yacht mercedes amg

This 2,700hp Mercedes-AMG x Cigarette Racing 59' Tirranna yacht blew my mind

Mercedes-AMG and Cigarette Racing have a long history of creating high-performance racing boats, but few are as striking as this year's Miami International Boat Show specials: the 59' Tirranna AMG Edition, and its one-off Mercedes-AMG G 63 Cigarette Edition SUV cousin. From that point, I didn't know where to look first: should I feast my eyes on Mercedes-AMG's newest racing boat, or should I ogle at the newest G 63? Since the new 59' Tirranna AMG Edition was still out on the first run giving journalists a test ride, I spent some time with the Mercedes-AMG G 63 first.

Sure, I'd come all the way to Miami to experience the 59' Tirranna AMG Edition first-hand, but it's hard to ignore the G 63 Cigarette Edition even when it's parked at a distance. As I got closer, the depths of the glossy, black metallic finish contrasted with the gold AMG patterns on the sides grew more obvious. If there's a vehicle more worthy than this for pulling up at the yacht club, at least as long as you have the 59' Tirranna AMG Edition waiting for you there, I'm not sure what it would be. New 22-inch cross-spoke AMG forged wheels with gold accents on the wheel center caps and rim flange join the AMG Night Package, which adds its dark chrome AMG-specific radiator grille and bull-bar. Matching gloss black logos, along with side entry boards in matte dark finish, round things out nicely.

Inside, though, it's an unexpectedly different story. Rather than a murdered-out cabin, this one-off G-Class has the same two-tone theme as the 59' Tirranna AMG Edition. That means genuine macchiato beige and dark blue Nappa leather upholstery, while the new AMG performance steering wheel is also finished in matching dark blue Nappa leather and carbon-fiber.

Cigarette lettering on the floor mats and grab handle complete the tie-in. "Since 2007, we've shared our passion for performance with the Cigarette Racing Team," said Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH. "The exterior and interior of this one of a kind G-Class Edition was tailor-made in our Performance Studio in Affalterbach underling the high-performance appearance of the Mercedes-AMG G63."

Along with the brutish appearance is a proper brute of a motor, courtesy of a 4.0-liter bi-turbo V8. Producing 577-horsepower and 627 pound-feet of torque, it comes with a rear-biased all-wheel-drive system that feeds 40-percent of torque to the front and 60-percent to the rear wheels. It also has three differential locks for added off-road prowess, along with AMG Ride Control suspension that adjusts the damping forces at each individual wheel.

Impressive, certainly, but still overshadowed by the boat. Based on Cigarette Racing's 59' Tirranna – part of Cigarette's lineup of performance center console boats that includes the 41' GTR Reserve and 42' Huntress – the special-edition is built for high-performance agility despite its length. Outside, there's the same black metallic exterior contrasted by a gold AMG design diamond pattern as on the G 63 Cigarette Edition. "Mercedes-AMG stands for Performance Luxury," said Gorden Wagener, Chief Design Officer at Daimler AG. "The Tirranna AMG Edition is the perfect transfer of this principle to a boat: its dynamic and at the same time deeply sensual proportions embody athletic beauty."

Pretty boats aren't rare, but the 59' Tirranna AMG Edition is more than just a thing that looks great on the water. Cigarette Racing replaced all the heavy bits and turned instead to high-tech composite materials, for example; the raked hardtop roof, for instance, is now crafted from carbon-fiber. Not only does that reduce weight, but it also significantly reduces the vertical center of gravity. That pays dividends in the boat's super-crisp handling over smooth or choppy waters.

More carbon-fiber was used for the superstructure, including a carbon-fiber transom and carbon-capped stringers. Cigarette Racing boats are known for having race-style rigging and efficient hull designs, and the same holds true in the 59' Tirranna AMG Edition. But, since we're still talking about a certified AMG model, Cigarette Racing vacuum infused the hull and deck using composite laminate scheduling with PVC coring. Even the controls are special, with a custom instrument panel with titanium fasteners. The entire console is a nano-coated solid surface that offers anti-reflective and heat-resistant properties. "The 59' Tirranna AMG Edition remains true to our proven racing DNA while embodying the next level of luxury and performance to once again redefine the expectations of our discerning customers and set a new benchmark," said Skip Braver, CEO of Cigarette Racing Team.

You can't really miss that from the rear. There, six supercharged motors give the 59' Tirranna AMG Edition its get-up-and-go: three pairs of Mercury Racing 450R outboard V8 engines. Boasting 4.6-liters of displacement, each engine produces 450 peak horsepower at the propeller shaft. It doesn't take a mathematical whizz to confirm a combined output of 2,700-horsepower, and that's good for a top speed of 80 mph, which in boat terms is pretty damn quick indeed. On our first run out, we clocked in at over 71mph while on the way back we sped up quickly to 52mph.

Skip conscientiously suggested that I sit at the back if I wanted a smoother ride. I'm the kinda guy that doesn't mind waiting a few extra minutes at the amusement park just to get the first seat on a rollercoaster, though, so I politely thanked Skip and claimed a spot in the front left side instead. Acceleration was rapid and, being on water, that's not an easy task for a boat this size, let alone keeping things smooth at proper racing pace. While the expression forced onto my face might not indicate it, the ride was still smooth enough for me to operate my phone and 360 camera, with only a little more effort than usual.

Up to 26 people can be ferried at once, courtesy of the unique center console design. They'll undoubtedly appreciate Cigarette Racing's proprietary gyrostabilizing system, Seakeeper: that promises to reduce body roll by up to 80-percent. Switched off, we "rocked" with the waves which, to put it lightly, ain't fun at all. When switched on, everything felt even; if you struggle with motion sickness, the $100,000 for this system is a no-brainer. With standard bow and stern thrusters, meanwhile, you can easily dock the huge behemoth at any posh yacht club.

