Costa Smeralda (YCCS). Since it became an annual event in 1999, it has grown to what must be the largest gathering of big race boats anywhere in the world.

They are attracted by a unique combination of factors: a tightly organized racing program and intense competition on the water, matched by tremendous camaraderie on shore, with the added attraction of Costa Smeralda’s world-class hotels and restaurants.

Maxi Yacht Rolex Cup

Tied up to the docks that fan out in front of the yacht club, the racing fleet is a spectacular sight. Representing a combined value of well over $100 million, it’s a fitting complement to the strong contemporary architecture of the yacht club building. (No ordinary clubhouse, it houses valuable collections of maritime memorabilia, contemporary art, and prehistoric fossils—amassed by the club’s founder, the Aga Khan—and has a terrace featuring one of the most glamorous swimming pools in the Mediterranean.)

Observing the Maxi fleet, you can trace the entire evolution of yacht design over the past 90 years—examples of how hull shapes have changed from gracefully narrow and curvy to aggressive-looking wedges; the evolution of materials, from polished teak and brass to carbon fibre and titanium; the change in sail technology—with most yachts now using NTPT, the high-performance thin-ply technology material developed and patented by North Sails, and recognizable by its dark colour. Billowing white canvas is now the stuff of nostalgia.

Maxi yachts run the gamut from those designed primarily for cruising (built for owners who also like to race) to pure, stripped-down racing machines, and even J-Class—beautifully restored examples of the yachts built for the America’s Cup in the 1930s, and their modern replicas. Being separated into eight classes, with an intricate handicapping system, allows boats with different designs and performance to compete in the same race.

Today, yachting is one of the key pillars of Rolex’s sponsorship activities. However, the brand’s relationship with the sport goes back to 1958 when it formed an association with the New York Yacht Club. In 1966–67, throughout his record-breaking solo around-the-world voyage, Sir Francis Chichester wore a Rolex Oyster Perpetual. A sextant, charts, and a very accurate timepiece were essential for navigation in those pre-GPS and pre-satellite phone days.

Maxi Yacht Rolex Cup

Just as the yachting community has been a leader in raising awareness of the need for marine conservation, Rolex’s philanthropic initiatives in that area go back several decades—latterly brought together under its Perpetual Planet umbrella. The YCCS itself took a significant initiative in 2017, celebrating its 50th anniversary by establishing the One Ocean Foundation. YCCS commodore Riccardo Bonadeo (a two-time winner of the event himself) considers it part of an “obligation to show gratitude to the sea,” emphasizing the importance of “action rather than just awareness.”

Today, Rolex’s yachting activities span the globe, encompassing partnerships with many of the world’s most prestigious yacht clubs and classic sailing events. As well as YCCS and the New York Yacht Club, the partners include the Royal Yacht Squadron (UK), Cruising Yacht Club of Australia, and Yacht Club de Monaco. Rolex partners with some 15 major yacht races and regattas, ranging from offshore classics such as the Sydney Hobart, the Middle Sea Race, and the Fastnet, to the 52 Super Series and SailGP.

But there’s nothing quite like the Porto Cervo Maxis—as it is known colloquially. “If you’re into sailing and you have the kind of money to own a big boat, Porto Cervo is your target,” says Cayard. “We all take the other [Maxi regattas] seriously, but this is the big one—this is the Rolex. You have the prestige, the history, the amazing weather and sailing conditions—it’s like a world championship.”

Maxi Yacht Rolex Cup

As you might expect at this level of any sport, things can get pretty intense—and here, the weather plays a significant role. That mistral day on the chase boat, we were lucky—we just got completely soaked by waves and spray. Others were not so fortunate: in the intensity of racing—as the top limit of safe wind speed imposed extreme loads on the yachts’ rigging—sails were blown out, a mast was broken, sailors were injured. All this for no reward other than the passion for racing.

Given the demands of racing yachts at this level, one of the most remarkable things about the Maxi Yacht Rolex Cup is that there is no prize money; for the yacht owners, it’s all about the thrill of beating their peers. An unusual feature of the regatta is that, although owners are allowed to hire professional crew, they must helm their own yachts for the great majority of races. When they cannot, the substitute helmsman must be classed as an amateur and the yacht receives a penalty on the result of the race.

