SuperSail World Issue 054

SCALE OF THINGS TO COME?

We all know things have to change, and fast. So it’s no surprise to see some form of sustainable credentials promoted with virtually every new sailing project in recent times. Whether this is from the materials side, renewable energy technology or a pure efficiency standpoint, there are some prime examples shown in the following pages, be they concepts, projects in build or recently launched.

On the materials front, aluminium has long been a wonder product. For all the current talk of recyclable composites, the infinitely recyclable and comparatively lightweight properties of aluminium surely make this the ultimate material for large yacht building?

Our showcase yacht in this issue, the 81m

Sea Eagle II, is the largest aluminium sailing craft ever built. The enormity of this Royal Huisman schooner makes it almost impossible therefore to imagine the engineering complexity involved with the latest Mani Frers-designed 85m sloop the Dutch yard currently has in build. Yet it has plans to go larger still.

What is refreshing about the latest trend in ‘mine’s bigger’ projects today (that’s also the title of an absorbing book documenting Tom Perkins and the build of Maltese Falcon) is that they’re focussed on sailing ability and the enjoyment of sailing. After all, the most sustainable way to go boating is obviously to use your sails as much as possible.

Toby Hodges

CLOCKWISE FROM TOP LEFT: from the bizarre, a catamaran with Flettner rotor rigs; to the sensational Sea Eagle II; to the dual purpose performance yachts racing in the Superyacht Cup – superyachts are all about efficiency on the water today

Sailing Energy/The Superyacht Cup

Tim McKenna

WHAT’S HOT Kaze

Philippe Briand’s office has just published a 60m ketch concept which aims to combine maximum comfort with greater sustainability. As a ketch, Kaze’s twin masts are Panamax rated, with easier to handle sail areas. But Briand has maximised the hull volume to offer a staggering 499 gross tonnage of luxurious internal space, all immaculately styled in contemporary fashion by FM architettura. The drop-down bulwarks and hydraulic aft platform are features more commonly seen on motoryachts. Under sail, the boat can regenerate its own power as the prop turns, pumping out dozens of kilowatts day and night for emission-free operation.

philippebriand.com

Valo Hyperfoil

The ubiquitous jet ski gets the foiling treatment in this new product from a California-based marine start-up. Valo can

Project Juno

Never one to shy away from size, Dixon Yacht Design has released a concept for an ambitious 106m three-masted super-sailer, using a Falcon rig to reduce crew requirements. Hull speed alone is an eye-watering 23 knots. The yacht has four decks, one of which is dedicated to the owner, and features include a cinema, spa/gym and an 8m pool. There’s still room for a 10m tender. Dixon describes it as “future proof” in technology terms.

Mini Juno

Shortly before we were going to press, Dixon unveiled details of its new offspring ‘Mini Juno’, a 33m version that’s one-third of the size of Juno. Again designed to lure clients away from motoryachts, this maximises internal accommodation and uses a single Dynarig for easy, efficient sailing controlled from the flybridge console. Solar panels, hydrogenerating propellers and hybrid propulsion are specified for a cleaner way to take to the seas.

dixonyachtdesign.com

Wally101 Full Custom

High tech carbon sandwich pre-preg layup has kept this sleek, plumb-bowed yacht to an impressive 55 tonnes, with 22 tonnes in the keel alone. The just-launched Judel/Vrolijk design is the 48th full carbon Wally sailing yacht. It has a lifting keel which drops to the dark depths of 6.8m for upwind sailing performance, while sails are all controlled via high speed hydraulic pumps – something Wally is known for to help keep sail handling manageable and decks ultra clean. Inspired by the WallyCento box rule, to be able to mix maxi racing with cruising, this should be a real flyer and is destined for the Med circuit. wally.com

Flitescooter

Foiling toys are standard fare for superyachts these days, but they’re not simple for beginners to get the hang of. Flite has tried to remedy this with its new Flitescooter, which offers more stability and a handle to help newbies get their balance. The technology and control system on the inside is the same as the original Fliteboard, but greater buoyancy means there’s no need to get wet. The handlebars can be easily removed as riders improve their skills.

Price: £12,995. fliteboard.com

McLaren e-scooter

Now that everybody and their dog seems to own an electric scooter, the well-heeled have had to reassess their riding habits. Luckily, McLaren has produced a timely solution with the launch of its Lavoie Series 1 foldable e-scooter. Built in supercar-grade magnesium for a relatively light weight of 16.5kg, it nevertheless has a 50km radius.

