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• Sailboat Reviews

An all-new look and bulletproof hull distinguish this fast, versatile, but pricey cruiser.

Allan Poole was no stranger to boat-building when he founded Saga Yachts. In 1995, when he launched his “new-kid” company on the performance cruising block, he had already spent three decades developing, producing, and selling production sailboats. Poole, Saga’s owner and CEO, is a Scot who got his engineering training at Strathclyde University in Glasgow, and his jollies racing dinghies and IOR boats during the golden era of the grand-prix circuit.

Poole initially owned MG Yachts, Ltd., a firm in the U.K., which produced several Ton Cup champions. Then he sold off and emigrated to Canada, where he landed at CS Yachts in Brampton, Ontario. Poole later became director of marketing for Tartan Yachts and then president of Hinterhoeller.

In the mid-’90s, when boatbuilding was a survival exercise, Poole and three partners were brash enough to establish a new and different company of their own—Saga Yachts. The company grew out of Poole’s conviction that there was a significant and relatively under-served niche in the market.

”We started the company with a clean sheet of paper and a genuine lack of corporate dogmatism. We’re building primarily for the experienced cruising couple. Our boats emphasize performance and can be sailed to their maximum by two people. They can be (and have been) sailed virtually anywhere. Instead of the plethora of beds and heads that you find in today’s beamy boats (targeted primarily for the charter trade), we offer real cruising comfort for a family, plus room for their guests. Our boats are fast—very fast—yet they are seakindly, moderate-beam designs, easy to handle, and fun to sail. We build and outfit them very well.”

Poole’s vision was validated. His company grew to occupy a 20,000-plus sq. ft. facility in St. Catharines, Ontario, and has sold more than 70 boats so far. Looking more like an offshore racer than most cruisers, Saga’s debut boat, the 43, was launched in 1996 and has remained a mainstay. Designed by Bob Perry, the godfather of performance cruising, her plumb ends, low profile, and twin roller-furling headsails were a departure from rugged icons like the Valiant 40, and subsequent Valiants, Tayanas, Cheoy Lees, et.al., for which Perry is best-known. A 35 and a 48— both also by Perry—followed in the ensuing decade. The Sagas, Perry writes, “incorporate the lessons learned by watching substantive improvements in hull shape pioneered by the short-handed offshore racing fleets,” plus an exhaustive search for a rig configuration to best combine efficiency with versatility and convenience.

Design Given Perry’s stamp on the Saga family, we asked Poole about the choice of Tony Castro to design of the new 409.

“We wanted to add rather than imitate, and because we hoped to avoid competing with our own boats (all of which, even the 43, still have lots of life left), we went to a new designer. It was more than our long-standing friendship that brought me to Tony. His performance credentials are virtually unsurpassed. He’s won four world championships and the Admiral’s Cup under IOR, developed the new Laser sportboat, designed a world champion 6-Meter and the British America’s Cup contender Blue Arrow. And he has produced some spectacular projects (like the recent 32 meter performance cruiser executed for Jongert) that combine speed, comfort, and flair.

“With the 409, we were after a more ergonomic and contemporary feel,” said Poole. “In addition, Tony has a full-service office. We needed a designer to focus on performance, structure, and exterior style, but we also wanted to add to the boat’s appeal belowdecks. I felt that Tony could do that much better than we could.

“I use the metaphor of the Volvo cars,” Poole continued. “Volvos from the ’70s and ’80s were safe, efficient, durable and performed very well, but they were boxy. The contemporary Volvos are certainly just as solid and efficient. They just look better.”

Castro expanded that thought: “The challenge was to take the no-nonsense Saga and wrap it in a more-modern package. There’s always a tension between function and style. In the end, of course, you have to blend all of the elements into a seakindly and pleasing sailboat. What it boils down to is bringing what style and design you can to what features you can without ever letting style affect use.”

We must agree. From her tiger-eye portlights to her slightly-sprung sheer and saucy counter, the 409 is snappy, modern, and, well, almost sexy. It’s certainly not your grandfather’s performance cruiser.

We asked Castro what he did to assure that the Saga 409 would be as fast as she looks despite the fact that she is burdened with cruising tankage and the need to haul all of the impedimenta that cruisers normally bring with them.

“First you have to make sure that you don’t forget any of those cruising realities,” he explained. “You must calculate a realistic weight from the beginning or the boat won’t float on her lines. I still fight like hell to make sure that nothing is heavier than it has to be, but you know, no matter how you slice it, you’re dealing with considerable displacement. How you distribute the volume to carry that payload is your next decision. This boat has much less beam than most modern cruisers. That means, of necessity, that her ends are fuller. Back aft that helps clean up waterflow and adds stability, which are good things. In general, her low prismatic (relatively full-bellied with considerable rocker) hull form suits her well for light air when sailing is most enjoyable, at a small sacrifice in top-end potential where comfort is generally the greatest priority. I also think it’s always the case that deep, narrow boats have a better motion in a seaway than beamy boats with flat bottoms.

“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.”

The 409’s sailplan is based on a simple, slightly-swept, three-spreader rig. It entails a good-sized main for all-round power, versatility, and maneuverability, married to a unique (trademarked as Variable Geometry Rig) iteration of the “twins” first developed for BOC and other offshore racing boats: On the aftermost headstay is a 110% working jib. It’s small enough to handle easily, high enough in aspect ratio to be efficient, with a clew cut high enough to offer adequate visibility. It’s definitely the sail to use upwind, in a breeze, and for kick-around daysailing. This headsail sheets inside the cap shrouds and thus offers tight sheeting angles for pointing. On a permanently mounted sprit forward is a Code Zero (the newly-developed ballooner that’s tough enough to go almost upwind, full enough to go well downwind, and big enough to virtually double your horsepower). A removable forestay that tacks to the mid-point of the foredeck—the ideal arrangement for storm conditions—completes the set-up.

