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LIFE SAGA Yacht – Elegant $50M Superyacht

The LIFE SAGA yacht (previously named LIFE SAGA II), is a superyacht built and delivered in 2019 by Admiral Yachts in their shipyard in Marina di Carrara, Italy. 

This 65.0m superyacht was designed according to the owner specifications. He also owns a 42.0m Heesen yacht under the same name, which was built in 1994. 

The LIFE SAGA yacht is listed as number 358th on the ranking of the largest yachts in the world and she is the third largest yacht ever built by Admiral .

LIFE SAGA yacht interior

The LIFE SAGA yacht interior was penned by English designer Mark Berryman. His signature is all over the yacht with a timeless and contemporary style.

The owner visualized a cappuccino-themed interior, which inspired the neutral and warm color palette that can be seen today. 

LIFE SAGA uses many different types of wood such as oak, walnut, and teak to create a relaxed and cozy atmosphere, while the leather finishes on the walls make for well thought out good contrast. 

Some of the furniture was custom-made by the well-known Italian company Belvedere. 

LIFE SAGA can accommodate 12 guests on board in six comfortable staterooms, as well as 17 crew members, including the yacht captain, Chris Delves. 

The LIFE SAGA yacht offers an outdoor living area, spa pool, sauna, cinema lounge, gym, and a massage area for the owner and his family to enjoy.

The LIFE SAGA yacht features exterior design by Uniellé Yacht Design along with Admiral Yachts. The latter was also responsible for the yacht’s naval architecture.

She has a steel hull and aluminum superstructure plus four decks and a double-height glass right at the center of the vessel.  

According to the LIFE SAGA’s captain, the owner wanted the exterior to be a combination of classic and modern forms. 

Yacht specifications

LIFE SAGA is powered by 2 Caterpillar engines, giving her a cruising speed of 14.5 knots and a top speed of 15.5. knots.

She has an overall length of 65.0m, a 10.6m bean, a 2.9m draft, a 1,250 GT volume, and a fuel capacity of 120,000 liters 

Currently, the yacht is not for sale or charter, but its price is estimated to be around $50 million, with a whopping annual running cost of $5 million. 

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M/Y Life Saga

M/y life saga press.

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M/Y Life Saga ADV

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M/y Life Saga presents itself with a classic line but with touches of originality represented by the large central glazing that connects the main to the upper deck.This feature together with the large vertical windows from the master cabin and the Vip cabin on the upper deck offer the feeling of touching the sea at all times.The Sundeck has generous spaces, ample sun pads and a bar area connected to one of the 2 swimming pools.The beach area is large and equipped with all comforts, from the sauna to the gym, but with the plus of two beach side platforms.

The Interiors are the result of a single key  word: Relax.A small palette of materials and finishes have been used in order to  keep a continuity throughout the boat that allows guests to flow uninterrupted from space to space.The leather coupled with natural oak, walnut and teak finishes are the perfect combination for a relaxed nature on  board.

TECHNICAL DATA

Work with us, design & creativity, the headquarter, launched yacht, yacht model, cookie policies, safety and quality policies, t: +39 0585 6440 f: +39 0585 506250.

send your CV to: [email protected]

THE ITALIAN SEA GROUP S.p.A. Viale C. Colombo, 4Bis 54033 Marina di Carrara (MS) Italy

VAT 00096320452 Share Capital € 26.500.000,00 i. v.

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Life Saga: On board the 65m Admiral superyacht with an open-air 'sea deck'

After refitting several older yachts, Life Saga 's owner wanted to build his own, just the way he wanted. And Italian builder Admiral helped him do just that, says Risa Merl. ..

"Zero showing off and totally functional," says the owner of Life Saga when asked about his brief for the 65-metre Admiral superyacht. Functionality is personal – what’s practical to one owner might be the epitome of dysfunction for another. For the owner of Life Saga , it meant creating a boat that suited the way he uses his ever-growing fleet and his relaxed onboard lifestyle, which mandates spending as much time outside as possible.

Life Saga , designed by the builder – which is part of The Italian Sea Group – with interiors by Mark Berryman , is the latest in this experienced owner’s fleet. He owns the original 42.4-metre Life Saga , built by Heesen in 1994, a 47.5-metre support vessel Mystere Shadow and a 20-metre custom-built Maori motor yacht that he likes to drive himself. And then there are the many toys and tenders that are stowed on his shadow boat, including a limo tender, massive RIB and two 15-metre dayboats. This is an owner who truly loves living and playing on the water.

“The boss doesn’t go indoors unless the weather is diabolical,” says Life Saga ’s captain, Chris Delves, who has worked with the owner for 10 years. “He spends all his time on the aft deck, so we decided to make the aft deck as large as possible.” This desire to maximise time spent outdoors is obvious the moment you step on board Life Saga .

The main deck is “the sea deck” – an open-air, casual space that keeps the owner connected to the sea and pushes the boundaries of conventional yacht layout. An indoor/outdoor aft deck living area takes over the majority of the level, with hardly a formal saloon in sight. Instead, you are greeted by an enormous aft sunpad leading into a covered deck area with flexible seating (the owner hates fixed furniture, says Captain Delves) and a curved bar to port. The area looks like a casual saloon, until you notice the retractable glass partitions to three sides that open fully – and that there is no watertight door at the normal barrier between inside and outside. This design blurs the line between aft deck and saloon.

The use of materials typically found outside, such as teak and durable fabrics on soft goods, solidifies its intended use as an  outdoor living area . When the owner does go inside, he turns off the air-conditioning. Life Saga has been designed to suit this need, with opening windows and a separate air con unit to keep the audiovisual equipment cool.

Forward on this level is a small saloon with a sofa and bespoke table football game – a place to relax during the day. Sliding glass doors to port and starboard open up this saloon as well, and when the side balconies unfold, the connection to the sea is further emphasised. Glass dividers throughout Life Saga create the feeling of one seamless living space, which flows from one area to the next, from indoors to out. “The boundaries between indoor and outdoor are really very thin,” says Gian Marco Campanino, Admiral’s in-house designer.

