spirit 68 yacht

• Yachting World
• Digital Edition

Spirit Yachts: Inside the British yard behind some of the world’s most beautiful boats

• February 6, 2020

Few builders possess the power of seduction demonstrated by British wood epoxy experts Spirit Yachts. David Glenn reports

Spirit Yachts’s workforce with one of the laminated sapele frames of the Spirit 111. Photo: Emily Harris

Highly stylised furniture

Two of the defining features of the Spirit 111 are aesthetics and a determination to use modern technology to make the yacht as efficient as possible, reducing the amount of fossil fuel required.

In profile she has a noticeably low freeboard and while the owner was warned this might limit headroom in the ends of the accommodation he was prepared to sacrifice this for looks. “The freeboard is just 1.4m which means she looks stunning – she’s more J then a J,” said Sean McMillan who is clearly relishing working with a client who won’t let anything get in the way of aesthetics.

Using some unusual, highly stylised furniture as guidance on how he wanted the interior designed, the client went to Rhoades Young in the UK to develop the accommodation. The result, which suits the use of wood construction perfectly, is quite extraordinary.

The yacht’s drive train comprises a 200hp electric engine served by four banks of lithium ion batteries providing a 380V system. The technology has been developed by the German outboard manufacturer Torqeedo, which has branched out into other forms of what it calls ‘water-based electromobility’ in response to the need for boats to be super eco-friendly on European inland lakes.

Nigel Stuart and Sean McMillan visited several companies developing the technology and were impressed by what they saw at Torqeedo in Gilching, Bavaria. One of the attractions is that the company considers the system as a whole, including batteries, the drive train to the folding Gori propeller, the ‘freewheeling’ prop generator system while sailing, and smart control to keep electricity consumption to a minimum.

The electric propulsion package perfectly suits the Spirit 111’s easily driven hull and relatively light displacement of just 59 tonnes. The batteries, which are similar to those used by BMW for their i3 and i8 electric cars, have a nine-year warranty and are small enough to fit under the yacht’s cabin sole in way of the keel.

It is anticipated that the Spirit 111 will be able to remain in quiet ship mode (no generator running) using all domestic appliances including air conditioning and water making for three to four days, assuming charging via the propeller while sailing can be achieved for up to five hours a day. Recharging the batteries using the yacht’s twin 25kw/33hp four-cylinder Torqeedo generators takes just four hours.

The deckhouse of a new Spirit in build showing the fan skylight. Photo: Emily Harris

In addition to propulsion efficiency, low current means running motors for cooling systems for the battery bank and the electric engine itself, plus pumps for the hydraulic system and a Webasto electric water heater, will also be far more efficient through smart control and monitoring. If these targets can be reached, the Spirit 111 will use half the amount of fuel than that of a conventional system, demonstrating a big advance in the search for the genuinely eco-friendly superyacht.

Another yacht in search of low consumption, and attracting considerable attention, is the recently-launched Spirit P70 motor yacht . She’s a semi-displacement fast cruiser with a top speed of 25 knots, whose owner required a 1,000nm range at 18 knots enabling him to complete cruises from Hamble in the UK to Scandinavia and back without refuelling.

Her advantageous power-to-weight ratio is achieved through her lightweight timber construction requiring two MAN diesel inboard engines of just 800hp each to reach the required performance. She carries 10,000lt of fuel, divided into five tanks, which is automatically distributed between the tanks to maintain efficient trim as the fuel is consumed. With luxurious accommodation on three levels this is a businesslike-looking yacht capable of high average speeds in almost all sea conditions.

The P70 powerboat hull in the early stages of build with major engineering fitting such as engine and stabilisers. Photo: Emily Harris

With these three yachts alone, Spirit Yachts is displaying not only its known ability in sophisticated wood epoxy construction, but also its keenness to use advanced technology available from other industries. It’s a powerful combination likely to attract considerable attention in the demanding world of superyachting.

The Spirit Yachts story: From a cowshed in Saxmundham to building superyachts

Spirit Yachts has come a long way since a 37-footer called Spirit was built in a cowshed in Saxmundham in 1993. The hull of this beautiful long-ended, wood epoxy sloop was so light that Sean McMillan and his late business partner Mick Newman could pick it up between them and turn it over for completion.

