Amels 200
| LOA | 60 m (197 ft) |
|---|---|
| Manga | 10,6 m |
| Calado | aprox. 3,4 m |
| Propulsión | sistema eléctrico híbrido para una navegación casi silenciosa |
| Velocidad máxima | unos 15,5 nudos |
| Autonomía | aprox. 4.500 millas náuticas a 13 nudos |
| Alojamiento | 12 invitados en 6 camarotes, ascensor de pasajeros para cuatro cubiertas, helipuerto touch-and-go |
| Diseño | exterior de Tim Heywood, primer casco Stella M entregado a comienzos de la década de 2020 |
El 60 metros reinventado
Los sesenta metros llevan mucho tiempo siendo un punto dulce para Amels, y el 200 es la respuesta moderna del astillero a esa eslora. Sustituyó el pensamiento anterior de 60 metros por una superestructura más alta y más vertical que apila cuatro cubiertas completas. La altura añadida compra un volumen interior cercano al de un yate de 65 metros, sin el coste ni las exigencias de amarre de un casco mayor. Para un armador es una forma de ganar espacio y altura libre manteniendo el barco dentro de una banda de tamaño amable. El diseño convive con el Amels 60, de nombre métrico, como el 60 metros clásico de la familia.
El argumento es la eficiencia del espacio. Cada cubierta se gana su sitio, desde un beach club en la línea de flotación hasta un skylounge y un helipuerto arriba. Una escalera central y un ascensor de altura completa unen las cubiertas, de modo que los invitados y los armadores con menos movilidad se desplazan con facilidad entre niveles. El 200 se ofrece como construcción semipersonalizada, así que el interior se puede ajustar mientras la arquitectura naval se mantiene fija y contrastada. El comprador recibe una plataforma conocida con margen para hacerla personal.
Volumen de Heywood con porte vertical
Tim Heywood dio al 200 unas secciones de proa largas y esbeltas y una superestructura alta y segura. La proa es fina y corta limpiamente, mientras que las cubiertas elevadas de arriba crean el volumen que el diseño está hecho para dar. Amplios acristalamientos recorren las cubiertas de invitados y abren el interior a las vistas al mar en todos los niveles. Las proporciones se leen desde el muelle como las de un yate mayor. La imagen marca un paso claro respecto al Amels de 60 metros anterior.
El apilado de cuatro cubiertas es el elemento que lo define. Construir el alojamiento hacia arriba libera la cubierta principal para una gran zona de armador y deja las cubiertas altas para recibir y para la sombra. El sundeck lleva el esperado jacuzzi y zona de descanso abierta, con un helipuerto touch-and-go a proa para llegadas por aire. Abajo, el beach club se despliega en la popa para nadar y usar los juguetes. La distribución da a un yate de 60 metros el número de cubiertas normalmente reservado a barcos mayores.
Un 60 metros de cuatro cubiertas con ascensor de pasajeros de altura completa y noches híbridas silenciosas al fondeo.
Un interior servido por ascensor
El confort estrella es el ascensor que sirve las cuatro cubiertas. Muy pocos yates de este tamaño llevan un ascensor de pasajeros de altura completa, y cambia cómo se usa todo el barco en un viaje largo. Los armadores de cualquier edad llegan al sundeck o al beach club sin escaleras, y la tripulación mueve provisiones y equipaje con mucha más facilidad. El interior queda abierto al armador, así que los materiales, el arte y el número de camarotes se pueden especificar a su gusto. Se llevan doce invitados en seis camarotes en la disposición estándar.
El volumen es el objetivo de todo el diseño. La suite del armador a toda manga se sitúa a proa en la cubierta principal, con luz directa y vistas al mar por tres lados. Los camarotes de invitados de abajo y un gran skylounge arriba dan al barco la sensación interior de un yate mucho mayor. El funcionamiento silencioso del sistema híbrido mantiene esos espacios en paz al fondeo. Una familia puede instalarse durante semanas sin sentir que las paredes se le echan encima.
Potencia híbrida, autonomía oceánica
La propulsión es donde el 200 enseña su pensamiento moderno. Un sistema eléctrico híbrido permite al yate navegar en casi silencio con baterías, tomar accionamiento diésel-eléctrico para navegar o combinar fuentes para recortar combustible en travesía. La velocidad máxima se sitúa en torno a 15,5 nudos, con una autonomía cercana a 4.500 millas náuticas a 13 nudos. Eso basta para cruzar el Atlántico y llegar a fondeaderos remotos, lejos de todo soporte. Los estabilizadores a velocidad cero mantienen el barco firme en reposo.
La ingeniería apunta tanto a unos costes de explotación bajos como al alcance. Las horas silenciosas de batería recortan el uso de generadores durante la noche, y la disposición híbrida permite a la tripulación ajustar la potencia a la tarea. La construcción y los sistemas están dentro de la red de Damen, lo que mantiene el servicio y los repuestos al alcance en un programa mundial. Las cifras de tripulación se mantienen razonables para un yate de cuatro cubiertas y este volumen. El armador obtiene vida de barco grande sin la factura de explotación de un barco grande.