At 65 metres and 1,195GT, it’s quite a step up from the owner’s previous boat. “I have a relatively big fleet and wanted to maximise the usability when travelling alone, without the usual support,” says the owner. In building a bigger Life Saga , the owner is reimagining the way his fleet is used – previously, the 42.4 metre was the “hotel boat”, but now Mystere Shadow is being refitted with more guest cabins. The new Life Saga is just for him and his family. As proof that this owner has no interest in showing off, when guests visit they will sleep on board Mystere Shadow and might never step foot on board Life Saga .

This is also the owner’s first new build. “The other boats he calls ‘adopted kids’ – he’s refitted them – but this is his baby,” says Delves. Life Saga I was 36 metres when purchased, and he lengthened and widened her. The new Life Saga project has been six years in the making, says Delves, who travelled to shipyards all around Europe and the US to find the right builder. After considering yards like Amels and Ulstein , sales broker Alex Banning of SuperYachtsMonaco introduced the owner to Admiral – The Italian Sea Group. Delves had his doubts about working with an Italian yard, but he says the build process and end result have “exceeded my expectations”. The owner’s rep and Delves, who served as build captain, pushed the yard to new heights in its quality of finishes and flexibility of layout. Life Saga has become a showpiece and set a new standard for the Italian builder.

The owner sought an exterior that “combines classic and modern forms and shows an athletic character”, he says. The owner also influenced the look of Life Saga ’s muscular, sculpted mast – a piece of art in itself. “The idea was to have the shape of two cupped hands that meet at the knuckles but don’t touch,” says Campanino.

Though the owner doesn’t particularly care to show off, Life Saga ’s exterior will likely turn a few heads. From the outside, she is reminiscent of a previous Admiral boat, Ouranos , which was launched in 2016. Both have double-height glass at the centre of the superstructure, with side decks removed to provide unfettered views. This design tactic also creates an unusual exterior profile, with a swathe of black glazing as a wide stripe down the middle of each side. “The full- length windows are treated as you would in a skyscraper; there are no seals,” says Campanino. But, according to the yard, they are not sisterships. Ouranos , part of Admiral’s C-Force 50 series, is 49.6 metres, has three decks and a gross tonnage just under 500GT. Life Saga is much larger, at 65 metres, four decks and more than twice the volume at 1,195GT.

Inside, the layout went through 20 revisions, says Delves. The owner doesn’t like “smells, noise or vibration”, so one change was moving the galley from the main deck down to the lower deck. Van Cappellen was employed to help the yard in minimising noise and vibration, including tripling insulation and installing thick engine beds to disperse vibration.

The interior style is not a big departure from that of Life Saga I : it’s wood-filled, timeless and easy to maintain. UK designer Mark Berryman originally pitched to the owner two years ago. “We were told he liked it, but the project never happened. Then two years later we got a call,” he says. “We were very lucky, as the client’s brief fell beautifully within our ideals for a yacht interior.”

The relaxing and homely interior is a mix of warm, neutral colours and soft, textured fabrics. “Imagine a cappuccino,” the owner said to Berryman, “with a little more milk in some areas and a little less milk in others.” The result is a restrained yet still rich palette, with chocolate and coffee-coloured leathers and the warm tones of European oak, teak and walnut. Walls are adorned in beautiful geometric leather panels, made in Admiral’s upholstery workshop. Berryman employed his trademark Asian influences, and he used quite a lot of Italian-designed loose furniture to give a very clean and contemporary feel to the interior. “The owner likes rooms that can transform. He likes variety and not having the same set-up every day,” says Delves.

All the built-in pieces, such as beds and bedside tables, were made by Admiral. “We also designed all the sofas and Admiral made these for us,” says Berryman. Coffee tables, bar stools and planters were custom made by an Italian company called Belvedere. Chairs and armchairs were bought off the shelf, mainly from Italian companies.

The owner also hates duplication, hence there is only one dining table on board, a rarity for a yacht of this size. This table is found on the upper deck, known as the “après-soleil” or after- sun deck – a more formal space with a bar , saloon and indoor/outdoor dining area. The latter is surrounded by circular glass, which can stay closed or retract to fully open the area. The bar, set forward and to starboard, was reduced in size and moved further to starboard in order to accommodate a VIP cabin to port. This wow-worthy cabin takes full advantage of the floor-to-ceiling windows.

On the lower deck are two cabins with king- size beds that convert into twins. The lower-deck VIP, intended to be used by the owner’s son, is configured as one full-beam cabin with a bedroom and lounge, but it can be divided to create another guest cabin.

Berryman’s favourite space on board is the owner’s suite. The room has striking pillars adorned with a metal finish and covered in glass, which gives the effect of molten rock. Originally, the bed was off-set to starboard, with the bathroom separated by a glass screen to port. In reworking the space, the bed was moved to just off the centreline, and the bathroom is forward. This allowed a seating area to be added to port. “The master has a lovely airy, open feel and the full-height windows flanking both sides allow for fantastic views,” says Berryman.

Initially, the office was set just inside the entrance to the owner’s suite, but this door was moved so the office now precedes the master, so that his wife won’t be disturbed in the morning. Delves doesn’t expect the office will see much use, though. “[The owner] doesn’t work a lot when he’s on board. All he does is swim and wakesurf – his favourite things to do.”

The owner hasn’t even slept in the master yet. “He’s using each part of the boat week by week. He’ll spend time exclusively on the sundeck, then venture to the upper deck. He tells me, ‘Relax, I’ve got time’,” says Delves. “He slept outdoors a lot on Life Saga I . Once, he even spent the night in a tent that was set up on the floating trampoline.”

Life Saga will rarely go into port. “In 10 years, we’ve maybe been in port three times with the owner,” says Delves. The owner will spend at least five months on board each year, extending the season later and later. “[Last] year we didn’t finish until the end of November,” says Delves. “We’ve been following the sun down to Sardinia , Malta and Turkey as well.” Delves predicts the owner will go further afield in the future, with sights set on Asia or the South Pacific . This isn’t likely to be his last Life Saga , either. “He’s got an 80 metre in him somewhere,” says Delves. “And he’s only 50 years old, so he has time.”

