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Cruising sailing yacht 52 racing classic 2-cabin

Characteristics

15.9 m (52'01" )

3.4 m (11'01" )

2.2 m (7'02" )

8 t (8.82 us ton)

1,000 m² (10,764 ft²)

39 ch (39 hp)

Description

Other spirit yachts products, the classic.

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Spirit 52 ft Sloop 2012 - Sold

Spirit 52 ft Sloop 2012

These details are provisional and may be amended

BROKER'S COMMENTS

Whether for day or week coastal cruising in the Caribbean or the South of France, CHLOE combines comfort with elegance; the yacht comfortably sleeping four with good en suite facilities and an option for two more in the main saloon. Just four years old, CHLOE would seem to be in immaculate condition, the owners having kept her fully maintained. The yacht has cruised extensively proving a pleasure to sail, and fully manageable by just two crew. Equally she proved ideally suited to cope with the bigger swell and strong winds in the Caribbean. She is moreover a competitive racing boat, evidenced by her achievements so far.

The construction and design of the Spirit yachts naturally lends them to competing in classic style racing at local and international regattas. CHLOE first competed in the 2012 Panerai Classics Regatta, Cowes just days after her launch. Quickly showing she had the performance to win she was then entered in other events around the UK with quite some success. Her major achievement though was at the Antigua Classics Regatta 2014, where she beat all her similar sized competitors and was only beaten herself by one much larger yacht. In the 2013 and 2014 Round the Island (of Wight) races she performed outstandingly well against modern race yachts, beating most across the water. In 2014, she also won the Modern Classics Class. Her IRC rating offers a good prospect of winning races at many regattas and sailing events around the world. In racing mode she is a pleasure to sail, well balanced right up through the wind range and easily steered. Crew work is straightforward and uncomplicated. There are no spinnaker poles and extra guy lines, just simple to use asymmetric spinnakers. Fifty four Spirit yachts have now been built and delivered to their owners around the world. Nine of those participated in the 2014 Antigua Classics Regatta. This the 27th regatta was blessed with some of the most exciting racing ever seen at this event; 25-28 knot trade winds and 2-3 metre rolling seas producing demanding but truly exhilarating sailing. CHLOE was 2nd in the Spirit Class behind NAZGUL, a 76 ft Spirit. In the Spirit of Tradition Class she was 3rd behind the 130 ft J Class RAINBOW and NAZGUL.

Construction and finish

Hull - Construction complies with RCD (Recreational Craft Directive) certified by IMCI - Brazilian cedar planking over male mould, 18mm scantling x 65mm cover, epoxy bonded - Cedar planking overlaid with 2 x 3 mm Khaya veneers laid at 45 degrees epoxy bonded - Solid or laminated straight grain Douglas fir Hog, keel, stem, stern post and horn timber - Laminated Douglas fir beam shelf - Solid mahogany floors, engine beds, keel and mast support - 15 x Major laminated mahogany ring frames, finished at 60 mm moulded by 55mm sided - Mast step ring frame at 85 mm moulded by 70mm sided - Cap shroud ring frame primary chain plate mount transmitting the loads to hull and keel bearing - Planking sheathed with 2 layers of 400 gsm bi-radial glass / epoxy with 200 gsm scrim above WL - Faired with Awlgrip epoxy fillers and spray coated with a two pack Awlgrip paint system - Coated below the waterline with self polishing antifouling paint Keel - Flattened bulb keel for maximum righting moment and optimum high / low pressure separation - High strength SG steel keel blade optimised for performance built to NACA section design - Lead and antimony alloy ballast bulb with an integrally cast matrix to join bulb and blade - Through bolted to hull with 5 x 36 mm keel bolts on centreline and 10 x 24 mm bolts surrounding - Keel faired and coated with epoxy barrier coating before painting. Rudder - Multi-laminate timber blade rudder epoxy carbon sheathed on a solid 75mm stainless steel stock - Winglets and a vortex tip optimise control - Rudder stock rotates in self-aligning bearings top and bottom fitted with ‘O’ rings - Quadrant fixed with a drilled and machined clamp to stock which also takes an emergency tiller Deck - Laminated mahogany beams integral to ring frames where specified - Beams overlaid with1 layer 12 mm plywood, scarf jointed - 6 mm teak deck planking laid over, swept to the gunwale line - Teak margin boards and king planks - Decks finished with Sikaflex DC - All hatches have teak margin board surrounds with no end grain showing - Full length bulwarks fitted as part of the hull structure, bright finished inboard - Cap rail running to a low swept taffrail around the stern Interior - 12 mm plywood major structural or watertight bulkheads scarfed and braced where necessary - Watertight crash bulkheads at fore end of fore cabin and fore end of the steering machinery space - 9 mm plywood furniture bonded and filleted to the hull to form a monocoque structure - All plywood used is BS1088 and made to LR marine grade specification - All piercing of watertight bulkheads for cabling and pipes fitted with suitable glands - Where the interior is finished in polished mahogany, it is cut from solid wood only - All fine joinery, trim, doors, panelling etc created from the finest quality mahogany stock - All door and larger panels are cut from solid stock, mirrored and book-matched - Interior woodwork, bilges, inside spaces, cupboards etc, multiple coated in epoxy resin paint finish - All Interior surfaces finished in white eggshell paint or satin/gloss varnish Finishing Exterior - Mahogany fine sanded and coated with multiple layers of UCP by International Paints - This over coated with multiple applications of Epifanes full gloss varnish hand rubbed between each - Heavy usage items such as the helm wheel have up to 12 coats of varnish. Finishing Interior - All interior surfaces except bright work over coated with epoxy resin - Attention taken to protect areas of difficult accessibility and the bilge area - Surfaces over coated with International Paints epoxy primer 860 - Final coating of visible painted surfaces with International Interior gloss or satin polyurethane paint - All interior bright work fine sanded and primed with three coats of UCP - This over coated with five coats Epifanes rubbed effect varnish, hand sanded between each

Deck layout equipment and ground tackle

- Double roller balanced bow anchor chute built into stem head - Hatch in foredeck to access anchor windlass, roller reefing drive and ground tackle - Lewmar hand held controlled electric windlass with warping / chain gypsy and brake - Delta type 20 kg main anchor and 40 m x 8 mm calibrated chain - Fortress 15 kg kedge anchor, 5 m x 8 mm chain and 50m x 18 mm multi plait warp - Heavy duty chain stopper - Chain self stows in chain locker lined throughout with GRE - All deck gear and blocks by Ronstan in mirror polished stainless steel - 6 x 300 mm mooring cleats - Genoa and blade jib tracks fitted with high load stainless cars - 10 x Turning blocks at the mast base - Mainsheet traveller and track fitted across cockpit with two electric winches - Spinnaker turning blocks fitted to aft quarters - Folding boarding ladder custom made in mahogany with teak treads - All bearings are plain high load for high load applications. Trunk cabin - Bright finished mahogany over laminar substructure trunk cabin - Sliding mahogany hatch on stainless steel runners in garage - 2 x Opening skylights on the centreline, one over main saloon and one forward of the mast - 5 x Flush-fitting hatches fitted as shown on deck plan Winches all Harken stainless finish self tailing At trunk cabin - 1 x 46 two speed electric main halyard, reef 1, vang, spinnaker 1 stbd - 1 x 46 two speed headsail halyard, spinnaker 2, reef 2, outhaul, Cunningham port By cockpit - 2 x 58 two speed cockpit primaries - 2 x 52 single speed electric secondaries - 1 x 46 single speed electric main sheet - 2 x Lightweight single winch handles Cockpit - Solid mahogany on marine plywood substructure self draining cockpit bright finished - Teak inlaid seating - Small cockpit locker for stowage of sail ties, winch handles etc - Removable cockpit table - Custom laminated mahogany rim spoked wheel on mahogany binnacle with instruments atop - Direct chain and 8mm 7x 19 wire drive runs over articulated sheaves to quadrant steering Aft deck - Hatch in port aft deck to access tender, outboard, life raft and emergency equipment stowage - Hatch in stbd aft deck to access to sail and general stowage - Small hatch stbd side deck to access to sealed self-draining gas bottle locker - Fuel tank filler fitted in aft deck - Fresh water tank fillers on deck - Ensign staff socket recessed flush into aft deck - Solid mahogany 1.5m ensign staff General - 4 x 10 m Black 18 mm warps with spliced loops, fully leathered with leather chafe pads - 6 x Fenders with fender socks and leathered lanyards - Inflatable dinghy and engine stowed in lazarette

