maxi 84 yacht review

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• Practical Boat Owner's Reader to Reader
• Thread starter jazdow
• Start date 9 Jan 2014

Hi, I'm looking at a Maxi 84 which seems well spec,d and at a good price . Has anyone any experience of these boats? We are looking for something that will go well round the cans but will also cope with West of Scotland cruising. Cheers Jd  

• 10 Jan 2014

Jd, Have only sailed them a couple of times, but have competed against a couple for decades and drank inside them on many occasions! The Maxi 84 is getting about as close to the ideal boat for the uses you describe in terms of pleasure per buck spent. Not the fastest in light airs they are competitive in moderate winds upwards. If there is a good number 3 with the boat that can be sheeted inside the shoruds they point really well in a blow and little can touch them. Possibily a little slow for long passages, the windward performance is useful and they will keep you out of trouble due to thier stiffness. Like all boats, individual ones will have their own issues, so usual caveat emptor applies! Nudge  

We had a Maxi for about 3 years and then sold to brother who still owns, very nice boat and felt safe when the wind got up. I did ask the very same question before we first purchased and got a very positive response from a guy that sailed in the north sea, he rated them very high. Replaced the old Volvo with an new Beta 20hp so that was nice. Only draw back was the lack of cooker. Would not hesitate in buying another  

• 13 Jan 2014

Twister_Ken

Well-known member.

Met one in Dover crewed by two Belgians who were on their way home after an Atlantic circuit, so I guess the boat is pretty robust - the good ones, at least.  

• 22 Jan 2014

I have had Two 84's one in the UK and now another in Norway. Safe family boat. Good in a blow. Easy sailed single handed. Lots of room inside. Fast? if you sail it right, I've had 7, 8 and even 9kts both up and down wind and won 'handicapped' regattas! the latest last year! Total ownership 20+ years. If you have any questions happy to help if I can.  

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• Sailboat Guide

Maxi 84 is a 28 ′ 0 ″ / 8.5 m monohull sailboat designed by Pelle Petterson and built by Maxi Yachts and Börjesson Brothers between 1977 and 1983.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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• About Sailboat Guide

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The Maxi 84 is a 28.02ft masthead sloop designed by Pelle Petterson and built in fiberglass by Börjesson Brothers between 1977 and 1983.

1350 units have been built..

The Maxi 84 is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat. The fuel capacity is originally very small. There is a very short water supply range.

Maxi 84 for sale elsewhere on the web:

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Practical Boat Owner

• Digital edition

Meet Maximus, the new PBO Project Boat!

• Alison Wood
• May 20, 2021

Ali Wood embarks on a brand new adventure with the acquisition of a Maxi 84 cruising boat

I never thought I’d own a boat. I’ve grown-up around yachts; cruised them, raced them, occasionally skippered them, but now, thanks to Practical Boat Owner, I’m the proud custodian of a 28ft cruiser, Maximus .

Maximus is a Maxi 84 . She was designed by Pelle Peterson and built by Swedish company Maxi Yachts, one of the oldest shipyards in Europe. One of 1,350 GRP boats built between 1977 and 1983, she happens to be exactly the same age as me. Is this fate? 

A very kind offer

It all started with an incredibly generous offer from PBO reader, Daniel Kirtley. 

“ I have a 28ft cruiser and wondered if you have any interest in taking her on as a PBO project?” he asked. “I’ve compiled the list of projects needed to bring her up and it is just too long for me: I don’t have the time!”

Article continues below…

“Why I’m giving up Maximus, my 5-berth cruising boat”

Last month, Practical Boat Owner got a surprise email from reader Daniel Kirtley, asking if we wanted his 28ft cruiser…

The PBO Project boat survey – and why every new boat owner should have one

If you’re thinking of buying a new boat – or maybe you’ve inherited one or are renovating a wreck –…

Daniel, who runs corporate finance business Westgate Advisers , became a dad for the second time during lockdown. After eight years spent sailing Maximus around the South West coast, he decided it was time to give her up. When his children are older he plans to buy a day-sailer such as a Hawk 20. 