For now, the owner is making good use of enjoying every bit of his purpose-built yacht. “Every space is my favourite because I wanted to build a boat myself, for myself, and to have only what makes me happy,” says the owner. Life Saga proves that, when applied correctly, a simple brief like “functionality” can produce a stunning yacht that is perfectly suited to her owner – nothing more, nothing less.

Images courtesy of Giuliano Sargentini.

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NORWEGIAN QUALITY

Saga boats as is a family owned company that has been controlled by the same family all the time since it was founded in 1960. all boats are produced in our own yard in selje on the norwegian west coast. the local in-house production in norway ensures the best quality of the end product. the focus has all the way since 1960 been on building quality boats, based on local traditions and high quality craftsmanship combined with the best possible seaworthiness. this we have succeeded with based on internal resources in close cooperation with some of the leading norwegian boat designers. since the early -80s semi-planning hulls have become the core in the saga-program., saga is today known as a high quality brand both in norway and abroad. a focused production philosophy based on semi-planning hulls, dependability, practical solutions and high quality, combined with long standing traditions and high competence, ensures the saga owners the best end-product..

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• Sailboat Reviews

Bob Perry designed this Saga for a specific purpose—fast, efficient cruising. Its beauty is in the sum of its parts: there's plenty of function, and form follows fairly enough.

The term “performance cruiser” has become so overused by production builders as to have lost much of its meaning. We think the definition includes (but is not limited to) boats that can be sailed to their potential by two people, or even a singlehander. Cockpits should be large enough for comfortable lounging in warm climes, or under the moon. Each space belowdecks should be large enough for its intended use. And pricing should correspond to value.

The Robert Perry-designed Saga 43 seems to fit most of those definitions.

Company History Saga Yachts, Inc., of Ontario, Canada, was formed in 1995 by Allan Poole and three business partners. The firm commissioned Robert H. Perry to design the first Saga yacht, the 43-footer of which we speak, which began rolling off the production line in 1996. The company’s plan was to build performance cruisers suitable for bluewater sailing that are of higher quality than mainstream production builders.

A Scot, with an engineering degree from Strathclyde University in Glascow, Poole built race-winning performance sailing yachts for 10 years prior to emigrating to Canada. He held positions as general manager for CS Yachts, director of marketing for Tartan Yachts, and was president of Hinterholler Yachts. Immediately prior to forming Saga, he worked for C&C Yachts before it ceased operations.

The partnership at Saga, however, was not a happy one, and was terminated in 1998. Poole subsequently purchased the molds, and reorganized the company as Saga Marine. It now employs 35 people in a 20,000-square foot facility, and produces 12 to 15 boats annually. In addition to the 43-footer, the company manufacturers a Perry designed 35-footer. Perry is currently designing a 47-footer that the company plans to debut in 2002.

Dealers are located in Annapolis, Connecticut, Seattle, and California.

The Design Seattle architect Perry’s designs occupy a wide swath of the sailboat horizon. Three decades after its introduction, his Valiant 40 is still considered a well-mannered bluewater cruiser. Other designs include the Nordic 40 and the Esprit 37.

From the outset, the Saga 43 was “designed to be a legitimate fast cruiser that would combine elements from racing trends with a long waterline that increases speed and interior volume,” says Perry. “Most cruisers are designed inside out, but not here. We wanted to appeal to an owner who knows performance. Allan and I started with a big cockpit that would be comfortable and ease the task of managing the boat. We wanted a better balance between spaces on deck and below.”

The boat has a fine entry, with beam carried well forward. “She’s not narrow, says Perry, “though she’s six inches narrower than the Valiant 40. She’s just not fat. I think the marketplace is inundated with fat boats.”

There’s not much flare in the hull, but she provides a dry ride, as we learned on our test sail. There’s a bit of hollow at her bow, and she has a relatively low, 19″ high coachroof. Of her profile, Perry says, “I like a strong spring to the sheer.”

Her length-to-beam ratio is 3.94. Perry considers a narrow hull one with a ratio over 4.0, and anything under 3.2 fat.

“She’s complex forward but a normal design aft,” Perry says. At the opposite end of her fine entry, she presents a stout, stable section at the stern. “We wanted good tracking,” says Perry. “The hull form and rig combine to provide a neutral helm under most conditions.

“Most cruisers reef as a survival move, while racers reef to improve performance. You don’t have to wait until this boat is out of control to reef—she lets you know.”

Three keels are available, including a recently introduced shoal-draft version with a bulb and longer chord length to improve lift. The partially balanced spade rudder was placed as far aft as possible, allowing easier steering under a spinnaker in heavy seas.

Both of the oft-used ratios that measure performance potential indicate that she is a goer. The SA/D is 19.09 with a self-tacking jib, which places her on the high end of the “performance cruiser” scale, and a D/L of 152—lower than the typical production cruiser. Her polar plots indicate she’ll be fastest sailing between 120 and 135 degrees, when speed will reach 10 knots in 20 knots of wind. On paper she should sail to weather in the same wind at 7-plus knots.

Deck Layout Perhaps the most noteworthy characteristic of the rig and deck layout is that they were conceived with an eye to simplified shorthanded sailing at speed in the ocean. She carries a masthead rig with double headstays, like many round-the- world racers. Both headsails are flown from Harken furlers. The jib headstay is tacked at the stem. The stay for overlapping headsails is 2.6 feet forward at the end of the stainless steel bowsprit.

The inner jib is self-tacking, secured to a Harken traveler on the cabintop forward. The idea is that this jib will do for windward work, while off the wind the high-clewed outer jib will be unrolled and the inner jib furled. This set-up is somewhat ostentatiously called a Variable Geometry Rig™. The only real criticism we have of the system is that the short distance between stays requires manhandling the outer jib through the slot in a tack or a jibe (they do happen) and will produce excessive wear on the sail and the foredeck crew in any amount of air. It will be less of a problem for offshore sailors, who sometimes don’t change course for days.

The keel-stepped Offshore mast is supported by 1×19 wire. Shrouds are continuous. There are two sets of spreaders, swept slightly aft. The solid Forespar vang carries a 16:1 block and tackle.

