amel 54 sailboat data

Sailboat specifications

• Last update: 17th March 2020

Amel 54's main features

Amel 54's main dimensions, amel 54's rig and sails, amel 54's performances, amel 54's auxiliary engine, amel 54's accommodations and layout, amel 54's fore cabin, amel 54's aft cabin.

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The Amel 54 Sailboat Specs & Key Performance Indicators

The Amel 54 is a French-built cruising sailboat, designed by Henri Amel and further developed by his company Chantiers Amel. Henri Amel, a French national, focused on creating ocean-going yachts with a distinctive design ethos centered on safety and ease of handling.

The boat was constructed at Chantiers Amel’s facility located in La Rochelle, a historic seaport on the Atlantic coast of France. The Amel 54 is part of a lineage of yachts known for their robust construction and innovative features, aimed at long-distance sailors who seek self-sufficient and comfortable sea travel.

The Amel 54 was designed to be a successor to the popular Amel Super Maramu model, incorporating many of the features that made the Super Maramu successful while also introducing new design elements and technologies. The largest and most obvious difference on casual examination is that the 54 was designed with an inner forestay that carries a staysail.

Despite being replaced by the Amel 55 in 2011, the Amel 54 continues to be a popular choice among cruising sailors due to its quality construction, comfortable accommodations, and excellent sailing performance.

Published Specification for the Amel 54 Underwater Configuration: Fin keel Hull Material: Fiberglass Length Overall: 17.2 meters (56.4 feet) Waterline Length: 13.9 meters (45.6 feet) Beam: 4.8 meters (15.7 feet) Draft: 2.1 meters (6.9 feet) Rig Type: Ketch Displacement: 17,500 kilograms (38,580 pounds) Designer: Amel Design Team Builder: Chantiers Amel Year First Built: 2005 Year Last Built: 2011 Number Built: Approximately 50 units

Published Design Ratios for the Amel 54

• Sail Area/Displacement Ratio (21.2): This ratio indicates a relatively high performance level. Given that this ratio is above 20, the Amel 54 should exhibit good sailing power per unit of displacement, suggesting it can maintain speed in lighter winds and handle moderate to strenuous conditions efficiently. This speaks to a boat capable of brisk acceleration and agility, reflecting a more performance-oriented design over purely leisure or heavy-duty cruising.
• Ballast/Displacement Ratio (29.1): While this value is below the threshold of 40 typically associated with quite stiff and powerful boats, it's still considerable. This ratio suggests a reasonable degree of stability and the boat's ability to stand upright against wind pressure but might not be as stiff as heavier ballasted boats. This may affect its performance in extremely heavy weather where maximum stability is required. The importance of knowing the distribution of ballast is crucial as it impacts the actual stability offered by the boat under varying conditions - but see below... *
• Displacement/Length Ratio (134.9): Falling within the light displacement range (100-200), the Amel 54 is designed to be easier to drive to its hull speed, requiring less sail area relative to its length compared to heavier boats. This attribute enhances its handling and speed capabilities in a range of wind conditions, making it suitable for faster cruising and responsive sailing.
• Comfort Ratio (29.1): Positioned in the bracket typical for coastal cruisers, this indicates that the Amel 54 should provide a comfortable experience for near-shore journeys, balancing ease of handling and livability. It suggests moderate motion at sea, reducing the fatigue and discomfort associated with more pronounced movements, but it might not be as comfortable in the more challenging conditions of long ocean passages as a boat with a higher comfort ratio would be - but see below... **
• Capsize Screening Formula (1.9): This value being less than 2.0 implies the Amel 54 is well-suited for ocean passages, offering a good level of safety against capsizing when compared to wider or heavier boats. This makes the Amel 54 a viable option for more adventurous sailing, venturing beyond protected coastal waters.

