maxi 1100 yachts for sale

Yachting Monthly

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Maxi 1100: Fast and stylish seagoing cruiser

• David Harding
• October 15, 2021

As an understated fast cruiser with racing potential and a nicely appointed interior, the Maxi 1100 has much to recommend her. David Harding reports

Although heavier than a typical modern performance cruiser, the Maxi 1100 is quick and easy to handle. Credit: David Harding

Product Overview

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Maxi 1100: A fast and stylish seagoing cruiser

Finding a boat that offers the right combination of comfort and performance is rarely easy. Every boat is a compromise, and you have to choose your priorities.

Then of course there’s the emotional element, which defies rational analysis.

As Phil Nicholas, the happy owner of a Maxi 1100, puts it: ‘I’m mindful of the saying that unless you’re a ferryman or a fisherman you don’t need a boat. For us, it had to be a love affair.’

To some people, like Phil and his wife Julie, a boat’s appearance and what you feel for her are important.

Phil and Julie Nicholas find that the Maxi’s deck layout is well suited to short-handed sailing. Credit: David Harding

‘When you look at so many modern boats with their towering topsides they’re really not elegant,’ he says. Few of us would disagree.

Given Phil and Julie’s enthusiasm for their boat, coupled with the amount of time they spend aboard and the number of miles they have covered, you might imagine that they had owned a number of yachts before buying Destiny .

In fact they hadn’t. Julie’s uncle ran a sailing club on the Thames, where she sailed dinghies as a child, while Phil had owned a series of small motorboats between some early dinghy sailing before succumbing to the urge to buy a cruising yacht.

Phil Nicholas started sailing in dinghies before moving to small motorboats and then bought the Maxi 1100 in 2007. He and his wife Julie have cruised extensively, while Phil also races the Maxi 1100 and on a variety of other boats. Credit: David Harding

The Maxi 1100 proved to be that cruising yacht. Once the urge had lodged, Phil became ‘a serial boat-show goer’ even though, when he started, he was still several years away from taking the plunge.

‘I liked Beneteau ’s First 31.7,’ he explains, ‘but I kept coming back to the Maxi 1100 for four or five years despite not being in a position to start looking seriously.’

Gently gently

Those of us who have been in the boat-sales business will recognise a message in Phil’s story: ignore someone just because he’s not about to write you a cheque there and then, and you might lose a sale a few years down the line.

Buyers of sailing yachts are often on a slow burn. So that’s how the Nicholas family came to buy a family cruiser – son Luke came along later – and it’s now 14 years on.

In that time, Destiny has covered a good many miles around the south coast from her base in Poole, both cruising and, though not initially, racing too.

Much of the racing has been with Poole Yacht Racing Association (PYRA). Phil had given no thought to competitive sailing at first.

Barber-haulers and blocks for the spinnaker guys are attached to strong-points inboard of the solid wooden toerail. Credit: David Harding

He did, however, sail throughout the year and quickly learned that 20 knots of wind on a hot summer’s day is very different from 20 knots in the middle of winter.

Then, on the way back from the Solent one day, he found himself in the midst of a racing fleet heading the same way.

‘We asked what was going on, found it was PYRA racing back to Poole, and have been racing with them ever since,’ he says.

Given the way things have turned out, it’s just as well that the Maxi 1100 is capable of giving a good account of herself on the race course.

Regular PYRA competitors include everything from an Elizabethan 29 to a 50ft ex-Admiral’s Cupper, so Destiny sits pretty much in the middle size-wise even if she is closer to the cruising end of the spectrum.

The cockpit, with its high and comfortable coamings, provides plenty of space for leisurely sailing and also works well with a racing crew. Credit: David Harding

Weighing in at over 6,000kg (13,000lb) she’s appreciably heavier than many comparable boats and, not surprisingly, goes best in a breeze .

Phil’s racing results show that, when the wind picks up, Destiny can outperform a lot of boats that one might expect to be faster.

It follows that light airs are not her favourite conditions, especially upwind when the relatively wide sheeting angle on the minimal-overlap headsail limits her pointing ability.

Phil suspects that the Maxi’s keel profile might not allow her to point higher even if the sheeting angle were narrower.

He knows that he can’t rely on boat speed to be competitive in under about 6 knots of wind and that other strategies are needed – which he often deploys to good effect.

He also accepts that, had he bought a boat principally for racing, he would probably have chosen something else. ‘For the reasons we bought it, the Maxi 1100 has been ideal,’ he says. ‘For racing, I could use more of a boy’s boat that I could bash around a bit more – something like a Sun Fast 3200 or a JPK’.

The right balance

On a boat with a nicely finished mahogany interior, bundling wet spinnakers down the hatch is something you try to avoid unless you have plenty of protection in place for the woodwork.

It’s the sort of compromise faced by many people who cruise with the family and race with friends, but the Maxi 1100 has proved to be a pretty successful cruiser-cum-racer and has stood up well to being treated from time to time in a way that Phil hadn’t envisaged when he bought her.

Her interior looks remarkably fresh for a 14-year-old boat. It’s testament to the way she has been looked after and to the way she’s built.