What the casual observer would consider minor touches attest to her intended use: Decks are 19″ wide and chainplates are at the base of the cabin, so movement is unimpeded. Lifelines are 30″ tall—our preference for blue-water boats and 4-6″ higher than those of many competitors. On the port side of the mast is a compartment, flush to the deck, for storage of halyard tails and winch handles. Safety rails at the mast are standard, as are padeyes for jacklines. Also standard on newer boats is a spare main halyard and a storm trysail track on the mast.

The bowsprit has double rollers, and the anchor locker is divided into two compartments large enough for storage of 300 feet of rode.

Spaces belowdecks are well-lit and well-ventilated. Two Lewmar Ocean Series hatches are on the bow, three more are on the coachroof, and eight stainless-steel framed ports and four fixed portlights add illumination. There are four Dorade boxes with stainless steel cowls.

The builder succeeded in producing a cockpit with seats long enough for lounging. This cockpit is 79″ on the centerline forward of the wheel, and the footwell is 42″ wide. Seats are 7’6″ long, and 19″ wide, so a crew of eight can sit comfortably. The nonskid is “leather grained”— not the typical diamond pattern. It seems to provide good grip.

Primary winches on our test boat, hull #16, were Harken 56 self-tailers. Hoisting the mainsail, which is outfitted with a Harken Batt-Car system, is a matter of pressing a button that energizes the electric Harken 40 self-tailer on the cabintop. The mainsheet is housed on a traveler forward of the companionway, and, like the sheet for the self-tacking jib, is led to a winch at the companionway. Halyard tails and reefing lines can be tucked out of sight in cubbies in the coaming.

The wheel is a 40″ Edson stainless steel destroyer type that allowed two-finger steering during our test sail. A molded foot brace in the cockpit sole provided good support when steering while heeled 15-20°.

In addition to room for crew in the cockpit, there’s also a cavernous locker to starboard. The space is 51” deep and allows for storage of an inflatable dinghy and oars below spare sails, cleaning supplies, and fenders. A separate liferaft compartment is aft to starboard, as is a locker designed to house a 6-gallon gasoline tank for an outboard motor. Two 5-lb propane bottles live in a locker in the port corner.

Belowdecks The first impression upon stepping below is of spaciousness created by 6’5″ headroom, ample clearance amidships between settees, and light reflecting off hand-rubbed cherry and a white liner. The cabin sole is 1″ thick, with teak and holly veneer. The saloon measures 14′ on the centerline.

The common denominators of the three available interior layouts are galley and nav station to starboard, head and dining area to port.

The C-shaped galley is large enough for a chef and helper. The Corian countertop is 39″ wide and 21″ deep, with refrigerator and freezer located at the aft end below a cabinet designed to house a microwave. Standard equipment is a gimbaled three-burner Force 10 stove with oven. The owner told us that storage cabinets surrounding the space were adequate for a crew of three on a 19-day passage from Hawaii to San Francisco. The space is well ventilated by two opening ports.

The navigator sits on the settee and faces aft at a table measuring 36″ wide and 24″ deep—large enough to spread out a big section of chart.

The wiring behind the electric panel is excellent; removing two wing nuts allows the panel to swing down, providing instant access to wiring that is color coded, nicely bundled, and protected by Plexiglas boxes.

Though it sits in the center of the area, the 48″ long dining table is narrow enough with leaves down that it does not interfere with traffic forward, or access to settees. With leaves up, it is 54″ wide, adequate for seating four. Settees are 78″ long, and designed to convert to sea-berths.

Our test boat was equipped with a single head compartment, which was large enough to allow movement without banging into the bulkheads. Headroom is 6′ 2″. The space is surrounded by a seamless, molded pan nearly devoid of wood trim or grates that become greenhouses for mildew. A 16″ wide vanity and sink, mirror, storage cabinets, and toothbrush/cup holder are molded in the pan. Standing room in the shower is 26″ square, with an additional 13″ on a seat. The space is enclosed by a curved Plexiglas door that protects the main compartment from splashing water.

The boat was introduced with fore and aft staterooms and a second head in the bow. Beginning with hull #16, the forward head was eliminated. The most recent option is a queen-sized berth on an island on the centerline in the bow (not a good sea-berth, and not even good for sleeping in a rough harbor), with an optional head or closet.

Accommodations in the forward stateroom on our test boat included a queen-sized Pullman berth to port—far preferable for offshore sailing. There’s generous storage space in six pull-out drawers, a compartment outboard under the berth, and three cabinets on the hull, one with a 24″ wide hanging locker.

In the single-head configuration, the space forward of the stateroom is a 4’4″ x 5′ compartment that could be used as a workbench area (!) or extra storage area.

The berth in the aft stateroom is 80″ long and 72″ wide, and covered with 4″ thick cushions. Also in the cabin are a hanging locker and four large drawers—enough space for four sets of foulies and a moderate wardrobe. Spaces below the berth are occupied by batteries.

Aluminum tanks store diesel amidships on the centerline, and water port and starboard under the settees, and under the Pullman berth.

Construction Saga’s construction techniques reflect standard methods employed by the better builders in the industry. Hulls are sprayed with two layers of ISO-NPG gelcoat. The laminate is hand-laid and squeegeed to eliminate excess resin in the lamination. Two layers of vinylester resin are in the skin coat; polyester resins are in other layers.

The hull is cored with 3/4″ Baltek AL600 balsa sandwiched by four layers of chop and 2408 biaxial stitch mat on the exterior, and two layers on the interior. The 1-3/4″ thick bottom is solid fiberglass; additional reinforcing is on the centerline, at the keel, rudder, and mast step. The layup schedule for the deck is essentially the same, with core removed andsolid fiberglass reinforcements added in areas where hardware will be installed. Deck hardware is installed with aluminum backing plates.

Support for the hull is produced by an 18″ deep matrix frame constructed of 6 layers of 2408 mat, all of which are bonded to the hull, as are bulkheads and cabinetry. (These last are also bonded to the deck “where appropriate.”)