With the captain occupied with those twenty-seven hundred horses, it was time to relax in the boat's macchiato beige and dark blue leather-covered cabin. Below deck, there's a large handcrafted sofa, an equally large TV, and a fridge dressed up as a cabinet. There's also a California king-sized bed and an enclosed bathroom with separate showers. The cabin is filed with premium leather and stainless steel while standard skylights allow natural rays to flood the interior.

If the sun gets too harsh (or if privacy is required), the sky blinds will block out excess light. The boat has three windows on each side of the hull to provide a nice view of the sea. When it's time to party – which in this boat probably means every single time aboard – your eardrums will love the 5,200-watt, 29-speaker sound system specially created by JL Audio Marine.

I'm used to supercars trying to straddle the luxury and performance line, with varying degrees of success, but nothing quite prepared me for the excesses of the yacht world. This sort of speed in a vessel that also comes outfitted with a summer kitchen with a standard grill, sink, and food prep station, plus electrically-sliding forward and aft-facing lounges that can shift to create a commodious sun lounge, is mind-blowing. When it's time to wine and dine, electronic tables surge into place, and like just about everything else you can summon them via an iPad or from the bevy of switches and controls throughout the vessel. The same goes for the RGB accent lighting.

By the time I was back on land, I couldn't decide whether the $3 million price tag for the 59' Tirranna AMG Edition was still mind-boggling or in fact a bonafide boat bargain. Either way, it's more than deserving of the AMG badge.

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Mercedes-Benz AMG and Cigarette Racing Unveil a Stunning Speed Boat

Yesterday, at the Miami International Boat Show in Key Biscayne, iconic German luxury-supercar maker Mercedes-AMG, and iconic American luxury superboat maker Cigarette Racing unveiled the latest product of their twelve-year collaboration: a boat. The glossy black and red speedboat, called the 41’ AMG Carbon Edition, is the eleventh boat that the brands have created together, and this one, like many of those before it, is inspired by one of Mercedes-AMG’s latest models. In this case, it takes as its muse the all-new $160,000, 630 horsepower AMG GT 63 S, a swoopy four-door that is nonetheless capable of outrageous acceleration, hustling from 0-60 m.p.h. in just a tick over three seconds, quicker than Mercedes-AMG’s own $160,000 range-topping two-seat sports car, the AMG GT R.

A view of the 41’ AMG Carbon Edition interior.

The 41’ boat is no slouch in the acceleration department either. Powered by four Mercury Racing 400 outboard motors, the Carbon Edition produces a total of 1600 horsepower. This allows the covered cruiser to reach a top speed of 80 m.p.h. while seating eight passengers comfortably. (The boat can seat twenty people while cruising at lesser speeds.)

Top speed is something that we had the opportunity to experience directly in Biscayne Bay. And we can tell you that 80 m.p.h. in a boat, with a tropical breeze blowing and the seas a bit choppy from the previous night’s rainstorms, feels really fast. But this boat plows right through all of it tirelessly, seamlessly, and with remarkable aplomb. It feels, well, like floating.

The sleekly designed interior of the 41’ AMG Carbon Edition, a boat designed by Mercedes-AMG And Cigarette Racing.

The $850,000 boat takes its bold graphic design cues from the AMG logo, which is meant to represent a blend of aggressive sportiness and coddling comfort. The hull is a unique shade of graphite grey, a color created exclusively for the Four-Door Coupe. The deck, rudder, roof lining, and hardtop of the boat are made of carbon fiber, to reduce weight and enhance structural rigidity. And the interior details—decorative speaker grilles, broad LCD instrumentation screens, and ambient lighting—reflect cues from Mercedes’ luxury sedans. But the “Cigarette Cool” upholstery on the seats is an innovation from the boat manufacturer. The fabric reflects up to thirty percent of absorbed heat, allowing a deeper shade of Mercedes-AMG red to be used, without risking roasting the extremities of seated passengers.

Returning to the slip at the Boat Show, we ask a representative from Cigarette Racing if that was the fastest he’d ever gone in a boat. “I once went about 180 m.p.h.,” he said. “At that speed, only a very tiny section of the back of the boat is actually touching the water. That, and the rotors from the motors. You’re on the knife’s edge. The boat just kind of teeter-walks on top of the water.” Upon reflection, we were happy to have gone as quickly as we did, and glad to have not gone quite that fast.

How Mercedes-AMG Cigarette Boats Became the Ultimate High-Performance Watercraft

A deep dive into why Mercedes-Benz’s high-octane AMC arm is owning the ocean.

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As the graphite grey Cigarette Racing 41’ AMG Carbon Edition pulls away from the dock, captain Bud Lorow engages the engines. Shifting the center console boat into gear, a shudder coils through the fiberglass and carbon fiber composite hull — portending something special, and perhaps a little bit terrifying, is afoot. 

The vessel makes its way through Biscayne Bay, the white and turquoise skyline of Miami in front, mangrove to the right. From this vantage point Magic City resembles the jaw of a giant dragon with pearly asymmetric teeth. After we pass under the Rickenbacker Causeway and enter open water, Lorow turns. 

“Ok y’all ready?” he asks, grinning widely. The veteran champion racer confidently pushes the throttle forward and the vessel lurches to life. One more push and I’m holding onto the cabin’s frame for dear life, white-knuckled. 

A massive wake spreads behind us as we disappear more pedestrian watercraft with disdain. There is absolutely no need for a pleasure craft to go this fast. But then again, neither Cigarette Racing Team nor AMG, Mercedes-Benz’s performance division, are known for their restraint. 

So here we are, cruising Biscayne at 80 mph. And while the two companies share a penchant for speed, they also share a demand for extreme engineering. I witness that firsthand the following morning when I visit Cigarette Racing’s cavernous facilities in Miami’s Opa-locka suburb. 

What instantly impresses upon entering is just how immaculate their workspace is: concrete floors you could eat sashimi off of, boats polished and gleaming, not an oil stain or stray wrench to be seen anywhere. 