Destiny’s sails are carbon with a double taffeta for durability. Credit: David Harding

There’s no doubt that she’s several cuts above the average in the way she sails, too.

I have seen Destiny and other Maxi 1100s – including Maxi Magic , which graced Yachting Monthly’ s July 2021 cover – racing and cruising in a wide range of conditions and have always thought they look pretty competent all-rounders.

When I went for a sail with Phil and Julie, we had winds that were on the light side of moderate, so it was interesting to see how Destiny handled in 8-10 knots and the sort of chop that even a gentle easterly often kicks up in Poole Bay.

For a relatively heavy boat with a small headsail, the performance was impressive.

The minimal-overlap headsail sheets to tracks on the coachroof, though the sheeting angle is wider than on racier boats. Credit: David Harding

The Maxi 1100 comes with genoa tracks fitted as standard but the majority of 1100s have never used overlapping headsails .

Phil has found the headsail settings that work best and, when the wind across the deck nudged 12 or 14 knots, we typically clocked 6.5 knots with the apparent wind at little over 30° in the flatter patches.

The rest of the time we had to keep the nose down a few degrees to punch our way through the chop, the Maxi’s weight and fine, rounded entry allowing us to do so quite comfortably.

Once she gets into her stride, she has an easy, relaxed feel. There’s no definite groove, so you don’t instantly know whether you have got everything right.

Not all Scandinavian yachts come with workable anchoring arrangements, but the Maxi 1100 has a double bow roller and a good anchor well with space for a windlass. Credit: David Harding

It’s a subtle process of getting to know exactly what the boat likes.

Whatever you do, the Maxi 1100 is nicely responsive to the wheel.

It gives good feedback from the rudder, has 1.5 turns from lock to lock and, with its 51in (1.3m) diameter, lets you sit comfortably on the coaming.

Both the mainsheet and the Lewmar 46 primary winches are within easy reach of the helm.

Stainless steel cleats all round are big enough to accept chunky warps, while chafing strips protect the woodwork and topsides. Credit: David Harding

As Phil says: ‘One of the good things about this boat is that it is of a size and layout that you can manage singlehanded .’

In heavier conditions, Destiny has never given her owners any concerns – and much to be grateful for.

On one memorable trip from Brest to Ushant, they were flying the kite in 20 knots of wind with the autopilot in charge and the crew sunbathing in the cockpit as they surfed down the waves at 10 knots.

The highest speed to date has been 14 knots.

Sensible upgrades to the Maxi 1100

Being keen to sail the boat efficiently, whether racing or cruising, Phil has made sure all the rig and sail controls work.

Most of the hardware and systems were fitted from new, such as the jamming foot-blocks for the headsail sheets, but he has upgraded quite a lot of the kit too.

Nearly all the halyards are now Dyneema, the bottlescrews are in phosphor-bronze rather than stainless steel, the mainsheet is a 4:1/16:1 purchase and the backstay is 64:1.

The original folding companionway door has been replaced by acrylic washboards to let more light down below. Credit: David Harding

The sails, by Sanders, are carbon with a double taffeta and tend to stay on most of the time except for the summer cruise, when they’re replaced with a suit in Dacron.

For cruising, the large cockpit locker to port provides good stowage. The calorifier and fuel tank are underneath, abaft the heads, so it’s big but not cavernous.

A full-depth locker is in each quarter. For smaller items, you find an open-fronted locker each side in the coaming – just what you want for keeping things like binoculars, a hand-bearing compass, pilot books and so on close at hand.

Those of us who were brought up sailing on boats with coaming lockers wonder how anyone manages without them. It seems extraordinary that they’re rarely seen on modern boats.

The Maxi 1100’s wheel is responsive, giving good feedback from the rudder. Credit: David Harding

Moving forward from the cockpit is easy thanks to the wide side decks .

Outboard is a wooden toerail, and strong-points are fitted along the gunwale for attaching barber-haulers, spinnaker guy blocks and so on.

The chunky stainless steel cleats forward, aft and amidships are worthy of mention because they’re big enough to use with thick warps.

So often one finds them way too small. In the bow is a good anchor well and a double stemhead roller, while overhead the double-spreader, keel-stepped Seldén rig supports the generous spread of sail that’s balanced by the lead keel – the 2m (6ft 7in) version in Destiny ’s case, as opposed to the 1.5m/4ft 11in alternative.

Verdict on the Maxi 1100

For a boat that’s heavier than a typical modern performance cruiser, the Maxi 1100 is pretty quick.

She has a comfortable motion, is easy to handle and incorporates features such as those oh-so-useful cockpit coaming lockers that lesser boats (including many that might not consider themselves to be lesser boats) don’t offer.

Below decks she differs from the modern norm in being finished in mahogany.

Below decks is a practical seagoing layout with good detailing and a high standard of finish. Credit: David Harding

The interior doesn’t feel in the least bit dark, however: there’s a good window area as well as a centre hatch.

Phil also replaced the original hinged companionway door with acrylic washboards to let more light in.

While mahogany might no longer be appreciated as widely as it once was, it’s still one of the most hard-wearing of timbers and far more practical in any number of ways than many of the paler alternatives that have become fashionable in recent years.

