re-thought, with the new garage designed around the dimensions
of the Extender 520, a clever Italian-made outboard RIB with
a folding console and a hinge one third of the way from its vertical
bow, which reduces its stowed length from 17ft (5.20m) to just
under 11ft (3.30m).
But that’s not half the story. You can have twin 1,825hp
Caterpillars on this yacht, or twin 1,800hp MANs – or you can
choose three 900hp Volvos on IPS drives. Triple pod-drive
installations seem less exotic now than they used to even a couple of
years ago, but the Amer is still the fi rst yacht of this size from an
Italian yard, and one of the fi rst hundred-footers in the world to
boast a triple IPS installation.
Amer doesn’t think of IPS as an exotic option designed to appeal
to gearheads, but as the most practical installation. The 94 was
conceived around it. Of course in some areas of the world Cat or
MAN will make more sense than Volvo for servicing and support,
and some owners just prefer shaftdrives anyway. But Amer’s
engineers really think you should go for the IPS version, and they
do have a point. This was the fourth triple-pod boat I have tested,
and I have gone through the stats to see if the claims made really
stack up. They do: for a given output, three engines can defi nitely
be lighter and more fuel-effi cient than two. Amer’s own trials,
comparing this yacht with an MAN-powered 92, confi rm that
although the IPS version is not as fast (as well as being slightly
longer, it is slightly heavier) it uses a lot less fuel speeds higher than
around 23 knots. The base price of the 94 is the same, whether you
choose the triple IPS installation or either of the twins. Amer regards
IPS drives as the standard option.
ENGINES OF THE FUTURE
And rightly. Under way, the 94 felt like a perfect match for the IPS
and its intelligent electronic control systems. With just two throttle
levers and a computer to intercede when necessary, taking the helm
will feel perfectly intuitive to anyone brought up on more traditional
craft. Everything is integrated. Fore-and-aft trim is taken care of with
a single rocker switch on the inner lever. There are no thrusters, but
the IPS drives swivel and turn and use their own thrust to position
the vessel while you make minuscule movements of the joystick,
which is mounted on the arm of the helm seat. We achieved a
maximum straight-line speed of a little more than 27 knots, while
the yacht also seemed content to travel more slowly – Jean-Paul, the
owner’s captain, confi rmed that on long trips, speeds between 15 and
18 knots are both comfortable and economical. Handling was
reassuring and free of surprises. Loaded as we were with fuel and
water – nearly six tonnes – we found that a bit of downward trim tab
produced an extra knot or so at all planing speeds. And it’s quiet –
just 62dB(A) in the master cabin at 27 knots.
You might expect a fast, effi cient, triple-engined, pod-drive
hundred-footer to look as exotic as it sounds, but the Amer 94 really
doesn’t. It just looks like the big, comfortable and luxurious motor
yacht that it is – albeit one possessed of a certain self-assurance. The
yard hasn’t even been tempted to paint a go-faster stripe down the
side. There’s a lot more to this boat than meets the eye – hidden away
at its heart, where it counts.
Contact http://www.ameryachts.it
At least fi ve different
options are available for
the layout of the cabinsThe master suite on the fi rst Amer 94
is full beam amidships, with a large
walk-in wardrobe and a modest headsLots of veined marble can
be found in the solid looking
and spacious ensuites