Having known this boat since it was launched for the first time, I once again consider it a privilege to offer it for sale, now for the fifth time. A succession of caring owners who each appreciated the boat's fine condition and had the knowledge, experience and wherewithal to keep it in tip-top shape has this fine cruising design ready to enjoy today. When you read the listing, please note the constant litany of replacements, upgrades and improvements. I can highly recommend this Super Maramu as it is priced right and offered by serious sellers who have finished their sailing sabbatical and have moved ashore.
The last 10 pictures are of newly installed canvas. Will be coming to Fort Lauderdale Soon.
U. S. Coast Guard Documented
U. S. Customs Duty Paid
For more information please contact Joel Potter at (954) 462-5869
Standard SUPER MARAMU configuration. The interior accommodation is finished in burl cut African mahogany with a semi-gloss polyurethane varnish. The overheads are cream colored vinyl. It should be noted that the vinyl overhead material has a cotton/felt backing and will not eventually fall down like the previous vinyl with a polyurethane foam backing. The sole in the saloon and galley are teak veneer covered plywood with carpet in the staterooms.
Beginning in the forepeak and working aft there is a large chain locker that is isolated from the accommodation by a genuine full height water tight collision bulkhead with a water tight door allowing access into the chain locker.
The guest stateroom is just aft and has a very large V-berth with provided filler panel and cushion that then converts this V-berth into a large double berth to port with a single berth to starboard. There is a writing desk hung on the bulkhead that easily folds down or up as required.
Just aft to starboard is a very generously sized hanging locker with the guest head opposite to port.
The guest head has a vanity with wash basin, manual Jabsco marine toilet with holding tank, and an integral shower with a well designed spray curtain that effectively provides a stall shower.
Just aft of the head area is the saloon. The saloon is separated from the forward accommodation by a genuine full height watertight collision bulkhead with a submarine type watertight door. The saloon contains a very spacious U-shaped dinette with table to port with a couch/love-seat opposite to starboard. Outboard of the couch is a pull out pilot/sea berth with a privacy curtain. Outboard of the sea berth are lockers. A virtually identical locker arrangement is opposite all the way outboard to port. The full sized navigation station is aft of the saloon to starboard with the U-shaped galley directly opposite to port, the navigation station faces outboard with a large chart table and a pylon seat. There is storage inside the chart table for navigation supplies as well as two drawers and two lockers just beneath. Just next to the navigation station is a large hanging locker, suitable for jackets and foul weather gear.
The passageway to the aft cabin contains a single berth with the battery containment compartment just beneath. This is a superb seaberth that will guarantee a restful sleep in even the worst of conditions as it is located quite low inside the vessel and very close to the forward/aft pitch axis.
The owner’s stateroom is all the way aft and has a genuine full height watertight collision bulkhead at its entry with a submarine style watertight door. There is another genuine full height watertight bulkhead at the extreme aft end of the owner’s stateroom, partitioning this cabin from the huge “garage” lazerette accessed from on deck. The owners stateroom has an en-suite head to port that contains a vanity with wash basin, a Jabsco manual Marine toilet with holding tank, and an integral shower with a well designed spray curtain that effectively replicates a stall shower. There is a double berth to port with a custom made pillow top mattress and a single berth opposite to starboard.
Almost all of the interior lamps are L.E.D. upgraded.
The U-shaped galley is located in the portside after quarter of the saloon. This galley is, truly, an ergonomic “tour de force” that will be very much appreciated by a seagoing gourmet both when offshore or in harbor. There is plenty of counter space for meal preparation and an abundance of storage both in and about the galley so that the sailing chef can have all the conveniences found in a shore side kitchen without the usual clutter present in most fully equipped sailboat galleys.
Natural ventilation of the interior spaces of the SUPER MARAMU is commendable. When on anchor and facing into the breeze, open the three overhead hatches (forward stateroom, forward head area, and saloon) and close the cockpit companionway hatch. Open the hatch at the extreme aft end of the owner’s cabin, and then enjoy the exceptional natural flow through ventilation. The key is to close the companionway.
There are three 8000 BTU air conditioners installed, one in the forward stateroom, one in the saloon, and another one in the aft stateroom. They are all the same model and can eventually be serviced from common spares. The air conditioners have resistance grid electric heating.
Probably best described as a ¾ aft cockpit, the cockpit area in the AMEL SUPER
MARAMU is situated deep within the vessel for enhanced security and to minimize undesirable motion. The steering station is in the forward port side quarter of the cockpit where it can be completely protected from sun, spray, rain and other undesirable environmental conditions. The cockpit is exceptionally comfortable as the seat backs and the seats themselves are ergonomically designed to conform to the human anatomy with subtle curves in just the right places. As we tend to live in the cockpit, AMEL went to great lengths to make this area the most comfortable room in the house. The hard dodger protects the cockpit from the sea and spray while the extendable/pull out Bimini keeps the sun and rain away. If you have not had the pleasure of experiencing the uncommon comfort of the SUPER MARAMU cockpit, be sure to spend a few minutes investigating this for yourself when you get aboard.