Demand for larger yachts soon grew with eleven 46s built to date, four 52s and many other sizes including a 56, 74 and the 100-footer Gaia . Despite a steady flow of orders over the years and a big spike in interest when a Spirit 54 ‘starred’ in the James Bond movie Casino Royale , Sean McMillan had to spend a lot of time explaining the advantages of building in wood epoxy to the boat buying public.

Daniel Craig took the helm of a Spirit 54 in Casino Royale

“Thirty years ago people thought wooden boats were dirty smelly things, difficult to maintain with dodgy stuff lurking in the bilges,” said McMillan. “The journey has involved subtly re-educating the yachting public about composite wooden yachts.”

Due to its epoxy saturated protection, composite wood yachts are almost maintenance-free, they are easy to repair and can be done so invisibly, maintains Sean McMillan. The very structure of the hull is, without doubt, a thing of beauty something illustrated by the interior of the stripped out Spirit 52D Oui Fling . And it is the outward appearance of the Spirit genre that gives it its must-have status.

In 2007 Spirit Yachts launched five yachts including the 100ft Gaia , but it was also the year in which Sean lost his business partner Mick Newman, who died in a light aircraft crash in Turkey. Shortly after that in 2008 the financial crisis hit, although the effects didn’t filter down to Spirit Yachts until 2010 when business slowed.

The stripped-out interior of the Spirit 52D Oui Fling exhibits the yard’s craftsmanship. Photo: Mike Bowden

When Nigel Stuart arrived in 2013, the first thing he did was replace the industrial style metal door leading to reception with a solid mahogany one. He booked a stand at the Düsseldorf Boat Show, fired up the media machine and sat Sean down at his drawing board.

Stuart has also encouraged the company to re-define its range, which now includes, The Classic Style (Spirit 46,52, 56); The Cruising Style (Spirit 47CR, 55CR); The Deckhouse Range (Spirit DH57, DH60); Spirit Superyachts (100 to 130) and then the entirely bespoke. Spirit Yachts expanded into new, modern premises in 2017, making the build process faster. In all respects it’s a very long way indeed from that cowshed in Saxmundham…

The go-faster factor

A key player in almost all Spirit Yachts projects is John Parker of OneSails, based in Suffolk Yacht Harbour. He is passionate about Spirit’s modern classic ethos. His sails are not only Spirit’s preferred choice, but clients are urged to discuss their needs from early on in a project.

The interior of the Spirit 74 is beautifully built in ruby rich mahogany and flooded with light. Photo: Anthony Morris

“It’s important to understand how people are likely to use their yachts,” said Nigel Stuart. “Are they setters and leavers, or non-stop tweakers? Will they simply go cruising or take to the race course?” Based on these facts carbon mast specification can be decided.

“We try to futureproof yachts by building in items like additional sheave boxes and mast track laminate reinforcement for spinnaker poles – it’s amazing how many clients seem convinced they don’t want to race but end up being tempted,” said Stuart.

Low friction rings, soft shackles and bespoke, colour-coded running rigging – even hand stitched leather winch handle pockets – are all part of what’s on offer to ensure clients get the best out of their Spirit and that the boat looks the part.

Adapted and updated from an article published in the September 2017 edition of Yachting World.

• 1. Introduction
• 2. Highly stylised furniture

• Boats for Sale
• Spirit Yachts

New and used Spirit Yachts for sale

• United Kingdom
• Spirit Yachts 3000
• Spirit Yachts 46
• Spirit Yachts 63
• Spirit Yachts 72
• Spirit Yachts C44
• Spirit Yachts C50
• Spirit Yachts C72
• Spirit Yachts P35
• Spirit Yachts P40
• Spirit Yachts P70
• Spirit Yachts R30
• Spirit Yachts R46
• Spirit Yachts R52
• Spirit Yachts R74
• Spirit Yachts SY100
• Spirit Yachts SY111

Find your perfect Spirit Yachts today. We have Spirit Yachts brokers and sellers from around the world at great prices.