Accommodation and domestic equipment

Summary Accommodation is for four in a double owner’s cabin aft and two single guest berths in the fore cabin Each has en suite shower and head compartment. She can sleep a further two in the main saloon if required. - Traditional style joinery with mahogany panelling throughout, hand rubbed and polished - Contrasting varnished deck beams and joinery - 7 x Opening skylights - 10 x Opening chrome bronze port lights fitted in the trunk cabin sides and aft face - Ventilation in bilges throughout to prevent condensation - Lockers, cupboards, wardrobes etc fitted with ventilation louvres From bridge deck, sliding hatch and companionway steps down lead over the engine compartment to Galley to port - Gimballed three burner hob, grill and oven shelf and locker stowage outboard and aft - Front loading fridge c 100 litres against aft bulkhead - Top loading Fridge/freezer c 40 litres - Stainless steel sink with mixer tap stowage lockers under - Eberspacher diesel heating with 12 V fan circulation to aft cabin, saloon and fore cabin Navigation station to stbd - Lifting desktop chart table and pilot’s seat - Nav instruments, electrical and controls and communications outboard Half bulkheads open to saloon forward - Long U shaped settee berth to port with upholstered seating and backs with stowage under - Shelving above and outboard - Drop leaf dining table on centreline - Long settee berth upholstered seating and back to stbd with stowage under - Shelving outboard - Doorway to fore cabin - Guests’ head compartment with WC, shower and hand basin to port - Hanging locker stbd - 2 x Single berths in Vee format - Hatchway to fore deck Coming aft through saloon past engine housing and companionway - Head compartment en suite to owner’s cabin with door options to use as a day head - SW, shower and hand basin - 2nd doorway to owner’s cabin - Double berth to port facing aft - Short settee opposite to stbd

Rig, spars sails and canvas

Mast - Southern Spars moulded carbon fibre mast spray painted in Awlgrip tapered above the hounds - Discontinuous rod standing rigging with stainless steel rigging screws - Twin spreader rig with cap shrouds, intermediates and lowers - Forestay on Bartels electric roller reefing with drive system below deck, controlled from the helm - Kevlar manual backstay - All halyards run internally, exiting above deck and led to turning blocks around the mast collar - Dyneema lazy jacks can support the lowered mainsail and boom - Flag halyard eyes fitted to lower spreaders - Mast fitted with Harken batten car track system for fully battened mainsail - Deck flood lights fitted to lower spreaders - Mast collar with stainless steel flange bolted to deck including turning block mounts Boom - Carbon fibre tube boom tapered at each end spray painted to match mast - Reefing lines led through the boom to the gooseneck, then to deck turning blocks - Boom vang controlled from deckhouse roof mounted winches - Clew outhaul controlled from deckhouse roof mounted winches - Lazy jacks mounting points - Down light in boom at aft end over cockpit Running rigging - Full running rigging including asymmetric spinnaker sheets Sails - all sails by One Sails UK -2015 - Code 2 Race Jib – Millenium membrane, Carbon fibres, film style -2013 – Masthead FFR Cruising Reacher – CZ laminates -2013 – Masthead A2 Asymmetric – 0.75/0.8oz nylon -2013 – Race Mainsail – Millenium membrane, Carbon fibres, film style, 1 reef -2013 - Code 2 Race Jib – Millenium membrane, Carbon fibres, film style -2012 – Fractional Reaching Asymmetric – 1.5oz nylon -2012 – Fractional Cruise Asymmetric – 0.9oz nylon -2012 – Furling Cruise Jib – Vantage1 membrane, technora fibres, double taffeta -2012 – 3+2 Cruise Mainsail – Vantage1 membrane, technora fibres, double taffeta, 2 reefs Covers - Main sail cover - Wheel cover and binnacle cover - Three part cockpit tent and coach roof cover

Mechanical electrical and tankage

- Yanmar 3JH3E naturally aspirated indirect cooled 39 BHP Diesel mounted centrally - Racor type 55 Duplex fuel filters - Engine space fully sound proofed with 50 mm high performance insulation - In-line drive train soft mounted with flexible coupling for minimal vibration - KM35 marine gearbox ratio 2.6:1 - 12 V start with 55 A charging alternator - Engine control panel in cockpit with full instrumentation and audible alarms - Single lever side-mounted throttle / shift control at cockpit side - Engine spares kit - 35 mm stainless steel prop shaft through bronze ‘P’ bracket - Gori 3-bladed fully feathering propeller - Sidepower 55 KGF / 4 kW duo-prop bow thruster fitted in GRP tube on/off and control at helm - Pipe work complies with the class requirements of IMCI and appropriate SAF or ISO standards - Dedicated air-in vent fitted in engine room - Single phase 230 V shore power circuit with a grounded neutral - Mastervolt Battery monitoring and management system - 2 x Mastervolt Gel service battery bank MVG 12 V / 200Ah total 400Ah - 1 x Mastervolt AGM 12 / 90Ah engine start 12 battery - AC Switch panel and distribution complies with RCD / IMCI requirements - Protected primary AC switching and distribution controls - Shore power connection - Inverter, AC metering and other starters - Circuit breakers for onward distribution - Separate protected primary DC switching and distribution controls - Service battery bank - Main battery isolation switches - Inverter, DC metering and starters - Circuit breakers for battery charger - Circuit breakers for onward distribution - Interior lights, switches and power sockets - Webasto heating system operates throughout the boat Water systems and tankage - 220 litre translucent polyethylene fuel tank, vented and gauged with inspection hatch - 2 x Polyethylene water tanks c 220 and 180 litres cross linked with level gauges - 50 litre marine grade calorifier with 750 W 240 V AC heater element in the engine space - 30 ltr Black water tanks with gauges can be discharged directly overboard or at a shore facility - Grey water and galley water are discharged directly overboard - All tanks fitted with inspection hatches - Jabsco ITT manual sea water flush stand alone WCs with shut-off valves

Navigation, communications and electronics

- Danforth 5 inch main steering compass - Brookes and Gatehouse navigation instruments fitted at helm position: - Speed, Depth, Distance combined - Wind speed and direction - Control incl rudder indicator for hydraulic ram system autopilot - Simrad GPS chartplotter - Multi-function read outs at chart table - Chart plotter repeater fitted at chart table - On board course computer - Simrad VHF to current GMDS requirements, DSC enabled - Icom waterproof handheld VHF set - Simrad interchangeable i-phone music system, i-pod dock speakers saloon and at helm - Steaming light at fore side of mast - All round white anchor light fitted to mast head - VHF antenna fitted at masthead - B&G wind instruments sender fitted at masthead

- 8 x Lightweight deck vest lifejackets with Spirit logo - SolasS 6 man approved life raft with ‘A’ survival packs - Solas offshore flare kit - Solas flare container - 2 x Solas life buoys with light module) - At Anchor Black ball - Motor-sailing black cone - Constrained by Draft black cylinder - Towing black diamond - Multiple portable fire extinguishers as required by IMCI - All bilge pumps accord with the UK flag authority and IMCI requirements - Pumps are heavy duty sea water rated, self-priming with all mechanical seals - Manual bilge pump mounted in cockpit discharging overboard - Secondary electric bilge pumps

These particulars have been prepared from information provided by the vendors and are intended as a general guide. The purchaser should confirm details of concern to them by survey or engineers inspection. The purchaser should also ensure that the purchase contract properly reflects their concerns and specifies details on which they wish to rely.

Sandeman Yacht Company

Brokerage of classic & vintage yachts.

• Spirit Yachts
• Spirit Yachts R52

Spirit Yachts R52 (2025) for sale in Ipswich, United Kingdom

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About this Spirit Yachts R52

Racing pedigree meets modern classic design.

A favourite of Spirit Yachts’ founder Sean McMillan (who raced his own Spirit 52 successfully for many years), the Spirit 52 is designed to deliver fast-paced racing for those who appreciate a timelessly classic look.