The battery can be recharged in two hours, and the whole thing folds down at the touch of single button. It has an integrated display and smart side lighting which is said to make the rider more visible at night. lavoielectric.com

Perini Navi ‘Genesis’ fleet

Perini is known the world over for its super-size sailing boats, dominated by the 88m Maltese Falcon. But as a recent addition to The Italian Sea Group, the yard has just released the concepts for three new yachts from 48-77m LOA under the banner ‘Genesis fleet’. The emphasis of this project is on internal volumes and a cleaner, more curvy modern styling with lots of glass. Coming from the pen of Malcolm McKeon, the 56m is the only one with a ‘named’ designer. The flagship features a fully automatic Falcon rig, deployed at the click of a mouse using electro-hydraulic systems. perininavi.it

Grand Sailing Trimaran Epiphany

Overflowing with superlatives, this concept design from Steve Kozloff measures 54m bow to stern with twin masts, three decks and space to garage an Icon A5 seaplane. There’s a vast 70m2 owner’s cabin in the bow of the central hull, with two VIP suites in the crossbeam! In total, there’s room for 12 guests and eight crew. There are heated masts, handrails and doors to combat freezing temperatures and the hydraulic beach platform covers 150m2 . The rig is designed to use SolidSails, composed of semirigid composite strips and flown on unstayed rotating masts. A top speed under sail of 8 knots is hardly thrilling, but then this is really a floating village. thegoliathseries.com/epiphany

AquaDart Nano

Iaqua sat down to reinvent the underwater scooter, and the result is the AquaDart, which claims to be half the weight of the competition (24kg), with a 30% smaller footprint and 60% more thrust than conventional jet drives. It’s hard to verify these figures, but the product is certainly compact.

The AquaDart comes in three varieties, ranging from the sporty version with 450N of thrust up to a 620N option. They’ll take you to 40-45m depth, but you can also set an operational floor at 2m depth. Battery life is between 60 and 90 minutes.

Price from $5,830. iaquawatercraft.com

enough for a sailing superyacht with an eye on light displacement. Price naturally depends on spec but starts at €5,900. octoport.de

FY.01catamaran

You might think this looks like a swish sort of jack-up rig, but you’d be wrong. 3Deluxe has designed this luxurious 100m catamaran around the long-neglected principle of the Flettner rotor – three of them, in fact. These towering 30m structures are made of natural fibre composite, and rotate using electricity from solar panels around the yacht. Likened to the top-spin on a tennis ball, this rotation generates forward motion and reduces the energy required for propulsion by up to 40%. You need to have an engine engaged, but it is claimed to be more powerful than the equivalent sail area.

The concept imagines no fewer than three pools aboard, including a glass bottomed infinity pool cantilevered out over the stern. With a beam of 20m, there’s plenty of space for a central atrium, protected on all sides. Batty, but wonderful!

3deluxe.de

Airscreen

Turn the foredeck or flybridge into an outdoor cinema in no time with one of these inflatable movie screens. They range in width from 3m to 7.3m and can be tethered freestanding (or even floating) to serve as a projection surface. They take just a couple of minutes to inflate and cost from €2,790 to €8,690. Larger screens are also available, but require a blower to maintain air pressure, a bit like a bouncy castle. airscreen.com

WHERE EAGLES DARE

STUNNING IMAGES OF THE 81M SCHOONER

SEA EAGLE II IN FRENCH POLYNESIA ARE A RARE

CHANCE TO SEE ONE OF THE WORLD’S MOST MAGNIFICENT SUPERYACHTS IN FULL FLIGHT.

TOBY HODGES FINDS OUT MORE FROM THE TEAM BEHIND THE DESIGN

Photos by Tim McKenna

It’s very rare to see quite such a large vessel, the world’s largest aluminium sailing yacht in this case, truly in its element: sailing full bore in an idyllic location. To us sailing fans, it’s the equivalent of a birdwatcher photographing an exceptional species of finch, kingfisher or indeed eagle. With regards to Sea Eagle II, however, these images really do make you re-evaluate your impressions of scale.