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“When I bought the company I said to the production manager, ‘We’re going to have to reflect a Formula One paddock here,’” Skip Braver tells me of the day in 2002 when he salvaged Cigarette Racing from bankruptcy. 

Across a vast wooden desk, relaxed and amicable, Braver epitomizes the role of a Miami speedboat CEO. “And he said ‘Skip, we’re not cooking tomatoes here!’ I said I know we’re not cooking tomatoes, but you gotta clean up! We want this place to be something special right away.” 

“It’s not tough,” he continues. “If you walk into a [factory] and it’s a mess, and there’s no organization, and it’s filthy dirty, what’s it say about your boats? How are you treating your tools?” 

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Currently Cigarette Racing builds 12 different models in this sprawling campus, under two main categories: Open Performance boats, which are commonly referred to as a Center Console, and Pure Performance, what most people associate with the term “Cigarette”. 

To make an automotive metaphor, Cigarette Racing’s Chief Marketing Officer Scott Preacher equates the former to performance SUVs and the latter to supercars in terms of utility and velocity. Size, speed and amenities all can vary greatly; while you can slip into an entry-level 38-ft. boat for as little as $500,000, the size can swell up to 60 ft. — and the cost sprawl well over $3 million. 

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While they’ve built vessels with a 172 mph top speed, 140 mph is their normal zenith. 

“We could build boats to go faster, [but] we choose not to,” Preacher explains. “You’d be surprised how hard it is to run 100 mph for a long period of time. Even on a day when it’s glass out, the boat’s still running on top of the water.” 

“You can get a false sense of security running 180 mph in a car on the autobahn, you feel like you’ve got everything together. On a boat you don’t have that sensation — you’re on the razor’s edge the entire time at those speeds.”

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Clearly the company’s philosophy has worked, as Cigarette Racing produces around 50 vessels a year for the world’s most discriminating customers (they claim they could build more, but limit themselves to maintain exclusivity). And almost everything is hand-built under this roof — only motors, fuel tanks and electronics are sourced; everything else is done in house. 

Enrique Iglesias, Nelson Piquet, the Sultan of Johor and former president George H.W. Bush are all past customers. 

“We build the best performance boats,” Braver states flatly, tapping his fingers together at the end of his long desk. “We build boats for the ocean, not lakes. They have the best resale value because they stay together.” He smiles. 

“Your body’s going to give up before my hull gives up.”  

In Depth: The Cigarette Racing 41′ AMG Carbon Edition  

Mercedes-Benz’s high-performance arm AMG has a longstanding relationship with Cigarette Racing: since 2007 the two companies have jointly developed special edition boats correlating with one of Affalterbach’s greatest creations. 

Now for its 11th vessel the partnership of the two supreme engineering teams has collaborated to build a craft inspired by AMG’s GT 63S 4-Door Coupé. 

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Last year’s boat, the 515 Project ONE, was all about speed — fitting, given it was an homage to AMG’s ludicrous Project ONE hypercar. With 3,100 horsepower and a 140 mph top speed, the hyperboat splashed headlines across the world. 

But just as the Project ONE hypercar only has room for you, a single attractive companion and maybe a Louis Vuitton weekender, Cigarette Racing’s fastest totems of velocity offer a similarly limited capacity (six people max). 

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Meanwhile, just as the GT 63S 4-Door Coupé offers amazingly ample roominess in back for full-size humans, so too does its Cigarette Racing equivalent. 

The 41’ Carbon Edition allows you to bring as many as 20 of your best friends along for your cruise to Havana (if you want to pull the throttle to full bore that number is squeezed to eight, however, given the cabin size). But just because it prioritizes comfort, don’t think for a second the 41’ AMG Carbon Edition can’t haul ass. 

The 41-foot vessel features quad Mercury Racing 400R engines generating a total of 1,600 horsepower for 83 mph of wave-leaping power. 

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Featuring a dramatic Designo graphite grey magno matte paint job (developed exclusively for its GT 63S sister vehicle) and eye-popping high-gloss crimson AMG highlights, “Cigarette Cool” seats and materials, copious carbon fiber (deck, rudder, roof lining and hardtop), three 17-inch HD Garmin touchscreens, ambient lighting and high-amperage sound system, the 41’ AMG Carbon Edition is the perfect vehicle to host your next floating soirée. Get your own for $800,000.  

Birth of a Legend 

How cigarette became a byword for speed  .

For men of a certain generation, the mention of Cigarette boats conjures up only one image: that of a sleek, impossibly long speedboat catching air over crystal blue water, accompanied by Jan Hammer’s bongos and pink flamingo-laced intro to Miami Vice . 

The connotation — that of ridiculous velocity tied to the illicit entrepreneurship that defined the show — perfectly sums up the genesis of Cigarette Racing. 

The larger-than-life figure of Don Aronow is credited with starting not only Cigarette Racing, but also the culture (and sleek silhouette) of the more generic “cigarette boat” — known more prosaically as a gofast. The first official vessel to carry that name was built for Formula, Aronow’s first company, years before he founded Cigarette Racing. 

Those speedboats were engineered for the wild races Aronow and his boys would run to the Bahamas and back, but because of their absurd speeds and radar-avoiding profile the vessels were soon appropriated by the Cocaine Cowboys that literally built ‘80s Miami. 

He would make millions and gain worldwide renown, but it wouldn’t end well for Aronow. In 1987 after attending a meeting with a colleague and later-to-be-convicted drug runner, a dark blue Lincoln pulled alongside Aronow’s car and opened fire. 

Sadly, the legend may have fallen victim to some of his more nefarious customers who were unhappy with him selling his go-fast boats to the U.S. Customs Service as well. 

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But that climactic end only adds to the mythical allure of the Cigarette brand: Don Aronow’s story is so towering, so bombastic, that he was immortalized (as “Ben Aronoff ”) by John Travolta in last year’s Speed Kills . 

Although you’re much better off watching the 2009 documentary Thunder Man: The Don Aronow Story if you want to avoid seeing Travolta in white skinny jeans.  