Comparison with competing performance cruisers (J/42, Tartan 4100, and the Sabre 386 and 426) spotlights some numbers that speak very well for Castro’s achievement. The 409’s SA/D ratio (which we calculated to be 17.6) is better than all but the J/42 (18.3). Even figured using the industry standard 100% sail area and light ship displacement numbers as we did, however, we couldn’t come up with the same SA/D number of 20 advertised in some Saga literature. Certainly this measure of horsepower to mass is an inexact predictor of sailboat speed. Given the tendency of some builders to juggle the numbers (by calculating, for instance, both a staysail and an overlapping jib as part of the “100% foretriangle”) it’s not even always an accurate relative measure of performance capabilities. Still, the difference between the 409’s SA/D ratio and those of the other two boats is, we felt, significant.

Fuel and water are cruising necessities. Castro didn’t make his boat fast by cutting back on her tankage. Several of her competitors carry as much water as the 409’s 103 gallons, but no other boat in this group carries more fuel than she does (75 gallons).

A third significant number is mast height from the waterline. Why design yourself out of access to critical places like the Intracoastal Waterway for a few feet of mast? That’s why the 409’s designed clearance— 61′ 6″ in view of the ICW’s 65′ minimum height limit—makes sense.

Deck Layout In general, we liked the deck layout. While the step from the cockpit coaming to the side deck seemed awkwardly long, the combination of space and protection achieved here seems worth the occasional stumble. The boat’s broad hindquarters allowed Castro to center the cockpit between wide side decks. That facilitates both traffic flow and offshore protection. Seat backs are a minimum of 16 inches high, the cockpit seats are sleepable (over 6 feet long), and a rugged grab-bar/table-stand is in the right place for a handhold and foot brace. The twin wheels open up a myriad of sighting angles and steering positions. They also offer a clear walkway fore and aft right through to the gated, open-style transom. This creates a seamless traffic flow and the feeling of sufficient elbow room, both of which make the 409’s cockpit an achievement. Comfortable, padded corners and a house that’s low enough for even a five-footer to see over further contribute to making the 409 comfortable and efficient to steer.

Other cruising realities have been considered. Poole pointed out the fuel filter installed in the engine overflow vent-pipe. “You don’t want to inadvertently pump fuel overboard or have it slosh out when you’re heeled. The fines for polluting aren’t getting any smaller these days.” Equally thoughtful, we felt, was a dedicated locker for safety gear hard by the starboard steering station. “It’s big enough for a (tethered) life raft canister, a sizeable ditch bag, or emergency dock lines, and it puts them all where you can lay hands on them instantly.” The port cockpit locker is cavernous. We saw two motorbikes in the bottom. “Lockers can be too big,” admitted Poole, “but this one’s certainly big enough to let the owners organize and compartmentalize it on their own.”

Saga’s system for handling the dinghy shows similar forethought. It utilizes brackets on the transom swim platform. Hook the dink athwartships across the stern, attach the fall from a single davit, and hoist the inflatable (or even rigid dink) flush across the transom. Extra-high (30″) and extra-stout (1-1/4″ diameter rail) the aft pulpit and lifelines surrounding the cockpit continue the concern with security begun by the cockpit coamings. A uniform geometry between backstay, radar arch, and bimini supports indicates attention to the details of both style and function.

“I put in a lot of effort on the back end of the boat and the bimini in particular,” Castro explained. “Saga let me make it a part of the boat’s overall style. It’s not often that designers get that kind of opportunity.” We are perhaps more wedded to watching our sails than most modern sailors, so biminis always seem to cause isolation and claustrophobia. Despite some big flexible windows in the overhead, we had those feelings sailing the 409. Still, for living aboard and sailing anywhere the sun shines, having a bimini is advantageous. The 409’s twin steering stations partially resolve the problem of seeing the sails while underway because they offer numerous steering positions.

The deck hardware is primarily Harken. While would we like better access to the mainsheet from the helm than her mid-boom traveler affords—especially for shorthanded sailing—we applaud the webbed jacklines for safety harnesses that come as standard equipment, and we appreciate the hidden nicety of a chain locker divided for chain and rode A Muir 1250 electric anchor windlass with cockpit remote is standard. Halyards are led through cabintop “tunnels” to rope clutches on the house. Tails stow in bags. This relatively common arrangement is executed with precision; i.e. all of the leads are good and the stoppers work well under load. The mainsheet traveler is affixed atop the arch that supports the dodger. The arch is fabricated from thick aluminum which is bolted to the cabinhouse. The track itself is four feet in length, adequate to provide some depowering for the full-battened main.

Belowdecks Castro described the interior: “The design follows an established layout, prioritizing the owner’s cabin (in the bow), but having a good-sized guest cabin (aft) as well, all with above-average headroom. The styling is more modern than that usually seen on sailboats, but it incorporates all the required amenities and is ergonomically friendly with good storage and lots of wood.”

Wood is the primary medium by which Castro gave the 409 interior its feel and flair. The broadest surfaces are done in cherry. Lighter than teak, redder than oak, it’s unique and pleasant. Despite its relatively soft sheen and light color, however, it can become overwhelming. We sensed that up forward where there is a minimum light and contrast. In the saloon, where the lighter shades of the upholstery, house sides, and overhead brighten things up, the cherry bulkheads, furniture, trim, and cabinetry seem warm and appropriate.