The hull-deck joint is a flange bonded with 3M 5200 and fasteners located on 4″ centers. Similarly, the aluminum toerail is bonded with 3M 5200 and through-bolted with aluminum washers and nuts.

The keel is cast lead, secured to the hull with two rows of 1″ keel bolts. The rudder stock is 2″ diameter stainless steel.

The mast and chainplates are grounded with 7AG copper wire for lightening protection. Seacocks are Marelon ball valves, and hoses are fitted with double clamps.

Performance We sailed hull #16 on San Francisco bay with Dwight Odom, a recent competitor in the Singlehanded Transpac, a 2,120-mile voyage from San Francisco to Hawaii. Though fit, Odom is in his 60s. This certainly speaks to the ease with which this 43- footer can be sailed.

Odom recorded boatspeeds of 14 knots sailing downwind in 35-40 knots of wind, flying a headsail and reefed main. We didn’t experience those conditions on our test sail.

She was not lightened for the test sail. We pulled away from the slip carrying a stainless steel wind vane on the stern, 300 feet of chain in the bow, provisions, and clothing.

Flying a full mainsail and 110% jib, and sailing as high on the breeze as possible without stalling the jib, speed reached 5.5 knots in 12 knots of true wind. When the wind freshened to 14-16 knots, our speed over the ground increased to 6.6 knots while sailing into a flooding tide under the Golden Gate Bridge. She was heeled 15-20 degrees, the helm was light, and she was in a comfortable groove.

Easing sheets and sailing between a close reach and a beam reach in 12 knots of true wind, the GPS recorded 8 knots, a half-knot faster than her polars indicate. As the breeze lightened we footed off to a broad reach and speed fluctuated between 7.9-8.2 knots. (This was now with a bit of current behind us.)

She also motors comfortably at 7-8 knots, though one owner claims to have pegged the speedo at 9 knots. Her standard engine is a 56- hp Yanmar fitted with a three bladed prop. A feathering prop will be important for the performance sailor.

One owner who kept close records of fuel consumption on a passage from the British Virgin Islands to the East Coast traveled at 8.2 knots at 3100 rpm, and 9 knots at 3600 rpm, with fuel consumption of about one gallon per hour.

Conclusions This boat was designed for serious sailors interested in maximizing performance and cruising in comfort. She’s faster than most production boats her size. The cockpit is large, and spaces below reflect Bob Perry’s ability to design comfortable accommodations.

The company’s warranty is fairly typical of the industry. It covers any defective workmanship and/or materials for a period of a year. Exceptions to this are a 5-year limited warranty on the hull structure, and 10-year limited warranty on gelcoat blistering and osmosis. The warranty is transferable to a second owner.

The boat was introduced with a $226,000 price tag, and owners have been rewarded with increases in resale value. Two used boats in the northeast recently sold for $299,000 and $295,000.

Prices of new boats have increased to $308,000 FOB the factory, reflecting upgrades and modifications to the interiors. Included in the upgrades are an electric windlass, six golf cart batteries, an inverter, and self-aligning rudder bearings. The nav station now houses a panel designed for a laptop.

Though somewhat more expensive than similar-sized boats produced by the major manufacturers, second-hand prices indicate that she’s a good investment. We think she’s a good sailing boat, too.

Contact- Saga Marine, 423 Lakeshore Rd., St. Catharines, Ontario, Canada L2R 7K6 800/560-7242.

Also With This Article Click here to view “Owner Comments.”

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From What I have seen and heard, The Saga 409 is the boat of boats in many respects. I know it is a new boat and not many around at this time. I was looking at a Tartan 4100 too. The Saga seems to be a little more unique, a "finer" and more exclusive boat for lack of better words with tremendous blue water potential. There does not seem to be a whole lot of discussion on here regarding Saga Yachts which is puzzling to me. Are there any Saga owners or dealers on here who might contribute information on their experiences with the boat? Is it as great a boat as it seems to be? Is it to far out there in terms of price and quality to be talked about in generic sailing discussion groups?? Anyway, I am looking for a new live aboard (2 of us) come summer of 05'' and this boat just seems to be it (for me) from what I have seen and learned so far. There are no dealers advertised in the Annapolis or New York areas and Yacht World turns up a blank on new Saga Boats. Does anyone know of an individual or dealer who has Saga Yachts that one could climb around on? Does anyone know what the price of a Saga 409 in US dollars is? Thanks. . . Chris T.  

Saga 409 is a comparatively new model so it is hard to comment upon in any real detailed way. At best I can give a few first quick impressions. Looking at the numbers, it is a comparatively heavy boat with a minimal ballast ratio, not much water tankage but a lot of fuel, and a whole lot of windage and weight aloft which is not too great when coupled with a limit of positive stability of only 120 degrees. The interior layout is one that is well suited to coastal cruising but is less than ideal for offshore work given the large deck areas and minimal storage. While the styling of this boat is very jazzy, the 409 appears to lack the level of ventilation that is necessary for warm weather cruising. The deck layout and rig are not really too great for offshore as well. The huge cockpit, and large plexiglass areas, absense of a bridge deck make for a boat that would be prone to downflooding. The mainsheet located on a forward arch neither gives the ease of control, low friction and minimal loadings of in cockpit boom end sheeting nor the simplicity of midboom sheeting. The rig is really a strange set up lacking the ability of a more traditional cutter to fly a staysail, and lacking a fractional rig sloop''s ability to quickly depower. With all due respect, I would be interested in your thoughts on why you think that this is a boat with "tremendous blue water potential". The last that I heard these boats are available through Caan Yachts in Annapolis. http://www.cannyachts.com/cannyachts/cannyachts_2.html Respectfully, Jeff  

Jeff_H : Interesting comment regarding the Saga 409. I was impressed with this boat at the Newport show. Have you been aboard? They did a real nice job. The fit and finish is top flight to say the least. I currently live aboard and have logged just a few blue water trips including CA to Maui and return. Other boat designs I like include the Elan and the Tartan 4100. What are your thoughts on the Elan 40 and the Elan Impression series? How would you compare the Elan product to the Saga product? Does Tartan fit into this picture somewhere? Appreciate your comments.. Thanks much Tom K.  

