Creating a yacht from scratch is challenging, but reimagining one of your own designs might be an even tougher task. That’s exactly what designer Filippo Salvetti did when he reinvented the Ferretti Yachts 670, which, coincidentally, was his first model for the Forli, Italy-based builder in 2019.

One of the immediately noticeable and impactful changes is found in the hullside glass. Previously, there were three glass sections between the forepeak VIP stateroom and the amidships owner’s space. They were collectively shaped somewhere between a rectangle and a trapezoid. While there are still three glass sections in the current 670, the forward two have a more aggressive, lean-forward attitude and are larger, while the amidships glass is now shaped like a knife blade: thicker forward and narrowing as it travels aft. It pinches to a fine point as it resolves where the side decks meet the cockpit. Visually, this look helps to lower and elongate the 670’s profile. Practically, larger glass means more light belowdecks as well as an increased sense of volume.

When it comes to the motoryacht’s superstructure glass, it wraps nearly 360 degrees. There’s a house-spanning, single-pane windshield forward. Like the hullside glass, cut-down bulwarks amidships aid in lowering the yacht’s visual height while providing unobstructed ocean views from the salon. Add the hardtop that has forward-leaning supports—and stretches aft—and you have a vessel with proportional aesthetics from the bow to the stern and from the hardtop to the waterline.

Balance of a different type is found inside the yacht, a design that comes from Ideaitalia. (The previous yacht’s interior was from Salvetti.) There are two decor schemes, dubbed classic and contemporary. The Ferretti 670 I was aboard had the classic decor with elements such as dark, varnished oak soles; natural porcelain stone galley countertops in a textured gray; Alpi teak-veneer bulkheads; creme-tone white marble; and blue accents. Overall, the color scheme adds to the ambient light, creating an airy vibe in the salon as well as in the three staterooms belowdecks.

The contemporary interior focuses on whitewashed oak soles in the salon, white Alpi bulkheads, salt-tone galley countertops, gray polished marble and more.

In addition to decor choices, the Ferretti 670 has two power options from MAN: twin 1,000 hp or 1,200 hp V-8 diesels. The yacht I was aboard had the latter option, rated at 2,300 rpm.

The morning was warm and humid, and the seas were calm off the coast of Cannes, France, where I saw the 670 skirt along at a 25.4-knot cruise speed at 2,000 rpm. At this speed, the engines consumed around 98.2 gallons per hour. With a 1,004-gallon fuel capacity—and considering a 10 percent reserve—that gives the yacht a range of 233 nautical miles at cruise speed. This 670 was running with eight people, about 450 gallons of fuel and 237 gallons of water. Ferretti specs the 670’s cruise speed at about 28 knots with a one-third load and six people. This yacht hit a 32-knot top hop at 2,345 rpm, which is a little above the rated rpm spec but within reasonable limits.

Both performance numbers are quite respectable for a yacht displacing 106,483 pounds (wet). Ferretti says that with the smaller MANs, cruise speed should be about 25 knots with a 28-knot top-end speed.

Other notable performance data includes the 670 getting on plane at 1,500 rpm and going from standing still to wide-open throttle in 35 seconds.

The helm experience is confidence-inspiring, with clear sightlines for nearly 360 degrees from the lower helm. Hard-over turns were completed in a couple to a few boatlengths, and were mannerly with minimal inboard heel or speed bleed. The yacht was real-time-responsive to wheel input, and the Xenta single-lever controls operated smoothly and naturally under my palm. A bolster-style helm seat allowed me to stand or lean comfortably during my wheel time.

The dash was outfitted with three Simrad multifunction displays, a Xenta joystick, and Side-Power bow and stern thrusters to assist with close-quarters handling. This 670 also had a Zipwake trim system as well as a Seakeeper NG6 gyrostabilizer, which was engaged during our time on board. There is a full upper helm too; however, this helm had two Simrad multifunction displays instead of three.

When it comes to the 670’s outdoor spaces, there are several options for entertaining and lounging. The cockpit has a folding teak dining table with a transom bench seat and loose chairs, accommodating four to six guests for lunch under the flybridge overhang as cross breezes waft over the cockpit. The flybridge is set up with U-shaped dining for eight to 10 guests to port, and with a lounge pad forward of the dual-seat helm that’s as wide as the flybridge, ensuring everyone can enjoy the views underway while keeping the skipper company. Add a couple or a few chaise lounges for even more seating aft. Last, the foredeck lounge has mirrored settees and tables to enjoy some quietude at the quay or to gather with friends for sundowners on the hook.