On the Maxi 1100 it’s nicely finished too, with well-matched grain, plenty of solid trim, radiused edges and properly aligned doors.

A purist might point out that, for example, the drawers have plastic sides and a tray moulding forms the interior up to bunk level, whereas on boats from some Scandinavian yards you will find no plastic (except in the heads) and all joinery bonded directly to the outer hull .

A chart table with a hinge-down switch panel and drawer space close at hand. Credit: David Harding

None of this is obvious until you start poking around in the Maxi 1100, and the general level of detailing is way above that seen on most production cruisers.

Significantly, the bulkheads are bonded directly to the hull and deck. Then there are touches such as the anti-rattle fabric edging the lifting sections of the sole boards.

It has all been thought about. This is an interior that not only gives you confidence in the boat but also makes it a pleasure to spend time down below.

There’s little to complain about when it comes to day-to-day functionality either.

To starboard by the companionway, the well-equipped galley has plenty of light, ventilation and stowage. Credit: David Harding

It’s a relatively conventional arrangement and one that incorporates useful features such as a wet locker abaft the heads.

Because the tankage is aft (arguably a concession to cruising convenience, because it means the weight isn’t concentrated amidships), all the under-bunk space in the saloon and forecabin is usable for stowage.

Plenty of handholds are fitted and the layout lends itself to seagoing use.

]What matters most is that the owners of this particular Maxi 1100 have been, and still are, more than happy with their choice.

Phil reckons that, with the benefit of hindsight, he might have bought something second-hand rather than new so as to reduce the inevitable worry about every knock and scrape on a brand new boat.

Nonetheless, in almost every respect that matters, Destiny has proved to be just the boat her owners wanted.

Expert opinion on the Maxi 1100

Nick Vass B,Sc B,Ed HND FRINA MCMS DipMarSur YS, Marine Surveyor www.omega-yachtservices.co.uk

If money was no object I would buy a Starlight 35 or a Maxi 1100.

Both are great looking ‘proper’ sailor’s boats; the cockpits are compact and safe with good foot holds.

Maxi has favoured low coachroofs and wide side decks on all models which is attractive but can slightly reduce headroom and accommodation.

Upgraded systems on Destiny include the backstay’s 64:1 purchase. Credit: David Harding

Maxi yachts were not cheap and so tend to be well looked after. I have found several 1100s with corroded seacocks, especially around the sea toilet/holding tank outlet.

The stainless steel holding tanks can rust too. Maxi 1100 keel bolts are a little problematic to check as access is not great.

The production of Maxi yachts was taken over by Nimbus Boats in the 1990s, and the yard has a reputation for producing well put together motor and sailing vessels.

The Maxi 1100 was a development of the 34 which followed the Maxi 33 and Maxi 999.

The pre-1985 yachts had a distinctive blue band around an unusual superstructure together with rather high topsides.

They have all been trendsetters but new models have been evolved and are improvements on earlier craft rather than radical changes.

All Maxi yachts were fitted with Volvo engines which give little trouble if properly serviced and are smooth and quiet.

However, make sure that the saildrive diaphragm ring seal has been replaced. Maxi yachts extensively use foam as a hull and deck stiffener in favour of balsa.

This material is not so prone to moisture ingress and provides a lot of insulation whilst being very light.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

I’ve had the pleasure of surveying many of the Maxi range and Pelle Petterson’s designs and attention to detail is always impressive.

The Maxi 1100 had quite a short production run, which does make them hard to find for sale in the second-hand market.

Several of the vessels I’ve surveyed have had a light teak internal finish, which makes them airy and bright.

Wide side decks mean moving forward from the cockpit of the Maxi 1100 is easy. Credit: David Harding

To find issues with the Maxi 1100 is to be really nitpicking. The hull is woven rovings with a PVC core, which is generally quite reliable.

Ben Sutcliffe-Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

Her keel is lead, and I’d recommend the torque settings of her fastenings are checked every 15 years.

It is important to confirm the servicing of the Volvo MD2030 saildrive engine’s drive leg; the gator rubber seal should be replaced every seven years.

The engine is a Perkins base unit and quite reliable; parts are also available globally.

The fastenings of the stainless steel framework for her bow roller and anchor arrangement on her stem do need an occasional check.

I have surveyed a few which had heavy staining and on removal, the fastenings were found to have some crevice corrosion to the threads.

The deck has a PVC foam core, and as with any second-hand yacht purchase, pay close attention to any loose deck fastenings.

Lastly I’ve surveyed several 1100s which had leaks around the port lights and fixed glass, but this is not an unusual issue in craft of this age.

Alternatives to the Maxi 1100 to consider

Starlight 35.

With a lead keel bolted to the bottom of a moulded stub, the Starlight 35 has a low centre of gravity and is a powerful performer. Credit: David Harding

Introduced nearly 10 years before the Maxi, the Starlight 35 followed the Starlight 39 (which was originally launched as the 38).

Both Starlights were designed by Stephen Jones and built with closed-cell foam between the outer hull and the full interior moulding.