“ Maximus has been out of the water for over two years. She’s a great boat that has kept me safe in most conditions and of course I would love to ‘do right’ by her,” he said. 

Could I do that? With the help of PBO’s experts could I restore her to her former glory?

Considerations

There were many considerations before we could accept such a kind offer. Where would we keep her? How much would it cost to get her on the water?  Did we have even have time, being a small team with increasing content demands, not to mention a magazine to get out 13 times a year? Then there was the issue of going back to sailing school. My husband will be starting from scratch and my RYA Coastal Skipper qualification is at least a decade old. Since having three kids I’ve only managed to sail dinghies and mess around on SUPs . 

But when PBO editor Rob Melotti sent me Daniel’s video of Maximus , I was smitten. She’s a beautiful boat, and reminded me of the GRP boats I used to sail with my dad. Only at 28ft, this boat is much bigger than the GK24 of my childhood. With five berths and standing headroom there would be plenty of space for my family, Rob’s family, or for the entire PBO editorial team to get out on the water and test gear. 

Past PBO Project boats

We’ve had a few PBO Project Boats before. In recent years, former editor David Pugh led the restoration of  23ft Snapdragon Hantu Biru , which he’d found in a Dorset field, growing nettles. Then there was the Secret 20, Harvey , donated to Oarsome Chance and let’s not forget the PBO Western Skiff , led by contributor Nic Compton, with free plans available for download . 

PBO team past and present at the unveiling of Project Boat Harvey, 2019. R to L: Rob Melotti, David Pugh, Roz Jones, Marco Rossi, Julian Peckham, Dick Everitt, David Harding, Laura Hodgetts, Dave Selby. Front: Ali Wood (l) and Sarah Norbury

Do I have the skills?

My predecessors were expert DIY-ers. Sadly, I claim no such skills. I’m a journalist who loves sailing on other people’s boats and editing reader restorations. An ‘armchair DIY-er’. But now, I’m a first-time boat owner, and with the help of PBO’s enthusiastic team of experts, will be seeking knowledge where I can find it to help us get Maximus back on the water. 

Under no false impressions

Having spent years writing about everything that can go wrong with a boat, I’m under no illusion that this will be easy. Boat ownership is something I’ve dreaded, but secretly longed for, and – despite many discussions ruling it out – I’ve always known it would happen.

Ali and dad Graham on their first visit to Maximus

I bought my first copy of PBO for my dad on Father’s Day when I was 3 years old, so you could say boat DIY has always been a part of my life – even if vicariously. I blame my dad. But now it’s for real!

Below are the jobs outlined by Daniel, and of course, the pre-purchase survey by PBO expert Ben Sutcliffe-Davies will no doubt reveal a few more. I can’t wait to discover the eccentric reefing system… watch this space!

Maximus job-list

• New bow roller
• Nav lights – bulbs gone and should be replaced with LEDs really (also replace cabin lights with LED as the existing old bulbs must be a drain on batteries).
• Old ‘Sailor’ Radio with telephone receiver! Needs replacing with a safer / modern DSC radio
• Throttle cable needs tightening (and the shift button been seized for years – so possibly a new throttle lever)
• Carpentry on companionway and wood trim – need care and repair.
• Clutches –all hold fine but main uphaul clutch not as tight as I’d like (first few inches can slip, when winched really tight).
• Genoa furling line still okay but will need new spliced furl / unfurl line soon. Plus cars are old / will need replacing at some point.
• Rubbing strake to be re-attached on starboard bow section (where an old repair snapped). This is a tricky one due to the ‘unique’ cross-section of the original rubbing strake (can’t find it to buy, anywhere).
• Depth sounder and log aren’t working (haven’t for years). Tried replacing transducers – think it is wiring that needs fixing and could be a partial or full re-wiring of the boat.
• Sails are fine but tired / will want to replace at some point
• The ‘bellows’ (rubber seal between saildrive leg to hull) are out of manufacture recommendations (recommend replacement every 10 years I think – they are 15 years old). 
• The boat has had an eccentric reefing system on boom since I bought her. Could definitely use updating!
• The hull has come up nicely with a rub-down and antifoul each year (done professionally), but it could be time to rub down to gelcoat .
• Propeller is okay but does have some pitting.
• Needs a good clean of course!