“Some of it is pure styling. I’ve used the wood to create a feeling that the boat is chunky and well-built. The details are a delight in themselves. Moldings, hand rails, locker fronts, they all have a function, but they all are a part of an aesthetic. I’ve gone for softer corners, curved doors, bulkier trim.” We think Castro’s designer use of wood makes the 409 feel both shippy and contemporary.

We liked the U-shaped galley to port. Bigger than those on most 40-footers, it’s still centralized, organized, and in a good spot hard by the companionway. We wondered about the efficiency of a sidedoor-opening (as opposed to top-opening) refrigerator. Poole assured us that, “We religiously followed the instructions of the experts at Glacier Bay.” Still, it’s hard to discount the fact that cold air escapes fast from the bottom of a box. With full recognition that the efficiency of any system depends on design, precision, execution and insulating properties, we still wonder whether home-style reefers that open from the side are ultimately as efficient as top-opening boxes.

Some 40-footers have raised saloons. Aboard the 409, however, you are sitting in the boat rather than up high with a spectacular view of the outside. There are no hull ports. Still, interior space is light and open. Good light comes from the large windows and an overhead “windscreen.” The view is unobstructed fore and aft, offering an airy feel. Though hatches and dorades should make for reasonable airflow at anchor, the boat also has air-conditioning. Yet one area where we feel style dominates function is in the absence of opening ports for cross-ventilating the saloon. The small-sized hatches overhead here hardly seem like they’ll promote sufficient natural airflow in warmer climes.

Castro spent a lot of time on the folding table, and it worked out. It’s more solid and less awkward than most such applications. Seat-back stowage is generous, and a wide shelf outboard the settees is good, if not ample. The bilge sump, at 28 inches, is deeper than most found aboard even bigger boats. The electrical system is all tin-wired, clearly labeled, and accessible via a panel that takes just four screws to loosen. The clear, radiused shower door is clever, stylish, and substantial. For a boat with a single head, however, we felt the lack of elbow room in the w.c. was a negative. We generally favor owner’s cabins that are located closer to the steering and nav stations, but this one near the bow is replete with hanger and drawer space sufficient to the task and sports a vanity that deserves to be termed elegant. Unlike the saloon, the after cabin has more than enough ventilation with an overhead hatch and ports in either bulkhead.

Construction The 409 is the first boat to be built using a new hull laminate that tests (conducted by Maritime Technical Services, Ltd., Southampton, UK) show to be twice as strong as conventional glass/epoxy lay-ups. “When I say ‘strong,’ I’m talking about impact resistance,” Poole explained. “Do you know how many containers fall off ships? No one knows for sure, but it’s more than we’re comfortable with. We want a Saga to be able to withstand collisions with that sort of sharp, puncturing object. Like they found out with Titanic, watertight bulkheads aren’t the complete answer.

“We embarked on this over three years ago. We talked to expert builders like Barry Carroll,” Poole added, “and collaborated with DuPont (for a glass-kevlar hybrid cloth), JB Martin, Ltd. (Quebec) for an improved vinylester resin compatible with it, and MTS in Southampton for testing. We’ve achieved a skin that is three times stronger than aluminum.”

The 409 is balsa-cored (hull and deck) with a solid (1-3/4″) glass bottom. The laminate is tailored to address localized loads and laid by hand. “To work with Kevlar,” Poole said, “you need a compatible resin.” The company offers a 10-year warranty against osmotic blistering. Both structural bulkheads and furniture components are structurally bonded to the hull and deck. This boat is quiet under sail, but we found weather stripping used to tighten the fit of the floorboards. “With the amount that wood swells,” explained Poole, “we’ve had to do that to keep the boards from swelling shut.” Given the impermanence of the solution and the messiness of the fix, we thought Saga should find a better way to outwit Mother Nature.

The sub-floor framing structure, designed to anchor the rig, utilizes bi-directional E-glass reinforcements. The hull-deck joint is a flange bonded with 3M’s 5200 and through-bolted on 4″ centers. The slotted aluminum toerail encapsulates a full-length PVC rubrail, and is likewise through-bolted. The solid bottom portion of the hull is 18″ deep and made of six layers of 2408 matt.

The rudder is all carbon fiber, making it light and strong.

We found the building practices at Saga very similar to those at other top-shelf shops, and we commend the company for developing this new, safer laminate.

Performance Making 6.9 knots in 8 knots of true wind convinced us that there were good grounds for considering the 409 a speedy boat. The secret was the Code Zero. It proved the difference between ghosting and charging when we set it and rounded onto a close reach on the flat water of Biscayne Bay. Her convenient rig and clean, balanced hull seemed ideal for the big balloon jib. All of this hammered home Poole’s claim that the 409 was meant to make sailing “more fun more of the time.”

It was hard to tell in light air, but the tight sheeting angles for the jib and the high-lift potential of the keel should make the 409 quick upwind. Despite the light air, we tacked through just over 90 degrees. Additionally, the 409 is fun to drive. Castro said that he modified a deep, high-aspect ratio, NACA section foil by adjusting both leading and trailing edge to lighten the feel and increase effective control.

From what we could tell in Biscayne Bay, Castro’s modifications work. The 409’s Westerbeke 55B is self-bleeding and develops 55 horsepower at 3000 rpm. A two-bladed fixed prop is standard, but a boat with the capabilities of the 409 seems to cry out for the optional feathering three-blade that Saga does offer. She powered quite easily to her 8-knot hullspeed on our trial sail with 500 to 600 rpm left in reserve. There was, however, considerable engine noise. Checking it out, we obtained readings of 80 db (in the forecabin), 96 (saloon), 98 (aft cabin) and 88 (cockpit) while running at 2500 rpm. That’s hardly excessive, but louder than you’d expect in a premium-quality boat.