With the option to be transported on a truck, Spirit 52s can be seen racing and cruising all over the world. At nearly 16m long, a Spirit 52 incorporates the latest technology and materials, including carbon spars and nitronic rod rigging. Displacing only eight tonnes with all running rigging left aft to the cockpit, the Spirit 52 has short-handed, racing ability, or she can be crewed by a team of friends or racing professionals. With a top speed of 16 knots, the Spirit 52 is one of Spirit Yachts’ most successful racing yachts to date.

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• Yachting World
• Digital Edition

Spirit Yachts: Inside the British yard behind some of the world’s most beautiful boats

• February 6, 2020

Few builders possess the power of seduction demonstrated by British wood epoxy experts Spirit Yachts. David Glenn reports

Spirit Yachts’s workforce with one of the laminated sapele frames of the Spirit 111. Photo: Emily Harris

Today, Ipswich-based Spirit Yachts is embarking on a new phase in its development, having recently launched a 111ft sailing yacht that exploits the benefits of electric propulsion, the latest high voltage lithium battery technology and smart control systems to reduce the need for fossil fuel power.

Like all Spirits, she was constructed in timber from sustainable sources and because of her light and easily driven hull she could potentially become one of the most efficient sailing yachts afloat. On the face of it she’s an eco-warrior’s dreamboat, which means she was scrutinised down to her last plank of Douglas fir before her launch last year. But more of her later.

A joiner marking out a below waterline area. Photo: Emily Harris

In spite of a full order book, Sean McMillan, founder of Spirit Yachts, whose distinctive design style and inherent skill as a woodworker are responsible for these luscious-looking yachts, is the first to admit that it hasn’t always been an easy ride: “It’s been a roller-coaster, but it’s also been a great experience,” he says.

McMillan’s passion for wooden boatbuilding, and dogged determination to retain a highly skilled workforce through thick and thin has put him and Spirit at the very forefront of modern wooden yacht building.

Raising the profile

Five years ago the Ipswich-based company was facing a tough market as the ripple effect of the 2008 financial crisis continued to hobble business. Refit came to the rescue, but only up to a point. “I knew that we could not afford to lose staff,” said Sean, who has always placed his boat builders at the heart of Spirit’s success.

Article continues below…

Spirit Yachts 52D: This stripped-back racer is a wolf in sheep’s clothing

It may have been high season on the Solent, but among the eclectic mix of race boats both big and…

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The directors also realised that running the company and designing the yachts (as well as not being able to resist some hands-on boat building), was too much for one man to handle. So they appointed Nigel Stuart as managing director. He came from Discovery Yachts and quickly raised Spirit Yachts’s profile.

Together with the Brexit effect and the consequent fall in sterling, making British products considerably more attractive, things began to look up. Today the company has an enviable, trend-bucking order book.

Fling in timber

The Spirit 52D Oui Fling racing in the Solent in July 2017. Photo: Emily Harris

After just a seven-month build period Spirit launched one of its more remarkable modern classics in the summer of 2017, the completely stripped out Spirit 52D for high profile, serial racing yacht owner Irvine Laidlaw, who was keen to add a modern classic to his fleet of Highland Flings. The D incidentally stands for ‘Distilled’.

On her first outing at the Panerai British Classic Week in Cowes, Oui Fling , surely the ultimate wolf in sheep’s clothing, dispatched the opposition in short order. Her victims included Sean McMillan (sailing his own Spirit 52, Flight of Ufford , which is anything but stripped out) who couldn’t quite catch Fling on handicap!

Laidlaw’s boat, which apparently touched 16 knots in the Solent, weighs just 6.8 tonnes – extraordinary for a wooden 52-footer – and is two tonnes lighter than Flight .

In addition to Oui Fling ’s exploits, the announcement of the 111ft sloop contract was a massive boost, in fact a potential game changer for Spirit. Sean McMillan believes she is the largest wooden yacht of her type built in Britain since the J Class Shamrock V was launched by Camper & Nicholsons in 1930.

The Spirit 111 is, of course, a largely wood epoxy build, but incorporating a high voltage lithium ion battery-powered electric propulsion system and smart electrical management. Together with an original interior by world renowned designers Rhoades Young, and the appointment of a specialist project manager in the form of the highly experienced German Jens Cornelsen, this yacht places the company firmly in the superyacht league.

Spirit Yachts put its toe in the water with larger yachts when the 100ft Gaia was launched in 2007, but there were issues, especially in race mode upwind, when her timber hull deflected marginally more than anticipated, making it difficult to keep rig loads stable. The structure was re-worked back in Ipswich and Gaia returned to the circuit in good shape.

100ft Gaia is soon to be eclipsed as the yard’s flagship. Photo: Carlo Borlenghi

Refreshingly, Sean McMillan is not afraid to admit that he and the company have had to learn lessons over the past 27 years. With limited scantling and engineering information available from classification societies for modern wood epoxy construction, Spirit has, at times, had to feel its way along the design route. Today, with what they call their ‘file of evidence’ containing historic calculations and structural data, they are con dent about tackling just about anything.

For the Spirit 111’s structural engineering, there was input from Sean McMillan, his experienced in-house naval architect Lawrence Peckham, composite structures expert Gary Scott-Jenner of Ipswich firm Synolo Design, and the classification society RINA.

Work involved 30 laminated sapele ring frames over which Douglas fir planking was laid and then finished with quadruple diagonal layers of 3mm mahogany veneer. There is some local reinforcement in carbon fibre and the entire structure will underwent epoxy saturation for structural integrity, impact resistance and longevity.

A rendering of the new Spirit 111, which will be the largest wooden yacht built in the UK since the J Class Shamrock V in 1930

The owner of the Spirit 111 had an unfortunate accident with his previous yacht, a Spirit 52, when he hit a rock at eight knots while sailing in the Baltic. The yacht took in no water but a number of ring frames were cracked, so she returned to Ipswich for repairs to include‘ sistering’ or doubling up the frames in question.

Demonstrating his faith in Spirit, while visiting their offices to check progress on the 52’s repairs, the owner caught a glimpse of a previous design Sean McMillan had been amending. Not long afterwards the deal for a boat that would be more than twice the size of the Spirit 52 was on the table.

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• By Herb McCormick, photos by Billy Black
• Updated: January 17, 2012

Spirit 46 Main

Like many self-professed adrenaline junkies, Tina Felix doesn’t look like one. A lawyer by profession as well as a mother of four, at first glance she seems the very essence of those solid, grounded pursuits. Her “other side” was revealed early last fall on Rhode Island’s Narragansett Bay, where a crisp northerly gusting toward 25 knots was coursing down the East Passage. Aboard Bamboozle , the Spirit 46 she owns with her spouse, Kevin, I was tagging along with the couple for the short but lively beat from Newport to Portsmouth.

We were two or perhaps three tacks into it, spray flying, clawing to windward at nearly 7 knots, when Tina suggested we shake out the single reef. The pumping breeze ever so slightly overpowered us, and the boat gained only a 10th or two of a knot. Tina seemed satisfied, though, and I completely understood why. With Bamboozle ‘s slim beam, low profile and long overhangs, she appeared above the waterline to be from a different era, but she was a wolf in sheep’s clothing: Thanks to a tall Southern Spars carbon rig, high-tech Quantum sails, the deep fin keel and ballast bulb, and a spade rudder, she tracked to weather as if possessed.

“Spirit is a pretty well-known brand in Europe and the United Kingdom, but this is our first foray into the United States,” the company’s founder, Sean McMillan, said last September while exhibiting Bamboozle at the Newport International Boat Show. “We started 17 years ago with the intention of building very beautiful, modern, classic boats. … The most significant thing was getting away from the long keel/keel-hung rudder configuration that all classics had. If you start with a ‘narrowish’ boat — but not uncomfortably narrow — with a firm turn in the bilge so it’s got good form stability and shallow rocker, you’re making a small hole in the water, with very efficient foils and a very efficient rig. You can’t really miss, frankly.”

