The Story of SUPER MARAMU MILLENNIUM # 391
Having sold this boat to the original owner, I watched it being built and marshalled the process. I also helped the owners outfit the boat to best support the type of cruising they wanted to do. They were very knowledgeable and particular sailors so the end result was a superb AMEL SUPER MARAMU MILLENNIUM that they enjoyed in the Mediterranean and the Caribbean for many years.
Subsequently, I have sold this boat to everyone who has owned it and remained connected to this boat to assist each caretaker with the proper care, maintenance and upgrading of SM 53, #391.
This is advantageous to a prospective buyer as I know the vessel's entire history and can confirm there has been no damage history or any such negativity that might adversely affect the boats ability to perform properly at all times.
SOME WORDS ABOUT THE BUILDER AMEL
You are probably aware of how well respected the AMEL SUPER MARAMU is amongst knowledge-able, experienced ocean voyagers. With four watertight bulkheads describing the five genuinely watertight compartments. It is chalenging to think of another fiberglass sailing yacht that offers the same security as the SUPER MARAMU. With the AMEL designed and constructed all furling rig and powerful bow thruster and powered Lewmar winches, the SUPER MARAMU can be managed by one competent sailor offshore and is truly child's play for a cruising couple to manage in any circumstance.
Perhaps the main reason AMEL has been able to consistently build such a top quality product is because every member of the AMEL team, from the floor sweeper to the chairman, are all shareholder-owners of the AMEL shipyard. Since they all know their share of the profit at the end of each fiscal year is predicated mainly on how well they do their jobs, they are highly motivated to get it done right the first time they do it. Few things eat profit as fast as do-overs and warranty work.
Why did AMEL go to the time, trouble and expense of manufacturing their own internal furling spars, furling headstay and potent bow thruster? None of the commercially available options met AMELS standards for fool proof and reliable operation. The only way AMEL could build such a high quality serious cruising yacht for such a reasonable price is because all 479 SUPER MARAMUS built have virtually the same configuration. Ask anyone who has ever been involved in boat building and they will tell you that relocating bulkheads and offering “owner customized” interiors is the best way to become a non-profit organization in a hurry.
With this standardization comes familiarity. The workers repeat virtually the same processes, refining and perfecting the processes each time they are performed. I have had the opportunity to be in the company of as many as 20 SUPER MARAMUS at the same time and it is truly something to appreciate how they all are virtually identical and the perceived quality is absolutely uniform from boat to boat.
How do I know so much about AMEL stuff? I was AMEL’S exclusive representative for North America for over three decades and have sold more than 100 new AMEL boats and hundreds of brokerage examples, some of them four and five times. I remain enthusiastic and knowledgeable regarding all things AMEL. I like this boat a lot and I’ll be pleased to show her to you.
U.S. CUSTOMS DUTY PAID
For more information please contact Joel F. Potter (954) 462-5869
Please reference the layout diagram in the photo gallery.
In the forward stateroom, the two single berths can quickly be reconfigured into a port side double and a starboard side single with the provided filler panel and cushion. The bulkhead in the extreme forward area of the forward stateroom is a watertight collision bulkhead with a water tight door access into the chain locker.
Just aft to port is the forward head with Jabsco Silent Flush electric marine toilet and black water holding tank, vanity and wash basin, and a shower with clever curtain arrangement that keeps everything in the head dry when using the shower.
Opposite to starboard is a very large hanging locker.
The saloon is aft and separated from the forward area by a fully watertight door on a watertight bulkhead. The saloon has a U-shaped dinette area. Opposite to starboard is a sofa. There is an extension for the dining table that allows the sofa to be used while dinning.
The U-shaped galley is aft to port and features the four-burner propane stove and oven, microwave oven and top loading dishwasher and a 24-volt powered extractor cowl directly over the stove. The top loading clothes washer/dryer is also in the galley under a lift-up panel.
The navigation station is opposite to port with an outboard facing navigation desk with seat and storage for charts and navigational equipment. There is an open hanging locker adjacent to the navigation station.
The sea berth is in the passageway to the owner's cabin aft. This berth is located quite low and is positioned close to the vessels pitch axis. It is very secure even in the most trying conditions. This berth, like all the berths on the boat, has a sturdy lee board.
The owner's cabin aft has an ensuite head with Jabsco Silent Flush electric marine toilet with blackwater holding tank, vanity with wash basin, and the same clever shower curtain configuration as in the forward head that keeps things in this area dry. The double berth is offset to the port side and is nearly 6'6" long. Opposite to starboard is a single berth. There is a good-sized hanging locker in this cabin. The entrance to the aft cabin has a watertight door on a watertight bulkhead. The bulkhead fully aft in this cabin is also a watertight bulkhead.