History of Spirit Yachts

Spirit Yachts was founded in 1993 by Sean McMillan, an accomplished yacht designer with a passion for crafting elegant and high-performance sailing yachts. Initially operating from small rented workshops, the company quickly gained recognition for its wooden yacht designs, which blend classic aesthetics with modern technology. The company’s enduring success can be attributed to its meticulous attention to detail and innovative approach to traditional boatbuilding techniques.By the early 2000s, Spirit Yachts had firmly established its reputation within the maritime community, securing a loyal customer base and several awards for design and craftsmanship. The yachts are renowned for their sleek lines, lightweight wooden construction, and exceptional sailing performance. Their designs hark back to the golden age of yachting while incorporating the latest advancements in materials and technology, making them highly sought after among sailing enthusiasts worldwide.Today, Spirit Yachts is based in Ipswich, Suffolk, where they operate from a purpose-built facility in the Ipswich Haven Marina. This location not only offers spacious, modern workshops but also direct access to the east coast of England's waterways, facilitating extensive sea trials and customer demonstrations. Spirit Yachts continues to produce a diverse portfolio of bespoke yachts, ranging from day sailors to superyachts, each crafted to the specific needs and desires of their discerning clientele.

Which models do Spirit Yachts produce?

Spirit Yachts produce a range of boats including the Spirit Yachts 46 , Spirit Yachts 63 , Spirit Yachts 72 , Spirit Yachts C44 and Spirit Yachts C50 . For the full list of Spirit Yachts models currently listed on TheYachtMarket.com, see the model list in the search options on this page.

What types of boats do Spirit Yachts build?

Spirit Yachts manufactures a range of different types of boats. The ones listed on TheYachtMarket include Antique/classic , Cruiser , Wooden boat , Sloop and Centre cockpit .

How much does a boat from Spirit Yachts cost?

Used boats from Spirit Yachts on TheYachtMarket.com range in price from £24,000 GBP to £1,600,000 GBP with an average price of £901,000 GBP . A wide range of factors can affect the price of used boats from Spirit Yachts, for example the model, age and condition.

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Yacht Replica that Inspired Spirit of Tradition: Adela’s Steel Rebuild

The rebuild of the 1903 wooden gaff cutter Adela as a steel yacht was highly controversial two decades ago, but today, we revisit her legacy as arguably the yacht that kick-started the spirit of tradition. Under new ownership, she’s now back on the race course… 

The first of the big yacht replicas.

In April 1903, two almost identical new yachts were launched on consecutive days: Evelyn having been built by Ramage & Ferguson in Leith, and Adela by Fay & Co in Southampton. They had been designed by WC Storey; both were of composite construction with English elm keels, 3½in (89mm)- thick yellow pine decking, and most other major components – including the 3¼in-thick (82mm) hull planking, stem, sternpost, rudder, stanchions and bulwarks – in teak; and neither had an engine. 

Adela had been commissioned by Claud Cayley – who was rear commodore of the Royal London YC and would later become vice commodore and eventually commodore – and was named after his oldest daughter. Although Adela was built primarily for cruising, Cayley regularly raced her around the coast of British Isles as well as on the continent. In 1904 she came second in a race from Kiel to Eckernforde for which she was awarded a trophy which, it is thought, was presented to Cayley by Kaiser Wilhelm II on board the 117m (382ft) imperial royal yacht Hohenzollern . While it is known that Cayley cruised Adela as far afield as Sweden, it is also possible that she visited the Mediterranean and crossed the Atlantic to Canada where Cayley had spent some of his early years.

At the end of 1913, Adela was sold to AFB Cresswell, who had little chance to use her before war broke out the following year. In 1916 she was requisitioned by the Royal Navy who used her for mine-hunting off the south coast of England, then soon after the war she was bought by Sven Hansen, a Welsh ship owner and builder. It was Hansen who had Adela’s first engine installed in her, a Bergen petrol paraffin motor.

Her next owner, from 1924, was Sir Henry Seymour King MP who made a number of changes. He renamed her Heartsease ; he significantly modified her rig by reducing the sail plan from around 13,000sqft to about 9,000 for ease of handling, and converted her to a topsail schooner by adding a square sail to the foremast; he replaced her dark mahogany saloon joinery with the much lighter timber sycamore, combined with fabric panelling; a few years later he replaced the petrol paraffin engine with an 87hp Gardner diesel. He spent the remaining years of his life cruising on Heartsease , often with his niece as his companion, visiting the Mediterranean and also Norway several times.