We’ve talked in detail about this superyacht before, when it was just a vision, a project in build. But these pictures, showing it in full flight, help bring a long list of impressive technical statistics to life. While there are many big yachts, there are very few sailing yachts as large as this – officially eight, but of those considered proper sail-powered rather than sail-assisted yachts, arguably only three. And certainly very few we’ve seen that can sail like this: seemingly with relative ease, control, power and grace.

The extensive photoshoot in French Polynesia shows Sea Eagle II really shifting under its own easily furled canvas. This should come as no surprise to anyone familiar with Dykstra Naval Architects. Look at the spray flying off the towering stemhead – this is no sailing motoryacht. From bow-on you can see the hull is comparatively very slender, with purposeful chines and a flare to the topsides aft. The waterline is fully extended as the sections transition from a rounded U-shape bilge forward to a flat run aft.

Combine this with the long glass deckhouse and it reminds of a modern explorer yacht or a naval craft. Its hull lines are strikingly efficient, purposeful even. Her 6m draught aside, you get the impression there is nowhere Sea Eagle II can’t soar to. That it has already completed a circumnavigation and sailed 45,000 miles in its first three years is less surprising when you consider just how long

Long waterlines together with a modern, beamy aft shape helps create massive volume, powerful performance and low heeling speed. Photos taken in Mo’orea and Bora Bora

Far left: the main mast features a crow’s nest to provide guests with ‘sea eagle views’

Middle: note the size of the crew to get a scale of the aft deck and beam

Left: side decks you could fit a skittle alley on, yet protected by high bulwarks

legged it is – indeed the crew and designers have reported sustained passagemaking speeds of over 20 knots. But why the look, why that sailplan, and how did it get from concept to sailing in Pacific islands?

A CLASSIC START

The initial brief was actually for a more classical yacht, similar to the 90m schooner Athena that Royal Huisman built for Jim Clark in 2004, before the owner realised he’d prefer the benefits that come with a more modern shape with straight lines. This allowed for a much longer waterline and beamy transom for more stability, volume and comfort at less heel.

Passagemaking performance aboard a practical and safe yacht to manage easily was the target. Sea Eagle II was commissioned by an ageing owner who wanted a large, stable and easily driven yacht – which is why it ended up being twice the length and three times the volume and sail area of the previous Sea Eagle, a 43m yacht which launched from Huisman in 2015.

The modern look came from Dykstra’s Erik Wassen, lead naval architect for the project, who I caught up with to discuss how the design transpired and if it has fulfilled its brief. Where a classic yacht “has lots of details to give it life – I thought a round bilge boat with no detail on it is just incredibly dull,” he replies candidly. This helps explain the yacht’s prominent chine, “single aft, turning into a double chine forward, to give it detail,” while in the transom the topsides are inverted, and have some negative camber. “That’s what your eye picks up – it emphasises that masculine look.”

As well as the aesthetic trickery, it’s a shape that works from a naval architecture point of view too: “the knuckle gave me more beam in the forward end of the boat where we have the foremast. The chainplates can be separated more without having too much flare in the boat.”

Sea Eagle II’s striking styling is set off by the long deckhouse with its straight glass windows, which cements an explorer look. The UK’s Mark Whitely, who designed the interior, drew this profile. “We went with that and explored

Left: powerful schooner sailplan with heavily roached equal sized mains. The upwind sail area alone is equivalent in size to five basketball courts

Right: to manage this canvas, 34 winches can all be pushbutton controlled from the helm stations

‘The prominent chine emphasises the masculine look’

it further to sink the bridge half into the superstructure to keep the overall height limited,” Wassen explains.

A schooner rig featuring three carbon masts with furling booms was deemed the most effective way to give SEII the most manageable sail power at the Panamax limit (61m). Dynarigs, as used on the Dykstra projects Maltese Falcon and Black Pearl, were not appropriate for an owner who preferred more classic styles. And while Wassen says they did consider square-top sails, the additional complication was considered too high at the time (around 2017). Instead, the three heavily roached mains have proven to provide ample sail area.

Royal Huisman’s sister company Rondal built the three equal size high modulus carbon masts, as well as the furling booms, captive and drum winches, while CarboLink supplied the carbon standing rigging.

STRAIGHTFORWARD SAILING

The beauty of the sailplan is that it can set so much canvas on easily managed push button furlers. The 34 winches are all interfaced and controlled by Rondal’s integrated sail handling system. The Stratis-built fore, main and mizzen sails can raise simultaneously thanks to plenty of hydraulic juice powered by twin 120kW gensets and power take-offs on the main engines.