It should be noted that there is more useable storage in the SUPER MARAMU than in any other vessel of comparable interior volume. Seriously, you will be amazed the first time you go aboard any SUPER MARAMU. A good part of the reason for this is that there are five very large lockers outside on deck and two smaller ones that hold all the bulky and often potentially smelly stuff like awnings, outboard motors and maintenance chemicals outside of the interior accommodations. Seriously when you first go aboard a SUPER MARAMU you will be mightily impressed with the unsurpassed volumes of on deck storage. The interior of the boat is kept uncluttered. Nothing goes down the companionway into the interior unless you eat it, read it, or wear it.
CONFIGURATION: Probably best described as a ¾ aft cockpit, the cockpit area in the AMEL SUPER MARAMU is situated deep within the vessel for enhanced security and to minimize undesirable motion. The steering station is in the forward port side quarter of the cockpit where it can be completely protected from sun, spray, rain and other undesirable environmental conditions. The cockpit is exceptionally comfortable as the seat backs and the seats themselves are ergonomically designed to conform to the human anatomy with subtle curves in just the right places. As we tend to live in the cockpit, Amel went to great lengths to make this area the most comfortable room in the house. The hard dodger protects the cockpit from the sea and spray while the extendable/pull out Bimini keeps the sun and rain away. If you have not had the pleasure of experiencing the uncommon comfort of the SUPER MARAMU cockpit, be sure to spend a few minutes investigating this for yourself when you get aboard.
Just below the cockpit is a large engine and machinery room that offers easy stand up access to all the ships machinery to include the main engine, generator, water maker the pumps and battery chargers. The engine room is accessed by lifting the cockpit sole which is hinged at its aft end and opening is assisted by hydraulic struts. All the noise, vibration, heat and smells of the machinery are isolated to the engine room and never make their way into the accommodation. This entire area is airtight and can be made water tight by operating two shut off valves. Access to all maintainable systems is easy and immediate.
The forward deckhouse is a wedge configuration. Both the forward and aft deckhouses are bordered by side decks that are unencumbered by rigging or equipment. It is quite easy and safe to make your way about the decks on board the SUPER MARAMU.
Each and every element of the deck and cockpit design was drawn, reconsidered, and then ultimately configured to provide the optimum in functionality, comfort, and security. Amel's 50 plus years of experience with offshore sailing boat design really shows everywhere aboard the SUPER MARAMU.
The hull is an evolution of Henri Amel’s cruising keel and skeg hung rudder philosophy that he helped popularize for cruising boats in the early 1950’s. The raked bow with semi-rounded forefoot provides a fast yet sea-kindly face to the waves. The wide low aspect ratio keel gives up maybe a couple of degrees in pointing ability in providing an exceptionally strong and secure mount for the external ballast. All 1000 liters/264 gallons of fresh water are carried in the stub keel, not only providing a double bottom but keeping the weight of the water quite low in the boat (and not in tanks under settees where they would rob storage). The keel has long wings, which not only aid stiffness and weatherlyness, but also act as pitch stabilizers when going 5 knots or better. The keel has a flat bottom and is wide enough to allow the boat to stand, unsupported, on the keel. However, we strongly urge you to use support stands when on the hard.
The propeller is mounted on the trailing edge of the keel where it is well immersed and very well protected from sea junk. It is also not under the bed in the owner’s cabin, as in most center cockpit designs, allowing you to sleep when powering. Propeller noise is effectively marginalized.
The rudder is hung from a massive full-length skeg assembly that can support the entire laden weight of the vessel in case of a grounding.
The hull's run aft is wide enough to support powerful reaching performance yet shaped with a gradual buoyancy increase so when immersed in waves to impart a steady ride in a sea way. In conjunction with the same gradual buoyancy increase in the bow, there is a very predictable and linier motion at sea.
As in all elements of the entire vessel’s design, the hull and deck were conceived to do their job properly and efficiently, not to have a certain look or to make a fashion statement. In cruising yacht design, as in nature, the most satisfactory results are achieved when form follows function.
CONSTRUCTION: The AMEL SUPER MARAMU has a construction technique that is absolutely unique in the industry. The yield is an extremely strong and solid one piece hull and deck assembly; a true monocoque.