The idea was not to make the boats unsinkable, as with the earlier Sadlers, but to enhance structural rigidity along with thermal and acoustic insulation.

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In terms of performance and seakeeping ability, the Starlight 35 set standards that were matched by few boats at the time and have been surpassed by surprisingly few since.

She’s a remarkably quick boat for her weight and the builder’s demonstration model immediately proved as much in the early 1990s by giving a good account of herself in events such as the Round the Island Race (despite being helmed by Yours Truly).

Most Starlights have always been cruised, however, and have appealed to owners who like being able to cover the ground quickly and comfortably in a boat that also has a thoroughly practical seagoing interior.

Apart from the double-skinned hull construction, a distinctive feature of the Starlights is the wing keel.

Raked stems and overlapping headsails still offer benefits in a cruising yacht. Credit: David Harding

In the case of both the wing and the fins – deep and shallow fins were on offer too – the keel was cast in lead and bolted to the bottom of a moulded stub.

This achieved a low centre of gravity and provided the luxury of a good bilge sump.

Thanks to the stub, the lead and the high ballast ratio, there was no need for the hull lines to be compromised to contribute to form stability, so the Starlight remains notably well balanced when hard pressed.

The wing keel further enhances the balance, by moving the centre of lateral resistance aft as the boat heels.

Compared with newer boat designs , the Starlight has a relatively large foretriangle so a little more winching is called for.

And some of the later boats moulded by a sub-contractor to Rival Bowman had structural issues and were subsequently rebuilt.

Genoa tracks are fitted, but a self-tacking jib was standard long before it became popular on cruising yachts. Credit: David Harding

This sporty Swede from the drawing board of Ron Holland was in production from the mid 1980s to the early 1990s, so she’s a good deal older than the Maxi 1100 but in similar vein as a nicely finished Scandinavian performance cruiser.

Several features mark her out as an earlier design, such as the relatively flexible, low-fractional rig (with a keel-stepped mast as you would expect) and a narrower stern than found on most modern equivalents.

The hull was slim by the standards of the day anyway, so you won’t find as much space down below but she still fits in a decent chart table, galley and aft cabin.

There’s also a single cabin in the stern abaft the heads. Below the waterline, as on the Starlight, the lead keel is bolted to a moulded stub for a low centre of gravity and a decent bilge sump.

Similarly, the rudder is hung on a partial skeg. The hull is a solid laminate below the waterline with Divinycell core in the topsides, while the deck is cored with balsa.

Because of her constructions and slim lines, the Omega is appreciably lighter than many boats of her length, tipping the scales at just over 5,000kg (11,000lb).

This contributes to her impressive performance even with a self-tacking jib.

She was quick to make her mark on the race course and is still a competitive boat in the right hands.

The relatively light weight combined with the speed and crisp handling give her a distinctly sportier feel than some, but she’s nicely balanced, well behaved and a good choice if you want a spirited performer that’s easy to handle.

Westerly Typhoon 37

Despite coming from a builder with a name for out-and-out cruisers, the Typhoon has been successfully raced. Credit: David Harding

To some, it might seem strange to mention a Westerly in the same breath as beautifully finished performance cruisers from Scandinavia.

Nonetheless, just as the Starlight 35 found owners who had previously been looking at boats from Sweden or Finland, so too is the Typhoon well worth considering.

Designed by Ed Dubois, the Typhoon was launched in 1990 and was instantly praised for her sailing performance.

She didn’t sell particularly well, though, because not everyone liked the fact that the galley and chart table took up a lot of space and pushed the saloon well forward.

Then, in 1994, the design was upgraded to become part of the Regatta range along with revamped versions of the Spirit 25, Merlin 29, Tempest 31 and Storm 33, which respectively became the Regatta 260, 290, 310 and 330.

Some of the new Regatta models were given fractional rigs instead of their original masthead configurations, whereas the Typhoon was fractional to start with.

The big changes were down below. Ken Frievokh was commissioned to redesign the interiors, and that’s exactly what he did.

Westerlys had always been tough and functional when it came to layout and joinery, but Frievokh gave them a distinctive style that set them apart from anything seen before.

Sadly, this still wasn’t enough to turn around the boat’s fortunes and the hull was then used for the Ocean 37 for a couple of years before Westerly finally folded.

This is definitely one of Westerly’s underrated designs.

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Designed by world Champion and Olympic medalist Pelle Petterson. It is elegant and functional in design down to the smallest detail, fantastic to sail with a beating foresail and mainsail. The 1100 goes as fast as ever and sails past most others.

Maxi 1100 Build by Maxi yachts AB Designed by Pelle Petterson GRP hull and superstructure Teak in cockpit and side decks Displacement approx. 6100kg Ballast approx. 2.400kg

Accommodation

Modern interior in mahogany covered with varnish to a satin finish 3 cabin + saloon Dark blue cushions in suede velour fabric Carpet on floorboards Ebersprächer heating system

2 burner stove with oven Hot water container Refrigerator

Maxi 1100 gallery

Motor, electric & water.