Instead of money, the winners receive a trophy and a Rolex watch—this past regatta, a Rolex Rolesor   Yacht-Master. The engraving on the caseback is unique: proof that they have achieved supremacy in a sport that they are passionate about, by steering their yacht throughout one of the world’s most prestigious regattas. A regatta that is unlike any other.

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Maxi 1000: Quick, seaworthy and solidly built

Graham Snook

  • Graham Snook
  • June 9, 2022

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

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Product Overview

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

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

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

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

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

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

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

Covid delays

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

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

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

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

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

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

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

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

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

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

Friendly conditions

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

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

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

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

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

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

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

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

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

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

Below decks

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Still in good nick

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Alternatives toi the Maxi 1000

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There was an option for a deep performance keel

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Westerly Storm 33

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

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

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

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

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

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

Expert Opinion

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

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

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

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

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

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

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July 16, 2015

RP63 LUCKY – Bryon Ehrhart won line honours, took 1st IRC Overall & 1st IRC Class 2 for the 2015 Transatlantic Superyacht & Maxi Regatta (3069nm).

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After seeing victory slip through his fingers in 2022 when his Maxi 72 North Star was becalmed on the final run into the finish of the last race, today owner Peter Dubens, tactician Nick Rogers and the North Star crew were vindicated: Having started the last day of racing at the International Maxi Association’s European Championship second overall, their performance today squeezed George Sakellaris’ Proteus from the top spot to win the regatta by a mere quarter point after discarding their worst result.

maxi yacht lucky

Held out of Sorrento, Italy, the IMA Maxi European Championship was organised by the Circolo del Remo e della Vela Italia (CRVI) in conjunction with the IMA, the body officially tasked by World Sailing to administer and develop maxi yacht racing internationally. It was supported by Rolex as Official Timepiece and Loro Piana.

With its combination of offshore, coastal and windward-leeward races, the IMA Maxi Europeans provides a complete test for competitors thus making it one of the hardest titles to win in the maxi yachting calendar. North Star got off to the best possible start claiming last weekend’s Regata dei Tre Golfi offshore race. After a disappointing day for all of the former Maxi 72s on Monday when conditions favoured the smaller boats, North Star followed this with a consistent series, her worst result being a fourth.

maxi yacht lucky

“It was the English weather – I loved it!” Dubens quipped as to the reason for his team’s biggest victory in 14 years of campaigning. While rain has been a dominant feature of the weather all week, the maxi fleet was at last granted a reprieve from it today.

While Sir Peter Ogden’s 77ft Jethou was the star performer today, the lower rated North Star had been hanging on to her larger rival’s coattails. Dubens continued: “Today was very tense. We had to put a boat between us and Proteus and it wasn’t easy, especially when we had to do a penalty. We were lucky to get out of that.”

All was going well until the final mark rounding off Punta Campanella, explained tactician Nick Rogers: “There was a big lift on port into it and an easy lay line, but then the wind disappeared and suddenly we weren’t laying and we had low boat speed and we had to tack. We couldn’t get behind My Song and suddenly Vesper did what she had to do and we ended up doing a penalty turn just after the mark. But all the crew and Peter were mega-focussed and we got really good lanes of pressure into the finish.”

As to the IMA Maxi Europeans itself, Dubens added: “This is a fabulous event – I really love it, sailing around Capri and Sorrento.” His yacht was originally Niklas Zennström’s supremely successful double Rolex Fastnet Race winner Rán II, since been converted to ‘push button’ permitting her to race inshore this week with a crew of just 13. At this afternoon’s prize-giving Dubens was not only awarded the IMA Maxi European Championship trophy but also the trophy for the best-placed IMA member.

After today’s final coastal – a course set by PRO Stuart Childerley, zigzagging around the southern Bay of Naples, between Capri and Punta Campanella – the former Maxi 72s claimed the five top spots overall in the Championship: Dario Ferrari’s Cannonball was third while Jim Swartz’s Vesper beat Sir Peter Ogden’s Jethou, also by a quarter point after Vesper didn’t sail on Tuesday and Jethou was disqualified from a race yesterday.