After Seymour King died in 1933, Heartsease was bought by Viscount Eyres Monsell, the First Lord of the Admiralty. He frequently cruised between the naval ports of Plymouth and Portsmouth, and each time he departed from either port, a six-gun salute was fired from the shore; and he often arranged for a destroyer to escort Heartsease to allow messages to be relayed to and from the Admiralty. 

It was probably in 1936 that Heartsease sailed for the very last time because soon after then, Monsell sold her, and with her next four owners she was laid up in various east coast mud berths and mostly used as a houseboat, and at some point during that period her rig and ballast keel were removed. In 1971, by which time she was in Lowestoft, she was bought by Australians Wing Commander Waller and his wife. They moved on board and soon began the work which they hoped would allow them to get Heartsease back into commission, with a view to sailing her back to Australia. 

Adela Enters the Modern World

American couple George and Frayda Lindemann had owned the 92ft yawl Gitana IV – designed and built by Sangermani in Italy in 1962 – since 1987. It wasn’t long before the Lindemanns starting discussing with Gitana’s captain Steve Carson the possibility of acquiring a bigger boat. After considering various large classic yachts such as Lulworth , Mariette , Cambria and Candida , Steve heard that the Wallers had abandoned their plans for Heartsease and put her on the market, so he went to look at her. Two years later, the deal was done. Steve and the Lindemanns had formed a fruitful relationship with Pendennis Shipyard in Falmouth , where they had taken Gitana IV for a couple of refits, so in December 1992 Heartsease was towed there – with 27 air bags inside her to ensure she remained afloat – with a view to restoring her. 

However, as the dismantling of the hull progressed, it became increasingly apparent that not only was the steel framework in appalling condition and would pretty much all need replacing, very little of the teak planking would be reusable. So, amid no little controversy – much of it expressed in the pages of this magazine, perhaps in part by people who could not have been aware of the true condition of the hull – it was decided to build a new boat with an all-steel hull, incorporating as much as could be saved from the old boat. The Dutch naval architect Gerard Dykstra was asked to produce designs for the new boat which would be known as K2 during her construction.

An absolute priority for K2 was that she should have the same styling as the original boat, maintaining, in particular, the appearance of the profile, the sheer line and the deck furniture. Gerard was all too aware that he would have to allow for the weight and space of a great deal of machinery and equipment which would never have been fitted on an early-20 th -century yacht but which, in the modern era, was now considered essential. So, using the original lines plan as a starting point, he gave K2 rounder bilges, a metre more beam (primarily to provide buoyancy to compensate for the machinery weight, but also for additional stability) and replaced the long keel and keel-hung rudder with a more modern fin-and-skeg profile. 

Throughout the boat, the style of the original joinery – the panelling, deck beams, overheads, even down to the detail of the pin rails, dado rails and the curved bulkhead sections in the passageway at the bottom of the stairs, was replicated. While almost all of the interior was built with new Brazilian mahogany and utile, some of the original joinery from various parts of the old boat was reused in the port aft guest cabin, although memories vary as to just how much. Fittings such as door handles and door knobs, drawer pulls, hinges and overhead glass-domed lights were replicated from original or existing items and nickel silver-plated. The 5.5m (18ft) long trail-boards each side of the bow at the sheer, and the stanchions and capping rail around the fluted stern were all saved from the original boat and reused. Thirty-five new Lewmar winches – 17 of them hydraulically powered – were fitted, along with two Muir hydraulic windlasses, and much of the deck hardware was made by Ian Terry Engineering. A Lugger 640hp diesel engine was fitted, driving a Hundested variable pitch, four-blade propellor, while other mechanical equipment included two Northern Lights generators, an HEM watermaker, Marine Air Systems air-conditioning, and Hein & Hopman refrigeration.