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Mercedes-AMG G63 Yachting Limited Edition Offers Insane Decadence

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The 2020 Mercedes-AMG G63 is a bit of an enigma in the auto industry. While it began as a stripped out, military off-roader, the G Wagon somehow morphed into a status symbol amongst the Hollywood elite and professional athletes. In AMG form, the G-Class produces 577 horsepower from a 4.0-liter twin-turbo V8, yielding a 0-60 mph time of around 4.5 seconds. With a starting price of $156,450 combined with a lengthy waiting list, only important people get to drive a G63.

But if you do manage to nab a G63 and want yours to stand out, aftermarket tuner Carlex Design is now offering a new limited edition model called the G Yachting. This is not the first G-Class to be based on a boat, as Mercedes itself previously released the G63 Cigarette Edition with a matching Tirranna AMG Edition speedboat . But in our opinion, the Carlex Design G-Class is even more opulent.

Unlike some other tuners, Carlex has decided not to mess with the G-Wagen's rugged looks. Instead, the tuner has focused on offering lower body paint schemes (polar white or brushed silver) with an upper-body painted in satin black. Either of these two colors is then paired with the most unique styling feature, a brushed metal roof, which matches the 22-inch brushed alloy wheels.

Inside, the Mercedes G Yachting Limited Edition is offered with a choice of two interior colors. Buyers can choose between off-white leather with Alcantara or cognac leather with light accents. If we were able to choose between the two, we'd opt for the off-white for its sheer decadence.

The colors aren't the only elements Carlex has changed on the interior. The headliner, for instance, has been decorated with a glossy flower of the winds embroidery coupled with streaking lines across the cabin. Carlex has also wrapped the steering wheel with top quality leather and added wood covers, which match the wooden floor and link to the car's yachting inspiration. When you drive up to the yacht club in this G-Wagen, people will take notice.

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Carlex Design’s Mercedes-AMG G63 Yachting Edition Is Suave And Sophisticated

This customized Mercedes-AMG G63 has an eye-watering price tag of $362,000

by Brad Anderson

Few aftermarket firms do interiors quite like Carlex Design and three years ago , it unveiled a special variant of the Mercedes-AMG G63 it dubbed the Yachting Limited Edition. It has built a handful of these models since and one of them is up for sale.

This Mercedes -AMG G63 is a 2023 model and looks particularly nice thanks to the Navy Blue exterior paint. As part of the Yachting Limited Edition package, Carlex has applied white graphics to the sides of the SUV as well as some silver touches to both the front and rear fascias. It has also equipped it with a new set of wheels, although these are sold separately. The original Mercedes-Benz badges have also been ditched in favor of Carlex’s own design and there is also a unique spare wheel cover with a silver finish.

The cabin of the G63 is where most of the action is happening. Carlex has trimmed the front and rear seats in its finest white leather while also adorning the door panels in the same plush material. The steering wheel also features the same white leather. Complementing the leather is white Alcantara on the pillars, headliner, and throughout much of the trunk, including the roof door.

Read: Carlex Design’s Mercedes-AMG G63 ‘Steampunk Edition’ Is A Tune Like No Other

In case you were wondering, the Yachting Limited Edition gets its name from the various pieces of wood paneling applied throughout, just like the finest yachts. These wooden elements can be found in place of regular floor mats, on the steering wheel, the passenger-side dashboard grab handle, the backside of the second-row seats, and on the floor of the trunk. It’s all rather lovely.

Mind you, buying a Mercedes-AMG G63 from Carlex Design isn’t cheap. In fact, this one has an asking price of €329,000 (~$362,000).

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VanDutch Yachts becomes Official Mercedes-AMG PETRONAS F1 Team Race Supplier on the occasion of the F1 Monaco Grand Prix. This special partnership showcases a blend of style, performance, and exclusivity, setting a new standard for luxury at the F1 Monaco Grand Prix. From May 24th to May 26th, thirteen luxurious VanDutch tenders are gracing the waters of the Principality. These vessels are not just ways of transport but exquisite maritime jewels, offering a unique cruising experience to Mercedes’ VIP guests and team members. The tenders are operating between the Team’s hospitality spaces both (Evrima of The Ritz-Carlton Yacht Collection) anchored outside Monaco’s port, and in various onshore destinations, these thirteen boats ferry guests to a plethora of events. The partnership between VanDutch and Mercedes-AMG PETRONAS F1 exemplifies how the alliance of two prestigious brands can elevate the experience of global sporting events, ensuring exceptional visibility and reinforcing an exclusive luxury presence. As Official Mercedes-AMG PETRONAS F1 Team Race Supplier, VanDutch not only confirms its leadership in the luxury tender sector but also positions itself as a key partner in high-profile global events, reaffirming its status as an icon of style and luxury in the dynamic world of Formula 1. VanDutch’s choice of Monaco is strategic, reflecting its history of sailing in iconic locations like the French Riviera and Florida. To further its presence, Cantiere del Pardo is establishing VanDutch Centers in key locations such as Saint-Tropez, Miami, Amsterdam, the Balearic Islands, and Lake Garda. These centers offer technical assistance and organize exclusive events, creating a community for VanDutch owners and enhancing the luxurious experience associated with the brand.

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Why the Mercedes F1 team is getting involved in yacht racing

The Mercedes Formula One team has joined forces with British sailor Ben Ainslie in a quest to win the America's Cup for Great Britain's Royal Yacht Squadron.

The America's Cup is the oldest international trophy in sport, predating the Olympics by 45 years, but has not been won by a British team since it was first held as a race around the Isle of Wight in 1851. The Ineos Britannia team, skippered by Ainslie, hopes to change that by working closely with British-based Mercedes team to build a yacht capable of defeating the current holders, Emirates Team New Zealand.

The link-up between the two teams comes via Ineos, which owns a third of the F1 team and is the main backer of Ineos Britannia. The sailing team will be based at Mercedes' headquarters in Brackley, leaning on the engineering resources of various departments via the F1 team's Mercedes Applied Science division.