El armador al que le encaja
El 200 encaja con un armador que quiere volumen y facilidad de movimiento por encima de la eslora pura. El ascensor, las cuatro cubiertas y los camarotes generosos lo convierten en una elección natural para familias de varias generaciones y para armadores que piensan conservar el barco durante años. Quien valore las noches silenciosas y unas facturas de combustible menores encontrará que el sistema híbrido hace un trabajo real. La plataforma fija y contrastada reduce el riesgo de la construcción.
Recompensa a los armadores que navegan lejos. La autonomía y los estabilizadores abren etapas oceánicas largas, mientras que el número de cubiertas mantiene cómodo a un grupo grande al fondeo. Los clientes de charter responden bien al ascensor y al espacio, lo que sostiene el barco comercialmente. Entregado por primera vez como Stella M a comienzos de la década de 2020, el diseño tiene cascos reales en el agua para estudiar. Los compradores pueden ver ejemplares entregados como el Stella M y el Moonstone antes de comprometerse.
Motores y sistemas
| Main engines | 2x MTU 12V 4000 M53 diesel, 1,380kW (1,851hp) each, about 2,760kW / 3,700hp combined at 1,800rpm. Confirmed independently on the Moonstone (hull 002) brokerage listing and a separate class-spec writeup. |
|---|---|
| Gearboxes | Reintjes WAF 763 HL/HR, ratio 5.136:1 - single-sourced to the Moonstone listing, not independently cross-checked on another hull, so treat as indicative for the class rather than fully verified. |
| Generators | 2x Scania DI09 074M diesel gensets. Moonstone's own listing states both units at 250kWe; a separate class-level spec description instead gives an asymmetric 203kWe / 250kWe pairing as part of the hybrid house-power design. The two disagree and are not reconciled here. |
| Hybrid house power | A battery bank (56kWh reported on the related first-of-class 188 prototype, Volpini 2) substitutes for a second running generator to cover house loads at anchor, cutting generator hours and fuel burn. Battery spec on the true 200-series hulls (Stella M, Moonstone, Marsa) is not confirmed in public sources. |
| Stabilisers | Quantum QC-1800 HD XT Zero Speed, active underway and at anchor. Confirmed on the Moonstone listing and independently in a separate class-level specification source. |
| Bow thruster | Jastram, confirmed on the Moonstone listing and independently in a separate class-level specification source. Stern thruster spec was not found in any public listing checked. |
| Fuel tankage | Class-spec sheets (Amels' own site; Romeo United Yachts) state 143,000 litres. Moonstone's own for-sale listing instead states 151,300 litres. A genuine disagreement between the class spec sheet and one hull's brokerage listing that a third source did not resolve. |
| Fresh water capacity | 24,000 litres per class-spec sheets against 24,650 litres on the Moonstone listing - a minor discrepancy, likely rounding or hull-specific variation. |
| Speed | Max 15.5 knots, consistent across every source checked. Cruise speed is given as 13.0 knots by the class-spec sheets and Boat International, but as 13.5 knots on the Moonstone brokerage listing - a real disagreement, not resolved by a third source. |
| Range | 4,500 nautical miles at cruise speed, consistent across every source checked - the single best-confirmed hard number for the model. |
| Emissions system | The related first-of-class 188 prototype, Volpini 2, carries Selective Catalytic Reduction with a ceramic-based metal-oxide catalyst and a roughly 2,000-litre exhaust-fluid tank sized to run for an estimated 1,500nm before needing a refill, and was IMO Tier III compliant from build. Not confirmed whether the true 200-series hulls carry an identical tank size. |
| Gross tonnage and displacement | 1,015 GT is the figure repeated most often. Displacement is given as 950 tons by one broker and 963 tons by another spec summary - not fully reconciled between sources. |
| Emergency generator | SISU 49 CTAG, 107kWe - single-sourced to the Moonstone listing, not independently confirmed elsewhere. |
| Not published | Classification society and notation, absent even from Amels' own model page; exact battery-bank capacity and chemistry on hulls after the related 188 prototype; and the full engine-room GA layout. |
Lo que cuentan armadores y tripulaciones
Hybrid system burned about the same fuel as a much smaller previous yacht
In eight weeks of cruising, we noticed that we have about the same fuel consumption on Volpini 2 as on our previous yacht, despite the new yacht being about 50 percent larger by volume - reported of the related first-of-class 188 prototype rather than a 200-series hull itself.
Captain Nathan McFadyen, Volpini 2, via Boat InternationalThe Tier III catalyst system works, but its fuel additive is a real logistics headache
Exhaust NOx measured at 647ppm entering the catalytic chamber and 66ppm leaving it, but the diesel exhaust fluid the system needs was hard to find outside the US and the Baltic and had to be shipped in from Germany.
Paul Vickery, Chief Engineer, Volpini 2, via Boat InternationalOwners traded up specifically for space and active family use, and say it delivered
Moonstone's owners said they wanted a larger boat with more luxury interior space, describe themselves as an adventurous family who fish, dive and wake-surf from the boat, and said Moonstone delivers against all of our dreams.