While acknowledging that, in an ideal world, it would have been wonderful for the original rig to be replicated on K2, Steve felt that it just wasn’t practical, at least certainly not with the 10 permanent crew planned. So it was decided that K2 would have a bermudan rig, but with masts significantly higher than those of the original. The new spars were built by Carbospars in carbon fibre, and the main mast was, at the time, easily the longest spar yet to be built in that material. The sails were supplied by North Sails UK, the upwind sails from the company’s own Gatorback Spectra-785TX cloth which had a Spectra content significantly stronger than any previously produced by the company. The 471 m2 (5,070 sft) mainsail, according to North’s own newsletter, was “one of largest triangular mainsails ever built by North, if not the largest”.

Adela on Fire

In October 1994, about a month before K2 was due to be launched, a devastating fire swept through the shed in which she was being built. While two other boats – one aluminium, the other GRP composite – were destroyed, K2’s steel hull saved her. But she was catastrophically damaged, and an enormous amount of work lay ahead to put everything right. Among other things, all of the exterior hull paint and filler had to be removed and reapplied; virtually all of the exterior timber work had to be replaced (the timber work from the original boat which had been fitted around the stern was too badly damaged to be reused, but happily the original trail-boards survived); all of the interior joinery work had to be carefully removed so that it could be refinished and also to allow replacement of the hull insulation (not least for fear of a lingering smell); and the engine and generators were sent back to the manufacturers in the USA to be thoroughly inspected to ensure the warranty conditions would be honoured. Thanks to the extraordinary hard work and positive attitude of all the Pendennis staff, as well as the support and understanding of their contractors and suppliers, somehow they managed to launch the new boat the following April. She was christened Adela and a few weeks later she was on her way to the Mediterranean.   

Sailing Once Again

This marked the beginning of an ambitious programme of world-wide cruising and racing for the Lindemanns. During their ownership Adela cruised extensively in the Mediterranean and the Caribbean as well as the Baltic, Alaska and east coast of the USA. In October 1997 she began a circumnavigation which took her from the Mediterranean to the Caribbean, through the Panama Canal, to San Francisco and then via various islands across the Pacific, to Darwin, Singapore and then across the Indian Ocean and via the Suez Canal back into the Mediterranean. On the race course she had her share of success in regattas throughout the Caribbean and Mediterranean, in San Francisco, New England and Cowes , and she also won line honours in the 1997 Transatlantic race from New York to the Lizard. While she didn’t easily fit into the format of classic boat regattas initially, she was at the forefront of the creation of Spirit of Tradition classes which have been included in such regattas ever since. Although a relatively casual attitude was taken to racing in the early years (for instance the tenders were left on deck, and she was often raced by barely more than the permanent crew and using just “white sails”), as time went by it was taken more seriously with increasing numbers of professional race crew and with the acquisition of specialist North 3Di racing sails, including a square top mainsail and foresail. 

Adela has returned to Pendennis Shipyard many times for refits and modifications, the biggest of which was in 2000 when she was literally cut in half to allow her length to be extended by 3.6 metres, primarily to provide better crew quarters but that did, of course, improve her sailing performance by increasing the waterline length and by separating the rigs. Other significant modifications have included two keel modifications, the second of which also incorporated a daggerboard; a retractable bow thruster to replace the tunnel thruster, and the addition of a stern thruster; and a Caterpillar 873 HP C18 engine replacing the Lugger. 

Tony Blair and Eric Clapton Come Aboard Adela

During the Lindemanns’ ownership, a number of well-known people came aboard Adela at various times. These included Tony Blair when he visited Pendennis Shipyard as the UK’s Leader of The Opposition while K2 was being constructed, Prince Philip soon after she was launched, the King of Spain and the Aga Kahn in Porto Cervo, Gianni Agnelli in Corsica, Leonardo de Caprio and some of the production crew from the Hollywood film The Beach in Phuket, Eric Clapton at the Antigua Classic Yacht Regatta, and the America’s Cup sailor Dennis Connor who took Adela’s helm in several regattas. 

After 14 years as Adela’s captain, Steve retired in 2009, but his successor was an obvious choice. Greg Perkins had briefly been Gitana IV’s captain when Steve’s attention initially switched to Adela , and was then Adela’s mate for a couple of years. He took over when Steve retired and is still on board today. 