Theoretical Nature of the Ratios: It's imperative to understand that these ratios, although insightful, provide a theoretical outlook:

• * The Ballast/Displacement Ratio, as discussed, doesn't consider the specific placement of ballast, which can dramatically affect stability characteristics. Thus, real-world performance can differ based on design specifics not captured solely by these ratios.
• ** Similarly, the Comfort Ratio, which favors traditional heavy displacement designs, might not fully represent the comfort experienced aboard modern, lighter, or beamier vessels with different hull designs and weight distributions. These boats could be surprisingly capable and comfortable despite not fitting into the traditional metrics.

Read more about Design Ratios...

In summary, the Amel 54 sailboat emerges as a performance-oriented, light displacement cruiser with reasonable comfort for coastal navigation and sufficient stability and safety features for occasional ocean passages. Its suitability for various sailing ventures would depend significantly on the specific conditions and the sailor's experience and preferences.

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

Press Reviews for the Amel 54

Cruising World says "Like its predecessor, the Super Maramu, the Amel 54 has a conservative sail plan and hull shape designed for comfortable sailing. On a CW test sail last year, in 16 knots on the beam with choppy cross seas off Florida, the 54 logged an effortless 9 knots. Old-school cruisers will appreciate the full-skeg rudder and twin reaching poles for downwind work. Because safety is Amel’s paramount concern, the boat has four watertight bulkheads. The 54’s solid hull is laminated to the deck, which has high bulwarks and full-length stainless-steel railings for added security." Read more...

Other sailboats in the Amel range include:

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• By Stacey Collins
• Updated: January 17, 2007

Like its predecessor, the Super Maramu, the Amel 54 has a conservative sail plan and hull shape designed for comfortable sailing. On a CW test sail last year, in 16 knots on the beam with choppy cross seas off Florida, the 54 logged an effortless 9 knots. Old-school cruisers will appreciate the full-skeg rudder and twin reaching poles for downwind work. Because safety is Amel’s paramount concern, the boat has four watertight bulkheads. The 54’s solid hull is laminated to the deck, which has high bulwarks and full-length stainless-steel railings for added security.

Many Amel customers are older cruising couples, so easy operation is key. “If you can lift 50 pounds, you can do everything on this boat yourself,” says U.S. agent Joel Potter. The electric furling main and genoa, electric winches, a bow thruster, and hydraulic pistons to help lift berths to access storage all support his claim.

Amel’s characteristic steering station, behind the hard windshield/dodger, has push-button controls and readouts for almost all systems, although visibility from the chair is limited.

Built-in lee cloths and ample tankage indicate a boat designed for passagemaking. In port, the sumptuous leather-and-mahogany interior makes the 54 a queen on any quay that the built-in passerelle touches. The seaworthy galley has a dishwasher and a deep freeze; a washer/dryer is standard. Ample storage for cruising gear includes a cavernous lazarette fit for an RIB.

The late Captain Henri Amel’s vision of the ideal cruising boat incorporated elegance, safety, comfort, and shorthanded-sailing ease. The new Amel 54 is a distinctive, luxurious, long-legged passagemaker of which the Captain would certainly approve.

Amel 54 Specs

LOA: 53′ 10″ LWL: 50′ 4″ Beam: 15′ 9″ Draft: 6′ 9″ Sail Area: 1,507 sq. ft. Displacement: 35,000 lb. Water: 237 gal. Fuel: 237 gal. Engine: 110-hp.Volvo Designer: Amel Design Group Price: $965,000 Chantiers Amel, (954) 462-5869, www.amel.fr

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• Sailboat Guide

Amel 54 is a 56 ′ 5 ″ / 17.2 m monohull sailboat designed by Amel and built by Amel starting in 2005.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Hull length..16.40 m Total standard sail area 192 m²

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Amel 54 - Amel / STW003740

cabin cruiser

overall length

hull length

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diesel tank

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standard version

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Bluewater Sailboat – Amel 54

The Bluewater Sailboat Amel 54 has a conservative sail plan and hull profile for easy sailing. On a CW test sail last year, the 54 logged an effortless 9 knots in 16 knots on the beam with lumpy cross seas off Florida. The full-skeg rudder and twin reaching poles for downwind work will appeal to traditional cruisers. Amel’s primary concern is safety, hence the boat includes four watertight bulkheads. For increased security, the 54’s robust hull is laminated to the deck, which has strong bulwarks and full-length stainless-steel railings.