When you include the staysails that can set off each mast and the yankee, there are seven furling sails from Doyle, totalling around 3,500m2. And that’s without a kite (which the new owners are looking into adding, with rumours of future racing events such as the Caribbean RORC 600).

“Tacking is very straightforward,” reported Royal Huisman’s commissioning skipper: “the mains mostly look after themselves with only minor adjustments.

Palatial space at anchor. Transom hinges to create a full beach terrace. Lazarette includes a crane for the 8m guest tender plus toy space

‘This is a mile-munching machine’

“Gybing naturally takes a little more orchestration, as on any large yacht. But it is still a smooth and safe process.”

The yankee sheet has the most load, but even that’s on an 18-tonne pull winch, which is reasonably common in large yachts. To depower the sailplan, the crew typically reef from the mizzen first, with the reefs all on halyard locks.

In terms of performance, this is a mile-munching machine. “In a good breeze, on a beam reach, with reefed sails, it does 20 knots comfortably without pushing it,” Wassen reports. This is confirmed by Huisman’s commissioning skipper who reported high boat speeds that are easy to maintain: “We comfortably recorded 22 knots in moderate wind conditions. In fact, at 16-18 knots boat speed, I found myself regularly checking the B&G speed displays for confirmation because the motion is so relaxed. Sailing fast with just a gentle heel [typically max 10-15°], she feels very safe.”

Wassen stresses it’s never had a race crew aboard, so has never been pushed. “We know the boat has been doing sustainable 20 knot+ deliveries... so I think the performance polars we made are doable.”

He attributes the commendable performance to the long waterlines, where buttocks slowly rise to a transom that is only just clear of the water. But credit must go equally to

The formal dining and leisure area at the forward end of the deckhouse. The curved, forward windscreen gives a panoramic outlook

Right: a bridge fit for a ship for fully protected watchkeeping

Below: the al fresco dining area beneath the aft overhang, with grand stairs each side to the flybridge

the stiff and strong build. Typically yachts of this scale are built in steel, which results in a much heavier structure. Royal Huisman are masters in large aluminium craft and this, its largest to date, helped them further the technology – learnings which have continued to progress with the launch of its recent full performance yacht Nilaya and the colossal 85m sloop in build (see panel, right).

The complexity of SEII’s build, and its four years in engineering and construction, cannot be understated. The goal was to find the right balance between strength and flex, the former to ensure the necessary longitudinal strength and rigidity, the latter to absorb the dynamic shock loads from waves.

GLASS DOESN’T BEND

An example of such a construction challenge lay with how to mount such a long, rigid deckhouse structure, which comprises so much laminated glass, onto a more flexible aluminium hull. “When we were doing the FEM [finite element method] analysis, we noticed that the glass mullions would be picking up a lot of the load,” Wassen explains: “the deck is participating in the overall structure and a boat with this beam will deflect and bend in waves.”

As glass won’t flex, the build team needed to include some tolerance between the roof and mullions. Aerospace specialists developed an adhesive specially for this project, using it to bond the forward section of the deckhouse to create 2cm of flex.

This long run of glass is central to the overall aesthetic, something Mark Whitely elaborates on: “The essence of the yacht’s appeal is illustrated by long, uninterrupted lines of glass, a subtle sweep of superstructure and a blister to enclose the semi-raised bridge.

“The proportions and low profile were driven by the owner’s request to have a continuous floor from the exterior dining space, right through the large main saloon to the forward dining saloon, with no steps.” The photos confirm side decks you could bowl down, and fore and aft decks clear enough for racket sports.

Elsewhere on deck there are foldout boarding platforms on both sides. Outside and inside worlds are separated by flush sliding glass doors which disappear into their own garages, while steps each side of the dining area lead to the expansive flybridge to offer another full deck of entertaining space and an ideal vantage point to helm from.

Another prime feature of Sea Eagle II’s design is the full

bridge nestled between flybridge helm station and the main deckhouse, from which it can be commanded in heavy weather. Deciding at which of the many long tables to sit or relax at would seemingly be the only headache for owners and guests. Whether alfresco on the aft deck, inside/outside bar seating, the decksaloon or a formal dining and leisure area forward with 180° windscreen views, all are on the same level.