All AMELS, since 1967, have been built with AMEL designed biaxial fiberglass cloth. This is a flat woven fiberglass cloth that is much stronger in sheer and tension than conventional mat and woven roving laminates. It is lighter, stronger, and better. The hull is molded in one piece incorporating one piece/non-spliced lengths of biaxial cloth running from bulwark, down through the keel/centerline, and up to the opposite bulwark. In the same fashion, the next series of laminates run from the bow lengthwise to the stern, again, employing one piece/non spliced lengths of biaxial cloth. The deck assembly is built in a similar fashion. While the hull is a solid fiberglass laminate with no core, the deck assembly employs a core of Baltek vertical end grain balsa in strategic horizontal areas to enhance stiffness and in insulation from heat and noise. There are also substrates of “Iron Wood” in the deck assembly where cleats and the windlass are installed to easily accommodate the increased compression and shearing loads in the foredeck.
While the completed one-piece hull is still in the mold, ALL the furniture and structural bulkheads, less non-structural drawers and cabinet faces, are installed. After all these structural assemblies are completely installed, the separately completed deck assembly is joined to the hull (again, while the hull is still in the mold) with six layers of the same biaxial cloth used in the primary laminations, around the inside of the entire hull to deck interface. What this accomplishes, effectively, is the elimination of a conventional hull to deck joint. The hull and deck are married with a homogeneous fiberglass matrix, which insures a strong and leak free hull and deck join for the entire life of the vessel.
Ketch rigged with AMEL painted aluminum alloy spars and booms with AMEL designed and manufactured in the mast furling. Furling is by 24-volt motors with manual back up on the main and manual furling on the mizzen. The two 24-volt motors were replaced and the outhaul and in-mast furling drive gearboxes were completely rebuilt on 10/2017. The headstay is equipped with an AMEL designed and manufactured roller furling system with 24-volt electric furling with manual backup.
All standing rigging was replaced with entirely new components including correct metric sized KOS stainless steel wire and STA-LOK mechanical end fittings on 12-2017 by Nance and Underwood in Fort Lauderdale, FL.
The AMEL down-wind ballooner system is present that allows one person to reef and unreef the 1400 square feet double headsail system from the cockpit unassisted.
There are ten self-tailing Lewmar winches, three of which are 24-volt powered including the main sheet and both primary winches.
Main sail, Super Sailmakers, Fort Lauderdale – 11/2017
Mizzen sail, Super Sailmakers, Fort Lauderdale – 11/2017
Genoa jib, Super Sailmakers, Fort Lauderdale – 11/2017
Ballooner sail, Deme, France – 2003
Mizzen staysail by Deme, France – 2003
MAIN MAST CLEARANCE HEIGHTS:
At Masthead - 63' 4'
At Tricolor light 64' 1"
At Wind instruments 64' 3"
At the VHF antenna top 66' 6"
12-volt DC ships engine and generator start system
24-volt DC ships house supply system
24-volt/700 watt LG Solar Array on arch-at stern
220-volt AC ships generator system
220-volt AC shore power system
The 12-volt DC ships engine and generator start system draws from one DEKA group 31 maintenance free lead acid battery with 1000 cold cranking amps capacity. This battery is charged by 18 amp 12-volt alternator on the Onan generator or by a 50- amp 12-volt alternator on the Yanmar engine. This battery is isolated from the 24-volt house service bank. It can be jumped from the house service bank easily if ever required.
The 24-volt DC ships service system draws on twelve group 31 110-amp hour DEKA deep cycle batteries. This bank of twelve batteries are wired in series by pairs to provide 660-amps of reserve capacity at 24-volts and are charged by the following means. At the stern is an Atlantic Tower Solar Cell arch on which there are 2 LG 350-watt solar panels that are controlled by a Victron 100/30 MPPT controller. The main battery charger is a Dolphin 100-amp automatic charger. The second battery charger is a Dolphin 30-amp charger. There is a Smart Sense battery compartment temperature monitor. There are 4600 hours total time since new on the generator.
The ships 220-volt AC diesel generator is an ONAN MDKAL 7kw unit. It is mounted in the engine room on vibration isolating mounts and is nearly silent in operation. It is not mounted in an enclosure.
The ships 220-volt AC generator and shore power system are controlled by an all circuit breaker control panel. There is a ground fault interrupter that protects the entire 220-volt AC system and all of the outlets. There is a Safe shore galvanic isolator on the 220-volt shore power system.
A word of advice is required here. People who are only familiar with 110-volt shore and generator power systems are often concerned about 220-volt systems. This is a very common occurrence that I have been able to explain away and make even skeptical folks 100% comfortable using 220-volt power which is available even at the very few docks with only 110-volt power by using a $400 Y-cord shore power cord. Please let me explain if you have any doubts or concerns.