From its luxe finishes to admirable performance and ageless exterior style, this iteration of the Ferretti Yachts 670 has proved an eminently cruise-worthy craft for enthusiasts with a penchant for comfortable voyaging, and perhaps a bit more.  

Get Cooking

The Ferretti 670’s galley—to starboard and abaft the helm station—is set up with a Siemens four-burner cooktop, a standing fridge and freezer, a dishwasher and a Samsung microwave. The gray, textured stone countertops are inviting, providing an artistic touch as well as a tactile experience. This galley design appeals to the palate as well as every other sense.

When Night Comes

The Ferretti 670 has a three-stateroom, three-head layout, including a full-beam amidships owner’s en suite space with an optional bidet. It’s accessed via a door to port, seven steps down from the salon. Immediately upon entering the carpeted room, there’s a leather-topped desk/vanity. Hullside glass flanking the centerline berth brightens the space, increasing perceived volume. There is a walk-in closet abaft the berth to port, while the head with a walk-in shower is abaft the berth to starboard. The settee to starboard is a good spot to take in the view with coffee before pulling the hook for the day’s adventures. The forepeak VIP has the berth set low, creating significant headroom above it. The third guest space is abaft the VIP and to starboard with side-by-side berths. A crew cabin is far aft.

Add-Ons

Some notable options for the Ferretti Yachts 670 include a 155,000 Btu tropical air-conditioning system, two Seakeeper gyrostabilizers, a flybridge hardtop, an electrohydraulic passerelle, a 21 kW Kohler generator, flybridge chaise longues, a 15.5 hp stern thruster and a cockpit steering station.

Take the next step: ferretti-yachts.com

The post Ferretti Yachts 670 Reviewed appeared first on Yachting.

Watersports toys and gear are essential elements in countless boating experiences. Hopping off the swim platform and into a kayak to explore an anchorage, grabbing a sea scooter to dive beneath the surface and check out the coral, tossing a dry bag into the tender to protect phones and glasses while playing with tow toys—all of it adds layer after layer of happiness and excitement to being on a boat.

In recognition of how integral this kind of gear is to fun days afloat, the boatbuilding company Axopar partnered with Jobe Watersports to create the Adventure Collection.

“The gear is perfect for bringing along on the boat, but its possibilities are so much greater,” says Jan-Erik Viitala, founding partner of Axopar Boats. “Imagine packing an inflatable two-person kayak or SUP board into a backpack and unlocking a whole new world of exploration. Curious minds can uncover hidden coves and secret caves, places only accessible with this kind of watersports gear.”

The collection includes an inflatable kayak for two, a stand-up paddleboard, an underwater scooter, a life vest, a range of dry bags and a cooler bag—with a line of sail-racing clothing and accessories on tap to add early this year. It is expected to include jackets, hoodies, T-shirts, caps and bags.

There are two ways to get Adventure Collection gear. Outside of Europe, anybody can purchase it by the piece or on the whole through Axopar or Jobe dealers. Or boaters who purchase a new Axopar boat can spec the collection like any other option, for delivery alongside the boat.

Take the next step: axopar.com or jobesports.com

The post The Adventure Collection from Axopar and Jobe Watersports appeared first on Yachting.

Power catamarans tend to excel in several key areas. One is their effective use of interior space, not only to wow guests but also to provide one of the most comfortable cruising experiences on the water. Case in point: the new 50-footer from Aquila Boats.

Easily identified by their distinctive hullside windows, Aquila’s five outboard-powered Sport and Molokai models range from 28 to 47 feet length overall. They are in addition to four models of the inboard-powered Yacht line from 42 to 54 feet, and a Luxury 70-foot flagship. The 50 Yacht Power Catamaran is aimed at the owner-operator and charter markets, and is equally adept on a mooring at sunset in the British Virgin Islands as it is cruising the Great Loop.

The length overall is 52 feet, 6 inches, and the beam is 25 feet, 6 inches, giving the boat a length-to-beam ratio of nearly 2-to-1 and an interior footprint that feels much bigger than a 50-footer. Aquila’s design team took full advantage of that space, starting with nearly 7 feet of headroom throughout the salon. To port, there’s an L-shaped galley, access to the port hull, and a dining area with a U-shaped sofa that can seat eight to 10 people. Opposite are a double fridge, wine chiller, access to the starboard hull, and a double sofa.