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What also separates Spirit from almost every other builder of traditional-style series yachts is the boats’ wood/epoxy construction. Like all Spirits, the 46 is built on laminated ring frames usually fashioned from Brazilian cedar, a strong, dark hardwood that looks like mahogany but at half the weight; the keelson is Oregon pine. The first layer of planking on the 46 is also Brazilian cedar (on bigger boats that are less weight sensitive, the choice is Douglas fir), and it’s glued to the ring frames to form a monocoque structure that’s then faired before a series of double-diagonal veneers are applied. The builders add a layer of glass/epoxy to stabilize the surface prior to the Awlgrip finish.

The deck is swept teak; the brightwork is highly varnished Brazilian mahogany. The keel is an SG steel foil to which a torpedo-shape lead ballast bulb is bolted. The stainless-steel rudderstock supports a finely tuned foam-cored carbon rudder. Custom hardware abounds. The attention to detail is staggering. The end result is irresistible.

Like most Spirit owners, the Felixes visited the yard as their boat, the 10th 46 to be built, came into existence before their eyes, an experience that McMillan strongly encourages. “They’re virtually custom boats,” he said. “You can have any interior you want. It’s not like buying one off the shelf. The owners have to work with us for a year or 15 months or more to create this thing, and that’s a big commitment. The more they come to visit, the better we can keep coming together to stay on exactly the same track they want.”

While McMillan said he’d delivered prior 46s with a variety of interior arrangements — an open floor plan, one cabin and two cabins — the Felixes chose a rather standard layout with a V-berth and head forward, a pair of opposing settees and dining table in the central salon, and the galley and navigation station, to port and starboard respectively, at the foot of the companionway. The joinery work is remarkable; the 46 is literally a yacht where one “takes the furniture” sailing. The one and only thing the boat lacks down below is a place to stand up; headroom is about 5 feet 2 inches.

To underscore the fact that the Felixes’ 46 is optimized for sailing and that they spend the majority of their time aboard topside, Bamboozle ‘s cockpit is two feet longer than those on her sister ships. She’s also the only Spirit to be tricked out with Harken hardware, which Kevin specifically requested.

Though our destination was dead upwind, once we were past the Newport bridge, we couldn’t resist the urge to bear away and ease the sheets, if only for a few moments. While we didn’t record the 21 knots of boat speed that another 46 notched during a race the previous year — many owners enjoy competing in the ever-growing Spirit of Tradition divisions at classic-yacht regattas — the knotmeter immediately ascended into double figures, topping off at nearly 11 knots. Unfortunately, too soon we hardened up, back on the breeze.

At my suggestion — I was interested to see what difference it would make, if any — we tucked the first reef back in and were able to lock in the mainsheet and forgo easing it in the puffs to luff the sail. The boat seemed a bit happier, her rudder a tad less loaded, and we gained a few more 10ths of speed, up to almost 7½ knots and tacking through 60 degrees. Despite the rather sporty weather, she was nearly dry on deck. Thanks to her light ends and a bit of flare to her bow, rather than plowing through the chop, she rose ever so slightly and gracefully up and over each passing wave. It felt like a curtsy. She appeared to be enjoying the outing as much as we were.

The best part of all, of course, was driving. Like an old 6-Meter or 8-Meter, Bamboozle was devoid of lifelines; not only were the sight lines forward clear and unobstructed, but the absence of railings also heightened the sensation of speed and one’s proximity to the water rushing by. To command a boat this long, lean and nimble, with a feathery-light tiller, was nothing less than pure joy.

Much too soon, the marina hove into view, so we threw in one last tack, luffed up, dropped the main and motored in. The boat is no slouch under power either, registering a solid 7 knots at 2500 rpm. Tying up was a letdown. Things became too quiet. Evidently, my adrenaline had been flowing too.

View a complete photo gallery.

LOA: 46’3″ LWL: 33’10” BEAM: 9’3″ DRAFT: 6’6″ DISPL.: 9,920 lb. FUEL: 13 gal. WATER: 25 gal. ENGINE: 1 x 18 hp Yanmar GM-20 diesel SAIL AREA: 684 sq. ft. (w/ 100 percent foretriangle) DISPL./LENGTH RATIO: 115 SAIL AREA/DISPL. RATIO: 23.7 PRICE: $600,000 Spirit Yachts, +44-1473-214-715; www.spirityachts.com

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Spirit Yachts Deckhouse 50 first look

When the James Bond film people were choosing a yacht for him to be spending some time aboard in Venice, in Casino Royale , they clearly needed something classics, for an iconic film hero steeped in the myth and murk of cold-war spying, and yet with Daniel Craig’s new direction for this role, it needed to be modern too.

Step forward the Spirit yacht, a racy-looking craft yet with touches of understated luxury about it. Spirit Yachts has gained a reputation for blurring the new into the old. The designs – with their long overhangs, low freeboard, fast lines and swept decks – have something of the 1930s about them, but they also look modern, with moulded coachroofs which, while varnished, are more 1990s than 1930s.

The underwater profile too, is unashamedly modern, with dishy body form and lead bulb keels on steel plates. Nevertheless, sailing in the Spirit of Tradition classes, the various Spirits – from 37ft (11.3m) to the large 70 (and even the huge Spirit 100 in 2007) – have caught many an eye at classic regattas and the company has grown on a reputation of quality, adding models almost every year.

This year, things get a little different. Spirits have a new deckhouse version, with raised topsides giving the yachts a sturdier, more cruisey feel while further blurring the line back to the 1930s. We love it.

Two versions of the new DH model are available – the seven-berth 50 and the nine-berth 57 (using berths in the deckhouse) while a 65ft (19.8m) version is also in build. The look transforms Spirit, giving it t more noble profile and a slightly chunkier appearance that makes you feel like taking them offshore and into the deep range. The deckhouses themselves seem to have compound curves in all directions. Cambered over the top and yet slightly scalloped fore and aft, they have a little of the pagoda look to them, as designer Sean MacMillan explains.

ELEGANT FLEET

“It’s all about elegance really,” he says. “Classic design is what really appeals to me and I try to introduce that into my designs.” While the effect is one of a classic boat, looking more closely you will see the modern touches on a Spirit. Thus halliards and lines from the mast are taken through the hatch furniture and via blocks out onto the coachroof deck and then to the Spinlock clutches.

The racing touches and modern safety systems are one thing but on the water these boats also handle well. There is such a lightness to the helm that one-finger steering is possible, even in gusts of wind. They go over on their gunwale in the catspaws of a gusty day late on Suffolk’s River Orwell, and then get onto a rail. Flying up the river, quick-tacking with just a couple of minutes for each board is fun, and never stressy. They are lightweight boats (the older 52 is eight tonnes) that handle more like dinghies.

QUALITY OF JOINERY

It’s certainly the quality of construction that sets Spirit Yachts apart. The strip-based build, super stiff with ring frames and layers of glassfibre, allows the yacht to be set up for modern racing. Yet at the same time, the joinery below decks confirms the handmade, bespoke nature of the one-off classic yacht. The new deckhouse version delivers more of that, as well as more air and light into the interior. Prices, ex VAT, of the DH50 start at £720,000 and £980,000 for the DH57.

See more at www.spirityachts.com

Taken from our July 2011 issue (CB277). The August issue has arrived at the printer and will be on sale 15 July, with a design critique of another new, British spirit-of-tradition yacht: the Fairlie 5.

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FREE SPIRIT Boat for Sale

52' island packet | 2007 | $450,000.

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• Free Spirit

Last updated Mar 7, 2024

Free Spirit Yacht | 52' Island Packet 2007

S/v Free Spirit is now on the market! Designed by Bob Johnson and built by Island Packet Yachts, the 2007 Island Packet 485 was designed and built to take you safely and comfortably to your destination be it coastal cruising or circumnavigation. Island Packet Yachts has grown to become one of America's leading sailing yacht builders, winning several national awards for product excellence. The IP485 full keel leads to a lower pintle rudder. The keel is built with Full Foil Keel technology, which encapsulates the keel, so there’s no keel bolts to worry about!

S/v Free Spirit was bought from the factory in 2007 and had been sailed extensively by her first owners starting in France and the Mediterranean to crossing the Atlantic twice. Her current owners bought her in 2017 in France and sailed her back to Turkey where preparations were done for a third Atlantic crossing, including new sails and standing rigging. After being sailed extensively in Turkey and crossing the Mediterranean, she was sailed through Sardinia, The Balearic Islands and Spain, before heading through the Gibraltar Straits and down to Gran Canaria and then across the Atlantic. After cruising throughout the Caribbean since 2021, s/v Free Spirit is now located in the Rio Dulce, Guatemala.