• LOA: 53′ 10″
• LWL: 50′ 4″
• Beam: 15′ 9″
• Draft: 6′ 9″
• Sail Area: 1,507 sq. ft.
• Displacement: 35,000 lb.
• Water: 237 gal.
• Fuel: 237 gal.
• Engine: 110-hp.Volvo
• Designer: Amel Design Group

Henri Amel was a perfectionist; even in the early 1970s, he didn’t see why long-distance cruising had to be damp, uncomfortable, or laborious. These convictions, combined with his significant seafaring experience on both yachts and ships, resulted in a distinct pattern for serious long-distance cruise sailboats that the French Amel boat yard still uses today.

When the Amel 54 was introduced in 2005 as the replacement for the Super Maramu, it had big shoes to fill. Despite having a shorter production run of six years, several people who are familiar with the Amel line described it as the best world cruising boat Amel has ever built—high praise indeed.

These two Bluewater sailboats have the same “DNA.” They have a comparable visual style and many of the same characteristics that have historically distinguished Amel yachts as premium world cruising vessels. They have so many similarities that listing them would make for a very long piece, so I’ll concentrate on the differences. Both are ketches, and they are more similar than dissimilar, although there are significant differences. The 54 was constructed with an inner forestay that holds a staysail, which is the most noticeable difference on first glance. In strong gusts, the staysail on the 54 helps the boat balance, which is an improvement for heavy weather sailing.

The 54’s flush locker hatches were the most noticeable alteration in the deck layouts of these two boats. This is unquestionably more attractive and reduces the possibility of tripping and toe-stubbing for the crew. The hatches, on the other hand, have a significantly higher tendency to leak. You have some wins and some losses.

The differences in anchor handling between early Super Maramus models and subsequent models and the 54 are substantial. The early Super Maramus had a competent anchor handling mechanism, but the Amel 54 takes it a step farther. Twin windlasses and a more flexible and strong pair of rollers are noteworthy improvements. Unlike the Super Maramu, the Bluewater Sailboat Amel 54 chain lockers include a detachable bottom grate for easier cleaning of the inevitable mud that will accumulate. But nothing in life is free. The 54’s windlasses have been moved forward to allow more room in the bow locker. That means the available space for chain storage is getting shorter and narrower. 

The hull of the 54 is a more contemporary design for a cruising yacht. She is substantially wider in the back than her older sibling. As a result, the internal capacity is substantially larger, which the designers took full advantage of.  The biggest shifts are forward and backward. The aft cabin on a 54 is significantly larger than that on a Super Maramu, and the bed transitions from a pushed up against the port side to a full walk around bed. A second shower stall has also been added to the head.  The alterations in the forward cabin are almost as striking. Instead of the typical v-berth, there is a pullman cabin on the port side and a pair of bunks on the starboard side. The head was transferred to the bow peak.  Amel switched from solid wood leeboards to lee cloths for all berths on the 54. Both are stylish and comfortable.

The Nav Station on the 54 is vastly upgraded. Where the Super Maramu Nav Station only works for a few minutes at a time, it can be used as a workstation for ordinary work on paper or keyboard.  The 54 has much larger freezers than the Super Maramu, and they appear to be better insulated. The 54 Sailboats Galley is designed to accommodate a larger four-burner stove rather than the smaller two-burner unit found on most Super Maramus. The 54 features many more opening hatches than the Super Maramu, partially because the space has been divided up a little more and additional points of air intake are required, and partly to increase air flow. When underway, neither boat has any passive ventilation.

Quick Notes

Amel is a larger boat with nearly the same footprint. It’s more recent. Many components of the boat were redesigned by Amel, with largely positive outcomes, however they swung and missed on a few. It is a rule that no boat is ideal for everyone-and no boat is ideal for anyone. Every boat is a tradeoff.