Hull No. 1 sports the standard three-stateroom layout. The VIP and a utility room with laundry are in the port sponson. This en suite stateroom has an island queen berth that faces outboard for stunning views through the 26-by-55-inch hullside window. To starboard is the second VIP, also en suite, with equally large windows. The star of the show is the master stateroom. It’s a single-level, full-beam affair forward with an island king berth. The master also has a head with a separate shower, a walk-in closet, and 80 inches of headroom that carries far forward.

Owners also can choose a four-stateroom optional layout to maximize charter opportunities, over/under berths in lieu of the laundry room, a forepeak captain’s cabin with a head in the starboard hull, and an owner’s office with a desk in the master stateroom. For boaters who frequently encounter inclement weather, a full lower helm in the salon is also available.

On the main deck aft, a notable feature is Aquila’s tender davit. It’s hidden within the hardtop, and deploys horizontally to winch up the tender from its perch on the stern before extending aft over the water. Singlehanded operation is no problem, and it can handle up to 1,000 pounds. (An Aquila 14 Cat RIB sport console with a 40 hp Mercury outboard can be spec’d.) The walkways to the bow are 30 inches wide and secure thanks to a sturdy railing. At the bow, the sun pads stretch across virtually the entire space, while a Fusion sound system supplies the tunes.

For all the benefits of the power-cat design, one knock is usually in the looks department. To overcome that typically blocky side profile, Aquila raised the freeboard on the 50 and restyled the lines to match the angles of the hull and window lines, resulting in a sleeker and more attractive look. These boats are built using composites and resin-infused vinylester below the waterline and in the watertight bulkheads for strength and durability, along with considerable weight savings and enhanced overall performance.

Standard power is a pair of Volvo Penta D6 direct-drive engines rated at 380 hp each. Options include 480 hp Volvo Pentas or 550 hp Yanmars for even more underway oomph. Hull No. 1 has the 480 hp D6s, which gave us an easy cruising speed of 18 knots, burning 35 gallons per hour. That’s good for a range of 240 nautical miles between fuel stops with a 10 percent reserve. Adding the optional 232-gallon fuel tanks extends that range to 360 miles. Pushing the throttles to the stops yields a top hop of 21 knots at 3,370 rpm. Backing off to 5 knots produces a range of 1,970 miles for long-distance cruising.

The 50 Yacht is also an exceptionally quiet design. At the dock, we could barely tell the engines were idling from the flybridge helm, and at cruise, I recorded 70 decibels—normal conversation was no problem. Thanks to prop pockets in the hulls, draft is just 4 feet, 2 inches.

During our time on board off Clearwater, Florida, I found the 50 to be an exceptionally well-behaved vessel. Tight turns and figure-eights yielded virtually no outboard heeling. The helm is highly responsive, and close-quarters maneuvering is excellent with the props set far apart, even without using the optional bow thrusters. These are all qualities of a very well-designed power catamaran.

And while the calm sea conditions didn’t permit an assessment of the boat’s rough-water capabilities, I felt confident in its ability to handle anything snotty that should appear on the horizon.

The Aquila 50 occupies the sweet spot in the builder’s lineup: large enough to offer plenty of luxury and comfort at the dock or underway while economical to operate in a charter environment or by a cruising couple. It should be a winning combination.  

Why Bulbous Bows?

The foam-cored bulbous bows forward on each hull sponson create lift and help ease the boat’s ride in rough seas. Bulbous bow designs also lengthen a vessel’s waterline for better fuel economy at displacement and semidisplacement speeds. These bows are molded separately from the hulls and can break away without compromising hull integrity in the event of a collision or grounding. 

In the Lineup

The new Aquila 50 steps into the builder’s line to replace the highly successful and now-retired Aquila 48. It’s positioned between the Aquila 44 and the Aquila 54. Designed and built using feedback gathered from extensive research and owner input, the 50 maintains the distinctive and innovative yacht styling of the Aquila brand while incorporating elements of an exploratory aesthetic, which include a higher freeboard and updated lines and styling.