Mercedes is expecting to have as many as 50 people working on the early design process of the yacht once the regulations, date and location for the 37th America's Cup are agreed in mid-November by New Zealand and Great Britain. Mercedes' chief technical officer, James Allison, who recently took a step back from the F1 side of the company, will be the technical lead on the yacht project.

Shouldn't Mercedes be focusing on F1, not yachts?

While the project has an obvious commercial tie-up via Ineos, Mercedes is also keen to make the project work for the engineering benefit of the F1 team. The America's Cup is often known as 'F1 on water', and clear links can be made between the hydrodynamics that allow a racing yacht to "fly" on its foils in the sea and the aerodynamics that keep an F1 car pinned to the track.

But Mercedes team principal Toto Wolff says the joint project will offer more than just a new revenue stream for the team through Mercedes Applied Science.

"We have had situations where engineers said, we have done this for seven years -- and many were even longer -- with seven world championships and they are asking where the next challenge is," Wolff said. "And it doesn't go any bigger than the challenge of winning the America's Cup as Challenger of Record.

"You are being the underdog, so you need to do an even better job. So that is of benefit because we retain the ability in-house and they are not going elsewhere -- within the industry or outside. Some of the people throughout the departments have said this is a nice challenge that they would like to take up for the next three or five years and gain some understanding, which probably can be deployed back into Formula One.

"It's almost like an activity that is so competitive that you need all your cognitive and intellectual concentration and that becomes an advantage when you are looking back into Formula One and it takes you out of your comfort zone."

Part of the reason the Mercedes team can afford to lend significant resources to the America's Cup campaign is thanks to Formula One's new budget cap this year. The introduction of a $145 million spending cap in 2021 forced the team to make cuts in its design and engineering departments, but by shifting staff to a non-F1 project outside the cap they can continue to work for the team.

"From a cost cap point of view, this team was bigger last year than you could afford in a cost cap this year and that means a certain amount of our resources is able to work on this type of project," Allison said. "As the rhythm of the Cup campaign requires it, hopefully it will intermesh adequately well with the corresponding demands that happen over in F1 land, so all the skill that we have here can be brought to bear."

Mercedes Applied Science also works on other projects, including the design and optimisation of road bikes, running shoes and Ineos' off-road vehicle the Grenadier. Wolff said the decision to diversify the business away from F1 came from looking at the success of sports franchises in the U.S.A..

"We looked at this pretty early because I'm always keen to learn from other sports leagues and when you look over the ocean at the most developed American sports leagues - the NBA and the NFL - these guys have diversified into real estate and into the hospitality business by the sheer fact that they are having a stadium," Wolff said. "And I think for us the logical next step is diversifying into engineering. We have created all this I.P. that we have never deployed on any other vehicle other than a racing car.

"We have never monetised any of the I.P. that exists here, and you are talking billions of spend into technology in a Formula One team, so that's why it sounds pretty logical that other teams are also looking at that space.

"But Mercedes Applied Science is not a commercial engineering entity. We are not pitching actively for engineering jobs, but we want to work with people who want to break records or win championships in land, sea, air and space. We have seen how the most challenging of all racing, the pinnacle comparable to Formula One, and this is not in the pursuit of margin, but more in the pursuit of learning and diversification for the benefit of Formula One.

"In the same way, a great new project for engineers that have learned their laurels in Formula One but they want to look at something different. Having said that, it needs to stand on its own commercial legs.

"It's our way of diversifying into other business areas, but we need to make sure that we are a contributing partner with the same ambition that we have in Formula One racing but without distracting from any of the two activities: they must run in parallel.

"We don't want to read the headline in three years that since we have started sailing we haven't been winning on the road. That must not happen."

How will Mercedes F1 technology make a yacht go faster?

While Allison will be the technical lead on Ineos Britannia's America's Cup campaign, German naval designer Martin Fischer will lead the design concept. As tempting as it is to imagine shapes from Lewis Hamilton's F1 car emerging on a racing yacht, the reality is that Mercedes' engineering know-how will more likely contribute to parts of the boat you can't see.

"Areas which are harder for America's Cup teams to do but are the meat and drink of an F1 team are all the systems that we have in place to know, for example, that if you want to put a hydraulic pipe down a certain length of something, how far away to keep all the other things so it doesn't fret on the pipe and how often down the pipe do you need to support it so it doesn't bounce around so much and the type of equipment that we have to inspect stuff so that we know that what is designed is what we built and are assembling," Allison said.

"All of the design standards that have been painfully learnt and written into a procedure in an F1 team can now be picked up and used by the community of engineers that is Britannia. That sort of stuff is pretty valuable.

"When you want all your good hydrodynamic and aerodynamic ideas to come true - i.e. the things that are coming from the marine folk of the team, backed up by the capable bodies that are working with them - then the boat has to be assembled on time and to the right qualities, it must not break down on the water so the sailors can learn while they are sailing it, so I think the maturity of the Mercedes Formula One team provides a really functional environment for the design engineers to then create designs that ought to be reliable and work.

"Hopefully we then build enough raw performance in to the boat to make it a competitive boat as well as reliable boat."

Allison added: "We hope we properly understand that being good at racing cars doesn't mean you are good at making yachts. What we wish to do is to learn from people that are good at doing yachts the manner in which we can best help.

"So my opening conversations with Martin were to try and assess the strengths and weaknesses of the previous campaign inside Ben's team, the strengths and weaknesses of the campaign Martin was involved with in with Luna Rossa [the runner up at the 36th America's Cup], to try to figure out how we can amplify the strengths and mitigate the weaknesses.

"And to see where there are areas of opportunity, like the engineering standards that we have is stuff that any engineering group can happily pick up and fall on like manna from heaven to just say that's work we don't need to do, can we just use that?