The main accommodation is for 12 guests, while forward of the foremast is a separate low profile entrance for the 14 crew to reach their quarters. The stowage space for toys is formidable, complete with cranes to launch all with minimal fuss.

However, while it offers palatial comfort at anchor, this is a yacht that clearly comes alive under sail. In summary, these photos prove what the jury at the Design & Innovation Awards 2021 said when awarding Sea Eagle II with the ‘Best Naval Architecture Sailing Yachts’ award. “She is not just a large cruising yacht with global capability but a beautiful boat that sails well.”

A modern silhouette of purposeful performance, with lengthy waterlines and an extended deckhouse. Hull chines are mirrored on the booms

Spray flies off the plumb stem. “In a good breeze, beam reaching, with reefed sails, Sea Eagle II does 20 knots comfortably without pushing it,” designer Erik Wassen reports

MASTERS OF SCALE

After almost six decades of building large aluminium sailing yachts, Royal Huisman continues to evolve with ever larger and more complex builds.

“We have never been so busy in our history as we are right now, with six projects in build,” Royal Huisman’s CEO Jan Timmerman told me.

He points to the advancements the yard has made recently in aluminium construction, with the largest hull they built in Sea Eagle II. During the recent Nilaya build they used a supercomputer to run millions of structural designs, resulting in 11% weight savings, he says.

Currently the Vollenhove yard’s technological focus is on its largest ever contract, an 85m sloop in build. It also unveiled the astonishing Dykstradesigned Wing 100 concept last year – but only once sure it could be built. “The tech is ready now. This is a real sailing yacht, which can hoist all sails in 5-10mins,” Timmerman said. “We looked at 100m as the ultimate size. Above that you might need to go to steel, as aluminium is not strong enough.”

He thinks you will notice a big difference compared to steel under sail. “This can start sailing in 7 knots and hit 25 knots in 20 knots true wind!”

Battle giants

SOME OF THE FINEST SLOOPS ON THE PLANET WILL GATHER AGAIN IN PALMA THIS JUNE FOR THE ONE AND ONLY SUPERYACHT CUP.

SAM FORTESCUE REPORTS

All eyes will turn to Mallorca from 21-24 June, when the world’s most beautiful yachts will be seeking glory in the Superyacht Cup Palma. Nine yachts were on the entry list for the 2023 event when we went to press, including a brace of timeless J-Class and the 39m Dubois sloop Lady M. By the time owners and their crews have gathered at the Real Club Nautico on 21 June, the crew list will number in the hundreds and include some of the world’s most competitive big-boat sailors. Now in its 27th year, the Superyacht Cup is the doyenne of superyacht regattas, with a reputation for relaxed socialising and meticulously managed racing. Though the entry list is a little thinner than last year, event director Kate Branagh is still looking forward to some close battles on the water. “Everyone has a dance partner, this year,” she says, referring to the two J-Class, Velsheda and Svea; and to the twin 33m Malcolm McKeon yachts Ribelle and Pattoo. “There’s

of THE giants

also Miss Silver and Lady M, two Dubois designs built in New Zealand; the two Swans (Onyx is bigger and has a more powerful sail area than Umiko, but they’re a similar breed); and Rose and Umiko are the same size.”

It should make for exciting racing for the owners and crews, who will be squaring off against a specific opponent. And because all the boats are broadly comparable – sloop-rigged cruisers between 24m and 44m LOA – the organisers can set an optimal course.

“You try to have an equal amount of upwind, downwind and reaching; when the boats are very similar, that’s more easily achieved,” said Branagh. “They can all sail in their favourite conditions.”

Racing kicks off on Thursday 22 June, although the event begins the day before with registration, skipper’s briefings and welcome drinks on the terrace of the race manager, the Real Club Nautico de Palma (RCNP). By then, the predominantly hot, dry weather of the summer should have imposed a sea breeze

▲

Pattoo (left) and Kiboko Tres battle it out at last year’s event

Nico Martinez

Programme

Wednesday 21 June

Superyacht registration – RCNP Sala Magna

Thursday 22 June

Pantaenius Race Day

North Sails/Southern Spars Happy Hour and prize giving, RCNP dock

Friday 23 June

New Zealand Race Day

North Sails Happy Hour, prize giving and Owners' Summer Barbecue

Saturday 24 June

St Regis Race Day

Prize giving, RCNP Terrace

Full details: thesuperyachtcup.com

Above: she may be 90 years of age, but Velsheda is still the J-Class to beat

Bekking aboard again this year, he’s hoping to retain the same pitch of high excitement with a crew that has now experienced a season of winning and is looking for outright victory in Palma. “It’s a young, eager and professional crew of people who are so excited to be on a J-Class,” said Kelly. “It’s us and Velsheda fleet racing with the rest. She is very well sailed and has just had an extensive refit, so interesting to see how they come out of that. It’ll be a very, very good training exercise for us.”