If you are interested in learning more about the specifications and details of a sailboat, we recommend visiting the page Bluewater  Sailboat data  by    Ocean Wave Sail . This page provides comprehensive information and is an excellent resource for anyone seeking detailed information about 1000+ sailboats.

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• Nov 17, 2022

Compare and Contrast: The Amel 54 vs. the Super Maramu

Updated: Nov 20, 2022

After our recent delivery of the Amel 54 we have been asked to give our impressions of the differences between the Amel 54 and her older sister, the 53 foot Super Maramu. We were only sailing aboard the Amel 54 for a week, so our impressions are not comprehensive. Also, it is just natural that we would prefer the way we have become accustomed to doing things onboard our Super Maramu, to the point we might look askance on things just because they are different. Hopefully I have avoided overt prejudice, and give reasonable rationales for my conclusions.

The Super Maramu was certainly Amel’s most commercially successful design to date. Introduced in 1988 and produced until 2006 well over 400 were made over 18 years. I would guess the gross sales of this model approached half a billion dollars, certainly one of the single most successful cruising yacht models ever built. When Amel 54 was introduced in 2005 as the successor to the Super Maramu it certainly had big shoes to fill. Although it had a shorter production run of 6 years, several people who know the Amel line intimately have described it as the best world cruising boat Amel ever built–strong praise indeed.

Right now, an Amel 54 in good nick will run about US$400,000 to $600,000. The prices for a Super Maramu will vary more, since they cover a wide range of ages, but for a well maintained example $230,000 to $350,000 would be a reasonable range to expect. Both of these boats share the same “DNA.” They have a similar visual design, and incorporate many of the same features that have always made Amel yachts stand out as premium world cruising boats. They share enough features, it would make a very long article to list them, so I will focus on those things that are different. Every evaluation I express is strictly my own opinion, and I am sure there is no one else who would agree with everything I write here. Hopefully, even in disagreement, it is helpful.

At first glance, not a lot distinguishes an Amel 54 from the older Super Maramu.

Both boats are ketches, and are more similar than different, but there ARE real differences. The largest and most obvious difference on casual examination is that the 54 was designed with an inner forestay that carries a staysail. Some Super Maramus have been modified to carry a staysail, but most of these modifications are weakly implemented. Our experience with using the staysail on the 54 in strong winds is that the boat balances nicely, and it is an improvement for heavy weather sailing.

The Super Maramu was not designed to carry a spinnaker, although it is easily modified so it can. The 54 was built to carry a spinnaker. We didn’t get to use one on our trip. The down wind poles on the 54 are longer and heavier than those on the Super Maramu, although the rigging of them has been well thought out and doesn’t require a lot of man-handling. Both boats can utilize the Amel twin headsail downwind rig.

One of the most significant changes we made to our Super Maramu’s sailing performance was the addition of cockpit control to the mizzen traveler. It means we can adjust the mizzen traveler without having to go out onto the aft deck. We use the mizzen sail a lot more, and get more efficiency out of it. Making such a modification to the 54 would not be impossible, but is more complex since the mizzen traveler is down on the aft deck, not up on the coachroof.

The sail furling gear for the mainsail and mizzen are essentially the same on both boats. The Super Maramu uses an Amel designed furler for the genoa that is robust and reliable. The 54 was built with Bamar fulers for the genoa and staysail that were very problematic, to the point that Bamar offered significant discounts for redesigned units. Different owners addressed this problem in different ways. The success of the alterations will vary from boat to boat.

The most obvious change in the deck arrangements of these two boats was the change to flush locker hatches on the 54. This is certainly better esthetically, and offers less opportunity for tripping and toe-stubbing for the crew. On the downside, the hatches have a much higher tendency to leak. You win some, you lose some.