This IP485 has luxurious accommodations and enormous living and storage space both inside and out. The interior has beautiful solid teak and oak soles throughout. The salon is open and spacious and the Nav. Station is comfortable and fully equipped. She sleeps 6-9 guests, there is an Owners cabin aft, owners double forward, and a twin guest cabin midships. The Guest cabin has two single bunks and Saloon seating can be used as a single on the port side, and the starboard side sofa converts to an extending double. Lee cloths are available for the crew cabin and salon sofas as well as fitted bedsheets for aft, forward and crew cabin beds. There are 12V fans in all cabins and galley. The gourmet galley is equipped with digitally controlled refrigerator and freezer compartments and double gasketed drop-front lids on gas support struts for easy access.

Either compartment may be used for refrigerated or frozen storage at the setting of the controls. Both luxurious heads feature vanities with solid acrylic countertops, separate shower stalls with seats, folding acrylic doors and standard VacuFlush heads.

S/v Free Spirit is fully equipped and set up to be self sufficient offshore or at anchor for extended periods. The 2 monocrystalline 340W panels with a Victron MPPT controller and a Maspower MP8M 6Kva (50Hz) generator ensures you can remain off grid. There is a D60 Dessalator water maker with max output of 15 US gals per hour to help keep your water tanks full. The water capacity is 300 US gals in 2 GRP tanks, plus an extra 40 gals for flushing the heads. There’s a holding tank with a 60 US gals capacity with deck or sea discharge with macerator pump. The fuel capacity is 300 US gals in one marine grade aluminum tank. This vessel is powered by a powerful Yanmar 4JH4-HTE, 100hp diesel, the Racor primary fuel filters for engine and generator are easy to access. To get you to shore, there is a brand-new AB 9.5m Dinghy (2023) with  15HP 2 stroke Yamaha Enduro Outboard.

The current owners are reluctantly selling their beloved s/v Free Spirit. They are offering this beautiful vessel fully equipped with many spare parts, tools and safety equipment allowing the new lucky sailors the ability to confidently step aboard and sail away. All manuals, procedures and checklists are filed in well-organized filing boxes, as well as online. The list of equipment, upgrades, maintenance and improvements on this vessel are long, so please enquire for more details.

S/v Free Spirit is a fully prepared, well loved, ocean ready vessel, ideally situated to take her new owners to any world destination. This proven luxurious cruising vessel is a must see. Presently cruising the waters of Mexico but can be seen in any location of your choice.

Denison Yachting is pleased to assist you in the purchase of this vessel. This boat is centrally listed by Dockside Yacht Brokerage SA.

Denison Yacht Sales offers the details of this yacht in good faith but can’t guarantee the accuracy of this information nor warrant the condition of this boat for sale. This yacht for sale is offered subject to prior sale, price change, or withdrawal from that yacht market without notice. She is offered as a convenience by this yacht broker to its clients and is not intended to convey direct representation of a specific yacht for sale.

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Free Spirit HIGHLIGHTS

• Yacht Details: 52' Island Packet 2007
• Location: Placencia, Belize
• Engines: Yanmar
• Last Updated: Mar 7, 2024
• Asking Price: $450,000
• Max Draft: 5' 3''

Free Spirit additional information

• Cruising Speed: 5.65 kn
• Beam: 15' 4''
• Hull Material: Fiberglass
• Displacement: 39,000 lb
• Fuel Tank: 1 x 300|gallon
• Fresh Water: 1 x 300|gallon
• Holding: 1 x 60|gallon
• Max Passengers: 9
• Single Berths: 4
• Double Berths: 2

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Professional BoatBuilder Magazine

The esprit of spirit yachts.

By Nic Compton , Sep 29, 2023

The sleek 52′ (15.85m) Flight of Ufford, launched in 2007, was campaigned hard and successfully by Spirit Yachts cofounder Sean McMillan. The traditionally styled wood/epoxy sloop has become the yard’s most popular model to date.

T he James Bond movie franchise has never shied from any chance to include a yacht in the narrative and as part of the set. And given the urgent nature of the glamorous secret agent’s business, these have tended to be fast powerboats, starting with the Fairey Huntresses and Huntsmen in  From  Russia With Love  (1963) through to the Glastron GT150 speedboat, which performed a spectacular 120 ‘  (36.6m) leap in  Live and Let Die  (1973), and a clutch of Sunseekers in subsequent films. In 2006, while filming  Casino  Royale , the filmmakers decided to do something a bit different. Alongside their usual high-velocity petrol-fueled fare, they featured a sailing yacht: a 54 ‘  (54 ‘  9 “ /16.7m) sloop with a long counter stern and seemingly acres of flawless varnish, which James Bond (Daniel Craig) and Vesper Lynd (Eva Green) sailed into Venice during a romantic interlude in the film.

Cast in the enviable role was the Spirit 54 designed and built by British boatbuilders Spirit Yachts, located in Ipswich, Suffolk, on the east coast of England. And if that wasn’t enough notoriety for the somewhat obscure custom builder, the producers repeated the trick in the 2021  No Time to Die , this time using a Spirit 46 (46 ‘  6 “ / 14.15m) sailing yacht for James Bond to sail around Jamaica during his “retirement” scenes.

The 54′ (16.7m) Soufrière was built for the 2006 James Bond franchise movie Casino Royale. Her brief appearance in the film making her way up the Grand Canal in Venice added the cachet of an international luxury brand to Spirit’s already sterling reputation as a yacht builder.

The pairing was in many ways a marriage made in heaven. Just as James Bond has come to symbolize the aspirational best of British wit, style, and appetite for adventure, Spirit Yachts offers the best in bespoke sailboats, combining high-performance modern hulls with a classic aesthetic and a price on par with Bond’s generous expense account. The formula has inspired a devoted following and led to a unique line of yachts, steadily increasing in size over the years, from the original 37-footer (11.5m) built in 1993 to its biggest creation so far, the 111 ‘  (33.8m)  Geist , launched in 2020.

Spirit Yachts is celebrating its 30th anniversary in 2023, so it seemed the perfect time to visit its expanded boatyard facility in Ipswich, where Spirit has become an increasingly important part of the regeneration of the disused docks and looks set to play an even bigger role as plans for a company-centered boatbuilding university take shape. The year started with the announcement of a major management reshuffle. Founder and chief designer Sean McMillan (now 72) is in effect taking semiretirement, handing ownership to a consortium of Spirit yacht owners and the day-to-day running of the company to Management Director Karen Underwood and the office’s newest recruit, Production & Design Director Julian Weatherill.

McMillan at the drafting table.

Yet the first person I see when I walk through the office door is McMillan, looking as suave and relaxed as James Bond himself, and bearing a roll of drawings for his latest design. No surprises there. Spirit Yachts has always been inextricably linked with this former-art-student-turned-boat-bum-turned-boatbuilder-turned-company-director. It turns out that he’s staying on as a consultant for the next three years, before fully retiring from the scene. Though it seems to me unlikely that will ever really happen.

“Sean is hanging on to the bits he likes [the designing] and letting go of the bits he doesn’t like [running a busy boatyard],” says Underwood, with a cheerful chuckle. She has worked in the marine industry for the past 25 years (including 15 years at Oyster Marine), and you get the feeling the company is in very safe hands.

She and McMillan are meeting a client at 11 a.m., so after a lengthy chat, newly promoted Marketing Director Helen Porter shows me around the yard. “We’ve had both sheds full of new builds for the past three years, catching up with pent-up demand after COVID,” she says. “We’ve had three 72s, one 68, one 52, and two 30s. We’ve now finally got space to take on some refurbishment projects, one for a couple who has been waiting a couple of years. The 52 in-build over there is Spirit hull number 80—or Sean’s 100th boat, if you include the ones he built before Spirit Yachts.”

A Spirit 72 in the busy yard in Ipswich, Suffolk, England, last June. At the time, the 30-year-old company was building its 80th hull.