Three 9000 BTU Clima air conditioners. One each in the forward stateroom, saloon, and aft stateroom. These three units are also equipped with electric grid resistance heating which is better than reverse cycle heating especially in cold water.
There is the optional AMEL installed fresh air ventilation system which employs a powerful 24-volt blower motor that draws in fresh dry outside air from a plenum in the cockpit and distributes it into the interior. There is a fresh air outlet in the forward stateroom, the saloon , and the aft cabin. Although there is a good volume of air supplied, the system is very quiet in use.
There are ten inobtrusive cabin fan mounts with integrated 24-volt supply for mounting electric fans located intelligently throughout the interior.
There are three large overhead hatches plus one on the incline of the aft cabin's after end that provides exceptional ventilation when facing the wind on anchor as well as these opening portlights, one each in the galley, aft cabin, and aft head.
6" Plastimo steering compass - at the helm
Brooks and Gatehouse Hydra 2000 System
Analog windpoint - at the helm
Analog windspeed - at the helm
Analog knot meter - at the helm
Digital multi-function display - at the nav station
Brooks and Gatehouse Zeus 12" plotter-radar-MFD display - at the helm (2018)
Brooks and Gatehouse Zeus 9" plotter-radar-MFD display - at the nav station (2018)
Maretron WSO100 and USB 100 units (2018)
Airmar boat speed transducer (2018)
AMEC A.I.S. transceiver
Raytheon chain drive auto pilot to steering rack
Raytheon linear drive auto pilot to steering quadrant
Raytheon GYRO-PLUS for autopilot
IRIDIUM GO Sat phone/communicator (2019)
ICOM 802 S.S.B. radio transceiver
ICOM at-140 automatic S.S.B. antenna tuner
ICOM high output 24-volt to 12-volt transformer
ICOM 504 V.H.F. radio transceiver and microphone - at the nav station
ICOM Command V.H.F. handset controller - at the companion way
ICOM hand held portable V.H.F. transceiver
100 HP YANMAR 4JH3-HTE Marine Diesel, 4 cylinder, 4 cycle. Turbocharged (turbo comes into play on the last 15% of the power curve). Water to air intercooler. Fresh water-cooled. Z-F 2.8:1 hydraulic reduction drive with automatic disc-type propeller brake. 1:1 AMEL designed and contructed U-DRIVE system. Three bladed 22" AUTOPROP-automatic feathering propeller. Dual Racor 500 fuel filters on easy-switch manifold with vacuum gauge. Engine mounted fuel filter. Engine hours are less than 4600.
The engine, and most all of the vessel's machinery, is mounted in a very spacious engine room that allows easy and unencumbered access to all the machinery for inspection, service and repair. This is a true step in/stand up engine room that contains all the noise, heat and mess of the machinery thereby keeping it all out of the accommodations. Please note there is a 24-volt powered 60 G.P.H. Racor fuel polisher in the engine room.
Pull-Pull rack and pinion system employing sheathed stainless steel cables/rods. The cables run in greased tubes and have no wear points as in systems that use wire and pulleys. There is a finely engineered and fitted emergency tiller system provided that would allow one to steer from atop the aft trunk cabin.
There is one seachest with a ballcock type valved through-hull below the waterline for all incoming raw water and three ballcock type discharge through-hulls above the waterline, and a removable transducer for the fathometer. The rudder shaft has a conventional stuffing box.
As with all true world cruising capable boats, the ground tackle aboard the Super Maramu is exceptionally sturdy and well engineered. It is quite easy to deploy and retrieve the anchors. The primary anchor can be set and retrieved from the cockpit remote control station.
SPECIFIC ANCHORING EQUIPMENT INCLUDES:
Lofrans Tigress horizontal capstan 1500-watt 24-volt anchor windless
Complete spare new Lofrans Tigress horizontal capstan electric windless
Double bow rollers in the stemhead
Remote control for the windless - at the helm
Hand held windless controller - at the bow
Rocna 40 (12/2017)
300' 3/8" G-3 anchor chain (12/2017)
Pressurized salt water chain washdown
Fortress 55 anchor
It would be pretty difficult to imagine a safer cruising sailboat in this size range. Please note that the watertight doors, bulkheads and compartments are really and truly watertight. Safety is the paramount concern at AMEL. This will become very obvious to you when you come aboard the first time.