The forward deckhouse is a wedge configuration. Both the forward and aft deckhouses are bordered by sidedecks that are unencumbered by rigging or equipment. It is quite easy and safe to make your way about the decks on board the SUPER MARAMU.
Each and every element of the deck design was drawn, reconsidered, and then ultimately configured to provide the optimum in functionality, comfort, and security. AMELS 30 plus years of experience with offshore sailing boat design really shows everywhere aboard the SUPER MARAMU.
The hull is an evolution of Henri Amel’s cruising keel and skeg hung rudder philosophy that he helped popularize for cruising boats in the early 1950’s. The raked bow with semi-rounded forefoot provides a fast yet sea-kindly face to the waves. The wide low aspect ratio keel gives up maybe a couple of degrees in pointing ability in providing an exceptionally strong and secure mount for the external ballast. All 1000 liters/264
gallons of fresh water are carried in the stub keel, not only providing a double bottom but keeping the weight of the water quite low in the boat (and not in tanks under settees where they would rob storage). The keel has long wings, which not only aid stiffness and weatherlyness, but also act as pitch stabilizers when going 5 knots or better. The keel has a flat bottom and is wide enough to allow the boat to stand, unsupported, on the keel.
However, we strongly urge you to use support stands when on the hard.
The propeller is mounted on the trailing edge of the keel where it is well immersed and very well protected from sea junk. It is also not under the bed in the owner’s cabin, as in most center cockpit designs, allowing you to sleep when powering. Propeller noise is effectively marginalized.
The rudder is hung from a massive full-length skeg assembly that can support the entire laden weight of the vessel in case of a grounding.
The hull’s run aft is wide enough to support powerful reaching performance yet shaped with a gradual buoyancy increase so when immersed in waves to impart a steady ride in a sea way. In conjunction with the same gradual buoyancy increase in the bow, there is a very predictable and linear motion at sea.
As in all elements of the entire vessel’s design, the hull and deck were conceived to do their job properly and efficiently, not to have a certain look or to make a fashion statement. In cruising yacht design, as in nature, the most satisfactory results are achieved when form follows function.
The AMEL Super Maramu has a construction technique that is absolutely unique in the industry. The yield is an extremely strong and solid one piece hull and deck assembly; a true monocoque.
All AMELS, since 1967, have been built with AMEL designed bi-axial fiberglass cloth. This is a flat woven fiberglass cloth that is much stronger in sheer and tension than conventional mat and woven roving laminates. It is lighter, stronger, and better. The hull is molded in one piece incorporating one piece/non-spliced lengths of bi-axial cloth running from bulwark, down through the keel/centerline, and up to the opposite bulwark. In the same fashion, the next series of laminates run from the bow lengthwise to the stern, again, employing one piece/non spliced lengths of bi-axial cloth. The deck assembly is built in a similar fashion. While the hull is a solid fiberglass laminate with no core, the deck assembly employs a core of Baltek vertical end grain balsa in strategic horizontal areas to enhance stiffness and is insulation from heat and noise. There are also substrates of “Iron Wood” in the deck assembly where cleats and the windlass are installed to easily accommodate the increased compression and shearing loads in the foredeck.
While the completed one-piece hull is still in the mold, ALL the furniture and structural bulkheads, less nonstructural drawers and cabinet faces, are installed. After all the structural assemblies are completely installed, the separately completed deck assembly is joined to the hull (again, while it is still in the mold) with six layers of the same bi-axial cloth used in the primary laminations, around the entire hull to deck interface. What this
accomplishes, effectively, is the elimination of a conventional hull to deck joint. The hull and deck are married with a homogeneous fiberglass matrix, which insures a strong and leak free hull and deck join for the entire life of the vessel.
12-Volt D.C. Ships Engine Start System.
24-Volt D.C. Ships House Supply System
220-Volt A.C. Ships Generator System
220-Volt A.C. Ships Shore Power System
220-Volt A.C. Ships Inverter System
The 12-Volt D.C. ships engine start system draws from one 110 amp hour lead calcium battery to provide starting current to both the main engine and the generator. This battery is charged by a 50 amp 12-volt engine driven alternator and/or by an 18 amp 12-volt alternator on the diesel generator. This battery is totally isolated and can not be co-mingled with the house supply batteries. It can, however, be jumped from the house supply batteries with the provided jumper cables if it ever needs to be.
The 24-volt D.C. ships house supply battery banks consists of eight 12-volt/110 amp hour A.G.M. marine batteries, in series connection by pairs, providing 440 ampere hours of capacity at 24-volts. These batteries are charged by the following; a 60 amp 24-volt engine driven alternator as well as the following 220-volt chargers; Mastervolt 80 amp automatic charger and a Mastervolt 20amp automatic charger.
All the ship’s batteries are secured within and locked down inside of a fiberglass containment system that is both waterproof and vapor proof. The house batteries are deep cycle the starting battery is not. All batteries renewed in July 2016.
The house batteries are monitored by a MAGNATRONIC DCC4000 digital monitoring unit, which shows voltage, amps out, and amps into the house batteries. It is very accurate and useful.
The ship’s 24-volt D.C. house supply system is controlled by an all circuit breaker master panel.