Following the Maxi 72s, in sixth place overall was Riccardo de Michele’s Vallicelli 78 H20 ahead of Pier Luigi Loro Piana’s ClubSwan 80 My Song and IMA President Benoît de Froidmont’s Wally 60 Wallyño, which put in a superb performance today finishing fifth overall.

maxi yacht lucky

H20 finished less than two points from fifth in the overall championship results: “Today the wind was lighter than the previous days and we suffered because H20 doesn’t enjoy winds lighter than 10-11 knots,” explained de Michele, whose daughter Cecilia sailed onboard all week. “I must say that the whole week was very good for us, despite the rain – but this is part of the game. I found the logistics to be excellent, the hospitality top – for sure we’ll come back.”

Loro Piana and his My Song crew are still finding their feet with their radical and still relatively new canting keeler. According to tactician Ken Read since Monday they have gained a knot of boat speed upwind. “The week has been very exciting,” said Loro Piana. “We had three days of heavy rain, but also good wind so we could work on the boat and try out many ideas. Little by little we are learning how to manage it. This part of the Sorrento coast is so beautiful with Capri, Punta Campanella, Li Galli, etc – there are so many things to discover, which is a huge reason to come here and race.”

Outside of the Maxi 72s, in sixth in today’s race and finishing miles ahead of the next boat, was Belgian Jean-Philippe Blanpain’s Vismara-Mills 62 Leaps and Bounds 2.”It has been very nice, having offshore, inshore and windward-leeward races,” said Blanpain. “Today we had nothing to lose against the rest. It was all about starting well.” Tactician onboard was Andrea Casale, who was pleased that their plan to start to windward of the fleet paid off and they had even been able to bounce away the all-powerful Maxi72 Cannonball.

Other teams have been treating this event as a means of mixing some serious racing with visiting this exotic corner of Italy and soaking up its extensive apres-sail. Winning the prize for the furthest travelled was Craig Clifford and his crew on the Marten 72 Aragon who herald from Tasmania and the UK. “We had a great week. It was very enjoyable with good comradery. The weather was a challenge but we finished on a great day,” said Clifford who has raced considerably down under including his own Farr 40. “The crew got on very well together and we hope to keep the team together and do other regattas around the world.”

Of this week’s IMA Maxi European Championship, IMA Secretary General Andrew McIrvine commented: “Despite the rain, the weather conditions have permitted some exceptional racing this week and exceedingly tight racing. A worthy winner has been produced in Peter Dubens and North Star – and what a final result! I would like to thank the CRVI as well as our partners Rolex and Loro Piana for their help with laying on such a superb second edition of our Maxi European Championship.”

The IMA’s Mediterranean Maxi Offshore Challenge continues on 1 June with the 151 Miglia-Trofeo Cetilar offshore race from Livorno to Punta Ala, via the Giraglia Rock.

maxi yacht lucky

2023 IMA Maxi Europeans overall:

1: North Star/Peter Dubens (GBR) 2: Proteus/George Sakellaris (USA/GRE) 3: Cannonball/Dario Ferrari (ITA)

IMA Maxi Europeans class awards:

1: (Loro Piana Challenge Trophy): North Star/Peter Dubens (GBR) 2: Proteus/George Sakellaris (USA/GRE) 3: Cannonball/Dario Ferrari (ITA)

1: Leaps and Bounds 2/Jean-Philippe Blanpain (BEL) 2: Cippa Lippa X/Guido Paolo Gamucci (ITA) 3: Tilakkhana/Pascale Decaux (FRA)

1: H20/Riccardo de Michele (ITA) 2: Wallyño/Benoît de Froidmont (BEL) 3: Shirlaf/Giuseppe Puttini (ITA)

Line honours  – Coppa Gustavo d’Andrea: Jethou/Sir Peter Ogden (GBR)

Overall 68th Regata dei Tre Golfi IRC Maxi:

1: North Star/Peter Dubens (GBR) 2: Jethou/Sir Peter Ogden (GBR) 3: H20/Riccardo de Michele (ITA)

Inshore races:

Maxi 1-2: Proteus/George Sakellaris (USA/GRE) Maxi 3: Leaps and Bounds 2/Jean-Philippe Blanpain (BEL) Maxi 4-5: H20/Riccardo de Michele (ITA)

2023 IMA Maxi European Championship:

Inshore trophy – 1st:  Proteus/George Sakellaris (USA/GRE)

IMA trophy – best placed IMA member:  North Star/Peter Dubens (GBR)

Mylius Trophy:  Cippa Lippa X/Guido Paolo Gamucci (ITA)

Nautor Trophy:  My Song/Pier Luigi Loro Piana (ITA)

IMA Maxi Europeans line honours trophy – Coppa Roberto Garolla di Bard:  My Song/Pier Luigi Loro Piana (ITA)

Corinthian class – Coppa Guido Imperiali di Francavilla

1: Shirlaf/Giuseppe Puttini (ITA) 2: Manticore/Franz Baruffaldi (ITA) 3: Aragon/Craig Clifford (AUS)

For more information about the IMA Maxi European Championship and Tre Golfi Sailing Week visit .

