100 Century

A flagship built to mark a hundred years in business, not a one-off

Astondoa designed the 100 Century entirely in house, crediting Jesus Astondoa Diaz de Otazu, a member of the family still running the yard, for the naval architecture and exterior on delivered hulls, which is consistent with how Astondoa has built its larger models since the 1980s rather than buying in a studio name the way many Italian yards do. The hull is a V-shape planing form with a 14 degree deadrise, built in GRP to RINA class, and it carries a shallow draft, published as 1.8 metres on the first delivered hulls and listed as a 2.16 metre maximum by the yard's own current specification sheet, a gap most likely explained by loaded condition and appendage depth rather than a genuine disagreement between sources. Either figure is shallow for a 30 metre yacht, and Astondoa and its brokers both point to it as the reason the 100 Century can sit closer to a beach anchorage than most yachts its size, a genuine functional benefit rather than a marketing line, since the same shallow-draft logic shows up across every hull in the range.

The Century line has grown since 2016 into the 110 Century and 125 Century, both larger, while Astondoa kept the 100 Century in production and on its current model pages years after the anniversary that prompted it, alongside a separate steel-hulled explorer and megayacht series for owners who want aluminum superstructure and longer range. That staying power matters because plenty of anniversary specials from other yards quietly disappear once the milestone year passes. Four known hulls delivered between 2017 and 2023, tracked through boat show reports and brokerage listings rather than Astondoa's own announcements alone, show a model that kept selling well past its launch year rather than one that only ever built the boats needed to make the anniversary photo.

Two named hulls prove the model actually gets built and delivered

Ninitas, the first 100 Century, was handed over in August 2017 and made her public debut that September at the Cannes Yachting Festival, reported at the time by Boat International as the first hull of that size in the Century range. Mr Doom followed in 2019 as hull number two, delivered to a family whose broker, David Galante of G Marine, told Boat International the owners had been steadily moving up in boat size after years in an 80 footer and chose the 100 Century specifically for its sundeck, since the owner was, in Galante's words, a very outdoors, sun-soaking kind of person. Brokerage listings independently confirm at least two further hulls, one built in 2021 and later resold through Northrop and Johnson, and one built in 2023 and listed on YachtWorld, which puts genuine, dateable production across six years rather than a short run clustered around the 2016 anniversary.

Boat International's feature on Mr Doom, shot on location by photographer Alex Conte, is the closest thing to an independent inspection this model has had published, covering the finished boat rather than a press-kit render. It describes a single-level flybridge running the full length of the boat under a retractable sunroof, a full-beam owner's suite forward on the main deck finished in London grey marble, and guest cabins below finished in Serpeggiante ivory marble, with Cristiano Gatto credited as interior designer on both Ninitas and Mr Doom, meaning the same designer has now been named on at least two separate delivered hulls rather than one. The aft deck carries a spa pool and sunpads, and a fold-down transom beach platform houses a 14 foot Williams tender alongside a jet ski, a genuine garage rather than a davit-only afterthought. Astondoa's own brochure describes the interior as fully bespoke to each owner, and having the same outside designer credited across two separate hulls, each finished differently, is real evidence for that claim rather than a line taken on trust.

It feels like a megayacht in scale but handles like a powerboat, an independent tester found running the optional 2,850 horsepower engines, which is a checkable claim about maneuverability rather than a stock compliment.

What an independent sea trial actually found underway

The standard engine package is a pair of MTU 16V2000 M86 diesels rated at 2,186 horsepower (1,630 kW) each, turning ZF 360 gearboxes through shaft drives, with an optional upgrade to the higher-output MTU 16V2000 M96 at 2,400 horsepower per side for owners who want more top end. Astondoa's own specification sheet quotes a 22 knot cruise and 24 knot top speed on the standard engines, and brokerage listings for delivered hulls, including a 2017 boat sold through Allied Yachting with logged engine hours, independently confirm a 26 knot top speed and 22 knot cruise on the water, which is a small but real improvement over the yard's printed number and suggests Astondoa's own figures are, if anything, conservative rather than inflated. Chris Caswell's review for Power and Motoryacht, published in the magazine's February 2020 issue, tested a hull fitted with the stronger optional 2,850 horsepower engines and reported handling he summarized as feeling like a megayacht that handles like a powerboat, a specific and checkable claim about maneuverability rather than a stock adjective.