"To specifically try to get the likely key features, because we don't know a location or the timing yet, but what are the likely key features and what sort of level of force are we going need."

VANDUTCH and MERCEDES-AMG at the Monaco Grand Prix

VANDUTCH AND MERCEDES-AMG PETRONAS FORMULA 1 TEAM STYLE, LUXURY AND DESIGN CONVERGE AT THE MONACO GRAND PRIX

VanDutch Yachts, a true icon of elegance and luxury with its distinctive style that has marked a turning point in the nautical industry, took center stage at the recent Monaco Grand Prix. Established in the Netherlands in 2008 and now embodying pure Italian sophistication since its acquisition by Cantiere del Pardo in 2020, VanDutch has jones with the Mercedes-AMG PETRONAS F1 Team as an Official Race Supplier at the world’s most prestigious Grand Prix. This collaboration reflects the Monaco values of style, excellence, and exclusivity to the maritime world, perfectly embodied by VanDutch.

From May 24th to May 26th, thirteen luxurious VanDutch tenders graced the waters of the Principality. These vessels were not just ways of transport but exquisite maritime jewels, offering a unique cruising experience to Mercedes’ VIP guests and team members.

Operating between the Team’s hospitality spaces both (Evrima of The Ritz-Carlton Yacht Collection) anchored outside Monaco’s port, and in various onshore destinations, these thirteen boats ferried guests to a plethora of events. The partnership between VanDutch and Mercedes-AMG PETRONAS F1 showcased a blend of style, performance, and exclusivity, setting a new standard for luxury at the Monaco Grand Prix.

The timeless lines of VanDutch models transcend fleeting trends, establishing themselves as a true reference in style—an essential for those who seek to make a statement.

“This partnership with the Mercedes-AMG PETRONAS F1 Team is a source of true pride for us and recognition of the iconic role that VanDutch holds in the world of exclusive yachting” explains Gigi Servidati, Chairman of Cantiere del Pardo. “Since VanDutch became part of our group, we have worked to combine its timeless lines with the attention to detail that has always distinguished Made in Italy.”

Richard Sanders, Chief Commercial Officer of the Mercedes-AMG PETRONAS F1 Team, said: “The Monaco Grand Prix is the jewel in the crown of the F1 calendar. As a team, we therefore have an extensive hospitality programme for our partner family and guests. This year, we have taken that to the next level. It was fantastic to have number sport-leading experiences across the Principality, all defined by luxury, style, and connection to the action. Many thanks to VanDutch who complement all of those ideals and provided a brilliant experience to all our guests.” The partnership between VanDutch and Mercedes-AMG PETRONAS F1 exemplifies how the alliance of two prestigious brands can elevate the experience of global sporting events, ensuring exceptional visibility and reinforcing an exclusive luxury presence.

As an Official Mercedes-AMG PETRONAS F1 Team Race Supplier, VanDutch not only confirms its leadership in the luxury tender sector but also positions itself as a key partner in high-profile global events, reaffirming its status as an icon of style and luxury in the dynamic world of Formula 1.

The choice of the Principality of Monaco is also no coincidence. VanDutch models have always sailed in the world’s most iconic locations, from the French Riviera to Florida. To enhance this presence, Cantiere del Pardo is establishing a network of VanDutch Centers, where dedicated teams cater to both the boats and their owners and guests. Spanning from Saint-Tropez to Miami, and including Amsterdam, the Balearic Islands, and Lake Garda, these centers aim to redefine the nautical experience. They are creating exclusive “clubs” for VanDutch owners, providing technical assistance and organizing exclusive events, thus enhancing the sense of community and luxury associated with the brand.

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Mercedes-amg g 63 “long nose” – who turned the g-wagen into a yacht.

Some cars should never see the light of day. And the Mercedes-AMG G 63 “Long Nose” is that type of car. A young designer though, thought it would do.

The Mercedes-AMG G 63 is a glorious boxy off-roader that has gained territory and became unbeatable in the segment of luxury cars capable of going off the tarmac. Apparently, even though intimidating, it inspires young designers to creating absurd derivations.

And the Mercedes-AMG G 63 “Long Nose” is just that. The fans of the model could handle the daring Mercedes G500 4×4 2 , the extreme Mercedes G 63 AMG 6×6 and even the luxurious Mercedes-Maybach G 650 Landaulet , that saw the light of day two years ago. But can there be space for the “Long Nose” among their extravagant preferences?

Sugardesign_1 posted his creation on Instagram, shocking the 171 followers. The photo soon became viral, accompanied by negative reactions.

The model he portrays features an extended bonnet, extended front wings, while the cabin seems to have been pushed back. The designer relocated the iconic spare wheel, usually positioned on the rear door, right behind the front axle. Can that front door even open wide with that case rising from the front wing? He also decided on chopping off the rear side doors in order to keep the usual length of the off-roader at 4 meters and 88 centimeters (191.9 inches).

There is no mention though if the right side of the car features a similar spare tire or if the model comes with yet another weird element: asymmetry.

And to enhance the weird design, a canoe appeared on the roof of the car. It seems anchored to the bonnet by some wires, that we are not even sure that are allowed for use on public roads.

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The quest: How the America’s Cup teams are taking their tech cues from Formula One

With the biggest prize in sailing at stake, America’s Cup contenders have come together with Formula One to gain the winning edge for Barcelona 2024, Georgie Ainslie explains.

The America’s Cup has, at its core, always been about design and technology. Since 1851, the only way to win this extraordinary yacht race has been to be faster, braver and more reliable than the opposition. The same can be said of Formula One. The similarities between these two prestigious sports, played out on the water and on the racetrack, are both superficial and substantial.

Common ground can be found in their glamorous appeal; the billionaire backers and luxury brand sponsors, but also in the minutiae that can make the difference between success and second – albeit in the Cup there is no second. With the biggest prize in sailing at stake, it was only a matter of time before the best in both disciplines would join in a quest to win the oldest trophy in sport.