Velsheda herself is an original grand lady from 1933 celebrating her 90th birthday this year. She won’t be looking her age, however, after getting new teak decking, new hydraulics and having work to her deck gear. And with the most seasoned owner-driver at the wheel and a veteran crew led by wily Kiwi tactician Tom Dodson, Velsheda is always the J to beat.

you can set your watch by: rising steadily in the morning and blowing at 10-14 knots throughout the afternoon. In the sheltered waters of the Bay of Palma, it offers the potential for sweet-spot winds in nearly smooth water.

RIVALRIES OLD AND NEW

Last year saw Svea, the latest of the majestic J-Class yachts, miss out on overall victory by a single point after 46m Ganesha won the final race of the event. But she led the Js by a country mile, even though it was her first race with a new crew under a syndicate of three new Swedish owners.

“We’d sailed back from Charleston in the middle of May,” remembered Svea captain Paul ‘PK’ Kelly. “Then we hauled out the next morning to try and get the boat ready for the regatta. It was pretty frantic. We did nine days of training with 99% new crew, so I had no idea what to expect.”

With veteran Dutch round-the-world sailor Bouwe

Ribelle and Pattoo are near identical 33m Vitters-built cruiser-racers with clean, modern lines from the pen of Malcolm McKeon, and will be keenly competing against each other. Ribelle is back after a hiatus with a new owner, while Pattoo (previously Missy) has raced here on and off over the years since she was launched in 2016.

For the 28m Swan Onyx, it is all new, however. “This will be a Superyacht Cup Palma baptism for Onyx, but an event we are all expecting will be one of the highlights of our season,” said skipper Sam Forbes.

SAFETY FIRST

Starts are staggered at two-minute intervals – important to prevent expensive contacts between boats in the box.

“The start can be a pretty terrifying procedure for those that aren’t used to it, hence the intervals,” explained Branagh. “There’s also a minimum 40m separation around the course, and more at key water marks. Setting up to tack and bear away takes a long time – it’s not like easing the sheet on a little boat. The equipment takes such huge loads, we try to avoid areas of extra stress. It’s just as competitive and much safer.”

Sailing Energy/The Superyacht Cup

Sailing Energy/The Superyacht Cup

Sailing Energy/The Superyacht Cup

Branagh is not only an experienced event organiser but also an experienced sailor, with more than 250,000 sea miles under her belt, so she knows exactly what it takes to appeal to owners. And one of the key principles of this laid-back Med regatta is that any type of superyacht can be competitive under the handicap system.

“Some boats make massive, specific preparations for racing; others were literally cruising last week and, apart from handing out new uniforms, everything stays the same,” she said. “Both approaches are perfectly acceptable, and that’s what makes it interesting. It’s not the same arms race as you get in fleet racing.”

Besides the hull and rig of the boat itself, the handicap takes into account the age and use of sails, whether you’ve got full water tanks or not, and items of windage such as radomes. The idea is to level the playing field and encourage owners who baulk at the idea of stripping down the yacht for racing.

With new owners of long-standing boats, as well as new boats altogether, all bets are off for the results of this year’s Superyacht Cup. But the experience on the water is just one part of what makes the event such a fixture in the superyacht calendar. There is also a strong social programme for owners and crews, which exemplifies the relaxed atmosphere that the organisers have fostered. And this year, the Race Village will extend from the RCNP clubhouse terrace to the dock for happy hours and parties.

“Back in the old days, that’s just what we had: the dock party on the back of the boat,” says Branagh. “It creates such a nice atmosphere when people come in after the day’s racing. Otherwise, a few people sneak off earlier for a beer, while others get roped into the longer jobs aboard.