Conclusions With the 409, Allen Poole, Tony Castro, and the people of Saga Yachts have done a lot to resolve the time-honored comfort vs. speed dilemma. Builder and designer have drawn heavily on remarkable banks of experience to create a boat that delivers much of what cruising sailors are seeking. Without being radically or offensively new, the 409 is a bundle of fresh solutions, valuable developments, praiseworthy evolutions, and common sense ideas. At a base price of $329,000, she’s one of the highest priced boat in her class. And this boat isn’t perfect, especially in the areas of zero-tolerance joinery and soundproofing. Still, it strikes us that her combination of top-drawer performance, full-bore cruising efficiency, and head-turning style, makes her not only unique, but a good value as well.

Contact – Saga Marine, 905/646-4040, www.sagayachts.com .

Also With This Article “Saga 409 in Context”

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We've (Allegedly) Bought a Boat - The Saga

• Thread starter Sandi_k
• Start date May 3, 2013

Petty Officer 2nd Class

• May 3, 2013

Re: We've (Allegedly) Bought a Boat - The Saga Congrats! We love our Monty, great boat  

akorcovelos

Petty officer 1st class.

Re: We've (Allegedly) Bought a Boat - The Saga Nice, looks like your rigorous due diligence paid off handsomely. Enjoy it in good health!  

akorcovelos said: Congrats, now you can start stressing about putting the first scratch on her! Click to expand...

Toddavid said: Nice, looks like your rigorous due diligence paid off handsomely. Enjoy it in good health! Click to expand...

crabby captain john

Lieutenant commander.

Sandi_k said: Thanks, Todd. I still have lust in my heart for the Chapparral 204/206 ssi, but I'm sure I'll love the Monty too. Click to expand...

Sandi_k said: OK, now for the fun part. Any suggestions on names that might include a nod and a wink to spreadsheets? DH's request. We've thought perhaps: Excel-ent (but then I'm afraid people will think I can't spell). Excel-Ent Adventure Maybe just Excellent Adventure, with the spreadsheet reference an in-joke? Any other ideas? Click to expand...

Home Cookin'

Fleet admiral.

• May 4, 2013

Re: We've (Allegedly) Bought a Boat - The Saga have fun! I think especially in your case it's wise to pay for reliability. I like the way it has pedestal seats instead of back to back to give you more room. Just like buying a house, you can never find one boat with all the features you want  

Senior Chief Petty Officer

Re: We've (Allegedly) Bought a Boat - The Saga Very nice ride, enjoy it.  

Sandi_k said: OK, now for the fun part. Any suggestions on names that might include a nod and a wink to spreadsheets? DH's request. We've thought perhaps: Excel-ent (but then I'm afraid people will think I can't spell). Excel-Ent Adventure Maybe just Excellent Adventure, with the spreadsheet reference an in-joke? Any other ideas? Also considering "Good Idea", since one of the lines in Monty Python's Holy Grail that still cracks us up is God's exasperated reply "Of course it's a Good Idea!" It might also forestall the parental criticism, which I'm sure is imminent. Click to expand...

Re: We've (Allegedly) Bought a Boat - The Saga "Knot counting" because: 1) obviously, when you'll be aboard you won't work 2) of the infamous boater's selective memory which tend to loose track of all the expenses related to their activity... 3) when you're on the water, nothing else matter  

Home Cookin' said: Just like buying a house, you can never find one boat with all the features you want Click to expand...

tazrig said: PLEASE! PLEASE! PLEASE! Don't tell Sandi-k that... (DH) may see that post and force her to start the whole process all over again!!!!! It's a beautiful boat.... the perfect boat..... the only boat for them.... there couldn't possibly be a better boat for them.... In fact there will never be a better boat made for them... EVER!!!:lol::lol::lol: Seriously though Sandi, Congratulations and use it in good health! Click to expand...

crabby captain john said: There is the name -- Lust in my heart' or 'lust of my heart'. Click to expand...

• May 15, 2013

Re: We've (Allegedly) Bought a Boat - The Saga Congrats on a great boat! Looks like you are "Excel-Ing" to me!  

Vice Admiral

• May 16, 2013

Re: We've (Allegedly) Bought a Boat - The Saga Best of luck. How about... 'Off the Grid' 'We Row' 'We Excel' 'Ms Excel' (as in, MS Excel) Have fun!  

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SAGA Insurance

• Thread starter dolabriform
• Start date 15 Dec 2020
• 15 Dec 2020

dolabriform

Well-known member.

Hi there I got a renewal quote from Y Yacht and it's almost doubled from last year. I've got a quote from SAGA which is cheaper than Y Yacht were last year. Has anyone got experience of their boat insurance? Thanks  

dolabriform said: Hi there I got a renewal quote from Y Yacht and it's almost doubled from last year. I've got a quote from SAGA which is cheaper than Y Yacht were last year. Has anyone got experience of their boat insurance? Thanks Click to expand...

We have insurance on both cars and house & contents with them - very pleased with the experience of the only claim we've had. However when I asked for a quote on the boat, the call handler knew nothing about the Norfolk Broads ( Where is that, how far off shore will you be sailing etc). Their office is only in Folkestone FFS ! Then it came to the boat details. At the point I realised that since it didn't appear on a list on her screen there was no point in continuing !  

They are Brokers.  

Easticks28 said: They are Brokers. Click to expand...