For this, the 37th edition of the Cup , three of the six challengers have some association with a Formula One team: Alinghi (Switzerland) is working with Red Bull Racing; Orient Express Racing (France) is linked to Alpine; and INEOS Britannia and Mercedes share 50/50 partnership, whereby the current campaign’s technical program is spearheaded by the Mercedes F1 team.

So where can the America’s Cup teams gain most from the best brains in the Formula  One paddock?

Understanding fluids

An obvious place to start is in fluids design. Any fan of F1 knows that the single biggest factor affecting the car’s competitiveness is the efficiency of its aerodynamics. The aerodynamics department in a modern F1 team is larger than an entire America’s Cup team, sailors and all.

Ironically, although much smaller, an America’s Cup team is even more dependent on expertise in this field. The yacht is powered by a fluid (the wind) and borne by a fluid (the water), and only those with mastery of these dual fluids will design a boat capable of winning the Cup. All Cup teams are looking to harness as much thrust from the sails for the lowest possible drag. 

And just like an F1 team, which has to maximise the performance of its car in every condition around the lap with a car that is well-balanced, fast and easy to drive, so too, every Cup team is searching for that perfect combination of characteristics that allow the sailors to take off in minimum wind, to tack and gybe with minimal loss of speed and to let rip when the yacht is in a straight line.

Aerodynamics

Although an F1 team is stacked with talented aerodynamicists and has spent decades investing in computational fluid dynamics know-how, this does not mean that they found the challenges of the Cup a breeze. Above the waterline is familiar territory, where the skills honed on race cars translate directly to maximising the aerodynamic efficiency of the rig and hull. Below the waterline, experienced marine hands have helped to shepherd the raw talent of the F1 aerodynamicists, introducing them to the new constraints of cavitation, ventilation and structural dynamics. 

For the INEOS Britannia team, this partnership has been thrilling, as James Allison, the technical director of the Mercedes F1 Team and the Cup campaign, explains: “Compared with the very iterative world of F1, the challenge of America’s Cup has been invigorating for our aerodynamicists. They have found a giant canvas on which to express their pre-existing skills and a stimulating world in which to learn fresh ones. The combined attack of a set of willing F1 aerodynamicists and some experienced marine architects has produced a very effective group.”

Onboard telemetry systems

Another area with overlapping knowledge is systems integration. Beneath the skin of an F1 car, there is a hive of hydraulic, electronic, mechanical and software systems. You cannot make a fast car without knowing how to make all these systems work together. The yacht is just the same – interdependent electronics, mechanical systems, hydraulics and software are the beating heart of the boat, without which a foiling AC75 simply could not sail. 

These mechatronic systems, more extensive on the yacht than in the car in terms of electronic architecture, provide the control systems and actuators the sailors use to sail the boat to its absolute limits. The rules allow for the development of intuitive human machine interfaces (HMI), which, short of allowing an autopilot, give the sailors a huge amount of support in how they control the yacht.

Although there is great expertise in this field that is native to the America’s Cup industry, it is difficult to cover the huge amount of ground necessary with the available resources. The experience of an F1 mechanical, electrical, software or controls engineer is not identical, but it is sufficiently close to allow a partnership that is effective from the outset, and which swells the numbers to make the task feasible.

Andy McLean, INEOS Britannia’s lead systems engineer, comments: “Mercedes F1 use their process and horsepower for [systems] modelling and optimisation, removing weight and increasing reliability. The system is similar, but a lot bigger than a car, so they bring all their years of learning and apply it to the yacht quite easily. It has been impressive to watch.”

Simulation Vs. trial and error

Although the word “simulation” conjures up images of flight simulator-type devices, this so-called Human In the Loop (HIL) simulation is only the tip of the America’s Cup iceberg. The heavy lifting of the simulation is done mathematically, in software. The performance and software engineers in the team work to build every ounce of the team’s understanding of the forces acting on the yacht into elaborate mathematical models. These models are then used to predict the competing performance potential of different designs to allow the promising candidates to be pursued and the failed approaches to be dropped. 

The simulation studies allow trade-offs to be assessed and predictions to be made. The best of these candidate designs are eventually put before sailors, who don virtual reality goggles to feel and assess the behaviour of the virtual yacht as they sail it across a virtual sea. HIL simulation is a vital cog in the machine, but only one part of a vast expenditure of simulation effort to deliver the fastest yacht possible to the race.

Although the timescales and the physics differ – the task of simulation (both virtual and human in the loop) is identical in F1 racing. The human skills are directly transferable, and so, too,  are some of the software machinery. This has been possible because the continuous F1 investment in their simulation architecture has serendipitously created capability generically useful to any high-performance vehicle.

Machine learning

The potential for F1 and Cup engineers to realise benefits from the new machine learning discipline is huge. It is already showing its strength with the AC37 generation of boats, and mastery of this tech is likely to be a big performance differentiator in the next Cup cycle. It’s clear there’s a path here between F1 and America’s Cup teams that’s well worth going down – a voyage of exploration with potential to provide the difference in an increasingly more technical environment. 

As with all partnerships, it’s always a work in progress. F1 generally relies on financial and personnel resources roughly 10 times that of an America’s Cup team. Remember also, F1 competes year in, year out, not once every three to four years as Cup teams do. Working out which processes to incorporate and which just won’t fit into a Cup campaign, for lack of time and/or resource, is where the management teams judgment comes in.

Benefits on both sides 

It’s not one-way traffic in terms of learning. While F1 engineers benefit from working in a large organization that has had many decades to tune its systems and optimize its approach, they have seen how a small, nimble team like INEOS Britannia has advantages, too. F1 teams can create a host of niche engineers, each of them playing their specialized part in a well-oiled machine. America’s Cup teams can afford no such luxury. Each team member must cover much more ground than their F1 equivalent. 

F1, so long able to operate almost without financial constraint, has recently introduced regulations to cap the funds that can be lavished on car engineering, forcing F1 teams to find solutions that are better value for money, and asking employees to widen their scope. For a relationship established purely to build a boat capable of winning the America’s Cup, Allison explains that this is an unexpected and welcome final synergy.