Volvo Penta D1-30 - 28HP - Diesel 3 cylinder Indirect cooling system Saildrive Folding propeller

Approx. 270 liter fresh water tank Approx. 90 liter fuel tank Holding tank

12V / 230V electrical system Shore power with cable Battery charger

Selden aluminium mast and boom Standing rigging in steel wire Furlex system for genoa Spinnaker pole (stored alongside mast)

North Sails full-battened mainsail North Sails furling jib Lazy bag cover for mainsail Cover for steering wheel Wintercover

Navigation & Electronic

Raymarine ST60 speed, depth and wind displays over sliding hatch C90W plotter in pedestal at steering wheel Radardome mounted on mast Autopilot with drive on rudder quadrant VHF at nav station Additional VHF speaker in cockpit

Manual bilge pump in cockpit Clock Barometer Hygrometer Additional top matrass in forward cabin Radio / CD player with speakers

Jachthaven Bruinisse Jachthavenweg 71e 4311 NC Bruinisse

Jachthaven Scheveningen   Hellingweg 120 2583 DX Den Haag

T +31 (0)111 48 38 90 E  [email protected]

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Read Yachting Monthly’s review of Quick Silver, a Maxi 1100, in their April 2001 issue. Full copies of this 4 page article can be ordered from the Yachting Monthly Copy Report Service.

Replacing a Sail-drive Gaiter

Replacement of the sail-drive gaiter is a recurring task for Maxi owners and one that is costly through a yard. Malcolm (Denny) Denham has done it himself on his Maxi 1100 and has kindly shared with the group his experience. The pdf file below includes the lessons learned and has pictures through the procedure while the Excel file includes materials used and time taken.

https://maxiowners.net/wp-content/uploads/2022/04/Saildrive-diaphragm-replacement.pdf

https://maxiowners.net/wp-content/uploads/2022/04/Saildrive-diaphragm-change.xlsx

Many thanks Denny for sharing with the group.

Pelle Petterson’s Maxi’s: PBO article Summer 2015

To view it,  please click here .

Maxi 1100 Advert

Please click here to view a copy of the Maxi 1100 advert

1100 Shallow Keel

A Tale of Two Keels – A Maxi 1100 has a keel transplant!

A comparison between a long and shallow keel by chris wildey.

We first saw the Maxi 1100 when it was launched at the LBS but were disappointed it was not available with less than a 2m keel – even though the brochure listed a 1.5m option! As our home cruising ground is in the East Coast’s shallow waters, we carried on looking for our ideal boat over the next year or so. Then in Autumn 2000 as we were trekking around Hamble Point’s brokerages, we were accosted by Roger who said of course we could have 1.5m and with the same rig! Although we are not normally keen to be "guinea pigs", after a few days hesitation and a test sail in the 2m version, we put our trust in Maxi’s hands and promptly ordered Vouvray.

Our plan was to take delivery just before our summer holiday, and then to cruise the Channel Isles to give Vouvray a thorough shake down before taking her back to the River Orwell. However, due to Maxi’s quality control rejecting the first keel casting, we agreed our boat would be delivered with a full fin keel to allow Roger time to commission her before performing a keel transplant immediately prior to our holiday cruise. As events turned out, we ended up on holiday with the deep fin, with the operation being carried out immediately we returned.

Hence we had 4 weeks or so deep fin experience, plus the worry of whether we would then notice any loss of sparkle or performance with the shallower draft. We really did not want to know what sacrifice we were making. During our holiday, we certainly revelled in her fast performance, and made an excellent Cherbourg- Brixham passage in 14 hours – an excellent way to avoid the monotony of crossing Lyme Bay! Would all this be lost with the new keel?

Roger arranged Vouvray’s delivery to our berth in the Orwell, and that was where we nervously tried out our new keel. We need not have worried. Vouvray still sailed beautifully, and handling differences were not apparent although by careful watching of the GPS track, the wake, etc., we have been able to make a few quantitative observations. She sails just as close to the wind as before, but inevitably, there are a couple of degrees of extra leeway: before, leeway was barely noticeable whereas now it is perhaps as much as 5 degrees, especially if trying to pinch a little too much.

The new keel features a huge long torpedo with a couple of small winglets aft. The lead keel is around 300kg heavier and thus she sits just over 1cm lower. So maybe she’s a tad slower in lighter winds as a result, but we haven’t noticed any difference in passage making. In terms of stiffness, Maxi’s own curves show the two keels as yielding the same righting moment but our impression is that the shallow keel’s initial stiffness is actually higher: whether this is real (due to sitting lower perhaps, or greater inertia) or just our imagination, we’ll never know!

The rudder is also slightly shorter, but just as well balanced as before. In marinas, she handles just as tightly although we’ve not yet dared to mimic Mike’s knack of parking backwards in a tight berth. We’ve already had the benefit of the shallower keel, getting into and out of the Deben, Ore/Alde, and Southwold entrances, and over the sills at Titchmarsh and Tidemill at times that suit us. We haven’t yet tried sailing through the mud as we used to with Tamarisk, our ten year old Moody 31: maybe with the big torpedo cross section, it might prove just too sticky!