Moonstone's owners, via Boat InternationalNo named owner or crew commentary located for Stella M or Marsa specifically
Public coverage of both hulls is anchored on shipyard and broker statements rather than owner or crew interviews; nothing attributable to a named individual was found for either hull in the sources checked.
Yotters research desk
Lo bueno y lo que conviene vigilar
Puntos fuertes
- Hybrid power system delivers real, verified fuel savingsThe closely related first-of-class 188 prototype Volpini 2's captain reported burning roughly the same fuel over eight weeks of cruising as the owner's previous, much smaller yacht; Amels separately estimated the hybrid house-power system, a battery bank in place of a second running generator, saves on the order of EUR 100,000 a year.
- Faster, lower-risk delivery than a comparable full-custom buildBy reusing a proven Tim Heywood/Damen hull and engineering package, Amels cites roughly 2 years for a Limited Editions build against about 4 years for a premium full-custom yacht, with a track record the yard describes as on-time or early across the programme.
- Real customisation headroom within a fixed platformDespite the shared hull, delivered hulls show genuinely different interiors: Stella M by Reymond Langton Design, Marsa by Winch Design, Moonstone with owner-supplied interior and deck furniture worked in by designer Laura Pomponi, plus options like a full-width bridge, helipad, jacuzzi and sea terraces.
- A genuine regulatory head start on the classThe related Volpini 2 was built as the world's first IMO Tier III compliant new-build yacht; her chief engineer reported the catalytic reduction system cutting NOx from 647ppm to 66ppm across the chamber, a verified 90 percent reduction.
A tener en cuenta
- Semi-custom means real limits on owner controlBoat International's own reporting on the Limited Editions programme, quoting Damen/Amels management, puts roughly 50 to 60 percent of the design as pre-completed before an owner signs - hull form, naval architecture and most core engineering are fixed, a materially different proposition from a true full-custom build even though pricing approaches custom-yacht territory.
- Tier III compliance carries a real operational costThe catalytic converter equipment needed for Tier III compliance is described as refrigerator-sized and takes up meaningful engine-room volume; the diesel exhaust fluid it depends on was hard to source in the Mediterranean and had to be imported from Germany, and the chief engineer said he would use it continuously if it were easier to get hold of.
- Modest speed for a 60-metre, 1,000 GT hullTop speed is 15.5 knots and cruise is 13 knots - a direct trade-off for the 4,500nm range and efficiency focus rather than for outright performance. Not called out as a flaw in any sea-trial write-up found, but it sits well below faster aluminium-hulled yachts of similar length and is worth naming as an inherent design characteristic.
- A thin resale market with real price give-backMoonstone's asking price fell from an initial EUR 74,900,000 to USD 69,900,000 before it sold, and Stella M was relisted at EUR 71,500,000. With only three true 200-series hulls ever built, the used market for this exact model is small and price discovery is broker-driven rather than benchmarked against a deep set of comparable sales.
Información práctica
| New / list price | Not published by Amels itself. Broker Romeo United Yachts quotes a 'standard version' list price of EUR 59,000,000 for a new-build Amels 200, but notes the final price depends on chosen equipment, materials and build spec - a broker estimate, not a shipyard-published figure. |
|---|---|
| Resale - Moonstone (hull 002, delivered 2021) | Listed for sale, price cut from an initial EUR 74,900,000 to USD 69,900,000 asking, per Boat International and Superyacht Sales and Charter, before selling. Now off the market. |
| Resale - Stella M (hull 001, delivered 2021) | Relisted with an asking price of EUR 71,500,000 per Romeo United Yachts and Superyachtfan; Boat International separately reported a sale of the same hull. |
| Charter rate | No confirmed public per-week charter rate found for a specific Amels 200 hull. Stella M is explicitly listed as not currently available for charter (YachtCharterFleet; Exclusive Concierge Club). A generic 'Amels yachts from EUR 180,000 a week' figure appears on one charter aggregator but is not confirmed as specific to the 200, so it is not used as a hard number. |
| Running / operating cost | Not published by Amels or any owner for this model. The only figure found is a generic broker rule of thumb (5-10 percent of build cost a year), which is not Amels-200-specific and should be read as a rough industry estimate, not a disclosed operating figure. |
| Not published | The actual contract price paid by any of the owners; annual running costs, crew payroll and insurance for any hull; the charter day rate for a specific 200; full GA drawings; and the classification society notation, which is absent even from Amels' own spec page. |
| Build and delivery lead time | Amels cites roughly 2 to 3 years for a Limited Editions semi-custom build against about 4 years for a comparable full-custom yacht, achieved by reusing a proven hull and naval-architecture package. No current open build slot for the 200 was found; the run appears to have ended with hull 003, Marsa, delivered March 2024, with Amels' Limited Editions focus since moved to larger models. |
Para quién es: El armador que valora el volumen interior y el movimiento sin escalones, quiere noches híbridas silenciosas al fondeo y planea conservar a largo plazo un 60 metros de cuatro cubiertas.