Full results available here .

For more information on the International Maxi Association visit .

Johana Nomm


Olympic dreams fulfilled: dramatic conclusions at the last chance regatta, rising tides at palmavela: the provezza’s triumph and a showcase of maritime mastery, solaris yachts and barcolana join hands for the first barcolana solaris adriatic cup, palmavela offshore race crowns the winners of its fourth edition.


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Extraordinary boats: Rambler 88 has won races all over the world. What’s her secret?

Yachting World

  • April 1, 2016

This 88-footer has been making waves on opposite sides of the world, coming 3rd in the 2015 Rolex Sydney-Hobart race. Crosbie Lorimer had a closer look in Hobart

maxi yacht lucky

Photo: JesusRenedo/ SailingEnergy

“Will I bring Rambler 88 back next year? It’s too soon to be sure, but it’s certainly a possibilty.” The words of owner George David moments after crossing the finish line in 3rd position in the 2015 Rolex Sydney Hobart Yacht Race – and four minutes behind Syd Fischer’s 100ft Ragamuffin 100 – say as much about the nature and further potential of his yacht as they do about the draw of this classic ocean race.

Many have queried David’s choice of an 88-footer since her launch in December 2014 – too large for a Mini Maxi, too small to beat line honours 100-footers – but 12 months of impressive results seem to vindicate his choice. Indeed, it was largely only the fickle nature of the weather in the last day of racing that put paid to Rambler ’s chances of an overall handicap win in Hobart.

So, what is so extraordinary about this yacht?

At first pass many of the features in evidence above the waterline reflect the design philosophy adopted by Juan K Design for its Open 60 and Volvo 70 projects: wide beam aft, sharply chined topsides forward, rounded stem, full length hull/deck chamfers, toed-in daggerboards, slight reverse sheer and a large foretriangle.

The topside chine forward deflects spray. The slightly arced and softer form of the chine can be seen abaft the daggerboards

The topside chine forward deflects spray. The slightly arced and softer form of the chine can be seen abaft the daggerboards

But a closer look above and below the waterline reveals some new details, one of the more subtle of which can be found in the full length chine in the topsides. The sharp chine at the bow softens and rises in a very shallow arc in its central section to increase lateral wetted area and minimise waterline dissymmetry when heeling.

Replicating a humpback whale

Substantially less subtle are the striking orange twin rudders that have garnered much attention for their leading edge ‘nodules’, reportedly designed to replicate the hydrodynamic qualities of the tubercles on the pectoral fins of humpback whales.

Below decks is perhaps where many of the most innovative features of this yacht are to be found and not least in her systems design. With weight saving being the Holy Grail for all yacht designers and builders – and particularly for yachts with powered hydraulics – critical balances have to be struck between engine weight, fuel loads and power demand.

The design team chose a Steyr marine engine for Rambler as these powerful units are light and very fuel-efficient. However, that lightness by its very nature means less rotational mass than a heavier engine and thus a greater potential to stall under high power demand manoeuvres such as in gybing.

Rambler’s full-time boat engineer Brian Giorgio has spent many hours with systems engineers Kinetic Scientific and hydraulics specialist Central Coast Hydraulics refining the systems programming to minimise such incidences – “you learn to work within the capability of the engine, so having a control system like this allows you to fine tune it to an exhaustive point.”

In the same vein weight saving in wiring has significant upsides for performance. Rewiring the boat to aircraft grade specification has saved up to 50kg in weight, a seemingly insignificant figure for a yacht of nearly 23 tonnes perhaps, but a similar exercise on Comanche has lowered the centre of effort in the sail plan by 200mm.