Super Maramu #160 on the left, Amel 54 on the right. The changes in anchor handling from the early Super Maramus to later models and the 54 are significant. The early Super Maramus have a functional anchor handling system that handles a single anchor very well, but this is taken several steps up on the Amel 54. Twin windlasses, and a more flexible and robust set of rollers represent a significant upgrade. Unlike the Super Maramu, the chain lockers for the Amel 54 were designed with a removable bottom grate to enable easier cleanout of the inevitable mud that will accumulate. But nothing comes for free. The windlasses of the 54 are further forward to make more room in the bow locker. That means the space available for chain storage is shorter and narrower. While retrieving 100 meters of chain all in one go we had it pile up high enough that it jammed the chainpipe and needed to be manually cleared. This has never happened to us on our Super Maramu

The Super Maramu has twin bow storage lockers that are relatively shallow in depth, but useful none the less, easily holding spare sails, and other gear. The single bow locker on the 54 is certainly voluminous, but smaller items might get lost in the depths. It’s also a mixed use space with access for some electrical panels and bow thruster. If it is packed with sails and “stuff” access to those systems are compromised.

The Super Maramu has a passeralle that is 100% manual. It is stored on the starboard quarter rail , and put into place on the stern when needed. It doubles as the gunwale mounted boarding ladder. The 54 was optionally equipped with a electric passeralle that is very cool and awesome–when it works. It has a reputation for constant mechanical problems and serious corrosion issues. I haven't met anyone who was happy with it.

Power Train

The engine rooms on these boats are very similar, and are truly one of the great features. Essentially identical, they are fully isolated from the living spaces, they are spacious and easy to work in.

Amel never really found the perfect engine for the 54. Most of these boats were equipped with the Volvo D3. These were early models of fully electronic engines which has been a source of trouble for some owners. A number of software and hardware upgrades from Volvo over the years has reduced the issues. On the Super Maramu both the Volvo TMD22 and the Yanmar engines have been reliable workhorses. Although as time passes more and more of these have been repowered as the original engines age into third decade of life.

The Super Maramu was equipped with a custom built retractable bow thruster of Amel’s own design. These were designed back when bow thrusters were still unusual on yachts of this size. Robust and powerful, they have been reliable tools–when well cared for. The 54’s bow thruster was built for Amel by Sidepower, and is even more powerful. If the forward locker where the bow thruster lives can be kept dry, it is a great tool.

The interior design of these boats is where they differ the most. The 54’s hull is a more modern design for a cruising boat. She is much broader in the aft sections than her older sister. This results in a significantly larger interior volume that the designers took excellent advantage of.

The biggest changes are forward and aft. The aft cabin on a 54 is much larger than on a Super Maramu, and the bed changes from one pushed up against the port side, to a full walk around bed. The head has also been reworked with a separate shower stall. Almost as dramatic are the changes in the forward cabin. Instead of the traditional v-berth, there is a port side pullman cabin and on the starboard side a pair of bunks. The head was moved to the bow peak.

I think of the changes as a bit of a mixed bag, but mostly better. The aft cabin is a huge improvement in utility and comfort. The heads on the 54 are much nicer at anchor with separate shower stalls, and more amenities, but we found them less advantageous underway. Fewer appropriate handholds and brace points, and a good deal less storage. Not a disaster, certainly, but not as easy to use as those in the Super Maramu while the boat is in a seaway. Since boats spend a much greater percentage of time at anchor or in the marina, this might be a reasonable compromise.

With the 54 Amel moved away from solid wood leeboards for all the berths, and went to lee cloths. Both are well designed, secure, and comfortable.

The Nav Station is much improved on the 54. Usable as a desk for routine work on paper or keyboard, where the ergonomics of a Super Maramu Nav Station doesn’t work for much more than plotting a fix for a few minutes at a time.

The 54 is equipped with much larger freezers than the Super Maramu, and they seem better insulated. On the downside, the circulating raw water cooling on the 54 freezer is a maintenance nightmare, for a quite small improvement in cooling efficiency. The 54 galley is set up for a wider four burner stove, instead of the smaller 2 burner model installed on most Super Maramus.

The 54 has many more opening hatches than the Super Maramu, partly because the space it divided up a bit more and more points of air intake are needed, and partly to improve the amount of air flow. Neither boat has any useful passive ventilation available when underway.

Utility Systems

Here the boats are way more alike than they are different. Most of the utilities are served up in similar ways, sometimes even using exactly the same equipment.