Thank you for your response Jeff and Tom.. Hope to get additional feedback.. Jeff,the boat does offer good storage capacity and is not bad on the Tankage. No boat offers the very best of everything. To answer your question, here are the numbers on the Saga 409 which I think make it a very competitive (not in terms of racing) boat. The Displacement to LWL is 189. This is looking pretty darn good to me.. The Hull speed should be just over 8 knots.. I''ll take it.. The sail area to displacement ratio is 17.64 Again; I''ll take it any day. The LWL to Beam is 2.86. Really, no major problem here at all. Although I don''t like to use a motion comfort index and believe there are just to many variables to give this factor a realistic relevance, the industry text books say on this boat that a motion comfort of just on the south side of 30 is not bad at all. Moving right along, the capsize ratio is considered good at 1.86. The Boat has a high ballast ratio which really should give the boat plenty of stability. In addition, with a angle of positive stability beyond 120 degrees, the boat should have a very high righting moment. The very positive construction features go on and on. And so could I regarding this boat. Yes, I like it and have spent time studying the design and construction specification. I have owned a Cal, a C&C and a Catalina. I am really looking for on here is some real world information from Saga owners or a dealer who has had experience with the Saga boat and company in general, as you could review and discuss numbers for ever. Thanks again, Chris_T  

That''s a hell of a capsize ratio! Is this for saga 409? That''s better than Island Packet 40. Also better hull speed, SA-D and almost identical motion comfort (I considered this impossible for a fin keel to achieve relative to a modified, full keel). Moreover, the capsize ratio is almost identical to Cape Dory 40! And the CD''s motion comfort is only slightly better than Saga''s. VERY impressive. If this is the Saga, sign me up for one. Just make sure they build it w/ dorades and lots of opening, stainless steel ports! John  

This sounds to me like Jeff and Chris are describing two different boats. Chris, in this day of email, SSB Nets, electronics, navigation ''flight planning'' and other such activities, the 409''s chart table strikes me as too small for a 40 footer, the corner into which its squeezed too stuffy, and the space available for radios, electronics and such to be too limited. I mention this because I''ve been amazed at how important that area is on a boat intended to be cruised. Jack  

You might try the Saga Owners list on this site - http://www.sagaowners.com/index2.cfm Another source is Mike Locatell at Discovery Yachts in Seattle, a former Saga dealer who sold a number of 43''s. He might be willing to share why he stopped carrying them. Having raced and cruised on a friend''s Saga 43, I''d take it any day over an IP.  

Hi Jack... I more or less agree with you. I have a 35'' boat now with a small navigation table that really never gets used. The days of large plotting chart tables are over for the most part. A few manufacturers still utilize a larger set up within their designs. The Navigation station in it''s entirety on the Saga 409 however is quite accommodating... Not the Nav table itself, but flush mount space for equipment such as VHF, SSB, repeaters, Laptop, satellite radio, stereo, weather station, and so forth. Not only is there room for all this at the Nav station, but it is all so easily accessible should one ever need to go behind the panels for any reason. I strongly believe in cutting edge technology, system redundancy and the power of a PC integrated into the navigation system. It is just amazing what happens after it is all said and done. I have equipped a couple of boats like this (C&C) and not only are the owners more than happy, there is a foundation of safety which is un-compromised. It is important to note that at no time should electronic equipment replace paper charts and appropiate manuals as they should always be kept onboard. The captain and crew should be very familiar with the geographic areas and routes in which they are operating. Tom K.  

Columnist has said: "That''s a hell of a capsize ratio! Is this for saga 409? That''s better than Island Packet 40". Refering to Chris T. statements on the Saga new boat: "...the capsize ratio is considered good at 1.86. "The Boat has a high ballast ratio which really should give the boat plenty of stability. In addition, with a angle of positive stability beyond 120 degrees, the boat should have a very high righting moment". Those are misleading arguments. You can simply not assess a boat stability with old formulas like capsize ratio or ballast ratio. Besides, a boat can have a very high righting moment and be inadequate as an ocean going boat. You can not confuse initial stability (stiffness) and final stability (safety stability). A boat can have (as a lot of the racing boats have) very good initial stability and poor final stability. I would say that the Saga has a better initial stability and the Island Packet has a much better final stability (safety satbility). I give you one example of the inadequacy of the ballast ratio as a means to assess stability : The Saga 409 has a 37% 0f ballast ratio. The Regina 38 (a Sweedish ocean going DS sailboat) has only 32%, having apparently the worst stability of the two . The Saga (according to Jeff_H) has only an AVS of 120º and the Regina has a much better AVS of 134º. The Regina has also a very impressive STIX number of 46. I don''t know the Stix number for the Saga, but I bet that it is a lot smaller. Paulo  

Chris T., about informaton on the Elan 40 and Elan Impression 43 I suggest a download of both boat tests at http://www.yacht.de/yo/powerslave,id,10,nodeid,10,ps_lo,.html that''ts the site from the biggest and in my opinion better Europe sail magazine. It''s in German, but you can use an Automatic translator (fron Google, for instance). Normally they publish graphically the complete stability curve of the boat, and that, if you know how to read it, says a lot, specially when combined with information on the speed of the boat in several points of sail (given also graphically ). There you can also download several other boat tests, regarding boats that are close to the ones you are looking for, like the Wauquiez Centurion 40, the Confortina 42, the Dehler 39 and 41, the Dufour 40, the Grand soleil 40, the Hanse 41, the Malo 39 and the C-yacht 11.30. Each download costs 1,5 Euros and are in PDF format, with lots of photos, drawings and graphics. First you have to fill and send the "Click and Buy" file, and then it is easy. Hope to be of help Paulo  

I saw the 409 here at the fall show and was quite taken with it. the design is superb. I made inquiries about the yard and had my attorney do a little due dilligence. Saga it seems is a house of cards. The yard is in hawk up to it''s eyeballs, with much owing to it''s own lawyers who sometimes charge them 15% interest. The salesman was complaining that boats were''nt moving on the floor. Darryl said the 48 on the floor has been there over a year when it should have taken 13 - 14 weeks. The other boats are sitting on the floor with no cash available to finish them. The brave few who have ordered new 409''s will see the old boats now go out the door with the help of the cash from their deposits and after they have paid for their boats will have to wait for new deposits so that money can be used to finish their boats. Sound like the dying days of a boatyard. The crew has been kept on for appearances but two months of wages with no production can never be recovered. The boat at the show it turns out actually belongs to the owner Allan Poole who is keeping it out of the country. Poole has already blown off a bank, many suppliers and a few "partners" in the first Saga bankruptcy years ago. Buyer beware!  