Eco Cruising

In a nod to eco-friendly cruising, the Aquila 50’s hardtop design is optimized for solar-panel integration, while the engine rooms are configured to support either standard combustion engines or an environmentally friendly hybrid engine package. The Aquila Hydro Glide Foil System is also an option for the 50 and is compatible with the Yanmar 550 hp engine package to achieve optimal performance. The system, designed by the French naval architect firm VPLP Design, increases lift and decreases drag at higher cruising speeds.

Builder Backdrop

Aquila Boats has more than 40 years of manufacturing experience, as well as collaborations with multiple award-winning firms and designers. The company’s line spans from 28 to 70 feet in length. The builder aims for class-leading innovation with each model it produces. 

Take the next step: aquilaboats.com

The post Aquila 50 Power Catamaran Reviewed appeared first on Yachting.

Falcon Tenders’ Project KD is an enclosed limousine tender designed to fit inside the cozy garage of a 220-foot Sanlorenzo superyacht. The tender is built using fiberglass, green epoxies and epoxy-foam sandwich construction, with carbon-fiber reinforcements. Interior details include book-matched Macassar ebony veneers, “nylo noir” ceramic marble soles, a skylight and Foglizzo leather seating. The tender has Yanmar diesels totaling 500 hp paired to sterndrives, as well as a Seakeeper gyrostabilizer to keep the horizon stable.

Whom It’s For: Superyacht owners seeking a limousine tender that can fit in specific-size garages.

Picture This: It’s windy in St. Barts, but the gang wants to explore Gustavia, where the main ride is berthed. So, you load into your Project KD and enjoy the scenery through the limo’s generous glazing.  

Take the next step: falcon-tenders.com

The post Falcon Tenders Project KD appeared first on Yachting.

Supersede’s Marine Board is a replacement for wood-based marine-grade plywood. The company builds its Marine Board by extruding bulk post-industrial recycled plastics. The manufacturing process eliminates adhesives and volatile organic compounds. Because Marine Board is recyclable, Supersede regrinds and re-extrudes its solid manufacturing waste into fresh sheets. Better still, Supersede’s buyback program lets users sell unwanted cuts—and full sheets—back to Supersede.

Shane Kenyon, Supersede’s co-founder and head of engineering, says it was a challenge to create a composite equivalent to marine-grade plywood: “This challenge then boiled into four sub-challenges of maintaining cost, weight, recyclability and performance.”

The solution required real-world testing and creating an intensive benchmark catalog of existing marine boards. “Using that benchmark catalog as a design matrix,” he says, “we drove all engineering decisions and development through a constant feedback loop of CAD design, finite element analysis simulation, manufacturing feasibility and costing exercises.”

In addition to offering superior strength and a longer lifespan than plywood, boatbuilders can shape Marine Board using standard saws and drills. Marine Board can also be painted, glued and veneered, and its weight is comparable to wood-based plywood. 

Built Tough

Marine Board is UV-stable, resistant to mold, rot, splinters and termites, and waterproof. Its bidirectional strength and lifespan are superior to plywood’s. It can be shaped using standard tools, and painted, glued and veneered using traditional products. Its weight is comparable to wood-based boards. 

Take the next step: supersede.build

The post Supersede’s Marine Plywood Alternative appeared first on Yachting.

The sports-bridge or sports-fly yacht genre didn’t really exist 20 years ago. Back then, most 65- to 85-foot planing motoryachts with two decks were classified as express cruisers or flybridge yachts.

But evolution is a relentless tide. Flybridge models have steadily grown in volume. They have sprouted hardtops and become semi- or completely enclosed. Coupe styles have sun pads on their superstructures, along with proper stairs, lower helm stations, dinettes and wet bars. Today, an 80-foot sports-fly is likely to have amenities similar to a 20-year-old flybridge design, especially with today’s wider beams and lack of tender cranes on the upper deck.

The Princess Yachts S80 is a feature-packed example of the modern standard, putting its own spin on the same lower-deck platform as the British builder’s Y80 flybridge yacht and X80 trideck. Commonalities among the three models include the hull and powertrain, as well as four en suite staterooms and crew space. The big difference is the superstructure.

In profile with the S80, most people would hardly notice an upper deck at all. The only clues are the low windscreen forward of the helm and the swept-back arch mast. Nevertheless, five of the first seven owners specified their S80s with the hardtop option. Trading a low, sleek profile for weather protection is never going to be a wrong decision.