The experience of Rambler 100 ’s keel failure and capsize in the 2011 Rolex Fastnet Race led owner George David to take a particular interest in keel performance. Consequently, Rambler 88 ’s keel operations are continuously monitored through a sensor on the pin and fibre optic patches on the fin; data is continuously logged and a dedicated read out in the navigation station provides real time feedback on bulb loads.

With another full year of racing ahead in which to hone her potential yet further, including summer regattas in the Mediterranean, there may be a number of Hobart contestants hoping that Rambler 88 will not be heading Down Under again in 2016.

Rambler 88 results 2015

Voiles de St Barths – overall winner

RORC Caribbean 600 – line honours winner (3rd overall)

Rolex Middle Sea Race – line honours winner (7th overall)

Rolex Sydney-Hobart – 3rd over line

maxi yacht lucky

The twin rudders feature ‘nodules’ that reduce separated laminar flow when the rudder angle of attack increases. This reportedly also reduces drag on the tip

Rambler 88, Yachting World Article, Jan 2016

A 20cm hull concavity around the keel pivot point and the keel fin lengthened by the same amount adds a 15cm lateral offset to the bulb at 40° of rotation

Rambler 88, Yachting World Article, Jan 2016

The mainsail outhaul is controlled by an extending ram at the gooseneck. The boom also rotates to match the sail shape, reducing the loading at the tack

Rambler 88, Yachting World Article, Jan 2016

The H5000 series B&G readouts feature lit digits as well as backgrounds for improved night time visibility. Keel controls are by Kinetic Scientific

Rambler 88, Yachting World Article, Jan 2016

The navigation station sits abaft the systems bay below with an access and communications hatch parallel to the helmsman’s position

Rambler 88, Yachting World Article, Jan 2016

A dedicated keel monitoring readout is located in the navigation station and provides real time data as well as logging performance for future analysis

Rambler 88, Yachting World Article, Jan 2016

The engine prop is lowered and raised with a ram. When it is raised a trap door seals the hull and the controls self-monitor the propeller position when sailing

Rambler 88, Yachting World Article, Jan 2016

The Steyr marine diesel engine, located at the base of the companionway, has already clocked 2,000 operational hours in its first year

Rambler 88, Yachting World Article, Jan 2016

All keel elements are visually inspected after each race, while a pin sensor (top of picture) and fibre optic patches on the fin monitor loads and stresses

Rambler 88, Yachting World Article, Jan 2016

The small galley features an electronic water heater (mounted on the bulkhead) which provides boiling water more safely and quickly for all crew

LOA 27.00m/88ft 7in

Beam 7.10m/23ft 4in

Draught 6.00m/19ft 8in

Mast height 41.47m/135ft 10in


(lightship) 22,890kg/50,463lb

upwind 512/638m 2 /5,511/6,687ft 2

downwind 980m 2 /10,548ft 2

mainsail 318m 2 /4,423ft 2

IRC rating 1.88

Designed by Juan Kouyoumdjian Yacht Design

Built by New England Boatworks, RI, USA

Mast/boom Southern Spars

Sails North

Electronic systems Diverse Med, Kinetic Scientific

Keel hydraulics Central Coast Hydraulics

Control hydraulics Navtec, Cariboni, Harken

Foils Core Composites (daggerboards), New England Boatworks (rudders), Sydney Composite (sideboards)

Standing Rigging Southern composite rigging

Winch System Harken (primaries, 1100 Series)

Instruments B&G




Maxi Yacht Rolex Cup Day 2: Windward-leewards begin in Porto Cervo

George Sakellaris at the wheel of Proteus en route to winning today's first Mini Maxi 1 windward-leeward on day 2 of the Maxi Yacht Rolex Cup - photo © IMA / Studio Borlenghi

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Digital Cover royal-style

Zara Tindall is a barefoot beauty in berry-print maxi dress on sun-soaked holiday

The daughter of princess anne joined the celebrations at monaco's f1 grand prix.

Georgia Brown

Zara Tindall showed off her carefree side as she went barefoot onboard a luxury yacht during the Monaco Grand Prix this weekend. 

Zara, 43, and her husband Mike Tindall , 45, were amongst the guests at an exclusive celebration hosted by The Green Room Experience as part of the high-octane sporting event. 

In photographs shared on Instagram over the weekend, Zara can be seen sipping on Champagne and dancing barefoot as Mike's close friend and podcast co-host James Haskell DJs. 