Thanks to our Project Boat Supporters

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• Pelle Petterson ab

Maxi 84 - Pelle Petterson ab / STW002975

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Yachting Monthly

• Digital edition

Excess 11 review: A very rare sub-40ft cruising catamaran

• Theo Stocker
• September 10, 2024

A cruising cat much under 40ft is a rare beast, especially one that’s meant to be fun to sail. Theo Stocker went to see if the Excess 11 really delivers.

Product Overview

Price as reviewed:.

Catamarans don’t belong in the UK, I hear you cry. If you’ve been put off by towering topsides, the vast beam and ideas about how much it might cost to keep one in a marina, or their supposed lack of upwind performance, then stay with me. The Excess 11 is a boat that has certainly made me think again.

High-volume production catamarans certainly make fantastic boats for chartering with your family in hot climates and introducing nervous crew to life afloat, but I was eager to find out if a new brand of catamaran could also make a genuinely practical and enjoyable cruising boat for private owners to sail in the UK’s more temperate waters.

If you’re looking for a cruising catamaran you have, until fairly recently, faced a choice between a high-volume, stubby-keeled cruising catamaran, or a dagger-boarded speed machine. Alongside Nautitech , however, Excess has jumped into a niche for high- volume but modest displacement cruising cats that seek to offer the best of both worlds.

Theo found the Excess 11 is resilient with an impressive finish. Photo: Paul Wyeth

The Excess brand emerged from the Beneteau Group just six years ago to fill this perceived void. Employing top racing catamaran and foiling IMOCA designers VPLP means this boat has at least a modicum of performance in her DNA. Could this be a catamaran that’s comfy to live on, reassuringly solid at sea, and still genuinely engaging to sail?

At first glance, the Excess 11 has much in common with other modern cruising cats – high topsides, a generously glazed deck saloon, staggering amounts of space in the hulls, and shallow, long chord keels. But it was her differences that piqued my interest. To start with she’s just 37ft in length – a good 3ft shorter than any of her competitors, and only the Broadblue 345 is smaller than this.

Rather than a single, raised helm station, she has twin helms on the main deck level, aft and outboard of the superstructure. To bring the helm to life, steering uses Dyneema cables rather than hydraulics, and with the wheels where they are, this is a surprisingly short cable run to minimise play and maximise feeling.

Sheeting angles are controlled by in-and-out haulers for the overlapping genoa. Photo: Paul Wyeth

Winches are at deck level, too, so there’s more for crew to do if they want to get involved, and she comes at a surprisingly competitive price when you compare her to monohulls – the Excess 11 may cost more than boats of a similar length, but for the same space aboard you’d need to be looking at a boat at least five or 10ft longer.

So it was that I found myself motoring down the Hamble river at the bright orange wheel of an Excess 11. With both wheels set right aft and outboard you have a pretty unobstructed view directly forwards and outboard. Look through the glazing, and you then get a surprisingly clear view through the arcs obstructed by the saloon.

Step inboard slightly, still within reach of the wheel, and you can see round the support posts and straight out of the front of the boat. It takes a little getting used to as the tops of the windows were slightly below eye level (I’m 6ft 1in tall), but it’s similar to helming a deck-saloon monohull or even just ducking to leeward to look round a headsail.

The boom is low enough to make stowing the sail easy from atop the coach roof. Photo: Paul Wyeth

Command and control with the Excess 11

As we motored along, I was reassured that I could control the boat from either side, thanks to the electronic throttles controlling the twin 29hp Yanmar inboards; this means command can be taken from either wheel.