The electrical system on the 54 is beefed up some, but the general philosophy is the same. Amel has moved toward a more modern setup for the electrical distribution in the 54, but still retained some of their unique quirks–for better and worse!

These boats are both very similar and very different. After a week aboard, we decided that we wouldn’t, ourselves, want to trade up to a 54. But we certainly understand why other people would. It’s a bigger boat, within almost the same footprint. It’s newer. Amel redesigned many parts of the boat, with mostly good results, although they swung and missed on a few.

It is a rule that no boat is perfect for everybody–and no boat is perfect for anybody. All boats are compromises. Is the Amel 54 a better set of compromises for you? Or the older, cheaper, Super Maramu? Only you will know!

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AMEL 54 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of AMEL 54. Built by Amel and designed by undefined, the boat was first built in 2005. It has a hull type of Fin with rudder on skeg and LOA is 17.2. Its sail area/displacement ratio 21.19. Its auxiliary power tank, manufactured by Volvo Penta, runs on Diesel.

AMEL 54 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about AMEL 54 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, auxillary power tank, contributions, who builds amel 54.

AMEL 54 is built by Amel.

When was AMEL 54 first built?

AMEL 54 was first built in 2005.

How long is AMEL 54?

AMEL 54 is 15.35 m in length.

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Review of Amel 54

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat is equipped with 3 cabins, 7 berths and 900.0 liter fresh water capacity.

The Amel 54 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The boat can only enter major marinas as the draft is about 2.10 - 2.20 meter (6.89 - 7.19 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Amel 54 is 1.86, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

Amel 54 holds one CE certification:

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 9.5 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Amel 54 is about 493 kg/cm, alternatively 2764 lbs/inch. Meaning: if you load 493 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 2764 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 21.10

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 79m 2 (850 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Amel 54 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Amel Super Maramu Headstay and Furler Issues

Compare and Contrast: The Amel 54 vs. the Super Maramu

After our recent delivery of the Amel 54 we have been asked to give our impressions of the differences between the Amel 54 and her older sister, the 53 foot Super Maramu. We were only aboard the Amel 54 for a week, so our impressions are not comprehensive. Also, it is just natural that we would prefer the way we have become accustomed to doing things onboard our Super Maramu, to the point we might look askance on things that are different. Hopefully I have avoided overt prejudice, and gave reasonable rationales for my conclusions.

The Super Maramu was certainly Amel’s most commercially successful design to date. Introduced in 1988 and produced until 2006 well over 400 were made over 18 years. I would guess the gross sales of this model approached half a billion dollars. When Amel 54 was introduced in 2005 as the successor to the Super Maramu it certainly had big shoes to fill. Although it had a shorter production run of 6 years, several people who know the Amel line intimately described it as the best world cruising boat Amel ever built–strong praise indeed.

Right now, an Amel 54 in good nick will run about US$500,000 to $600,000. The prices for a Super Maramu will vary more, since they cover a wide range of ages, but for a well maintained example $230,000 to $350,000 would be a reasonable range to expect.

Both of these boats share the same “DNA.” They have a similar visual design, and incorporate many of the same features that have always made Amel yachts stand out as premium world cruising boats. They share enough features, it would make a very long article to list them, so I will focus on those things that are different. Every evaluation I express is strictly my own opinion, and I am sure there is no one else who would agree with everything I write here. Hopefully, even in disagreement, it is helpful.

Both boats are ketches, and are more similar than different, but there ARE real differences. The largest and most obvious difference on casual examination is that the 54 was designed with an inner forestay that carries a staysail. Some Super Maramus have been modified to carry a staysail, but most of these modifications are weakly implemented. Our experience with using the staysail on the 54 in strong winds is that the boat balances nicely, and it is an improvement for heavy weather sailing.

The Super Maramu was not designed to carry a spinnaker, although it is easily modified so it can. The 54 was built to carry a spinnaker. We didn’t get to use one on our trip. The down wind poles on the 54 are longer and heavier than those on the Super Maramu, although the rigging of them has been well thought out and doesn’t require a lot of man-handling. Both boats can utilize the Amel twin headsail downwind rig.