Graham376 said: Who are the underwriters? Click to expand...

Active member

I have like others have had SAGA insurance for my boats for many years. My first boat insured with them was an 18' fishing boat of unknown origin with GRP hull and wooden topside all they required from me was a few photographs of the boat, job done boat insured at what i thought was a very reasonable premium (£80 ish per annum) . Been with them ever since. Jim  

We have also been insured with SAGA for many years and premiums are still reasonable. We had a major claim with them about 4 years ago when the boat blew over in a storm while in a yard for hull work. It was all dealt with quite efficiently by Amlin, even though the boat and repairs were in France.  

Deleted  

I dropped Saga when they charged an outrageous sum when I changed cars. I told at the time that they had lost a customer for good, and I haven't been back.  

Joker said: I dropped Saga when they charged an outrageous sum when I changed cars. I told at the time that they had lost a customer for good, and I haven't been back. Click to expand...

I have SAGA policies for a car and home that are fixed for three years and the premiums were competitive. I have just sent an application form for insuring my boat. If a survey is not required and reasonable single-handed cover is offered, I'll probably take it.  

I've been with Saga for quite a while now. Never had a claim, so don't know how good they are. I didn't launch this year, and was disappointed at their response to a request for some reduction in premium, for the lower risk.  

Poignard said: I have SAGA policies for a car and home that are fixed for three years and the premiums were competitive. I have just sent an application form for insuring my boat. If a survey is not required and reasonable single-handed cover is offered, I'll probably take it. Click to expand...

Yes, I'd be grateful if you would. Thanks.  

I too have been with Saga for years. My only claim was a few years back after a making a mistake while single-handing - all paid without fuss. My 2020 cover for single handing is subject to an excess of £500 (as opposed to the standard policy excess of £250) and covers me for up to 18 consecutive hours.  

kacecar said: I too have been with Saga for years. My only claim was a few years back after a making a mistake while single-handing - all paid without fuss. My 2020 cover for single handing is subject to an excess of £500 (as opposed to the standard policy excess of £250) and covers me for up to 18 consecutive hours. Click to expand...

• Bristolfashion

I thought Saga only insured Viking longboats? I'll get my coat.  