While cats are directionally stable, you might notice that, as with many other cats, there’s no prop wash over the rudders. That’s because her rudders are ahead of the propellers – an arrangement that allows the engines to be pushed right aft, saving space for the aft cabins. Not an issue in a cat as you can drive it on the throttles like a tank – not that I’ve ever driven one of those, but I imagine it’s similar.

We didn’t get the sunniest of days – the clouds stubbornly obscured the sun all day and the temperature was remarkably low for mid summer – but at least we had a decent breeze. As you’d expect from a multihull, the main is large and powerful to help propel drive the extra hull, but a two-to-one halyard taken to the powered winch ahead of the starboard helm help us set sail.

The dramatic hull flares are obvious seen from the bows. Photo: Paul Wyeth

On our test Excess 11, Sea Ventures’ stock boat, all lines other than a couple of halyards were led aft to clutches and a winch ahead of the starboard wheel, including both sheets for the overlapping jib. Most owners opt for the self-tacking jib, which simplifies things further.

With all lines taken to one side there’s a lot of rope in one place, which needs keeping tidy, though I can see that splitting controls to both sides would make some of them frustratingly hard to reach for the helm.

Underway, we faced a beat out of Southampton Water and around Bramble Bank into open water. Before I had a chance to remember that multihulls aren’t meant to tack well, I’d put her into a tack just as I would a monohull; she popped through easily and was off again almost instantly.

When it comes to a cruiser that the whole family can enjoy, a catamaran is a sensible option. Photo: Paul Wyeth

A slight bear away helped rebuild any lost momentum and we were back pointing up to 40º-43º off the apparent wind, giving us a compass tacking angle of 115º-120º – not bad for a cruising cat. When you take into account that we were doing over 7 knots upwind, upwind in a Force 4, in a 37-footer, on a completely even keel, that’s actually pretty impressive and probably almost a knot faster than you’d get from the same size monohull. Clearly, in a big seaway, the extra hull and potential slamming from the nacelle might see this drop off, but the Solent chop wasn’t anywhere near big enough to test this.

Article continues below…

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Catamaran sailing skills: Mooring and anchoring a multihull

How do you make an average passage speed of 7 knots, fit in three double cabins and a huge saloon…

Enjoyable helming

Steering from the windward helm, I loved being outboard and able to see forwards and to feel the wind in my face. The helm was light and responsive, and while you don’t get the feedback of the boat heeling and loading up, it was sensitive enough for me to feel the fore-and-aft balance of the sailplan – not something you’d get in your average heavy cruising cat. Seeing the genoa telltales wasn’t the easiest, so helming from leeward helped with this.

The starboard wheel was home to most of the controls, but throttles can be used on either side. Photo: Paul Wyeth

In terms of visibility, it was, if anything, better than when sailing to windward in a monohull, as the sail is above the line of sight from the hull, and the saloon windows remain conducive to looking through.

Bearing away and in a freshening breeze, we accelerated slightly to 7.5 knots on a close reach, but the real speed came from setting the 54m2 Code Zero, which was set and furled on the foldable bowsprit (this hinges away to reduce length when in harbour). We comfortably maintained speeds over 8 knots, with the occasional foray into the high nines and a max speed of 10.1 knots with the wake fizzing off the transoms as the wind gusted to the top end of the recommended windspeed for the Code Zero. The huge asymmetric is an option for lighter airs and deeper angles.

A modest galley and chart table are plenty for cruising as a couple or with a couple of friends. Photo: Paul Wyeth

The sailplan crossover table for recommended wind ranges for each sail option by the helms was a useful addition; without heel angle you need to sail a cat more by numbers. Experienced owners might be willing to bend the rules, but even so, this looks and feels like a boat that can stand up to her canvas well. She’s not going to be planing, but surfs in double digits are well within her reach.

Handling the Code Zero was straight-forward – the headsail halyards are the only lines taken to port, plus the furling line for the Zero, and sheets are led to the winches either side, so you do need a couple of people to release and sheet in after a gybe. Furling the sail is probably the easier way to gybe in reality, though handling the winches is easy enough from the helm. If you did want two winches, you’d have to move up to the larger Excess 14.