One of the most significant changes we made to our Super Maramu’s sailing performance was the addition of cockpit control to the mizzen traveler. It means we can adjust the mizzen traveler without having to go out onto the aft deck. We use the mizzen sail a lot more, and get more efficiency out of it. Making such a modification to the 54 would not be impossible, but is more complex since the mizzen traveler is down on the aft deck, not up on the coachroof.

The sail furling gear for the mainsail and mizzen are essentially the same on both boats. The Super Maramu uses an Amel designed furler for the genoa that is robust and reliable. The 54 was built with Bamar fulers for the genoa and staysail that were very problematic, to the point that Bamar offered significant discounts for redesigned units. Different owners addressed this problem in different ways. The success of the alterations will vary from boat to boat.

The most obvious change in the deck arrangements of these two boats was the change to flush locker hatches on the 54. This is certainly better esthetically, and offers less opportunity for tripping and toe-stubbing for the crew. On the downside, the hatches have a much higher tendency to leak. You win some, you lose some.

The changes in anchor handling from the early Super Maramus to later models and the 54 are significant. The early Super Maramus have a functional anchor handling system, but this is taken several steps up on the Amel 54. Twin windlasses, and a more flexible and robust set of rollers represent a significant upgrade. Unlike the Super Maramu, the chain lockers for the Amel 54 were designed with a removable bottom grate to enable easier cleanout of the inevitable mud that will accumulate. But nothing comes for free. The windlasses of the 54 are further forward to make more room in the bow locker. That means the space available for chain storage is shorter and narrower. While retrieving 100 meters of chain all in one go we had it pile up high enough that it jammed the chainpipe and needed to be manually cleared. This has never happened to us on our Super Maramu

The Super Maramu has twin bow lockers that are relatively shallow in depth, but useful none the less, easily holding spare sails, and other gear. The single bow locker on the 54 is certainly voluminous, but smaller items might get lost in the depths. It’s also a mixed use space with access for some electrical panels and bow thruster. If it is packed with sails and “stuff” access to those systems are compromised.

The Super Maramu has a passeralle that is 100% manual. It is stored on the starboard quarter rail , and put into place on the stern when needed. It doubles as the gunwale mounted boarding ladder. The 54 was equipped with a hydraulic passeralle that is very cool and awesome–when it works. It has a reputation for constant mechanical problems and serious corrosion issues.

Power Train

The engine rooms on these boats are very similar, and are truly one of the great features. Essentially identical, they are fully isolated from the living spaces, they are spacious and easy to work in.

Amel never really found the right engine for the 54. Most of these boats were equipped with the Volvo D3, which has been a source of trouble for many owners. On the Super Maramu both the Volvo and the Yanmar engines have been reliable workhorses. Although as time passes more and more of these have been repowered as the original engines age into third decade of life.

The Super Maramu was equipped with a custom built retractable bow thruster of Amel’s own design. These were designed back when bow thrusters were still unusual on yachts of this size. Robust and powerful, they have been reliable tools–when well cared for. The 54’s bow thruster was built for Amel by Sidepower, and is even more powerful. If the forward locker where the bow thruster lives can be kept dry, it is a great tool.

The interior design of these boats is where they differ the most. The 54’s hull is a more modern design for a cruising boat. She is much broader in the aft sections than her older sister. This results in a significantly larger interior volume that the designers took excellent advantage of.

The biggest changes are forward and aft. The aft cabin on a 54 is much larger than on a Super Maramu, and the bed changes from one pushed up against the port side, to a full walk around bed. The head has also been reworked with a separate shower stall.

Almost as dramatic are the changes in the forward cabin. Instead of the traditional v-berth, there is a port side pullman cabin, and on the starboard side a pair of bunks. The head was moved to the bow peak.