It’s all a long way from the cottage in Saxmundham, about 18 miles (29 km) north of Ipswich, where I visited McMillan and his then-business-partner, Mick Newman, in 1994. They had just built their first boat, the Spirit 37, in a disused cowshed at the back of Newman’s house, and I had come to interview them and take photos of the boat for what would turn out to be the first-ever test sail of a Spirit yacht. Not that any of us had the slightest inkling of what was to come.

It all seemed to be a bit of a laugh. Sean had already had his fingers badly burned when his company, McMillan Yachts, had gone bust in the global financial crisis a few years earlier. Those boats were strip-planked gaffers, usually with modern underwater hull shapes and fancy joinery that fairly shouted out, “I am a wooden boat!”

“I was already playing with the visual joke about having a traditional-looking boat which is very modern below the waterline,” McMillan says. Not everyone got the joke, however, and after building a dozen boats, the company ground to a halt.

Back in ’94, he had joined forces with Newman—a former barge sailor—to create something completely different. The original Spirit 37 was inspired by the skerry cruisers of the Baltic, with their improbably tall rigs designed to catch the wind blowing over the tops of the flat islands, and their long, narrow hulls for optimum speed rather than comfort. But the new partners wanted to push the type to its limit by building the boat in super-lightweight materials and with a modern underwater shape—that McMillan joke again.

The first Spirit 37 (11.5m) was built in 1994, inspired by the tall-rigged skerry cruisers but with a modern hullform. She sailed beautifully and spurred multiple orders for boats of the same type and form.

The Beginning of Spirit Yachts

The first Spirit 37 was by any standards an extraordinary boat. With her long overhangs and narrow 7 ‘  (2.1m) beam, she looked superficially like a classic yacht from the 1920s, but underwater her bulb keel and skeg rudder told a more contemporary story. A judicious use of modern materials—including a strip-planked hull sheathed with fiberglass set in WEST System epoxy—meant the boat turned out exceptionally light: just 2 tons (4,000 lbs/1,814 kg), with an impressive 60% ballast/displacement ratio. It had a retro-looking fractional rig with knocked-back mast (curved aft at the top) combined with a modern-looking T-section boom and full-battened mainsail. The double cockpit and modern deck fittings suggested she was a serious racing boat, while the black walnut trim set it all off to dramatic aesthetic effect. Below decks, the boat had only sitting headroom, despite her 37 ‘  length, and the fit-out was stylish but spartan.

The Spirit company logo, a distiller’s retort flask, is set in the deck of the Spirit 52 Oui Fling

The pair named the boat the Spirit 37, not from any spiritual conviction but due to the volume of spirits consumed during her construction—hence the distiller’s retort flask in the logo. They had considered calling her the Hashish 37, but wisely decided against that in the end.

On the water, the boat proved nothing short of spectacular, clocking 11.7 knots on that first trial (a record she would take many years to break) and as light and responsive on the helm as an overgrown dinghy. She was every bit the fun boat McMillan and Newman had intended, but at that time she was a complete anomaly. The Spirit of Tradition class had yet to be created, and there were only a handful of identifiable “modern classics” in existence—mostly big cruising boats from the boards of Bruce King and André Hoek.

“[Back then] we were whistling in the dark,” McMillan later told me. “We had no idea whether there was a ‘retro’ movement or not. We just built the boat we wanted, which was fun and of a size we could relate to. Luckily, it struck a chord.”

The Spirit 46 Reprobate reveals the modern bulb keel and spade rudder that contribute to her remarkable turn of speed as she sails hard on the wind.

The Spirit 37 was one of the standout boats at the Düsseldorf boat show in January 1995 and was quickly snapped up by a German buyer, who sailed her for the next 25 years. The company also received two orders for 33 ‘  (10.1m) versions of the boat that would satisfy size restrictions on European lakes. Since then, Spirit Yachts hasn’t looked back.

The 37 was followed in 1996 by the 46 (14m), complete with carbon fiber mast, teak decks, and a serious turn of speed, reaching 18 knots on plane (though, according to my notes, McMillan claims he once got 26 knots out of a 46). Ten 37s were eventually built, as well as a dozen 46s. McMillan is keen to emphasize that no two Spirit yachts are identical, as they are all custom built, and even the 37 has three slightly different hull shapes, never mind the various interiors and deck layouts.

The year 1996 was a significant milestone in another way: it was the first time the Antigua Classics featured a dedicated class for modern classic yachts, and by a happy coincidence it named that class Spirit of Tradition. The Mediterranean classic-yacht circuit eventually followed suit in 2003. Suddenly it seemed that Spirit Yachts’ eccentric foray into imaginative boat design was not so contrary after all and was in fact on the leading edge of a new and growing movement. The bad boys of British boatbuilding were trendsetters in a glittering new vein of yachting.

Crucial to all this was McMillan’s background in fine art, for while he is just as concerned with performance and seaworthiness as other designers are, it is his willingness to take aesthetic risks that has set him apart in what is an intrinsically conservative industry.

After her role in the Bond film, Soufrière collected real-world silver racing in Ireland and at the Classics Week in Cowes.

“I take the view that yacht design is an art with science applied,” he says. “You have to have an instinctive understanding of how the hull moves through water. I gained that by sailing tens of thousands of miles as a delivery skipper, by leaning over the side of the boat and watching the hull, by getting more curious and studying hydrodynamics, and by going out and doing it. Some of the boats were great, and some not so great, but I learned a lot along the way.”

Despite its growing success, the business remained in the old cowshed behind Newman’s house until 2003, when they had to erect a temporary extension to build a 70-footer (21.3m), which was a full 10 ‘  (3.1m) longer than the shed itself. That was the final straw, and the following year the company moved to bigger premises at the old docks in Ipswich.

The slightly shorter Spirit 52 was spun out of that success, including the flush-decked Spirit of Tradition racing machine Oui Fling.

Bond Effect

If you had to imagine what a James Bond sailing yacht would look like, it would probably be a modern classic with exaggerated hull lines and a generous helping of shiny deck gear. So, it was almost an inevitability that sooner or later Spirit Yachts’ classy finish and understated power would attract the creators of the world’s most famous secret agent—and the 54 ‘   Soufrière  was duly built for the 2006 Bond movie  Casino Royale , complete with a luxurious interior comprising two cabins, en suite heads, and (that rarest thing on a Spirit yacht of that era) full standing headroom. The yacht was shipped to the Bahamas and sailed to Puerto Rico, then shipped to Croatia and sailed to Venice, where she is said to have been the first sailing yacht to go up the Grand Canal in 300 years (albeit under power).

All these efforts yielded just a few minutes of footage in the final film, but it was enough to turn Spirit Yachts, until then mainly a British success story, into an international brand. Following the release of Casino Royale , inquiries at the yard increased fourfold—though more often than not the phone went quiet when a price was mentioned. Not everyone, it seems, has a Bond-caliber budget.

Soufrière  turned out to be exceptionally fast and, under her new real-life owner, won a string of trophies at home in Ireland and at the annual British Classics Week in Cowes. Her success prompted McMillan to build a slightly smaller version for himself. Launched in 2007, his 52 ‘   Flight of Ufford  has proven equally competitive, regularly clocking speeds of up to 16 knots and winning British Classics Week three years running in 2014–16—though since 2017 he has had to take turns at first place with the stripped-down, flush-decked 52-footer  Oui Fling , built for Baron Irvine Laidlaw of Rothiemay. McMillan’s proudest moment on his boat, however, was being invited to join the Queen’s Jubilee Pageant on the Thames in 2012—the only modern yacht to be summoned.

The year 2007 was also a landmark for a more somber reason, as McMillan’s longtime business partner, Mick Newman, died in a plane crash. Sadly, he would never see the full flowering of the company he helped to create.

The 111′ (33.8m) Geist, designed for the owner of a 52 who wanted a larger version, was built mostly of sustainable timber, except for the teak decks.

The 52 went on to become the yard’s most popular boat to date, no doubt helped by McMillan’s enthusiastic campaigning of  Flight of Ufford  on both sides of the Atlantic. It also led to the yard’s biggest and most challenging commission. After the Spirit 52  Happy Forever  hit a rock in the Baltic, she went back to the Spirit yard for repair, and while her owner (a young German shipowner) stopped by to check progress he spotted a design McMillan was working on. He asked him to design a 90 ‘  (27.4m) version, and when that wasn’t quite right, asked that it be drawn out to 100 ‘  (30.5m), then 105 ‘  (32m) and, finally, 111 ‘  (33.8m). While the yacht’s hull grew longer with each design iteration, her freeboard remained unchanged—she just got sleeker and more stunning each time.