Aboard Adela in the Caribbean

In June 2018, George Lindemann died, and the following year Adela was sold to Brazilian Benjamin Steinbruch who had never previously owned a boat of any kind. Since then, he and his family and friends have spent about three months on board each year. They have continued the Lindemanns’ tradition of cruising in the Mediterranean and the Caribbean and have also spent time on the west coast of Scotland, in Northern Ireland and Norway.  

Benajmin’s first racing experience had to wait a bit longer, however. After covid scuppered plans to take part in the Antigua Superyacht Challenge in 2020, he and Adela at last did so in 2024 when I was lucky enough to be on board myself. Things didn’t initially go entirely to plan, however. On the first of two crew practice days, the racing mainsail showed signs of damage and had to be replaced by the cruising mainsail (all of the racing sails were ageing and had been spent the last five years in an inhospitably hot container in Antigua); the next day the 1,000m2 Code 4 asymmetric “big red” spinnaker was severely damage as a result of a less than perfect hoist (in fact, part of it was left in the sea and when we returned to it, a crew member had to take a swim to help retrieve it); and just before the start of the first race the No 1 jib, with no warning at all, ripped itself from leach to luff (any debate as to its repairability would have been futile). The race results weren’t too impressive either, with the might ketch Hetairos – the only other boat in our class – consistently getting the better of us. But none of that takes anything away from the fact that the whole crew – about 30 of us in total – got an enormous amount of pleasure out of the whole event; and most importantly, so did Benjamin.

For me, it was some of the most wonderful sailing of my life. And just for good measure, Adela was awarded the prestigious Gosnell Trophy which is presented to the yacht which competes “in the spirit of the regatta, both afloat and ashore”, as voted – unanimously in this case – by each competing boat and each member of the race committee.

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68 ft Viking 2024

Price: $6,895,000, btc price: 109.674.

Description

2024 68′ Viking 68 Convertible “MISS CARRIE”- A true showpiece, best in class in design layout, and performance, the 68 Viking is simply put a superb specimen of a sportfishing vessel. Miss Carrie breaks the barrier further with enhanced custom upgrades and details throughout. A few standout highlights but not limited to a custom extended lounge seat forward of the helm, Simrad Sonar, custom teak deck, mezzanine, and combing boards. Faux teak toe rail, salon door, transom, two Dometic ice chippers, electrosea clear line system, and electrosea, Seastrong supply pumps, Custom Release Marine Trillons package throughout. Stunning interior with backlit galley countertops. If you are dialing in your search on the 68 market for the ultimate in performance combined with a superior 4 stateroom 5 head layout, Miss Carrie needs to be on the top of your radar. Miss Carrie will not disappoint as an elite leader in the 68 market. Call Will Roohan with Galati Yacht Sales for assistance (443) 610-2861.

Key Features:

• Custom lounge seat on the bridge with backrest AC
• Electrosea Clearline and Seastrong Pumps
• Simrad Sonar
• Yacht Armor throughout. 
• AME’s Lightning Guard
• Dual Dometic Ice Chippers 
• Cool Breeze AC for Cockpit Mezzanine Seating 
• MTU Hydraulic System with Dynamic Positioning 
• Faux Teak Toe Rail, Salon Door and Transom
• Custom Teak Coaming Boards, cockpit deck and mezzanine
• Release Marine Trillions Chair Package with upgraded upholstery
• Elite interior decor package with backlit galley countertops and horizontal grain natural walnut wood
• Additional Fuel Package
• 12V and 24V 30Amp outlets below the coaming port and starboard 
• Second Octoplex Display in crew stateroom
• Yacht Armor Protective Coating: on the dinette table, salon coffee table, credenza to STBD in the salon, Port and STBD hullsides from engine vents to transom, transom, top of tackle center, and face of fighting chair drawer.

Disclaimer: FYI Yachts is pleased to assist you in the purchase of this vessel. This boat is centrally listed by Galati Yacht Sales

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Spirit Matchrace : Duell der Giganten im Stockholmer Schärengarten

Sören Gehlhaus

 ·  20.09.2024

Zum Matchrace der besonderen Art traten gewiss keine baugleichen Kontrahenten an. In der Länge unterscheiden sich die Spirit 100 „Gaia“ und die Spirit 111 „Geist“ um 3,30 Meter. Zwischen ihren Stapelläufen liegen 13 Jahre. Die 33,90 Meter lange „Geist“ verließ die Werft mit Sitz in Ipswich im Südosten von England im Jahr 2020.