I think of the changes as a bit of a mixed bag, but mostly better. The aft cabin is a huge improvement in utility and comfort. The heads on the 54 are much nicer at anchor with separate shower stalls, and more amenities, but we found them less advantageous underway. Fewer appropriate handholds and brace points, and a good deal less storage. Not a disaster, certainly, but not as easy to use as those in the Super Maramu while the boat is in a seaway. Since boats spend a much greater percentage of time at anchor or in the marina, this might be a reasonable compromise.

With the 54 Amel moved away from solid wood leeboards for all the berths, and went to lee cloths. Both are well designed and comfortable.

The Nav Station is much improved on the 54. Usable as a desk for routine work on paper or keyboard, where the Super Maramu Nav Station doesn’t work for more than a few minutes at a time.

The 54 is equipped with much larger freezers than the Super Maramu, and they seem better insulated. The 54 galley is set up for a wider four burner stove, instead of the smaller 2 burner model installed on most Super Maramus.

The 54 has many more opening hatches than the Super Maramu, partly because the space it divided up a bit more and more points of air intake are needed, and partly to improve the amount of air flow. Neither boat has any passive ventilation available when underway.

Utility Systems

Here the boats are way more alike than they are different. Most of the utilities are served up in similar ways, sometimes even using exactly the same equipment.

The electrical system on the 54 is beefed up some, but the general philosophy is the same. Amel has moved toward a more modern setup for the electrical distribution in the 54, but still retained some of their unique quirks–for better and worse!

These boats are both very similar and very different. After a week aboard, we decided that we wouldn’t, ourselves, want to trade up to a 54. But we certainly understand why other people would. It’s a bigger boat, within almost the same footprint. It’s newer. Amel redesigned many parts of the boat, with mostly good results, although they swung and missed on a few.

It is a rule that no boat is perfect for everybody–and no boat is perfect for anybody. All boats are compromises. Is the Amel 54 a better set of compromises for you? or the older, cheaper, Super Maramu? Only you will know!

8 Responses to Compare and Contrast: The Amel 54 vs. the Super Maramu

Thank you for this great article with which I agree mostly. I owned a Super Maramu for 15 Yeras and still sailing my 14 years old Amel 54 (nr 138). There is one point I want to stress: The hull shape of rthe Amel 54 is smoother, especially upwind in big Waves, when the Super Maramu is already bashing hard into the waves, the Amel 54 is still riding absolutely comfortable. I think the aft cabion is a great improvement, but the bunkbeds are too small as well as the Pullman Cabin. If the Amle 54 would be a 57 foot boat, the same design could be organized more generous. I never had problems with my engine. The old Volvo engine of the Super Maramu is quite good (exept for the Turbo) but you need more than 2000 reps to reach around 7 knotws. With the Amel 54 you can go with 1480 revs 7.3 knots, , at 200 revs you go over 8 knots. So going under engine the Amel 54 is much morre silent.

Excellent piece! Really enjoyed it. The only thing you didn’t talk about is motion in a seaway – does the 54 still have a sea kindly motion and ability to keep her crew comfortable?

if we are looking for a Super Maramu (1995-2000)……other that Yachtworld, who is a reputable agent in the Mediterranean? I’ve given up finding a decent Amel in the states. Thanks

Mark, Right now the market for Amels everywhere is really tight. In the US pretty much every decent boat is sold before it is listed on the open market. If you are not on a good broker’s waiting list, you’ll not see them. I am not at all sure of a broker in the Med. The guy who was the go-to for many years has recently retired. My best suggestion would be to contact Amel and see if they have a recommendation.

Thanks….great advice.

Thank you very much.

And finally one has to decide on one’s own …

Thank you very much for your article!

Many thanks Bill. A very well written balanced summary. For a prospective Amel owner there is much to consider. You have not dissuaded me in anyway. Regards Richard FAO

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The Amel 50 is a 54.13ft masthead sloop designed by Berret Racoupeau Yacht Design and built in fiberglass by Amel between 2017 and 2021.

The Amel 50 is a light sailboat which is a reasonably good performer. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is good. There is a good water supply range.

Amel 50 for sale elsewhere on the web:

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