We’ve already had a lot of fun sailing along the coast and up the river Orwell, smugly overtaking all the other boats in sight, even a few bigger ones, by consistently being faster and pointing higher! In fact, one warning to give anyone helming the 1100 is to keep a sharp lookout in front of the mast because its amazing how quickly you overhaul other boats when you’ve got a 1 knot advantage compared to many others in the 30 ~ 40 foot range! For this new year, we’re hoping to explore more of the Dutch coast, especially since the North Sea seems to be much smaller than before!

Superted IV’s Code Zero

SUPERTED IV ENDS SEASON IN STYLE

It has taken a couple of years to really get the boat to go and to optimise the sail plan. We’ve found that there is a very fine line between pointing and going fast with the small jib. It’s a lot harder than using a large Genoa. In our quest to overcome the light wind blues, we considered going the large Genoa route, but opted for the code zero approach as we are geared up for short handed sailing and wanted to avoid head sail changes and the increased handicap. As a result our rating of 1.000 makes us very competitive in stronger winds, and generally we can hang on in there even in the lighter stuff. I am sure the 1100 will also be competitive with the large overlapping Genoa provided it’s fully crewed and the headsail is changed efficiently when required. We would be very interested to hear the experience of those using the Genoa and to exchange views.

All this sounds very racy. It is, but in fact we equally enjoy fast cruising. We’ve notched up around 10,000 miles in the last three years!

Happy sailing. Matt and Jean Findlay.

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History of Maxi Yachts

Maxi Yachts is a renowned Swedish boat manufacturer with an enduring legacy in the yachting world. The company was founded in the late 1960s by Pelle Petterson, a respected designer and accomplished sailor. The brand was dedicated to crafting high-performance sailing vessels that embodied Swedish craftsmanship, sophistication, and innovative design. The company's pioneering spirit and attention to detail quickly gained recognition, and in less than ten years, the Maxi 1100, their flagship sailing yacht, had become a popular name among enthusiasts and professional sailors.

Over the years, Maxi Yachts has evolved and diversified its range, meeting the high expectations of its global customer base. They expertly blend contemporary design with traditional construction techniques to create sailing vessels known for their durability, performance and design aesthetics. Throughout the 1990s, under the leadership of Petterson's protege, Joakim Karche, Maxi Yachts further cemented its place as one of the leading yacht manufacturers, and it’s models such as the Maxi 1080 were celebrated for their design excellence.

Today, Maxi Yachts is based in Poland and continues to thrive under highly skilled European craftsmanship. Lundh Craft, a distinguished boat building company, carries the torch, ensuring that each Maxi yacht continues to adhere to the highest standards of design, construction, and performance. Notwithstanding the change of location, Maxi Yachts remains true to its core – creating excepcionally well-crafted sailing yachts that embody the spirit of its Swedish heritage. The brand stands firm in its commitment to innovation, perfection, and sailing pleasure, upholding the legacy started by Pelle Petterson more than half a century ago.

Which models do Maxi Yachts produce?

Maxi Yachts produce a range of boats including the Maxi Yachts Dolphin 62 , Maxi Yachts Dolphin 67 , Maxi Yachts Dolphin 75 , Maxi Yachts Maxi 1000 and Maxi Yachts Maxi 25 . For the full list of Maxi Yachts models currently listed on TheYachtMarket.com, see the model list in the search options on this page.

What types of boats do Maxi Yachts build?

Maxi Yachts manufactures a range of different types of boats. The ones listed on TheYachtMarket include Sloop , Cruiser , Racing boat , Offshore cruiser and High performance boat .

How much does a boat from Maxi Yachts cost?

Used boats from Maxi Yachts on TheYachtMarket.com range in price from £8,540 GBP to £3,370,000 GBP with an average price of £822,000 GBP . A wide range of factors can affect the price of used boats from Maxi Yachts, for example the model, age and condition.

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Maxi Maxi 1100 Boat for Sale

• accommodation
• construction, mechanical and rigging
• Manufacturer: Maxi
• Location: Dartmouth, Devon
• LOA: 36'6" (11.13m)
• Beam: 11' 11'' (3.63m)
• Draft: 1.98
• Keel: Fin keel
• ID no.: 171460
• Heating: Eberspacher
• Watertank Size: 270 Litres
• Engine Make: Volvo
• Horsepower: 28hp
• Drive Type: Saildrive
• Fuel Type: Diesel
• Fuel Tank Size: 90 Litres
• Cruise Speed: 6 knots
• Top Speed: 7.5 knots

Broker Remarks

This is probably the nicest example of a Maxi 1100 we have ever seen. IMPULSE TOO is a wonderfully presented two double cabin performance cruiser that ticks a large number of boxes for most sailors. Cracking sailing performance, and comfort, and ease of handling, are all ticked off with this boat, and that’s not to mention great looks too.