My time on board the S80 involved cruising to Villefranche-sur-Mer, a resort town near Nice, France. I had been aboard the S80 previously during its world premiere at the Cannes Yachting Festival, where the yacht didn’t seem particularly huge amid the other larger boats. But context is important. At that show, an 80-footer is not far off the average length of the yachts on display. In Villefranche’s high-walled harbor, which is packed with 35- to 65-footers, the S80 looked like a tanker in a duck pond.

I stepped from the dock onto the swim platform and then bounded up the steps into the cockpit, where I felt instantly at home. This model is conceived for outdoor living. The cockpit has aft-deck doors set farther forward than on the X80 and Y80—and it has bulwarks and deep, glazed buttresses off the after edge of the superstructure, as well as a substantial top-deck overhang. All of it makes this area on the S80 feel like a much more intimate space, in a good way.

A central gate and walkway are between two sun pads at the transom, along with a pair of two-seat sofas. Farther forward is alfresco dining. The galley is just inside the aft-deck doors, with a lift-up window above a stowage unit. With everything open, the space combines with the interior’s picture windows along each side of the superstructure to bring in natural light.

Most of the main deck aft is for swimming, sunbathing, dining and lounging. The bridge is up two steps from the salon, beneath the raked-aft windshield. There’s a corner booth to port and a side-deck door to starboard, along with a twin-seat helm that is standard. A third seat is an option, with more seating and lounge spaces outside.

On the foredeck, which could host a party, two C-shaped booths convert to sun pads. The upper deck has its own booth seating and sun pads, as well as a wet bar. Most of the onboard dining is likely to be alfresco, but there’s room for a dining table just inside the aft-deck cockpit doors. All the lounge furniture inside and outside is low and deep, set amid nicely detailed wood throughout and not just veneers.

Lower-deck accommodations consist of four en suite staterooms accessed from a half-spiral staircase to port, descending from the salon. The full-beam owner’s stateroom is amidships and aft with a forward-facing super-king berth, a sofa to starboard, and a vanity/desk to port. Windows flanking the stateroom allow for broad views. An en suite is to starboard with a walk-in closet to port, buffering the stateroom from machinery noise.

The forepeak VIP has an aft-facing king berth. Its shower stall and head are on each side of a doorway. Between the owner’s stateroom and the VIP are a double-berth stateroom to starboard and a twin/double stateroom to port.

A crew cabin for two is tucked into the port side of the transom with a discreet entrance from the swim platform. That twin-bunk space has a head-shower compartment and serves as the yacht’s laundry, with the primary access door to the engine room. The starboard side of the transom has a tender garage big enough for a Williams SportJet 435. By comparison, the X80 and Y80 each have room for three crew, but no tender garage.

Princess has always built solid, reliable boats with exemplary seakeeping. The S80 is no different. Ergonomics at the lower and upper helms are close to perfect. The lower helm also has an opening sunroof just above the two-piece windshield.

Standard propulsion is twin 2,000 hp MAN V-12 diesels and straight-shaft gearboxes. Princess quotes a full-load top speed of 31 to 33 knots. The S80 that I got aboard was at a little above half-load and topped out at about 35 knots. Owners who want a bit more thrust to go with those sporty lines will soon be able to order the S80 with MAN V-12 2200s, producing around 37 knots. Princess says the latest two of the seven hulls sold so far will have the bigger engines.

The S80’s fuel capacity is 1,717 gallons, and optional long-range tanks will take that to 2,325 gallons. The S80 that I got aboard had the latter and theoretically could run for 1,500 nautical miles at 10 knots, with a fuel burn of around 2 gallons per nautical mile. At a fast 24-knot cruise, the fuel burn would be a little more than 5 gallons per nautical mile for a respectable 440 to 450 nm range.

With the S80, Princess Yachts takes an efficient running surface and smart accommodations, then adds a superstructure for owners who appreciate the look of an express cruiser, all of it with the entertaining spaces of a flybridge yacht. It’s truly the best of many worlds.  

Built In-House

Princess is uncommon for building about 80 percent of each yacht in-house. The shipyard does its own lamination work, joinery, upholstery, stainless-steel work, tank fabrications and electrical harnesses for about 180 yachts per year. The S80 is built at Princess’ main Newport Street yard in Plymouth, UK.

Villefranche-Sur-Mer

We didn’t have to worry about going aground off the resort town of Villefranche-sur-Mer, which is east of Nice, France. The bay is one of the deepest natural harbors in the Mediterranean—a popular anchorage to escape nasty weather. The US Navy’s Sixth Fleet often moors here. It’s about 320 feet deep, with a drop into a 1,700-foot-deep abyss less than a mile to the south. 