Good cruising speeds can be reached with minimum fuss. Photo: Paul Wyeth

The big plus of having the wheels and lines all on deck level with the cockpit is that it is easy for crew to lend a hand, helping them feel involved and making communication easier. It would also feel more secure in a seaway, while the proximity to the water makes the sailing experience more engaging.

Seats fold down behind the helm across the transom access giving two people somewhere comfy to sit and improving the sense of security at the wheel, also helped by the high bulwark outboard. Steps inboard of the wheels take you up onto the wide side decks.

On deck, much of the foredeck is trampoline to keep weight and potential sources of slamming well aft. The anchor mounts to a bow roller next to the forestay with the chain led aft to the vast nacelle lockers ahead of the saloon windows via a moulded channel, which keeps the chain flush underfoot. Most owners will opt for the second 300-litre water tank in this locker, as there’s easily space for it and crew will be happier with less strict water rationing.

The saloon nav station adds practical work space, though too small to hold a chart. Photo: Paul Wyeth

All accommodation hatches are flush in the deck, and in each bow is a cavernous fo’c’sle locker for extra kit and sails. There’s an option for these lockers to be made into extra berths if you want capacity for 12 on board.

The Excess 11’s sociable cockpit

Living arrangements on board the Excess 11 are very practical, especially for a crew of six in the three-cabin layout most owners opt for. We found crew congregate at the back of the cockpit, where there are six seats across the stern, as well as the bench seat to port and an L-shaped seat around the cockpit table, giving plenty of space to relax.

A hard-top canopy keeps weather and sun at bay over the well-sheltered cockpit. Photo: Paul Wyeth

The low boom means packing the sail can be done at waist height from the canopy without any additional climbing, so many owners opt for the hard-top cockpit canopy so that it can be walked on, as well as a place to mount solar panels. A folding canvas ‘targa’ top is also an option, however, if you want to let more light in.

Walk forwards through the sliding doors and you find yourself in a large open space around the saloon table, surrounded by an L-shaped settee against the forward bulkhead, with a couple of stools for extra seating. At the starboard end there is a nav station, though in reality navigation will be done on deck.

Against the aft and outboard sides to starboard is the L-shaped galley, with a fixed oven and two-burner gas hob, front-opening fridge, and a few lockers. To port of the entrance are another set of large lockers, ideal for stowing lifejackets and other sailing kit, or more food, and there’s also stowage under the saloon seats. It isn’t the world’s largest galley, but I had to keep on reminding myself this boat is just 37ft. It’s more than enough for a cruise of a week or two, or longer for a couple.

Space and light make the saloon a pleasant place to be in harbour and underway. Photo: Paul Wyeth

It’s down in the hulls that you really see the merit of the hulls’ volume. A marked flare above the waterline maximises space without adding drag, and the resulting chines keep spray down. Clever contours in the topsides also reduce the visual impact of big slab sides, while adding strength and volume.

To port, there are double cabins fore and aft, both with more-or-less square berths and a good-sized heads with separate shower compartment between them. Each enjoys a large hull window with opening port and a deckhead opening hatch, plus a couple of lockers and under-bed stowage spaces.

The starboard hull is the real selling point, however. How many 37-footers can offer almost the whole length for a single cabin? The owner’s ‘suite’ can be shut off from the rest of the boat with a sliding door across the stairs. There’s a locker and desk/dressing table at the bottom of the three steps, and a huge double berth aft, while the forward end is occupied by a big bathroom – nothing like the cramped heads you and I know – with a separate shower compartment, and more lockers.

Palatial space for the owner’s cabin, thanks to having a whole hull to yourselves. Photo: Paul Wyeth

The Excess 11 is built for resilience

In terms of maintenance, there’s very little you’ll need access to, other than the heads seacocks in the main hulls. Most of the systems are congregated in the large engine bays just aft of the wheels, accessed via deck panels that helpfully hinge aft, so you can access them without having to perch on the bathing platform.