The result was  Geist , the Spirit 111, said to be the biggest single-masted wooden boat built in Britain since the J-Class  Shamrock  in the 1930s. Not only that, but the yard claimed it was “one of the most environmentally friendly sailing superyachts ever created.” Built mostly of sustainable timber (except for those endless teak decks), it boasted a 100-kW Torqeedo electric engine served by four banks of lithium-ion batteries that could be recharged by the propeller while under sail.

Belowdecks, the owner specified that he wanted only organic shapes—there should be no straight lines and no sharp corners. It was a challenge that the Spirit workforce (with some help from the design agency Rhoades Young) rose to, creating a cocoon-like interior with rounded bulkheads, curved seating and sideboards, and shell-like beds that seem to hover in space. Storage space is mostly hidden behind panels with sensor-activated doors that open to the touch. It was quite simply, as Underwood puts it, “a floating work of art.”

“Building the hull wasn’t a problem; that’s our bread and butter,” says Yard Supervisor Adrian Gooderham, who has worked at Spirit for more than 20 years. “But building the interior was a challenge, especially as they wanted the veneers to match, even in the sink areas, where it comes down the bulkhead onto the countertop, down the side, then onto the shelf, and down again—all matching. If there was a defect in any part of it, you’d have to find another veneer and start again.”

Most of the internal joinery was farmed out, but Gooderham built the distinctive saloon table—56 curved legs arranged in a circle, with a round glass top that bolted to the top of each leg. “Quite complex,” he admits.

Geist’s curvaceous bulkheads, settees, and house structure were built with flawless veneers, glass surfaces, and the absence of trim that could conceal any gaps.

Building Clean

The company’s commitment to the environment stems from its early days when, McMillan points out, just choosing to build in wood would label you as a crank. He still feels just as strongly about it now.

“You can’t build boats and not be concerned about the environment,” he says. “The implications for the yachting industry are dire, yet 99.9% of companies are banging out petrochemical products with no attempt to deal with end of life. There has to be a point when you stand up and say, ‘This cannot be right.’ We are gradually getting rid of diesel engines and trying to build boats that have minimum impact on the planet.”

Laminating diagonal sipo wood veneers over the Douglas-fir strip planking yields a stiff monocoque hull built mostly of renewable wood.

Over the years, the company has refined its focus. Early on, they stopped using Brazilian mahogany when their supplier couldn’t guarantee it came from a sustainable source. They switched to sipo, a similar timber grown as a commercial crop. More recently, they stopped using teak for decks and tried using the teak-substitute Lignia. When that company went bust amid concerns about the durability of the product, Spirit switched to using Douglas-fir, which has proven a good substitute. Various test panels with the alternative decking material are being continuously monitored, in part thanks to an accelerated-aging test tank on loan from electronics supplier Raymarine.

In 2020, they launched the first all-electric Spirit 44E (13.4m), fitted with an Oceanvolt sail drive powered by lithium-ion batteries that can be recharged by two large solar panels on the afterdeck or, while under sail, by the spinning propeller. Her decks were made of Lignia, and her sails were fabricated with 4T Forte recyclable cloth, courtesy of OneSails, which makes most of Spirit’s sails.  Avvento  was shipped to her owner’s home in British Columbia, Canada, where she cruises in remote areas for weeks at a time with no need for external energy supply. Her owner jokes that he’s more likely to run out of food than run out of electricity. Nearly half of Spirit’s new builds are now fitted with electric engines, though McMillan is quick to acknowledge that, environmentally speaking, they are not the “perfect panacea” due to the use of rare metals in the batteries.

Recently the yard has experimented with replacing teak decking with quarter-sawn Douglas-fir.

Bcomp’s flax fiber is a promising alternative to glass fiber laminate for exterior hull sheathing on Spirit’s 30-footers

More recently, Spirit Yachts has been applying flax cloth in place of fiberglass to sheathe their 30-footers—Bcomp’s ampliTex flax 350-g/m 2 biaxial (+/–45°) 1270mm and ampliTex flax twill 2/2, no twist, 1000mm, 300-g/m 2 —and will apply it to the bigger boats once they are happy with its performance. (See “ Flax  Boats,”  Professional BoatBuilder  No. 197, page 44.)

“We had to be much quicker with the glue when laying up the flax, as it is very absorbent,” says Gooderham. “We had to be precise with the quantities of resin, and we had to post-cure in a tent at 25°C [77°F] during the fairing process.”

The Spirit 44E Avvento was the first Spirit yacht with an electric sail drive powered by lithium-ion batteries. She also sported sails made of recyclable sailcloth.

They are also experimenting with bio-based resin in nonstructural areas and hope to use it more extensively in due course.

And there are many other, smaller ways the company earns its eco-credentials, as Helen Porter explains: “We recently replaced our plastic paint trays with sugar cane trays, and we’ve replaced our paint brushes and rollers with low-carbon-footprint products. We’re using vacuum bags made out of recycled materials. We’ve discovered we can reduce waste timber by 20% by using CNC to cut wood. So, we are constantly chipping away in the background. The goal is always to lower the carbon footprint of a yacht as much as possible.”

She makes the point that in most instances, the more sustainable solution will offer other benefits such as reduced noise, cheaper running costs, or greater self-sufficiency, meaning there is less need to call on expensive marinas. When the benefits are fully explained, she says, nine times out of 10 the client will opt for the more sustainable option.

Once again, the company’s once-unorthodox stance has served them well, and while most of the marine industry is playing catchup on burnishing their environmental credentials, Spirit finds itself in the vanguard of the movement. Underwood estimates that as many as 60% of their customers “have sustainability in their minds. They are living and breathing it already. They have an electric car. They have a ground-source heat-pump system at home. That’s why they come to us.”

Custom cabinetry and accommodations are strategically built-in before the cabin structure is sheathed.

Another sign of the times for Spirit Yachts is a greater emphasis on boat interiors, something designer Tom Smith, who trained partly in Italy, is happy to go along with. “The interior never used to get as much attention as the exterior. Now it’s just as much,” says Smith, who heads a team of four designers at the yard. “Lots of people want their yachts to be as comfortable as their homes. That should be possible, as long as you’re clever. I hate it when people say that yacht design is a compromise. There’s no reason to compromise; you just have to be clever with the design.”

In practical terms, that has meant a shift away from traditional wood paneling toward lighter colors, including white satin painted panels. The company is also collaborating with textiles companies to try out new color palettes including cloths made from recycled bottles.

Spirit Yachts Under Power

In recent years, Spirit has added a few powerboats to their stable of designs—from a couple of retro-styled launches, the P40 (12.2m) and P35 (10.7m), to a more substantial 70 ‘  motoryacht, the P70, designed to cross the North Sea from the U.K. to the Baltic and back at 18 knots. Even here, the company is keen to emphasize the designs’ eco credentials, noting that it can build the boats lighter than their GRP equivalents, which means they require smaller engines and therefore have greater fuel efficiency. It’s a virtuous circle that again benefits the client by saving them money in running costs.

Spirit’s most spectacular powerboat to date had finally completed its trials stage when I visited the company in June 2023. The F35 looks every bit like one of those classic North American speedboats from 100 years ago. Long and narrow, with sensuously shaped varnished topsides and foredeck, it appears the epitome of 1920s elegance. But, like her sailing sisters, the F35 has a secret hiding underwater: foils. Power her up to 14 knots or so and she will free herself from the tedious limitations of wetted surface area and fly largely above the water at up to 30 knots (though 22 knots is her cruising speed).

Spirit Yachts joined forces with BAR Technologies (better known for its  America ’s Cup simulation and design) to create this electric foiler with a range of 100 miles at 22 knots. This is a major step forward in electric boating, and all with a classic aesthetic that you don’t expect to perform so efficiently—that old McMillan joke again.