F/Y/I Reg, I wonder what prompted your need to publish this obituary of Saga Marine on the web? I will assume that your motives were to genuinely warn someone and not to spread half truths with the intent of damaging a small struggling (as are many small boat builders in these hard times) boat builder like Saga. I would like to give a professionals view of your info. First off, though recently retired, I spent 7 years representing Saga as one of my lines. I have also represented Catalina, Tartan, Jeanneau and Bavaria. Being in the industry I have spent time and am familiar with a good number of other large and small sailboat builders and their operating methods. Allan and I have certainly had our differences during my time representing him but I have also seen the effort he and his crew expends to deliver a quality product. Having purchased a 43 in 2000 and put over 11,000 miles on it, most offshore, I feel qualified to attest to the quality of that product. Relative to his former financial difficulty that resulted in a restructuring I would only ask you to examine the difficulties of starting a boat building operation from scratch and evaulating the risk involved. If you go back a few extra years you will find that both Tartan and Sabre have similar problems in their background. Thatshouldn''t take away from their current ability to provide a quality product at a fair price. Relative to Allan owning hull #1 of the 409, I know for a fact he has been desiring to own one of his fine products for a long time. He didn''t keep that fact secret at the shows. He was proud of his ownership as well he should be. What better faith has someone in his product than to put his family aboard and travel portions of the Atlantic Ocean? Relative to his keeping the crew on for appearances I don''t think that ludicrous comment is worthy of a response. If you check the December issue of Sail magazine you will see mention of a friend and customer of mine being first to finish in the ARC Europe rally from Bermuda to the Azores in his Saga 43. These are fast well built cruising boats that Allan and company are building. I have yet to talk to an Owner of one of the almost 70 boats Saga has produced who felt he hadn''t gotten true value in the vessel he purchased. On the other hand I do feel that any person plunking large amounts of money down on any boat should protect themselves as best they can from any unforeseen circumstances. Having said that, it would be a shame if someone was to take your statment literally and deny themselves the satisfaction of sailing their Saga past its competitors. Wishing you good luck in your in your boating selection. Keith Reynolds, S/V CAMELOT  

F/Y/I/ (From Saga Mail list... ) Dear Reg, I''m glad you liked our new Saga 409, but am appalled by the blatant attempt of this email to do Saga Marine harm. I have built up the company over the last ten years, and provide a high quality boat that has brought many people great pleasure. This email of yours seems deliberately organized to defame the company and hurt everyone here at Saga. It misquotes employees who have nothing to gain or loose, and the entire content is misleading. Generally, it is competing brokers who make statements like this, to steer prospective Saga customers into the products they represent. It does appear that Saga''s new product is so well received in the marketplace that it is threatening other boat companies and their brokers. Over the last two years many industries, not only boat builders, have suffered because of the failing U.S. economy. Whereas we have had a difficult two years, we have managed to bring out two brand new excellent products, both of which have been recognized by our peers. Anyone wishing to buy one of our new products can do so and keep their money entirely safe. Anyone having any concerns can speak to me personally. The reference made to the first Saga bankruptcy is a cheap shot. This was a reorganization of the company in agreement with the bank, the suppliers, and the partners, and was reported in "Practical Sailor" magazine. With regard to our current financing, do you think our lawyers would be lending us money if they thought they were at risk? The yard is not "in hawk up to its eyeballs" as you suggest. As far as my owning a Saga product, I have not hidden this fact. My wife and I own Saga 409 Hull#1. We bought it from the company, and it''s quite common practice for a boat company owner to sail their own boat. With the short summers and limited sailing in Lake Ontario, as well as the tax advantages of sailing out of country, we made the decision to take our boat down South. The boat has sailed over 2000 miles since leaving the factory in September, attending the two east coast boat shows, and it will be on display at the Miami "Strictly Sail" Boat Show in February. Once again, I would like to reiterate that we at Saga build fine yachts and our customers'' money is secure. We have a great reputation with our customers. Sincerely, Allan Poole President SAGA MARINE  

Dear Reg I am the proud owner of a recently built saga 35 hull #11 All boat builders need to function under the stress of producing the product at the right price: meeting needs of the customer, suppliers and staff. The factory is always open for you to view, the workers are skilled, available and willing to give you time. As for the boat, my expectations have been meet. I have owned four boats and visited many builders. The Saga is built with attention to detail, details that only an experienced builder can add to its production proccess. My Saga has features which are just not available on other production boats. In short I am now the proud owner of a custom boat which could only be replaced by Saga Yachts. Alan does not need to justify himself or his factory. Go see for yourself, you will be impressed.  

Bluesmoods/Keith, I certainly agree with a lot of the good things said about Saga, and know from firsthand knowledge of their quality and design -- even the standard equipment list is impressive (a neighbor owned a Saga 43 for several years). I''m looking forward to seeing the 409 (maybe at the Philly Boat Show?) I''m glad that you posted Alan''s response (but wish that he''d done it directly), since Reg obviously needed his "hand slapped" in public. I don''t believe that he could defend some of his non-substantiated comments by a desire to save a fellow sailor grief. Anyone who makes accusations/comments like his (e.g., the Ponzi Scheme method of using new boat deposits to finance the finishing of existing orders, as well as hyperbole such as "house of cards" and "in hock up to its eyeballs" (which had an almost gleefully-vindictive tone) should have supporting information (of course, he can blame it all on an over-zealous attorney). It''s also curious that he hasn''t responded to Alan''s reply that was posted three weeks ago. C''mon, Reg, if there''s things that we should know, tell us -- but substantiate them (and if you were mistaken or overzealous, you own Alan an apology). As for Alan''s owning a Saga -- I''d be surprised if he owned anything else, and it is testimony in his faith in his own product.  