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> > Please support our sponsors and let them know you heard about their products on Cruisers Forums. 30-05-2024, 07:55   Boat: Cutter-Rigged Moody 54 was built with a Eudoria/Eumenia Sparmeister 802 washer/dryer, like a lot of Oysters, Discoveries, etc. This particular machine was chosen because it is extra slim, and very robustly built. It's a weird design with a door which flips around to provide the element for the drying function. It's 23 years old now. It's given me a lot of good but it's got a lot of drawbacks and it's getting hard to find for it. Drawbacks are it uses a ton of , has microscopic capacity, and the dryer spews moist hot air directly into the . It has one of those rotary master switches with dozens of contacts, which failed a few years ago, and is unobtainable as a spare, so I've patched it up bypassing one set of contacts with a manual switch, adding relays, etc. But now it has another problem -- some component involved in regulating temperature has failed, and it now boils my and tries to combust it while drying. I suppose that could only be three things -- thermostat, relay, or temperature switch, and I could probably figure out how to replace those with something or another, but I decided to give another shot at finding a replacement. The problem with that is the was basically built around it, and it's an odd size. I have only 59cm of width, and height is limited. But worst of all, it would have to come through a door which is only 48cm wide, which limits . Lo and behold, LG have come out with a washer/dryer combo with "super counter max depth", which is -- 47.5cm deep with the door off. It's a little too tall but I could lower the floor, OR remove the upper door and let it stick out a bit. Unlike the Eumenia, this one doesn't have any controls on the top, so the mattress could just go straight on it if I'm using the space above as a pilot berth. There are a couple of different versions of it: Downside here its it's a condensor dryer rather than heat , so it uses up fresh supplies for drying. How I wish they made a heat one in this form factor. But a full wash and dry cycle still uses less water than just in my old machine, so I guess i can live with it. It will be delightful not to have the hot wet coming right into the cabin! And the capacity is fully double that of my old one! I'm this in the hopes of benefiting someone else who has been facing the same issue. I'll also post in the Moody Owners Association. Also, in case anyone has found some other option in this form factor -- I'd love to hear about it. 30-05-2024, 13:36   30-05-2024, 17:00   Boat: Southerly 480 31-05-2024, 01:17   Boat: Cutter-Rigged Moody 54 31-05-2024, 03:02   Boat: Jeanneau 57 for thought? 31-05-2024, 03:06   Boat: Jeanneau 57 31-05-2024, 03:13   Boat: Cutter-Rigged Moody 54 for thought? 31-05-2024, 05:57   Boat: Chris Craft 381 Catalina 31-05-2024, 06:17   Boat: Beneteau 432, C&C Landfall 42, Roberts Offshore 38 , and hung in the to dry. The space currently occupied by the W&D, can be converted to something more useful, like a likker cabinet, unless off course, you already have one of these on the boat, in which case I'm flat out of ideas. 31-05-2024, 08:31   Boat: Cutter-Rigged Moody 54 for me, but you could make a heck of a condensor dryer with a and cold sea water. 03-06-2024, 13:55   Boat: Kanter 54 so we will see soon, er the water will be cold so drying efficiency will be good. Although we know drying capacity is small. The seawater idea appeals to the in me but just thinking about it seems like a folly - but I do have seawater pump plumbed into the system for wash which does backup our freshwater system pump - hmmm BTW had to cut the old machine into pieces with a hacksaw to get it out the door. 03-06-2024, 14:19   Boat: Elan 45 impression 03-06-2024, 14:20   Boat: Cutter-Rigged Moody 54 , and hung in the to dry. The space currently occupied by the W&D, can be converted to something more useful, like a likker cabinet, unless off course, you already have one of these on the boat, in which case I'm flat out of ideas. 03-06-2024, 14:22   Boat: Cutter-Rigged Moody 54 so we will see soon, er the water will be cold so drying efficiency will be good. Although we know drying capacity is small. The seawater heat exchanger idea appeals to the in me but just thinking about it seems like a folly - but I do have seawater pump plumbed into the system for wash which does backup our freshwater system pump - hmmm BTW had to cut the old machine into pieces with a hacksaw to get it out the door. 03-06-2024, 14:24   Boat: Cutter-Rigged Moody 54 Thread Tools Rate This Thread : Posting Rules post new threads post replies post attachments edit your posts is are code is are are are Similar Threads Thread Thread Starter Forum Replies Last Post Clevermoray Deck hardware: Rigging, Sails & Hoisting 0 15-09-2023 11:51 Talbot Liveaboard's Forum 23 30-01-2019 10:16 dennisail Deck hardware: Rigging, Sails & Hoisting 19 24-05-2010 22:16 Meck Classifieds Archive 5 28-09-2009 20:08 beau Multihull Sailboats 19 24-11-2007 10:45 - - - - - - - Privacy Guaranteed - your email is never shared with anyone, opt out any time. The global authority in superyachting NEWSLETTERS Yachts Home The Superyacht Directory Yacht Reports Brokerage News The largest yachts in the world The Register Yacht Advice Yacht Design 12m to 24m yachts Monaco Yacht Show Builder Directory Designer Directory Interior Design Directory Naval Architect Directory Yachts for sale home Motor yachts Sailing yachts Explorer yachts Classic yachts Sale Broker Directory Charter Home Yachts for Charter Charter Destinations Charter Broker Directory Destinations Home Mediterranean South Pacific Rest of the World Boat Life Home Owners' Experiences Interiors Suppliers Owners' Club Captains' Club BOAT Showcase Boat Presents Events Home World Superyacht Awards Superyacht Design Festival Design and Innovation Awards Young Designer of the Year Award Artistry and Craft Awards Explorer Yachts Summit Ocean Talks The Ocean Awards BOAT Connect Between the bays Golf Invitational Boat Pro Home Superyacht Insight Global Order Book Premium Content Product Features Testimonials Pricing Plan Tenders & Equipment 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. More about this yacht Similar yachts for sale, more stories, most recent, from our partners, sponsored listings. How Jake Anderson Lost the Saga on Deadliest Catch Jake Anderson loses control of the fishing vessel Saga due to legal issues. After losing Saga, Jake finds temporary work on the Northwestern and later joins the Titan Explorer. Deadliest Catch has seen numerous legal troubles throughout its 20 seasons, including issues involving cast members and production. As proven in the 20 seasons of Deadliest Catch , nothing is for certain. Things can change on a whim, and security is something not to take for granted. For fan-favorite Jake Anderson , he has learned this the hard way. After putting everything into the fishing vessel Saga , Jake suddenly lost control of the boat he part-owned when he was served a repossession note. With the timing coinciding with the Red King Crab fishery reopening and a derby-style race underway, Jake was essentially lost at sea. Celebrating its triumphant twentieth season, Discovery Channe l has upped the ante with the