Am ersten Tag trafen sich die beiden Spirit Yachten im Sandhamn Seglarhotell, dem Sommerdomizil des Königlich Schwedischen Yachtclubs westlichen Schärengarten. Die Eigner beider Yachten haben persönliche Verbindungen zur schwedischen Hauptstadt und wurden bei ihrer Ankunft von der auslaufenden Flotte klassischer Yachten empfangen, die die jährliche Sandhamnsregattan beendeten und den Ton für die Veranstaltung angaben.

Der deutsche Eigner von „Geist“ sagte: „Es war das erste Mal, dass wir die beiden Boote wirklich auf die Probe stellen konnten. Es gibt nicht viele Konkurrenten für eine moderne klassische Yacht, die so schnell ist. Eine Gelegenheit, die ich mir nicht entgehen lassen wollte.“

Unter Leitung des Stockholmer Segelclubs Gamla Stans Yacht Sällskap fanden am ersten Tag drei Küstenrennen auf den Gewässern um Sandhamn statt, im klassischen Matchrace-Format ähnlich wie beim aktuellen America‘s Cup . Die Matchrace-Regeln wurden befolgt, wobei jede Yacht ein Ende der Startlinie zugewiesen bekam, in die Startbox einlaufen und die Startlinie unterqueren musste, um bei freiem Wind an Steuerbord zu sein und die Kontrolle über die erste Amwindstrecke zu übernehmen. Nach engen Rennen bei nahezu perfekten Segelbedingungen holte „Geist“ drei Siege aus drei Rennen am ersten Tag. Als die Sonne über Sandhamn unterging, trafen sich die beiden Teams zu einem traditionellen schwedischen Abendessen, Getränken und Gesang, angeführt von der „Gaia“-Crew im Sandhamn Seglarhotell.

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„Geist“ gewinnt das Matchrace der beiden Spirits

Am zweiten Tag war der Adrenalinspiegel hoch, als die beiden Yachten von der Startlinie zu einer 30-Seemeilen-Passage, die über drei Etappen durch einige der 30.000 Inseln des Stockholmer Schärengartens führte. „Gaia“ kam schnell und zielstrebig von der Linie und gewann den Start von Rennen 4. Sie verteidigte ihren Vorsprung auf dem ersten Schlag, indem sie sich in einem hochintensiven Zweikampf aus Wenden und engen Manövern an die Spitze setzte. Als die beiden Yachten in das Herz der Inseln einfuhren, begann „Geist“ sich trotz der Ortskenntnisse an Bord von „Gaia“ abzusetzen und gewann den Abschnitt.

Im Gegenzug entschied „Gaia“ die zweite und dritte Etappe der Mittelstrecke (Rennen 5 und 6) für sich. Dabei passierte die Spirit 100 auf dem Weg in ihren Heimathafen unter Spinnaker die Zitadelle auf Kastellholmen. Bei der Abschlussparty im Zentrum Stockholms wurde „Geist“ mit vier Siegen zum Gewinnner des ungewöhnlichen Matchraces gekürt. Der „Geist“-Eigner zeigte sich begeistert von dem Format: „Das war unser erstes Matchrace, und wir hatten einige der besten Bedingungen, in denen ich je gesegelt bin: 20-25 Knoten, flache See, offene Gewässer und ein großartiger Wettstreit. Für uns war es ein echter Augenöffner zu erleben, was wir als Team erreichen können. Eine Erfahrung, die ich nie vergessen werde.“

Spirit Yachts: oben klassisch, unten modern

„Gaia“ und „Geist“ entstanden bei Spirit Yachts im britischen Ipswich und galten jeweils zum Zeitpunkt des Stapellaufs als längste Holz-Slup, die seit der J-Class-Yacht „Shamrock V“ in den 1930er Jahren vom Stapel gelaufen ist. Die Risse stammen noch vom Spirit-Konstrukteur Sean McMillan , der von Hand zeichnete und den Fokus auf lange Überhänge sowie klassische Deckssprünge legte und stets auf moderne Anhänge wie Spatenruder und T- oder L-Kiel setzte.