On the whole, access is good, though the engines are mounted the ‘right way’ round with the sail drives aft, but this means that the alternator, impeller and water strainer are all tucked right forwards with no way of tackling them head on. The yard explained that if the engines were mounted the other way round, with the saildrives closer to the rudders, it would have made both rudder and propeller less efficient, though they acknowledged that it was something of a trade-off.

Aft-hinged engine bay hatches allow good access to the aft end of the engine and most systems from on board. Photo: Paul Wyeth

The other possible issue was that the Dyneema steering cables I so liked at the helm run immediately above the engine. While HMPE rope has a melting point of 150ºC, its maximum operating temperature, according to Southern Ropes, is 70ºC, where some engines will run at over 80ºC in normal operation.

In the event of an engine fire, you could well lose the steering cable, though the opposite wheel should continue to give you steerage with both rudders via the tie bar, or failing that, the emergency tiller. Other than this, I was impressed with the finish of the boat, which seemed to be of a good standard and with no obvious rough edges.

Structurally, the Excess 11 has been designed to be pretty bombproof. A cat doesn’t need ballast, so all of the weight can go into structural integrity. The keels are designed with extra GRP reinforced ‘shoes’ and for vertical load bearing so the boat can sit comfortably on the keels. These are moulded as part of the hull, filled with foam and capped with laminate, before the whole structure is vacuum-infused with resin.

Most owners will opt for the larger Pulse Line sailplan and the simpler self-tacking jib. Photo: Paul Wyeth

There are no keel bolts to worry about, but they are designed so that if the keels suffered a large side impact, the keel would fail without damage to the watertight integrity of the hull, acting as a fuse, allowing the boat to sail on and seek repair, which seems eminently sensible to me.

Guests aren’t short-changed either, with huge berths and views out of the hull windows. Photo: Paul Wyeth

Excess 11 specifications:

LOA: 11.42m / 37ft 6in Hull length: 11.33m / 27ft 2in Beam: 6.59m / 21ft 7in Draught: 1.15m / 21ft 7in Displacement: 9,000kg /19, 845 lb Sail area: 77m2 / 829 sq ft (Pulse line 82m2 / 882 sq ft) Disp/length: 173 SA/D Ratio: 18 Engine: 2 x 29hp Yanmar Transmission: Saildrive Water: 300L / 79gal (+300L optional) Fuel: 400L / 103gal Berths: 6-12 RCD Category: A8 Designer: VPLP Builder: Beneteau UK Agent: sea-ventures.co.uk

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I may sail monohull predominantly, but I’ve chartered a few cats and sailed some small multihulls, so I stepped aboard the Excess 11 with an open mind, and found myself quickly warming to the boat. It took much less than you might think for this boat to come alive as a sailing boat, delivering a genuinely engaging and enjoyable experience on the helm, whilst giving your crew a thoroughly civilised time on board too. The layout of the helms, deck and accommodation were all well thought through and user-friendly for a short-handed crew, and I was sold by the one-level sailing and living approach. For what I’d see as a ‘low-maintenance’ boat to sail, the Excess offers performance and fun for eating up miles with ease, at the same time as being staggeringly spacious and comfortable for her length.

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Maxi Yachts 84 for sale in Dartmouth United Kingdom

Dartmouth United Kingdom

Make & Model

Maxi Yachts 84

MEASUREMENTS

Description.

For sale Maxi 84. The Maxi 84 is a 28ft fast, five berth, Scandinavian built cruising yacht. With her efficient hull design and spacious accommodation she is an excellent cruising boat set up to enable short handed sailing as well as offering club racing potential. Starfire is great example built in 1977 and launched here in Dartmouth in 1978. VAT understood to have been paid with declaration from previous owner on file.