latest season of Deadliest Catch . Capturing the dangerous crabbing industry in the Bering Sea, Deadliest Catch takes viewers on a journey through deadly situations, ever-changing conditions, and a cast of characters that are bound to their duty. Throughout its incredible tenure, Deadliest Catch gives viewers an inside view of the individuals that make this universe so mesmerizing. But as time has gone on, viewers have witnessed the ever-changing conditions and how it can all change on a dime. Deadliest Catch (2005) Release Date March 15, 2005 Cast Mike Rowe Main Genre Reality Genres Reality Creator(s) Thom Beers Loss of F/V Saga May Not Be Jake's Fault Captain Jake Anderson has been a staple on the Discovery Channel series Deadliest Catch since 2007. When he started in the industry nearly 18 years ago, he began working as a greenhorn on the fishing vessel Northwestern. Through his time in the industry, Jake has tried his hand at every job in his career, ranging from deckhand, deck boss, engineer, captain, and vessel owner. As a perennial star on Deadliest Catch , things drastically changed for Jake at the beginning of Season 20. Discussing his experience on Deadliest Catch , Jake stated, "For me, it's my life. It means my life. I've always been honest with the cameras and production to show my heart to accomplish the American dream." With over ten years of experience, a new journey began for Jake. With his focus mainly on the operations side at the helm of F/V Saga, Jake's world was turned upside down. Through interviews before the start of the season , Jake Anderson revealed that there were some legal issues involving his partner on F/V Saga that caused him to lose his boat. He stated that on a show like Deadliest Catch , dreams can be made and broken at the same time. Jake said, "With the boat, I found out on a Friday in August. Everything was situated to go red crab fishing. Then on September 1, things started to look dark. Just before I was getting to go red crab fishing, I found out my partner, with all due respect with the legal things going on, we don't know what he did. I lost my boat." He went on to say, "I went from having the most King Crab to catch and having a nice platform I built with my own two hands to losing it all over a weekend. Why Fans Are Turning on 'Deadliest Catch' Star Jacob Hutchins The newbie is not going to take the bait What Jake Did After Losing the Saga Jake was forced to seek refuge from his former mentor, Captain Sig Hansen , who allowed him to temporarily work on his ship, the fishing vessel Northwestern. It seemed fitting as it was the ship where it all began for Jake. Regarding his mentor, Jake revealed, "Of course, Sig is going to reach out because we are close. As fishermen and fisherwomen, the camaraderie is something special. It's a very honorable profession. Not just for Sig, but I think any one of us would do that for each other, even if we were an enemy." Following a temporary stay with Captain Sig Hansen and the crew of F/V Northwestern, Jake was eager to begin a new journey. He moved on to the Titan Explorer, a new boat for him to tackle. With a new team and individuals he hasn't had a working relationship with prior, he knows that this job is not secure. He has to earn the trust of the owners so he can maintain a position following the season. By not owning and operating his own boat, it's a new change of pace for the veteran fisherman. It's crucial that Captain Jake Anderson proves his worth. And yet, this has been a learning experience for him. He knows it's a step-down for him, but in order to stay active, it was his only choice. He had to swallow his pride and work to the best of his abilities in the conditions handed to him. In a high-stakes, competitive industry, Jake was forced to start at the bottom where he no longer appeared as a threat to his equals. He wasn't a threat, he became an asset thanks to his nearly two decades of experience. And until he would be able to find his footing once again, his relationship with the other captains will change. They are all in this for themselves to fulfill their own quotas, and thus their pockets, but through the loss of F/V Saga , Jake has learned about the camaraderie in the industry in dark situations like his. As already seen in Season 20, Jake is on the way back up, hopefully having the issues resolved with the legal side of F/V Saga sooner rather than later. 'Deadliest Catch' Is No Stranger to Legal Woes Over the twenty seasons of the show, individuals involved with Deadliest Catch have experienced a handful of legal troubles in the past. Following the loss of his father, Captain Phil Harris , Josh Harris was embroiled in extreme controversy following a guilty plea for a 1998 sexual assault case involving a minor. He was thus dropped from the show, as well as his ship, F/V Cornelia Marie . Production manager Matthew Schneider was arrested during a drug bust where he was accused of using and selling cocaine. Before being cast on the program, Joshua Tel Warner was a convicted bank robber. Even the production company itself was sued for the protocols following the medical emergency of Nick Mavar . Now, the Saga drama is the latest in the string of legal headaches. Captain Jake Anderson has mentioned that he finds fishing a very honorable profession. And thus far this season, he seems to be proving that fact accurate. Jake has had his entire world ripped from his hands, but like the American dream he had spoken about, he seems set and determined to tackle it again. With no official word on the status of the legal woes, it appeared that F/V Saga was up for sale. Deadliest Catch airs new episodes every Tuesday at 8:00pm on Discovery Channel. All episodes are available to stream on Discovery Plus. Watch on Discovery Plus Forum Listing Marketplace Advanced Search SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more! New Member Introductions Community rules, general sailing discussions, cruising under sail. Provisioning Cooking On A Boat Cruising and Sailing with Children US East Coast - Bahamas - Bermuda USA Gulf of Mexico US West Coast, Pacific Northwest & Alaska USA & Canada - Great Lakes & Inland Lakes Canada East and West Coasts Trans Atlantic Passages UK, Europe, & The Med Caribbean - Islands and Sea. 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We are fairly sure that we have narrowed... 