Accommodation

Sleeps 6 berths in 2 double and 2 single berths 3 cabins including very large aft cabin and saloon

• Teak joinery
• Eberspacher warm air cabin heating
• Blue and white striped curtains
• 12v lighting throughout
• Removable companionway steps for engine access
• Beige carpets  
• L-shaped galley ( to starboard )
• Optimus 2 x burner cooker with oven and grill
• Stainless steel twin sinks
• Cupboards and storage below
• Pressurised hot and cold water
• Top loading refrigerator
• Cutlery and crockery storage
• Saloon table with wraparound settee ( to starboard ) in navy blue Alcantara upholstery
• Blue Alcantara mast sock
• Portside settee/sea berth, with lee cloth
• Outboard book shelf storage
• Teak grab handles

Navigation station ( to port ):

• Forward facing with chart storage
• Instrumentation panel
• Almanac storage
• Navigation seat with storage below
• Double berth
• Changing area
• Hanging locker
• 2 x opening hatches

Forward cabin:

• Storage below
• Locker shelves above berths
• Opening hatch

Heads ( portside aft ):

• Marine toilet (2016)
• Stainless steel vanity unit with
• Hot and cold water
• Electric bilge/shower pump out
• Fold down shower seat
• Holding tank

Mechanical and Rigging

Maxi 1100 built in late 2001 by Nimbus Maxi in Sweden, to a design by Pelle Patterson and launched spring 2002

HIN:  SE-MAX20034E102

• Dark Blue GRP hull
• White GRP deck and superstructure
• Fin Keel (lead)
• Wheel Steering (elk hide covered)
• Teak toe rail
• Teak cockpit
• Teak bathing platform
• Antifouled (July 2018)
• Volvo Penta MD2030 28hp diesel engine
• Approximately 1200 hours running
• Cruising speed approximately 6 knots
• Maximum speed approximately 7.5 knots
• Engine and sail drive serviced annually by Volvo agents (latest July 2018)
• Additional sail drive water intake added (2017)
• Seacocks serviced and replaced as required (last done July 2018)
• Sail drive and propeller treatment (July 2018)
• Fully serviced and sail drive gasket (replaced 2017)
• 3-bladed folding propeller, with anodes and rope cutter

Electrical:

• 12v/ 240v system
• 4 x 12v batteries, 3 x domestic, 1 x engine with separate switch (2018)
• 240v shore power
• Battery charger
• Maxi control panel with gauges and switches
• Engine and battery control switches
• Fuel capacity 90 litres
• Fresh water capacity 270 litres

Water System:

• Pressurised hot and cold water system
• Water heated by calorifier
• Keel Stepped anodised aluminium mast
• Twin swept back spreaders, mast, boom and Solid rod kicker
• Stainless steel standing rigging (2001)
• Running rigging (2001)
• 3 x reefing points in mainsail
• Split backstay for easy access to bathing platform.
• Rope protectors on shrouds
• All lines led aft through rope organisers to 10 x Lewmar rope clutches
• Elvestrom Furlex roller furling headsail (2001)
• Elvestrom 105% furling Genoa (2001)
• Elvestrom fully battened mainsail (2001)
• Gennaker (2001)
• 2x Lewmar ST40 halyard winches
• 2x Lewmar ST44 Primary winches

Navigation Equipment:

• Garman chart plotter/radar/GPS ( at steering pedestal )
• AIS recive and transmit but only set to receive
• Binnacle compass
• Raymarine depth/wind/log/speed etc
• Raymarine chartplotter at chartable
• Sea Smart VHF at steering pedestal and chart table

Anchoring and Mooring Equipment:

• Lewmar electric windlass
• Controls at windlass and on steering pedestal
• Stainless steel double bow roller
• Chain and warp
• Stern anchor
• Self-draining Anchor locker
• Mooring warps

General Equipment:

• Louvered folding companionway door, acrylic sliding companionway hatch, teak steps down to saloon with stainless steel grab handles
• Gas locker storage for 2 bottles
• Dark blue spray hood with elk hide covered grab bar
• Dark blue cockpit tent
• Dark blue wheel cover
• Cockpit table (stored, in special storage space in cockpit locker)
• Rope tidies
• Cockpit cushions
• Opening transom for easy access to bathing platform with locker storage
• Transom shower
• Retractable bathing ladder
• Clock/Barometer
• Outboard bracket (outboard excluded)
• 2 x small storage compartments in cockpit coaming.

Safety Equipment:

• Lifelines (2014)
• 2 x horseshoe buoys, 1 x light
• Safety line jackstays
• Tri-colour light
• Fire blanket
• Fire extinguishers (may be out of date)
• Harness points in cockpit
• Stainless steel pushpit and pulpit
• Stainless steel guardrails with netting between
• Automatic bilge pump
• Manual bilge pump

Contact NYB Dartmouth

• Address: Network Yacht Brokers Dartmouth Noss Marina Bridge Road Kingswear Devon TQ6 0EA
• Telephone: [+44] [0] 1803 834 864 --> [+44] [0] 1803 834 864
• Email: [email protected]
• Link to full office details

Disclaimer : EQ Marine Ltd t/a Network Yacht Brokers Dartmouth offers the details of this vessel for sale but cannot guarantee or warrant the accuracy of the information contained in the specification or warrant the condition of the vessel or equipment. A buyer should instruct his agents, or surveyors, to investigate such details as the buyer desires validated. This vessel is offered for sale subject to no prior sale, price change, or withdrawal without notice.