“As ever, one of the pleasures of being involved with Superyacht Cup Palma as we go into its 27th year is welcoming newcomers and greeting old friends once again,” said Branagh. “We’re also delighted that we’ll be returning to our base at the prestigious Real Club Náutico de Palma, our long-standing race management partner.”

Sailing Energy/The Superyacht Cup

Sailing Energy/The Superyacht Cup

Above: the 46m Ganesha won last year’s event by a single point.

Left: Ganesha’s crew celebrate their win

A-Z OF THE SUPERYACHT CUP

THE ENTRIES

A PREVIEW OF THE RUNNERS AND RIDERS

LADY M 38.9 m /127 ft

DESIGN Dubois Yachts BUILD Fitzroy Yachts 2006

Previously Ganesha, this is an example from the heyday of Dubois/ New Zealand partnerships. Launched as a competitive cruiser, she is built in aluminium and has previously competed at Dubois and Loro Piano superyacht regattas. The largest volume competitor here, but her current form is unknown.

MISS SILVER 36 m /118 ft

DESIGN Dubois Yachts BUILD Alloy Yachts 1995

Having won all her races in the Millennium Cup 2021, the near 30-year-old Miss Silver has since had an extensive refit last year, including new interior, decks, rigging, sails, mast service etc. and with an experienced owner with a history in dinghy sailing, she could make an impressive SY Cup debut.

ONYX 30.2 m /100 ft

DESIGN German Frers BUILD Nautor Swan 2006

An example of the Finnish yard’s Swan 100 series, and the first to feature a semi-raised saloon, Onyx had a complete refit by Baltic Yachts in Palma two years ago, which included everything from new machinery, electrics and plumbing to new sails. Although a first timer at the SY Cup she will doubtless know these waters well.

PATTOO 33 m /108 ft

DESIGN Malcolm McKeon BUILD Vitters Shipyard 2016

Conceived initially for cruising only, complete with a glazed decksaloon, the yacht formerly called Missy has since become a regular at the SY Cup. She had a tied class win last year and will be gunning for the overall trophy this year.

Andrea Francolini

Christopher Scholey

Gianfranco Forza

Sailing Energy/The Superyacht Cup

ROSE 24 m /80 ft

DESIGN Farr Yacht Design/Luca Bassani

BUILD Wally Yachts 2006

One of the smallest but by no means least potent contenders, this lightweight pre-preg carbon build raced heavily under her former name Tango. Now a local to Palma, under a keen skipper and owner, she will be out to improve on her third place in class last year.

RIBELLE 32.6 m /107 ft

DESIGN Malcolm McKeon

BUILD Vitters Shipyard 2017

A contemporary cruiser racer with carbon hull built at Green Marine, then topped with a glazed saloon and infinity style teak transom. She can clock over 20 knot speeds, competed regularly in her first couple of years and was sold in 2021. Should be the quickest on the water.

UMIKO 25 m /80 ft

DESIGN German Frers

BUILD Nautor's Swan 2000

A fine example of the thoroughbred Swan 80, previously called Maligaya, Umiko had a full refit in 2017 including new rigging and a full wardrobe by North Sails which helped her to record a second across the line in the ARC 2018. She returns to the SY Cup after her debut in 2021.

SVEA 43.6 m /143 ft

DESIGN Tore Holm/Hoek Design

BUILD Bloemsma/Vitters 2017

This time last year, no one knew the form of the newest J, after it was bought by a syndicate of Swedish owners and underwent a big refit. But when one is the highly experienced owner-driver Niklas Zennström and Bouwe Bekking is whispering tactics, it’s perhaps no surprise that it beat the three other Js here last year and went on to win its class at the Maxi Worlds. This longest J is very much on form.

VELSHEDA 39.2 m /129 ft

DESIGN CE Nicholson/Dykstra

BUILD Camper & Nicholsons 1933

This original J may look smaller and more cluttered on deck than her modern competition, but she is always well sailed by a skilled owner-driver and long term crew led by Tom Dodson. Following a big winter refit, including hydraulics and new deck gear, she’ll be out to prove to Svea that age can still triumph.

Sailing Energy/The Superyacht Cup

Christophe Jouany

Sailing Energy/The Superyacht Cup

Sailing Energy/The Superyacht Cup

LAST SHOT

A palette of Pacific patterns and perfect sailing conditions as Sea Eagle II skirts the cerulean waters of a French Polynesian reef (about as close as you’d dare with full canvas and 6m draught)