Atlantic Towers Solar array arch with dinghy davits at the stern. Two L. G. 310 watt solar panels for 620 watt total capacity. Each solar panel is independently wired to its' own Victron charge controller. This entire system was installed in 2017.
The 220-volt A.C. 7 KW ship’s diesel generator is an ONAN unit with a fresh water-cooled three-cylinder diesel power plant. The generator has 6900 hours of use. It is mounted in the engine room on soft mounts and is nearly noiseless in operation. It also is not contained in a sound shield/cocoon thereby making it easy to access for inspection, maintenance, and repair. The generator itself was rebuilt with a new rotor, stator, and electronic controls in 2005 at 4900 hours.
The 220 Volt A.C. ships inverter is a Mastervolt unit that provides 500 watts from 24 volt house batteries. Both the 220-volt A.C. ship’s diesel generator and the 220-volt A.C. ships shore power system are controlled by an all circuit breaker master control panel. There are 220-volt outlets located conveniently throughout the accommodation. There is a ground fault interrupter in the primary 220 supply line.
A helpful note is in order here. Most North Americans tend to worry about 220-volt A.C. systems as we are used to 110-volt A.C. systems. Please allow me the opportunity to discuss your concerns with you as I am absolutely positively 100% certain I can allay them. Briefly, 95% of all docks in the U.S.A. have 220-volt A.C. power. Call your dockmaster and ask him. Most powerboats use 220-volt, often times employing a “splitter”.
Another fact is that 90% of the world, other than the North American Continent, is 220-volt. As AMELS are voyaging boats, they are set up to receive the most commonly available shore power. As I have been answering the same questions in reference to the same concerns for more than twenty years, you can be sure that I have helpful, honest, and accurate information to pass along to you which will alleviate any concern regarding shore power.
NEMA 2000 Linking System
Mastheaded ketch rig with AMEL designed and constructed furling on the jib, main, and mizzen. The main and jib furlers can be operated electrically or manually. The mizzen is manual operation only. Additionally, the main sheet traveler and the jib sheet cars can be positioned from the cockpit area. Like all SUPER MARAMUS, this boat has the exclusive AMEL double headsail balooner system. For those who have not experienced this, you are in for a treat. It allows one person to control 1431 square feet of off the wind headsail
from the cockpit absolutely without effort.
The standing rigging is 1x 19 stainless steel wire with Stalock fittings and open barrel chromed bronze turnbuckles. All the standing rigging was replaced in 2008. The aluminum alloy spars and booms are zinc chromated, primed and then painted in cream colored polyurethane. Both masts are deck stepped to massive compression assemblies that carry the compression loads into the hull.
Winches are all by Lewmar and all are self-tailing. The primary cockpit winches are powered yet can also be operated manually, as is the main sheet winch.
Mainsail - Super Sailmaker - 2013, Restitched by Super Sailmaker in 2017
140% Genoa - UK Sailmakers - 2015
Mizzen - Super Sailmaker - 2013
110% Jib - Super Sailmaker - 2006/Restitched in 2014
Storm Jib - ATN Gale Sail - 2006 (Used Once)
Ballooner - GATEFF - 2004
Mizzen Staysail - Ullmann Sails - 2007
There are appropriate sheets, lines, winch handles, blocks and vangs for proper operation of all sails.
77 H.P. PERKINS/VOLVO Marine Diesel, 4 cylinder. 4 cycle. Turbocharged (turbo only comes into play on the last 20% of the power curve). Fresh water-cooled. 2.7:1 Hurth mechanical reduction gear. 1:1 AMEL designed and constructed U-DRIVE system. Three bladed MAXPROP automatic feathering propeller with new bearings in fall of 2015. Racor water separator. Engine mounted fuel filter. Engine hours are less than 5875 hours total since installed new at the time of the vessels original construction. Timing belt and fresh water cooling pump replaced in December 2015.
The engine, and most all of the vessel’s machinery, is mounted in a very spacious engine room that allows easy and unencumbered access to all the machinery for inspection, service and repair. This is a true step in/stand up engine room that contains all the noise, heat, and mess of the machinery thereby keeping it all out of the accommodations.
Pull-pull rack and pinion system employing sheathed stainless steel cables/rods. The cables run in greased “tubes” and have no wear points as in systems that use wire and pulleys. There is a finely engineered and fitted emergency tiller system provided that would allow one to steer from atop the aft trunk cabin.
There are three ballcock type valved through-hull below the waterline and, three ballcock type through hulls above the waterline, and a removable transducer for the fathometer. The rudder shaft has a conventional stuffing box.
As with all genuine cruising boats, the ground tackle aboard the SUPER MARAMU is sturdy, well engineered, and easy to deploy and retrieve. The primary anchor can be set and retrieved from the cockpit without effort with the windlass remote control. Specific ground tackle includes:
The SUPER MARAMU has C.E. A/Unlimited Offshore rating as well as a French Merchant Marine class A rating. Specific safety items include:
Achilles 10 Dinghy, 2013
9.9 Suzuki Outboard 4 Stroke, 2015
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.
Joel F. Potter
401 East Las Olas Blvd., #130-126
Fort Lauderdale, FL 33301