Accommodation (5 berths in 2 cabins)

• Companion way steps
• Port side galley
• Stainless steel sink
• 2 hob gas burner
• Fresh water pump
• Central drop-leaf dining
• Full length bench settees either side forming 2 berths
• Full length quarter berth to starboard
• Large hanging locker on portside

Forward cabin

• Infill converting them into a useful double
• Under-bunk storage
• Opening overhead hatch
• Door leading aft towards the saloon
• 1 x midships heads

Navigation equipment

• Plastimo Contest porthole steering compass
• Autohelm ‘Tridata’ depth and speed/log instrument
• Nasa wind speed and direction instrument
• Nasa GPS repeater
• Raymarine RAY54E VHF radio transceiver (with DSC)
• Navigation lights

  Deck and rigging

• Masthead Sloop
• Anodised aluminium mast and boom
• Deck stepped mast
• Stainless steel standing rigging
• Forestay fitted with Furlex roller furling gear
• Stainless steel pushpit/ pulpit

  Anchoring & mooring

• A Manson anchor is stowed in the stemhead fitting
• length (> 20metres) of 8mm galvanised chain
• Anchorplait warp is stowed in the chain locker
• Electric windlass
• A 25 lb plough kedge anchor with warp and chain stowed in the cockpit locker
• Mooring warps
• Slab reefing mainsail
• Furling genoa
• Spare Genoa
• 2x Barlow 16 spinnaker sheet winches
• 2x  Harken 40 2-speed self-tailing genoa sheet winches
• Antal W16.2 2-speed self-tailing halyard winch and a Barlow 16 halyard winch Halyard winch and stoppers on coachroof
• Beta Marine BD722 20hp (2001)
• Three cylinder 4-stroke naturally aspirated diesel engine.
• Indirect sea water cooling with heat exchanger.
• Forward/astern gears Volvo Penta ‘Sail Drive’
• GRP transom hung rudder
• Sail drive rebuild with new Cone clutch 2018
• Gear box oil replaced 2018
• Serviced every year in current ownership
• Less than 3 hours engine use since last service
• Sail drive diaphragm 2016
• Antifouled 19/20 winter

  Electrical system :

• 3 batteries, alternator on engine.
• Three 12 volt lead acid batteries (105Ah, 75Ah and 50Ah)
• Charging is from the engine mounted alternator.
• 34 litre Stainless steel fuel tank under saloon berth  
• Fuel tank out and cleaned in 2020
• Stainless steel water tank in forepeak.
• Flushed and treated 2020
• Manual pumps feed water to the galley and heads sinks.

Engine Count

Engine Horse Power

ABOUT MAXI YACHTS 84

The Maxi Yachts 84 is 28 feet long and has a 9 feet beam. This 1977 diesel Maxi Yachts 84 with 20 horsepower

SIMILAR LOCATIONS

• Maxi Yachts in United Kingdom
• Pilothouse Boats in United Kingdom
• Boats in United Kingdom

NEW LISTING – 1979 Maxi 84 ‘SAORSA’

Wednesday 24th May 2023

Mark Cameron Yachts are delighted to have been appointed to act in the sale of the 1979 Maxi 84 ‘SAORSA’

Designed by Pelle Petersen and launched in 1977 the Maxi 84 proved to be a run away success, firmly establishing the reputation of the designer and the Maxi Yachts brand. Over the production run more than 1300 hulls were launched, selling throughout the world. Rating under the half tonner rules the Maxi 84 proved to be equally suited to comfortable family cruising as bashing round the cans in regattas.

The Maxi 84 SAORSA benefits from being extensively re-fitted between 2005-07 with works including stripping and re-varnishing the interior, replacement upholstery and overhauling of the engine. With her current owners since 2016 she is now reluctantly offered for sale with an inventory including highlights such as:

• Original gelcoat finish to topsides and deck
• Antifouling applied spring 2023
• Volvo Penta MD7A marine diesel with Volvo Penta sail drive
• Sail drive diaphgram replaced 2018
• Raymarine ST2000+ tiller pilot (2007)
• NASA Clipper navigation instruments (2007)
• Garmin GPS Map276C chart plotter (2013)
• Icom IC-M421 DSC VHF (2007)
• Mainsail, genoa and gennaker
• Seago inflatable dinghy

Lying afloat, in commission and ready to sail the Maxi 84 SAORSA is available for immediate viewing by prior appointment on her berth in Tarbert Harbour, Loch Fyne.