10 340 Minnewaska replied 53m ago L General Sailing Discussions loualfr1 20h ago selling/ donating boat looking for recommendations on how to sell/ donate boat. I have a 1986 Cal 22. No longer have trailer for it, so it is on stands at a marina. Have moved up to a bigger boat so I'd like to sell or donate it. So far not much luck. It is totally seaworthy, only some cosmetic stuff and... 11 230 Minnewaska replied 1h ago R General Sailing Discussions rockDAWG May 29, 2014 RYA yachtmaster vs USCG license Captain vs ICC To open more opportunities, getting endorsement has become an important step to sail on OPB. RYA wants sea miles but USCG wants days on the boat. It seems that RYA is a way to go at least for my case. But I have to fly to UK or AU to get the practical exam for Yachtmaster Ocean or... 87 51K boatpoker replied 9h ago 175.4K members Community Staff Top Contributors this Month 312 IMAGES 65m Yacht LIFE SAGA by Admiral Yachts and GMC Design Admiral Yachts showcases new M/Y Life Saga LIFE SAGA Yacht Review SAGA Yacht Photos SAGA ONE Yacht Layout / General Arrangement Plans SAGA Yacht Photos VIDEO Captains Yacht Enterprise E Sea Trial aboard S/V Mahina, a Saga 43 COMMENTS [email protected] Once you are a member you can send email to the group membership at [email protected] without signing on. Contact Harry Keith below via email if you need assistance. Group Moderators: Harry Keith -- [email protected]. Carl Thoreson - [email protected]. Roger Neiley - [email protected]. [email protected] I've been following the forum since fall. Impressed by this resource and passion for the Saga line. I spoke with a number of you directly as I considered purchase of Galway Girl (ex. Windress) while she was out of water. ... Wondering if there might be a New England based Saga 43 boat/owner willing to offer a short sail. ... [email protected] Likely New Owner Saga 43 Hull 50. @Fast505. May 25 #6407. Hello everyone, I've been lurking in the group for a few months while my wife and I looked around for a new boat. After many fits and starts with potential boats, selling my extensively refit Tartan 37 myself (not easy!), and a lot of research, it seems we are pretty close to owning Saga ... Saga 43 Jeff_H. 12435 posts · Joined 2000. #2 · May 13, 2001. I would address your questions to Bob Perry <[email protected]> the designer of the Saga. He has designed a lot of ''serious blue water cruisers'' and seems to speak quite candidly about things. I have had the chance to observe the Saga 43 underway in a number of conditions. SAGA YACHTS Boat Review Forum. SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, ... 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. The Saga 35 The Saga 35 by Saga Yachts, of St. Catharines, Ontario, is a somewhat lean, all-waterline design created out of what makes a boat sail well. This is a boat that's really about sailing, designed to feedback all the best characteristics of handling in a range of sea states and breeze, efficiently, under sail and power. Pacific Seacraft/ Saga Bankrupt The tooling for the SAGA 35, 409 and 48 along with the name, brand and all of the intellectual property were purchased from Mr. Poole two days after the Seacraft auction last fall. Negotiations for the tooling and the right to build the venerable SAGA 43 which had been held privately were completed early this month. Saga 43 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. Sagaforumet the forum is recommended. Links: Sagaboats Selje: Sagaclub Norway: Swedish Sagaclub: Danish Sagaclub: Owners pages: Models Smal dingies SAGA 14 SAGA 15 Kaptein SAGA 16 Færing ... SAGA 320 SunTop SAGA 325 SAGA 365 ----- ----- ----- -----ca.1962 1960 1966 1974 1980 1967 1969 1972 1992 1983 1970 1974 1976 1976 1979 1984 1980 1982 1984 1986 1978 ... Saga 409 From what we could tell in Biscayne Bay, Castro's modifications work. The 409's Westerbeke 55B is self-bleeding and develops 55 horsepower at 3000 rpm. A two-bladed fixed prop is standard, but a boat with the capabilities of the 409 seems to cry out for the optional feathering three-blade that Saga does offer. We've (Allegedly) Bought a Boat OK, Slip Away couldn't keep his lips together....the secret is out. We have (allegedly) bought a boat, and it's all SA's fault. :D Y'all have noted that DH's list was becoming increasingly restricted and picky...some might even say (OK, I think I did say) difficult and OCD...:whistle: We... [email protected] The fabrication team at Saga were some of the best from Ontario's boatbuilding golden era and they knew how to build boats well and when things were stable, the line moved very nicely....the front office on the other hand, tended to create more drama (original Saga owners know what I am talking about ;) Here is a shot of the 48 mast step; https ... Saga Boats Saga Sailboats: Saga Yachts was originally established in Canada in 1995. They opened their doors with an original boat design aimed at serious cruising sailors and experienced shorthanded cruising couples. The first Saga 43 designed by Robert H. Perry was based on many lessons learned while sailing the single-handed open class ocean racers of ... Saga boats for sale Saga boats for sale on YachtWorld are listed for a swath of prices from $49,900 on the relatively lower-priced models, with costs up to $299,000 for the highly-specialized, bespoke models. What Saga model is the best? Some of the most popular Saga models currently listed include: 43, 409, 48, 26 HT and 35. Saga models are available through ... Saga About The Boat. Boat Builders Row ... Saga. Follow Forum Create Thread SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, ... The Fora platform includes forum software by XenForo. VerticalScope Inc., 111 Peter Street, Suite 600, Toronto, Ontario, M5V 2H1, Canada Saga 43 boats for sale Find Saga 43 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Saga boats to choose from. ... Boats Group does not guarantee the accuracy of conversion rates and rates may differ than those provided by financial institutions at the time of transaction. Saga 43 By Condition. Used Saga 43 3 listings . SAGA Insurance I too have been with Saga for years. My only claim was a few years back after a making a mistake while single-handing - all paid without fuss. My 2020 cover for single handing is subject to an excess of £500 (as opposed to the standard policy excess of £250) and covers me for up to 18 consecutive hours. Washing Machine Saga Moderator. Join Date: Mar 2009. Location: Denmark (Winter), Cruising North Sea and Baltic (Summer) Boat: Cutter-Rigged Moody 54. Posts: 34,361. Washing Machine Saga. My boat was built with a Eudoria/Eumenia Sparmeister 802 washer/dryer, like a lot of Oysters, Discoveries, etc. This particular machine was chosen because it is extra slim, and ... SAGA 409 A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls. SAGA YACHTS SAGA YACHTS. Jump to Latest Follow SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more! 21 - 21 of 21 Posts. 1 ... Life Saga: On Board the 65 Metre Admiral Yacht 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. How Jake Anderson Lost the Saga on Deadliest Catch Through interviews before the start of the season, Jake Anderson revealed that there were some legal issues involving his partner on F/V Saga that caused him to lose his boat. He stated that on a ... SailNet Community A forum community dedicated to Sailing, boating, cruising, racing & chartering. ... Saga; Seafarer; Southerncross; Soverel; Tanzer; Tartan; Union Polaris; Watkins; Wauquiez; Westerly; ... 4d ago. Motorboats and Trawlers - Not Dinghies. Motorboats and Sailing Boats have the same systems and some unique features too! 144 14.5K Jun 13, 2024. 144 ... Sony Music Entertainment Japan, Aniplex, and Pocketpair jointly Sony Music Entertainment Japan, subsidiary Aniplex, and Palworld developer Pocketpair have announced the establishment of Palworld Entertainment, a joint venture that will be responsible for develo… Xbox Game Pass and PC Game Pass price increases announced ... Xbox Game Pass Ultimate $19.99 / £14.99 / €17.99 $16.99 / £12.99 / €14.99 *Old price remains for existing subscribers with automatic payment renewal enabled. Xbox Game Pass for Console will ... SAGA 36 A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls. catamaran gulet motorboat riverboat sailboat trimaran yacht