“Early on in this campaign, I was quoted as saying ‘F1 is hard, but America’s Cup is proper hard,’” he says. “Two years on, I stand by this early impression. Time is the enemy of both sports; there is never enough of it. But in America’s Cup, where the ground to cover is so vast and the resources so comparatively small, the sensation of the ever-ticking clock is inescapable.

“I have great admiration for the engineers who have chosen to make these Cup cycles their way of life. Necessity has forced them to find ways of working that make the near-impossible achievable, and to do so to a very tightly constrained budget. For engineers used to the relative luxury of F1, this has been an exciting, eye-opening ride that will serve them very well in the increasingly resource-limited world of modern F1.”

Commercial appeal

Finally, there’s the question of commerciality. What can the Cup world learn from the Formula One world here? Plenty. Since the popular Drive to Survive series came into play, the sport, which was once thought to be inaccessible and at times boring to a wider demographic, is now considered must-watch TV by a growing and younger fan base attracted by the soap opera that is the Netflix Effect. 

Now resonating with a generation that is as interested by the tales off the track as in the results written on them, F1’s popularity has skyrocketed. According to Nielson Sports, the Formula One audience between the ages of 16 to 35 grew to more than one billion by April 2022.

To ensure survival in an ever-congested world of choice, the Cup must pay attention. It should look to Formula One for lessons in how to achieve an audience beyond the purists. It has to understand, as Sir Ben Ainslie, INEOS Britannia CEO and skipper, appreciates, “The potential to grow the sport is huge, but to do that, [it] needs long-term vision and continuity that, due to its quirky governance, the Cup has never had. The opportunity is there for stakeholders and fans alike.”

Access is not something that the Cup has given away lightly over the past 173 years. Successful teams have often been those who have kept their cards closest to their chests and produced an element of genuine surprise when it mattered most. But whoever the victor is in Barcelona this October, they would do well to consider the upsides of what a more modern approach borrowed from another elite speed sport could do for the oldest and perhaps most undervalued sporting trophy.

Georgie Ainslie is a sports broadcaster and host of the Performance People podcast. She is the Founder of ainslie + ainslie, the official supplement supplier to INEOS Britannia and Emirates GBR SailGP teams, and is married to INEOS Britannia CEO and skipper Sir Ben Ainslie. First published in the September 2024 issue of Life Under Sail.

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Mercedes team HRT "99%" sure of continuing in DTM despite rumours

M ercedes customer Haupt Racing Team has denied rumours about a possible exit from the DTM in 2025, saying it is operating profitably. 

Speculation about the future of HRT has been rife in the paddock, with many suggesting that it could withdraw from the championship at the end of the season.

An increasing number of HRT employees are believed to have applied for jobs at other teams, while rumour mill has also pointed to HRT managing director Ulrich Fritz being considered for the top role at the newly-founded Affalterbach Racing GmbH division, which will handle Mercedes’ customer racing activities in the future.

All of this has to do with the financing of the squad, as for the last 30 years owner Hubert Haupt has been involved in the real estate business, which is currently in the midst of a crisis.

A potential exit for HRT would be a big blow for the DTM, as the series has already witnessed a decline in entries to 20 cars this year. HRT has also been an important part of the series’ GT3 era, having won the championship in 2021 with Mercedes driver Maximilian Gotz.

However, Haupt has made it clear that there is no substance behind the rumours questioning the future of HRT, insisting his team will remain in the DTM in 2025.

“We have a contract that expires for the DTM, but we will 99% be racing in the DTM next year,” he told Autosport’s sister title Motorsport-Total.com. 

Arjun Maini, Mercedes-AMG Team HRT Mercedes-AMG GT3

Photo by: Alexander Trienitz

“We will stay in the DTM. We will definitely stay in the ADAC GT Masters, we will definitely stay at the Nurburgring [Endurance Series].”

Asked what is preventing him from being 100% sure about continuing in the DTM, he said: “If, for example, AMG says you are far too expensive and someone else offers us three million more, then we will no longer drive DTM with AMG. Then we'll have to look for someone else.”

However, he insists he will “definitely” stay with the Stuttgart-based brand in 2025 “if Mercedes-AMG treats us well and offers us a good contract.”

Haupt also revealed that the HRT team is financially independent of him and even made a profit in 2023. This was his goal when he founded the team in 2020 after taking over the GT3 operations of Black Falcon.

“There are very few racing teams that make money,’ he said. “Most of them really put a lot of money into it or have patrons who put the money in. 

“We managed to make a good profit last year by motorsport standards. It will make an even better profit this year than last year. That is also the target: The company must be able to live independently of me.”

Haupt is believed to have sold a number of his assets recently, including his Munich villa, a private jet, a yacht and a part of his private collection including a Formula 1 car, to move to his new residence in Monaco.

Luca Stolz, Mercedes-AMG Team HRT Mercedes-AMG GT3

His team HRT also shifted to a brand new facility in Drees, not far from the Nurburgring, over a year ago. A large part of the property was recently sold, which also led to rumours that the team wanted to get rid of its well-equipped workshop.

However, Haupt has rubbished such claims, claiming that the sale only concerned the underdeveloped parts of the land.

“The HRT building has not been sold. It will remain in our portfolio for the long term and is financed for the long term to counteract any rumours,” he said. “We earned our money in property development because we bought it really cheaply at the time.”

Haupt admitted that a number of employees have indeed left the team, but believes that is not a good reason to draw any conclusions about the future of the team.

“There are always some leaving,” he said. “There are always employees who are dissatisfied and say: ‘I imagined everything to be completely different’. We have that every year.”

However, he ruled out managing director and former HRT boss Fritz leaving the team to join Mercedes’ new Affalterbach Racing division, saying “Uli Fritz will stay with us 100%. I believe he has a good future and good prospects here.”