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• Boat REF#  ·  166462
• Length  ·  11.00m
• Year  ·  2004
• Construction  ·  GRP
• Underwater profile  ·  Fin and Bulb
• Sleeping berths  ·  7
• Engine  ·  1 x diesel 29hp, Volvo 2030 (2004)
• Lying  ·  South Devon

Boatshed Dartmouth

This boat is off the market but here are some boats that are still for sale.

• Specification
• Additional Information

Extra Details

Saildrive gaitor replaced 2012 Range 150 nm

Sloop rigged Aluminium spars (2004) with Stainless Steel standing rigging (2004)

Single line reefing Spinnaker & pole Adjustable back stay

Electrical Systems

12 volt battery, 3 batteries charged by: engine, shore power 240v with charging

Construction

Shoal draft keel Seacocks renewed 2012 by Baltic Wharf Repairs RCD Category A

Accommodation

2 burner propane Stove

2 halyard winches 2 sheet winches Electric PWV 1000 windlass 2 anchors (Bruce and kedge) 50.00m of chain Cockpit cover refers to over boom winter cover Lewmar winches

Nav Equipment

Simrad RS87 VHF Raymarine SL72 radar Raymarine RN300 GPS Yeoman Plotter Autohelm ST6000

Safety Equipment

2 bilge pumps (1 manual / 1 electric)

4x man liferaft included

Broker's Comments

Boatshed Dartmouth and Brixham are delighted to offer for sale a very clean and well presented, one owner from new Maxi 1100. The Maxi yachts are renowned for their sleek, elegant lines, good performance and excellent interior design. Sailing capability is impressive and the current owner assures me even when pressed hard the yacht is stiff and easy to steer. Below decks there is ample teak and the hand made joinery shows attention to detail. The galley is to starboard while to port is a good-sized navigation table with a really large heads aft to port while to starboard is a good sized aft cabin Appointments to view can be booked in advance 6-days a week directly with Paul Singer your Boatshed Dartmouth broker. These boat details are subject to contract. Note: Offers on the asking price may be considered.

Please note this comments section is public . Please do not post your personal details here. Please read our commenting guidelines before posting.

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• Boat REF#  ·  213300
• Length  ·  11.17m
• Year  ·  2006
• Construction  ·  GRP
• Underwater profile  ·  Fin
• Sleeping berths  ·  7
• Engine  ·  1 x diesel 28hp, Volvo Penta MD2030 (2005)
• Lying  ·  West Scotland

Boatshed Scotland

This boat is off the market but here are some boats that are still for sale.

• Specification
• Additional Information

Extra Details

Professionally maintained annually. Saildrive diaphgram replaced 2014. 1 x Batteries engine 2015 8 x domestic 2010 Battery status monitored from matrix DC meter system mounted at the nav station Shore power inlet hardwired system , ring main and immersion heater. Wind generator Rutland 913 .

Sloop rigged Seldon Aluminium spars () with Stainless Steel standing rigging ()

Sails professionally valeted & serviced annualy since new. 7/8ths twin aft swept spreader rigg. Seldon roller reefing system. Jackstays

Electrical Systems

12 volt battery, 9 batteries charged by: engine, wind generator, shore power

Construction

Engine fed Calorifier with 240 v immersion heater Stainless steel tanks.

Accommodation

ENO Gas Cooker Eberspacher heating system Fridge- Isotherm unit with fridge mounted below galley work surface. All crockery and cutlery included for a crew of 6

2 burner propane Stove

2 halyard winches 2 sheet winches Electric Lewmar windlass 2 anchors (Bruce and Kedge Fortress) 60.00m of chain 40.00m of rode dinghy () (Inflatable) 3.3hp outboard, Mariner 2 Stroke, Short shaft () Dinghy colour coded to match the boat Full cockpit tent style cover with roll up side windows , lightly used. Out board engine brackets located at locker. Hide covered steering wheel. Factory fitted cover for steering wheel and Binnacal Cockpit speakers Fender skirt Jack stays

Nav Equipment

Raymarine ST 60 Depth sounder , wind speed and direction , log, Raymarine 80 Radar ,(binnacle and nav station) & Plotter. Raymarine , autopilot with gyro course computer,GPS, Simrad RS82 DSCVHF Alpine cd and radio Cockpit speakers

Safety Equipment

3 bilge pumps (2 manual / 1 electric)

MOB rescue harness 4 person life raft

Broker's Comments

The Maxi 1100 takes no introduction, and this one is no exception. Extremely well appointed, spacious enough to accommodate a crew of 7, for those blue water cruises and coastal cruising or just racing around the cans. The owners have had her from new and spared no expense on her maintenance, with the engine and sails serviced annually. They are now giving up sailing, which is why she is being offered with such a complete inventory. I was struck by the overall presentation of the boat from the gleaming hull and fittings to the impressive teak decks.

Pictures taken Sept 2015 These boat details are subject to contract. Note: Offers on the asking price may be considered.

Please note this comments section is public . Please do not post your personal details here. To enquire about purchasing this boat, please contact the broker directly at [email protected] Please read our commenting guidelines before posting.

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Ian Sawkins

Cost of ownership.