Range is the honest limit of this platform. The yard's own figure is 600 nautical miles, and a 2017 hull's logged data, provided to Allied Yachting for its resale listing, shows roughly 645 nautical miles at a 12 knot economical cruise burning from a 10,900 liter fuel tank, both numbers describing a boat built for planing performance and coastal to short offshore Mediterranean passages rather than ocean crossing. That is a genuine trade-off against Astondoa's own separate steel-hulled explorer range, which exists specifically for owners who want displacement-speed range instead of a 26 knot top end, and it is also the same trade-off the 100 Century's nearest rivals from Sunseeker and Ferretti make at a similar size, since none of the planing tri-deck yachts in this 30 metre bracket are built to cross an ocean unsupported.

Systems on a delivered hull, and what a buyer should check

The same 2017 hull listed through Allied Yachting, with 1,705 logged main engine hours and 3,075 and 2,740 hours respectively on its two generators as of a November 2024 listing, gives a rare independently documented systems list for this model: two 40 kW Kohler 40EFOZDJ generators, a Side-Power SPS 93 fin stabilizer system rated for both zero-speed and underway use, Side-Power bow and stern maneuvering propellers, and twin Humphree interceptor trim tabs rather than conventional trim planes. Fuel tankage is 10,900 liters (2,880 US gallons) and fresh water is 2,100 liters (555 US gallons), with a 500 liter black water tank and roughly 300 liters of grey water tankage per side, all figures that match Astondoa's own published specification sheet almost exactly, which is a genuine cross-check most single-source brand profiles cannot offer.

What to check on a used 100 Century follows directly from the wider brand's known history rather than anything reported specifically against this model. Older, smaller Astondoa hulls from the 2000s and 2010s have drawn gelcoat cracking complaints on ownership forums, in one case on a roughly five-year-old boat, with surveyors split on whether the cause was cosmetic or a sign of hull flex, so a pre-purchase survey on any Astondoa, Century range included, should specifically inspect gelcoat around structural joints and beneath teak strips rather than accept a cosmetic explanation on sight. Logged engine and generator hours, which the 2017 hull's own listing disclosed in full, are a genuinely useful health check on a semi-custom production run this small, since with only a handful of hulls built there is no large pool of service history to compare against and each individual boat's maintenance records carry more weight than they would on a higher-volume model.

Price, resale and how it sits against Sunseeker and Ferretti

Every current dealer listing for the 100 Century reads price on application rather than showing a figure, consistent with a semi-custom yacht where the interior, and therefore a meaningful share of the final cost, is negotiated per owner rather than fixed at order. The two resale figures independently found, a EUR 5,150,000 asking price (tax not paid) on a 2017 hull listed through Allied Yachting as of late 2024, and a separate broker's 9,470,000 US dollar quote for an unnamed seven-year-old hull, differ enough in currency, tax status and equipment that averaging them would be misleading, so both are reported here rather than reduced to one number. A third listing, through Rick Obey Yacht Sales, quoted 6,440,809 US dollars for a different hull, which at least brackets a plausible used range in the mid to high single-digit millions of dollars for this model, well below what a comparably sized new-build Sunseeker or Ferretti would cost, consistent with Astondoa's smaller brand recognition outside Spain and the Mediterranean.

Against its nearest size-for-size rivals, the 100 Century gives up a little top-end speed and glamour for a lower entry price. Sunseeker's 116 Yacht, at 35.2 metres and powered by twin MTU diesels around 2,640 horsepower each, is quoted by yacht comparison site YachtBuyer at up to 26 knots with a claimed range that different sources put anywhere between roughly 1,250 and 2,000 nautical miles, a wider spread than this profile can resolve to one figure, while Ferretti's similarly sized 1000, at 30.13 metres, offers the same MTU 16V2000 M86 or M96L engine choice Astondoa uses and a top speed of 24 to 28 knots depending on which option is fitted. None of the three publishes a transparent base price, but Astondoa's own brand sits a tier below Sunseeker and Ferretti on recognition and secondhand liquidity outside Spain, according to owner forum opinion on YBW, which is the trade-off an owner is actually making by choosing the 100 Century over either rival: a broadly comparable boat, built and engineered in house at a single Spanish yard, for what the resale data available here suggests is meaningfully less money.

Design

Who it is for: An owner who wants a 30 metre, genuinely custom-interior flagship with a real six-year production history behind it, and who is comfortable with a Spanish brand that carries less resale recognition outside the Mediterranean than Sunseeker, Princess or Ferretti at the same size.

Guide price: No official new-build base price is published, listings read price on application. Independently documented resale figures: EUR 5,150,000 (tax not paid) asking on a 2017 hull via Allied Yachting, 9,470,000 US dollars quoted for a separate seven-year-old hull, and 6,440,809 US dollars quoted through Rick Obey Yacht Sales for a third hull. Figures are broker-reported and not averaged because currency, tax status and equipment differ.