Die Rümpfe baut Spirit nach wie vor in Leistenbauweise, zunächst verkehrt herum. Als Erstes werden die aus formverleimtem Holz gefertigten Ringspanten gestellt, die mit einer zentralen Struktur aus Edelstahl verbunden sind, welche Kiel- und Riggkräfte aufnimmt. Dann werden Längsstringer und Decksbalken eingepasst, bevor die Bootsbauer mit dem Beplanken beginnen. Den Abschluss bilden vier Diagonallagen Furnierleisten, alle mit Epoxid verklebt und unter Vakuum bei 45 Grad Celsius getempert, bevor das Ganze noch mit einer Glasfaserlage beschichtet wird. Eine aufwändige Methode, die höchste Festigkeit bei relativ geringem Gewicht gewährleistet.

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A sleek profile and stylish details infuse this trendsetting yacht with a fashion-driven spirit. Riva 68’ Diable sets the bar as the must-have open yacht, an incredible boat that tempts and beguiles, asking “what is it that you truly desire?”

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SPIRIT SY111

REALISING THE DREAM

“Build a work of art”. The brief from the owner of the Spirit 111 Geist had beauty and soul at its heart.

A completely custom project, the design of the yacht began with a collaboration between Spirit Yachts and Rhoades Young. Jonathan Rhoades commented, “The brief was a combination of his love for furniture and organic architecture. The client had recently visited Antelope Canyon in Arizona and this was the catalyst for the idea of the warm soft flowing walls creating unique focal points within the room.”

Spirit Designer Sean McMillan added, “There was to be no straight lines or objects that interrupted the ‘flow’ of the sweeping timber curves. Once the aesthetics were established, the primary design challenge was marrying the beauty of the interior with the operation of the yacht. After Rhoades Young had delivered the initial ‘S’ shaped concept for the interior, it was our task to bring the design to life and ensure it could be accomplished by the build team. The visual side of the brief made the importance of ‘hidden’ technical spaces even more acute given the amount of systems and engineering on such an advanced yacht. The curves of the interior not only had to look seamless, they also had to house the functional elements of the yacht and be accessible. Hidden recesses and sensors became integral for disguising storage and technical spaces (even door handles were replaced with secret hand-activated sensors to ensure the doors remained seamless panels). As well as looking like a “work of art”, the interior of the yacht also had to comply to RINA’s exacting classification requirements. This marriage of practicality, safety and beauty to deliver on the owner’s brief made the project a thrilling challenge.”

Geist’s owner added, “I have owned a Spirit 52 for ten years and during this time I have grown to implicitly trust and respect the team at Spirit Yachts. I knew they would listen to my ideas and I was confident they had the skills to execute the project. The result is Geist: a very special yacht, a dream come true. The aesthetics of the yacht, inside and out, were always of paramount importance. Closely followed by the aim of being as self-sufficient as possible and minimising the impact on the environment. In most larger yachts, space is gained at the cost of detaching yourself from nature. In Geist, I wanted beauty to take precedence over practicality.”

SPIRIT SY111 SUPERYACHT AT A GLANCE

Specification & features.

• L.O.A 111' 3" / 33.90m
• L.W.L 78' 9" / 24m
• Beam 21' 0" / 6.40m
• Draft 13' 3" / 4.05m
• Lightship Displacement 75.8 tonnes
• Ballast Ratio 45%
• Propulsion 100kW electric shaft drive
• Upwind Sail Area 450 m2
• Rig Fractional Bermudan Sloop
• Keel Iron Blade 8390kg – Lead Bulb 16585kg
• Classification Society RINA (private use – unrestricted navigation)
• RINA Suggested Max Persons 10

TIMELESS ELEGANCE

Spirit Yachts’ contemporary, elegant design style is world renowned. Subtle variations on 1930s classic yacht design with long overhangs, low profiles and smooth lines, married to contemporary underwater profiles, are synonymous with Spirit’s modern classic performance yachts.

Spirit Yachts are designed to be as beautiful in 100 years as they are today.

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