Zara Tindall went barefoot onboard the luxury yacht in Monaco

The royal showed off her sartorial prowess in a cream and sage tea dress from royally-loved brand, ME+EM. Complete with angelic capped sleeves, a tiered A-line skirt and feminine flared hem, Zara's dress fit effortlessly into her off-duty wardrobe. 

The mother-of-three paired her floral-printed dress with the 'Micro Lottie Bag' from Aspinal of London, perfectly complementing the cream hues of her 'Zahra’ nude sunglasses from Soek. 

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Looking edgy and elegant, Zara went all out with her accessories, layering several pieces of gold jewellery and rocking gold hoop earrings to match her head-turning Monaco vibe. 

A photo of Zara Tindall and influencer Zoe Hayes

In a rare move for a royal lady, the daughter of Princess Anne was a down-to-earth darling as she went barefoot amongst the boat - most likely for safety reasons, but ideal for dancing!

"The best part of the outfit is her bare feet!" penned a fan on Instagram page Royal Fashion Police.

A photo of Zara Tindall and influencer Zoe Hayes

Fitness influencer Zoe Hayes, a guest of The Green Room Experience, shared several behind-the-scenes snaps of Zara via her Instagram Story. " It was an honour to meet Zara, she looks beautiful and one of the nicest people I’ve met," she penned on IG.

Zara's Monaco Grand Prix style file

It's not the first time Zara has showcased her impeccable style at the Monaco Grand Prix. 

In 2023, the late Queen Elizabeth II's granddaughter once again showed off her fun side as she was spotted in a DJ booth in Monaco . Zara took a turn on the decks as fellow yacht guests danced and clapped to Macklemore & Ryan Lewis' Can't Hold Us .

The royal nailed the perfect balance between off-duty casual and quiet elegance as she headed overseas to the celebrity-favourite destination. Looking glamorous as ever, the equestrian donned an oversized striped poplin dress from Essentiel Antwerp. 

Mike Tindall and Zara Tindall pose for a photo on the grid during the F1 Grand Prix of Monaco at Circuit de Monaco on May 28, 2023 in Monte-Carlo

The nautical mini dress featured a regal pie-crust neckline, a flattering tiered skirt and statement ruffled cuffs on the sleeves.

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This New 37-Foot Yacht Blends Serious Sportfishing With Casual Cruising

The speedy vicem tuna masters 37 express can hit 46 knots at full tilt, too., rachel cormack.

Digital Editor

Rachel Cormack's Most Recent Stories

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Vicem Tuna Masters 37 Express

Vicem Yachts has already won over traditional yachtsmen with its elegant, cold-molded mahogany cruisers . Now it’s hoping to reel in anglers, too.

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Created in partnership with Turkish designer Murat Iyriboz and U.S. outfit DLBA, the Tuna Masters can be used for serious angling and casual family outings. The two models showcase molded fiberglass exteriors, the same sleek hull, and an impressive beam of just over 12 feet. Both also deliver “exciting performance,” according to Vicem.

Vicem Tuna Masters 37 Express

The interior is the main difference between the two: The 37 CC showcases a walkaround center console, whereas the 37 Express has more of a cruiser-style cockpit with a wraparound windscreen under the hardtop. The Express is also outfitted with a full lower cabin.

The helm is positioned front and center of the enclosed cockpit, with wraparound guest seating nestled behind. To the aft lies a triple-seater bench, two fighting chairs, a built-in bait well, and multiple pole holders. The live bait tank has an impressive capacity of 45 gallons, too.

The lower deck features a galley, a head, a rod locker, and a cabin that can be tailored to the owner. (You can opt for twin berths in a V formation or a full double V-berth if you want more space.) The fit and finish are quintessentially Vicem, with teak decking and detailed joinery throughout.

“The lower accommodation area is both versatile and exceptionally comfortable, notably featuring an impressive two-meter headroom without compromising the yacht’s sleek profile,” the team adds. “The 37 Express perfectly complements the CC version and underscores our commitment to enthusiasts who prioritize both fishing and cruising.”

The first Vicem Tuna Masters 37 Express is currently in Puerto Rico.

Click here to see all the photos of the 37 Express.

Vicem Tuna Masters 37 Express

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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