SPECIFIC SAFETY EQUIPMENT INCLUDES:
Jordan Ocean Brake drogue (12/2019)
4 watertight bulkheads creating 5 watertight compartments
Double bottom in keel area
Engine room that is airtight from the vessel's interior and can be made watertight by operating two readily accessible valves
ACR G.P.S. enabled EPIRB
Winslow 6-person Super-Light Offshore Plus life raft with offshore S.E.P. package, double bottom, boarding assist platform and hard case packaging. All new (12/2017)
Hard case packaging. New in (2017)
7 red L.E.D. floor level night lights illuminating the cabin sole
Masthead tri-color running light
Deck level L.E.D. running light
Foredeck and cockpit L.E.D. flood lamps
Complete assortment of current flares and some recently expired flares that show no signs of failure
Interior floor board lockdowns
Well engineered and fitted emergency steering tiller that allows one to steer from the vessel's exterior, not from within the aft cabin.
Lee boards for every berth in the boat
Stainless tube life rails around the vessel’s perimeter instead of more common vinyl covered wire
Automatic 24-volt diaphragm type bilge pump, new in (2019)
Manual diaphragm type bilge pump - at the helm station, new in (2019)
Large capacity CO2 engine room fire extinguishers with manual activation from outside the engine room
3 hand held fire extinguishers
DAN buoy M.O.B. pole, floatation
Life sling M.O.B. retrieval system
Two stern mounted stainless steel hand rails
Stainless safety bar at stove with safety belt clip-ons
1911 Chelsea ringing chimes chronometer in saloon.
All interior lights replaced with L.E.D. except reading lamps
2019 Zodiac Cadet C-230 Inflatable
2019 Torkueedo Travel 1003 electric outboard
Note: Paperwork for the dinghy has been lost which will preclude its operation in U.S.A. waters with a motor. Outside of the USA one just needs to place TENDER TO BOAT NAME in most places to be legal with a motor. The seller is attempting to get replacement paperwork.
Dessalator 220 volt, 40 G.P.H. water maker, less than 1000 hours
10 H.P. retractable bow thruter
Seagull fresh water filter in galley
New Stamoid cockpit Bimini, side curtains, Bimini extension and aft curtain (8/2018)
Marine canvas aft deck and main deck sun awnings
Galley refrigeration and freezer equipment entirely replaced with the exception of the chest and door (8/2019)
Saloon refrigerator/freezer equipment entirely replaced with the exception of the boxes and top clousures. Merlin 11 electronic thermostats (8/2019)
Deluxe fender-boards, fenders and docklines
Amel dishes for six places
Keel grounding strap replaced with new improved version (2017)
Speed Seal quick change impellor cover on Yanmar raw water pump
AMEL gangway/swim ladder combination unit
JVC AM/FM/CD stereo with two saloon speakers and two cockpit speakers
Self stowing bifold cockpit table
Comprehensive spares package. All spares aboard are included in the sale.
Screens for ports
Cleaning equipment and supplies
I sold this boat to the current owner in Puerto Rico in March 2019. This is the second Super Maramu he has owned. He sailed it up to the Chesapeake Bay area and began an upgrading process that built on the superb upgrading that the folks who owned it before had accomplished after their planned purchase in 2017 for a two-year sailing sabbatical with their two young children. This included new chain and anchor, electronics – navigation equipment, new sails and complete replacement of the standing rigging from clevis pin to clevis pin incorporating KOS stainless steel 1X19 wire in correct metric sizes with STAY-LOC end fittings.
The gentleman who bought the boat in 2019 replaced all the refrigeration/freezer components with the exception of the boxes themselves and set about getting all the maintenance up to baseline and further refinement of the systems aboard. A new ATN Gale Sail and JORDAN drogue/sea anchor were obtained as well as a litany of other improvements and thoughtful "hands on".
After the boat was completely ship shape and ready to head for the horizon, he sailed the boat from the Chesapeake to Florida and then on to Panama and through the Canal. The bucket list plan was to voyage to Hawaii and then to Alaska to enjoy the full summer in the Inside Passage. Regrettably, health concerns emerged that will preclude further passage making any time in the future.
This boat was well cared for by everyone who owned it and it has never wanted for anything. If it needed attention it got it. It is absolutely ready to put to sea with very little effort and should be carefully considered by those looking for a ready to go Super Maramu that has been well owned since it was first launched. A complete log of all the improvements and maintenance is available to serious prospective buyers.
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.
Joel F. Potter
401 East Las Olas Blvd., #130-126
Fort Lauderdale, FL 33301