McMillan is rightfully proud of his new design and, back in the office, shows me a video of the boat in action on Lake Maggiore in Italy. Halfway through, the F35 is joined by a copy of the Crouch-designed  Baby Bootlegger , a curvaceous 1924 American mahogany speedboat that inspired his design. (See Paul Lazarus’s “How Fast Will It Go?” in PBB No. 169, page 62.) The family resemblance is clear—though, as McMillan points out, their performance is quite different. The old boat with its 220-hp (165-kW) combustion engine leaves a vast wake, while the big foiler at speed barely dimples the lake surface.

She’s clearly the future of motorboating—fast, elegant, and clean—especially once safety and ethical concerns around some lithium-ion batteries are resolved or competing alternative fuels become viable.

I’m keen to see the roll of plans McMillan has brought in for scanning—he still works in the early stages with pen and paper before submitting his drawings to CAD for the development and production stages—but it turns out they’re top secret. All he will say is that they are for an “extremely radical” electric foiler, considerably bigger than the F35. Even at 72, he is still clearly excited by this latest project.

An F35, the latest model in Spirit Yacht’s sparse line of powerboats, is an electric-powered fully foiling tribute to the mahogany runabouts of the 1920s.

Spirit Yachts’ Academy and Beyond

McMillan is willing to talk about another project close to his heart: the new Spirit Academy. In the past the company was able to recruit staff from all over the world to work in the yard, but that has become more difficult since Brexit, and like most companies in the boating sector, Spirit has suffered a skills shortage. The solution McMillan decided on is to set up a training center in a disused building right next to the yard. The Spirit Academy will be the first university-standard boatbuilding college in the world, training students to a high skill level so they come out ready to start work using modern tools and materials. The course of study will comprise most aspects of boatbuilding, including design, rigging, and sailmaking. The only thing that won’t be in the curriculum is fiberglass construction, which McMillan is convinced will soon “come to a crashing halt.”

He said he hopes to start restoring the building this autumn, with the first intake of students possible as early as fall of 2025. The plan is to enroll two classes a year of 12 students each for a two-year course, with a total of 48 students when it’s fully up and running.

Meanwhile, Spirit Yachts will continue building its distinctive brand of high-quality wood/composite yachts. Despite recent forays into powerboats, sailing yachts will continue to be their focus, particularly in the 60 ‘ –90 ‘  range (their “sweet spot,” according to Underwood). The new 72-footer is particularly popular right now, with three built in two years—one for charter (with a cabin forward for paid crew), one for racing, and the third for bluewater cruising.

McMillan shows no signs of slowing down, and neither does the company he created in a disused cowshed all those years ago. At last, it seems the world has caught up, and the McMillan joke of delivering modern performance boats with vintage aesthetics is one we can all understand.

About the Author:   Nic Compton is a freelance writer/photographer based in Devon, U.K. He lived on boats in the Mediterranean until the age of 15 and worked as a boatbuilder for many years before swapping his chisel for a pen and his router for a computer. He sails a Rhode Island–built Freedom 33, currently based in Greece.

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ON TEST: Spirit 44e – the sustainable future of sailing?

• Theo Stocker
• November 1, 2020

A wooden boat that blazes a trail for modern technology and sustainability sounds too good to be true. Theo Stocker went to see if the Spirit 44e is as good as promised

Product Overview

Spirit yacht 44cr electric.

• Most sustainable yacht available today
• Sails beautifully
• Stunning looks
• Limited accommodation for length
• Upkeep of wooden boat

Manufacturers:

Price as reviewed:.

Boats have been built out of wood since Noah first put axe to tree, but when it comes to cutting-edge yachts, timber is right back at the top.

Spirit Yachts have been building head-turningly pretty wooden yachts with stiff, lightweight laminated wooden hulls since 1993, including the largest wooden yacht built in the UK since the 1930s in the shape of the Spirit 111 , launched this year.

But away from all the fanfare, the Ipswich-based yard has also just launched Avvento , smaller sister to its 47 and 55 Cruising Range yachts.

Far from being a lesser vessel, however, the Spirit 44 Cruising Range Electric Boat (44e for short) hides advances in sustainable technology under its gleaming topsides that offer a glimpse into the future of boat building.

Unrecyclable fibreglass and sails, toxic antifoul, and fossil-fuel propulsion are replaced by sustainably sourced timber, self-sufficient electric propulsion and zero-carbon emissions.

The proud new owner is Vincent Argiro, a retired technology entrepreneur who lives and sails in British Columbia in Canada.

Explaining his motivation to go for such a radical concept, he said: ‘My first sailboat was also the first of its kind to be built all-electric. I have never owned anything else, nor will I.

‘To me, it is a terrible corruption of the beauty and simplicity of sailing to add internal-combustion propulsion to it.’

She is built, Spirit claims, to last a hundred years and to be largely recyclable when the time does come. In the intervening century, she will burn no hydro-carbons whatsoever with not even a backup generator on board, or, for that matter, any obvious renewable energy sources. I was curious to see how she worked.

THE TEST VERDICT

The Spirit 44e is a fabulously expensive boat given her limited accommodation and shorter than average waterline length, if you are going to judge her by volume.

As managing director Nigel Stuart says: ‘You need to think about her volume relative to her waterline rather than overall length.’ That’s a nice idea, if you have the luxury of not worrying about marina fees.

You can get a lot of boat for this kind of budget, so why would you buy the Spirit 44e? Firstly, she is drop dead gorgeous. From her sleek lines to her dovetail joints, there is no part of the boat that is not a pleasure to look at.

Then, she is utterly engaging to sail. Lightweight, powerful and responsive, helming her will put a smile on your face, while she should cope equally well with the rough stuff. Finally, she is light years ahead of most production yachts in terms of environmental impact.

I would opt for the smaller rig and higher boom, and I’d like narrower cockpit seats. Most owners would opt for a backup diesel generator for peace of mind, though with new battery tech on its way, unlimited range is within reach.

The Spirit 44e goes a very long way to prove that yachts can be built and run in a sustainable way.

Would the Spirit 44e suit you and your crew?

This boat isn’t about mass-market appeal, but who wouldn’t fall in love given half a chance? In reality, for the kind of cruising most sailors really do, weekends and a few weeks here and there, she is luxuriously comfortable for a cruising couple with occasional guests. Liveaboard cruising is more of a stretch, but entirely feasible, while she’ll also do well racing round the cans.

There’s plenty of entertaining space, particularly on deck once you’re in harbour, and if you don’t mind the stares, she turns heads wherever she goes.

Very few boats out there could hold a hydrocarbon-free candle to the Spirit 44e. Even Noah might have been tempted to leave his animals for this boat.

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REALISING THE DREAM

Beauty. Style. Performance. The Spirit 72 is the ultimate modern classic cruising yacht delivering a luxury guest experience and sailing power.

Designed for world cruising and occasional regatta racing if desired, the Spirit 72 can be managed with or without crew allowing you to escape and explore at your own pace. Her timeless, classic good looks are married with modern technology, systems, and appliances to offer the ultimate sailing and onboard guest experience.

Whether you prefer contemporary or classic interior styling, our design team can create a personalised interior space that provides a sense of calm and delivers on the wow factor.

A new Spirit 72 is a collaboration between the owner and our in-house designers, engineers, electricians, and world-class boatbuilders. The result is a unique yacht tailored to suit your experience, itinerary, and preferences.

SPIRIT C72 AT A GLANCE

Specification & features.

• L.O.A 72' 4" / 22.1m
• L.W.L 52' 2" / 15.9m
• Beam 15' 9" / 4.8m
• Draft 10' 2" / 3.1m
• Lightship Displacement 28 tonnes
• Ballast Ratio 40%
• Propulsion 110hp diesel shaft drive
• Upwind Sail Area 206 m2
• Rig Fractional Bermudan Sloop (optional yawl)
• Keel Iron Blade 3490kg – Lead Bulb 6500kg
• RCD Category A (>F8 winds >4m waves <F10)
• RCD Max Persons 12

TIMELESS ELEGANCE

Spirit Yachts’ contemporary, elegant design style is world renowned. Subtle variations on 1930s classic yacht design with long overhangs, low profiles and smooth lines, married to contemporary underwater profiles, are synonymous with Spirit’s modern classic performance yachts.

Spirit Yachts are designed to be as beautiful in 100 years as they are today.

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