Proof that Saga Yachts is a sham It's easy for Allan to own a Saga when he does it with other people's money, as he's always done. http://saga409.blogspot.com/  

Reg...that was a two year old post in case you didn't notice. As a matter of fact YOUR last post was here on this thread two years ago. Do you just show up to slam Saga?? Saga is now being produced by PSC and hopefully that will resolve the financial issues since it is really a fine boat. Welcome back...hope you have more to add to the forum.  

Most boat builders do experience financial difficulties at some point in their lifespan, even the most successful ones... Two posts over two years, both slamming saga seems to indicate that Reg has an axe to grind with them, and Sailnet is really not an appropriate forum for personal vendettas IMHO.  

saga 409 our previous boat was a 2002 tartan 3500 which we thoroughly enjoyed. We have looked, with open eyes at the larger boats over the years including the various Saga at the Annapolis show. If it were not for the narrow beam I would opt for the Saga 43 which I believe is a much better sailing and live aboard boat than the 409. For us, the 409 appeared more of a production boat and not as well made as the 43. Crusader yachts in Annapolis now sells the brand. If you have the extra money you might want to consider the Outbound 44 which has caught our eye so to speak. Excellent boat. David  

David...I think this thread is dead. Be advised that SAGA is owned by Pacific Seacraft which recently filed for bankruptcy. Buyer beware at the moment!  

"Stability is like money," Castro continued. "You can never have enough." The 409 has a ballast/displacement ratio—37 percent—at least the equal of all of her cruising competitors and carries that ballast in a modern bulb keel that's hydrodynamically clean and lift-effective, which works to create a very low center of gravity. This boat relies less than most contemporary cruisers on beam for initial stability; that allows her to achieve ultimate stabilty "well in excess of 120 degrees" according to her designer. "A narrow boat is more easily-driven, more seakindly, more mannerly. If you have enough stability in your pocket you can get all of that." Interesting comments that tend to fly in the face of some other comments listed here. Things that make you go "Hmmmmmmm."  

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Diddy's son king combs sued for sexual assault during 2022 yacht party, diddy's son king combs sued for sexual assault ... during 2022 yacht party.

Diddy 's son, Christian "King" Combs , is being sued for sexual assault, and the alleged victim claims she has audio recordings of him forcing himself on her during a yacht party ... and another accuser, Rodney Jones , is involved in this too.

Grace O'Marcaigh just filed the suit against King in L.A., alleging she was working as a steward on a yacht she claims Diddy himself chartered a few days before New Year's Eve in 2022.

In the suit, O'Marcaigh alleges she was doing her job during the shindig -- which she claims was advertised as a family-friendly excursion -- and King came on, after which she claims he immediately became fixated on her, uncomfortably so.

She alleges King had her take a shot of liquor, and she claims she immediately suspected it was spiked ... but despite that, she was able to tell him to get off of her and leave her alone. She claims King was trying to kiss and grope her, despite her protestations.

O'Marcaigh's lawsuit purports to describe audio recordings of what she claims depict her telling King she's not interested in sex with him and trying to get away from him while they were together in a studio on the yacht. Eventually, she says she was able to get away -- but claims King insisted she find him a place to sleep, so she says she led him to the theater.

Once there, O'Marcaigh claims King cornered her again and attempted to force her to perform oral sex on him -- but she says she fought him off, and includes in the docs photos of her forearm, which she claims was bruised in the altercation.

Eventually, O'Marcaigh says she was able to escape ... but claims to have suffered mentally and emotionally ever since. BTW, she claims Rodney Jones -- Diddy's formerly-hired music producer, who's also suing Diddy -- was in the mix for this yacht party, and she's being repped by Tyrone Blackburn , the same lawyer who filed Rodney's lawsuit.

Diddy is named as a defendant in this lawsuit as well ... accused of being liable for actually chartering the yacht. O'Marcaigh also claims to have witnessed Diddy onboard with women she calls "sex workers" ... and that Diddy exposed himself to Yung Miami while they played a game of "Careesha Please." Interestingly, she says that was all recorded by a Hulu camera crew.

O'Marcaigh is suing Diddy, specifically, for aiding and abetting King in the alleged assault.

Blackburn's filing of O'Marcaigh's suit comes 2 days after he himself got into some legal hot water. He will have to go before the Grievance Committee of New York's federal court system for improperly filing cases in federal court "to garner media attention, embarrass defendants with salacious allegations, and pressure defendants to settle quickly." Worst case scenario is the Committee could recommend he be disbarred.

Diddy's attorney Aaron Dyer tells TMZ ... “We have not seen this woman’s claim but I’m sure we can expect the same kind of manufactured lies we’ve come to expect from Tyrone Blackburn and his clients, just as we saw in Rodney Jones’ lawsuit – which has yet to be served." He adds, they learned about the lawsuit "the same way anyone hears about Mr. Blackburn’s filings: through the media.”

We covered it all on the latest episode of The TMZ Podcast , available on all podcast platforms.

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She is also capable of carrying up to 5 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Saga is built with a aluminium hull and aluminium superstructure, with teak decks. Powered by twin diesel Detroit Diesel (16V92TA) engines, she comfortably cruises at 18 knots, reaches a maximum speed of 22 knots with a range of up to 1,000 nautical miles from her 15,000 litre fuel tanks at 22 knots. Her low draft of 1.49m/4'11" makes her primed for accessing shallow areas and cruising close to the shorelines. Her water tanks store around 5,000 Litres of fresh water. She was built to RINA (Registro Italiano Navale) classification society rules.

*Charter Saga Motor Yacht

Motor yacht Saga is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Saga Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Saga Photos

NOTE to U.S. Customs & Border Protection

Specification

M/Y Saga

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Here are a selection of superyachts which are similar to Saga yacht which are believed to be available for charter. To view all similar luxury charter yachts click on the button below.

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