Chill Out

The S80 I was aboard had the upgraded 144,000 Btu chilled-water air-conditioning system that Princess advertises for cruising in warmer locales to 122 degrees Fahrenheit. This hull also has strainers with UV treatment. In a first for Princess, there’s a split-air AC setup for the cockpit, which can also be enclosed with transparent screens.

Take the next step: princessyachtsamerica.com

The post Princess Yachts S80 Reviewed appeared first on Yachting.

Things have changed at the Town of Palm Beach Marina on Florida’s southeast coast—in ways that are good for transient boaters who want to enjoy the popular shopping and dining that’s just steps away.

“In the old marina, we were at such a high occupancy with long-term leases that a lot of people wouldn’t even reach out for transient dockage,” says Marina Manager Mike Horn. “I think a lot of people still believe that, and it’s just not true.”

In 2021, the marina reopened after a $40 million renovation. The old facility was demolished and replaced with new docks and amenities.

“It was cheap to stay in our marina back then, and people would sign up for a lease even if they weren’t there,” says Carolyn Stone, deputy town manager, business enterprise and culture. “But it’s different now.”

During the off-season in the summertime, about 70 percent of the marina’s space opens up to transients at rates that can be less than half-price for slips, Horn says. “The majority of the restaurants are still open,” he adds. “It’s not like the town folds up in the summertime. It’s a good time to get into the restaurants, and we’re about three-quarters of a mile from the beach if people want to walk down there.”

In fact, Stone says, using the marina as a home base for touring the area at this time of year can be a smart option compared to shoreside accommodations. “In the summer months, if you want to take a vacation in Palm Beach, you’ll do better staying on your boat,” she says. “It’s a great way to see Palm Beach with less crowds and more availability.” 

Center of the universe

President Trump’s Mar-a-Lago resort is about a mile and a half—the next bridge down the waterway—from the Town of Palm Beach Marina. Boaters are not allowed to display political flags from either party, so everyone can feel welcome along the docks, but plenty of people involved with national politics are typically in this area, including to shop along Worth Avenue.

The post Palm Beach Marina Gets Upgrade appeared first on Yachting.

In Fall 2001, a group of sailors in Newport, Rhode Island, organized a regatta called Sail for Pride to raise funds for New York City firefighters and others affected by the 9/11 terrorist attacks. The 180-plus-boat race around Narragansett Bay’s Conanicut Island raised more than $100,000.

Now called the Sail for Hope, it’s become an annual event benefiting a host of nonprofits. I’ve competed in this event on multiple occasions on a wide variety of yachts, but last fall’s edition, sailing aboard the C&C 30 Chinook, was easily the most interesting. Never before had I sailed with a crew that included several Iraq War veterans, including a helmsman named Steve Baskis who lost his sight while serving in Baghdad in 2008 when an improvised explosive device blasted his vehicle. I’ve raced with some tough hombres, but never on this level.

Chinook was on the starting line, flying a figurative flag for the nonprofit Sail to Win (sailtowin​.org), an organization founded by another decorated Army vet, Aaron “Ike” Isaacson, and professional sailors Mike Patterson and Whitney Curtin, whose family owns the vintage 12-Metre Intrepid. Isaacson is also an accomplished alpinist who met Baskis on a climbing expedition to Nepal.

“But mountaineering is a young man’s game,” he told me before we set sail. “I also love sailing because it’s a sport you can continue to do well throughout your life. I approached Mike and Whitney about doing something to help disabled and wounded veterans as well as first responders, to teach them sailing, which was the start of Sail to Win. We approach racing from a mission mindset: You get your team, you train up, you work out the logistics as a team, and you conduct the mission. Today’s mission is the Sail for Hope.”

Read More: Doublehanded Sailing Hits Stride

Ultimately, the group intends to score a larger, donated boat—which is how they acquired Chinook—for offshore racing, and perhaps even a transatlantic race. They also conduct regular daysail trips aboard Intrepid, which is why I asked Baskis the difference between driving a stately 12 compared to the skittish C&C.

“On Intrepid, you’re standing at the wheel, and you can feel the tension and the weight and the energy it takes to carry it through the water,” he says. “On Chinook, you’re steering with a tiller. It’s way more reactive. You feel like you’re dancing through the water.”