FIND FULL DETAILS OF THE MAXI 84 ‘SAORSA’ HERE

1979 Maxi 84 ‘SAORSA’

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Profile for Maxi 84

Boat Accessories

AIS, Anchor, Autopilot, Battery, Battery Charger, Bilge Pump, Board Computer, Chartplotter, Cockpit Cover, Cockpit Table, Compass, Cool Box, Depth Instrument, Fire Extinguisher, GPS, Gas Detector, Navigation Lights, Radar Reflector, Radio, Sink, Solar panels, Speed Instrument, Sprayhood, Stove, Swim Ladder, Teak Cockpit, Underwater Paint, VHF Radio, Wind Instrument

Wir bieten hier unsere Maxi 84 (Konstrukteur Pelle Petterson) segelfertig und top ausgestattet zum Verkauf an. Wir sind den Sommer damit viel in der Ostsee und der dänischen Südsee gesegelt. Aufgrund einer Vergrößerung haben wir uns ein neues Schiff zugelegt und möchten ALVA nun in gute Hände weitergeben. Wir haben kleinere Ausbesserungsarbeiten während der Saison vorgenommen (kleine Gelcoat Ausbesserungen, neue Festmacher und 1 Kugelfender, neuer Wasser Zulaufschlauch für den Frischwassertank, 2 neue Innenleuchten, neue Gardinen im Salon). Außerdem haben wir den Motor-Kühlkreislauf gespült und in dem Zuge auch den Impeller und das Thermostat gewechselt. Diverse Werft-Rechnungen und Unterlagen der Vorjahre sind vorhanden. Segeleigenschaften: Rumpf-Geschwindigkeit 6,5kn. 2 Selbstholende Winschen von Lewmar und 2 kleinere nichtholend. Die Leinen (bis auf die Reff-Leinen vom Groß und das Vor-Fall) sind ins Cockpit umgelegt. Hohes Süll Motor: Volvo Penta MD7A mit S110 Saildrive, 13 PS - in gutem Zustand. Läuft ohne Probleme. Totale Motorstunden unbekannt. Rigg & Segel: Neue Wanten (2022), Lattengroß von Bodig (neu 2023), Fock und Starkwindfock (generalüberholt 2023), Spi in gutem Zustand. Komfort: Sprayhood (neu 2022), Kuchenbude, Salon und Bugkoje mit blauen Polstern (neu 2021), Seewasser Toilette, separate elektrische Kühlbox Navigation: Vollausgestattet mit Echolot, Logge, Windex, AIS, GPS Geonav, automatischer Raymarine Pinnenpilot, Simrad RS 35 Funk mit AIS (neu 2023). Sicherheit & mehr: Solarpanel, zwei Batterien, Feuerlöscher, Rettungsring, 8 Fender, Anker mit 30m Leine und 5m Kettenvorlauf, Radarreflektor, diverse Festmacher und 30m Schwimmleine Anfallende Arbeiten für die Winter Saison wären das Steuerboard Fenster (neu eindichten, provisorisch dicht) und das Teak im Cockpit (entfernen und/oder neuen Belag nach Wunsch aufbringen). Ein Winterplatz im Außenlager für den Winter 2024/25 ist vorhanden. Die Maxi84 ist ein sehr solides Boot und super für Einsteiger geeignet. Auch bei mehr Wind und Welle konnten wir damit Überfahrten zwischen DK und DE komfortabel und sicher bewältigen. Wer also ein sicheres, stabiles und händelbares Boot sucht, wird mit ALVA viel Spaß haben. Aktuell (voraussichtlich noch bis Anfang/Mitte Oktober) liegt sie in Travemünde im Wasser und kann nach Absprache gerne besichtigt und probegesegelt werden.