During my time on board, it was a demanding day for steering, to say the least, with fluctuating breeze just above a zephyr mixed with occasional double-digit puffs in the low teens. As we made our way around the 20-odd-mile racecourse, there were plenty of sail changes, including a long spell under spinnaker. With Patterson camped beside him, keeping him informed of the ever-changing conditions, Baskis never missed a beat.

“We didn’t spend a lot of time sailing upwind,” Patterson says. “So, the fact that we were reaching a lot, with the pressure constantly changing, was very challenging.”

When all was said and done, Chinook finished a respectable sixth in our 10-boat class. We may not have taken top honors for the day, but for the Sail to Win squad, it felt like winning just the same.  

The post Sail to Win Gets Vets On The Salt appeared first on Yachting.

Corsica, the island of Napoleon’s birth, reigns as France’s “Isle of Beauty.” Its mountainous landscapes, breathtaking beaches, noteworthy historical sites, gentle climate and 300 miles of spectacular coastline make Corsica an appealing port of call on any Mediterranean cruising itinerary. 

Natural Attractions

Scandola Reserve, part of Corsica’s only UNESCO World Heritage site, is one of the island’s most beautiful spots and accessible only by boat. Its crystalline waters teem with marine life. Osprey and other species nest in the wind-sculpted, red-tinted cliffs.

With 20 peaks topping 6,500 feet, Corsica is a big destination for adventure travelers. For those who prefer paved roads to hiking paths, Route de Bavella through the Regional Natural Park of Corsica offers stunning views of Aiguilles de Bavella, the island’s iconic red granite pinnacles. In northwest Corsica, the D84 road passes such landmarks as Spelunca Gorge and Valdo Niello en route to Col de Vergio, the island’s highest road pass.

Read More: New Mediterranean Charter Options

Corsica’s beaches are a major draw too. Like many beaches in the Haute-Corse region (upper Corsica), Ostriconi Beach along the northern shore has no amenities and frequently rough surf. But the sunsets illuminating its red-rock landscape are awe-inspiring.

Plage de Palombaggia, near Porto Vecchio in southeast Corsica, often ranks among the world’s top beaches. Ringed by umbrella pines and red rocks, this easily accessible mile-long beach is known for its calm azure waters and white powder sand. The 4-mile Calvi Beach (aka La Pinède), in the heart of Calvi town, offers a multitude of amenities and 360-degree views that take in Monte Cinto, Corsica’s highest peak, and the 13th-century Calvi Citadel (worth a visit).

Historical Sites

History buffs should head to Ajaccio, Napoleon’s birthplace and the site of several institutions connected to “the Corsican.” His childhood home, Maison Bonaparte, is now a museum with memorabilia from his early years. The Musee des Beaux-Arts-Palais Fesch, enabled by Napoleon’s conquests and established by his uncle, boasts 18,000 paintings. It’s among the most impressive collections of Italian masterpieces, including works by such luminaries as Titian, Botticelli and Bellini.

Food and Drink

While in Ajaccio, reserve a table in the charming rustic dining room of Restaurant Le 20123, known for its traditional Corsican fare, fresh fish and game selections. At the nearby La Terrasse du Fesch, enjoy upscale fare and lovely views. In Porto Vecchio’s excellent dining scene, Casadelmar—the island’s only two-star Michelin restaurant—serves inventive, market-fresh tasting menus. In Calvi, check out the chic La Signoria, with 40 cheeses and more than 800 wines on offer. 

The post Cruising Corsica appeared first on Yachting.

Williams Jet Tenders’ Electric EvoJet 70e is a RIB based on the company’s EvoJet 70, but with an electric jet drive. The tender has an EVOA motor built by Yasa, a 58.5 kWh lithium-ion battery bank designed by Williams Advanced Engineering, and a custom-built Garmin multifunction display that presents critical battery, range and charging information. Some standout features include a single-lever throttle, an optional carbon-fiber folding T-top and one-hour recharging.

Whom It’s For: Superyacht owners seeking a quiet tender powered by a jet drive.

Picture This: It’s summertime in the San Juan Islands, and you and your family want to go for a quiet cruise. So, you leave your main ride at Roche Harbor and quietly zip over to Lime Kiln Point State Park in your Electric EvoJet 70e.  

Take the next step: williamsjettenders.com

The post Williams Jet Tenders EvoJet 70e appeared first on Yachting.