It comes as no surprise that a Greek shipyard should refer to antiquity in the naming of its first super yacht. Especially as Argo54 is set to be an incredibly fast yacht. Omikron Yachts is aiming for speeds in excess of 20 knots for the 54-metre-long aluminium slip. Juan Kouyoumdjian, hybrid lightweight construction and up to 1,900 square metres of canvas should help achieve this. A luxurious interior and voluminous deckhouse with a long flybridge will also be travelling the world's oceans. Doesn't go together? It does for the Greek owner. His mission: to sail from London to New York without using a drop of fossil fuel.
The long road to the One-Off
The Aluminium hull arrived in Greece by sea from the Netherlands at the end of 2022. The aluminium hull was welded by Gouwerok in Aalsmeer, while Omikron Yachts is fitting out on the premises of Olympic Marine. Greek Lavrio Marina with 680 berths and a 350-tonne travel lift. The shipyard employs 55 people in four buildings with a total of 9,000 square metres of infrastructure, including CNC machines and a competence centre for composite materials. The efficient mile collector is also being built around 50 kilometres south-east of Athens Omikron OT-60which Lorenzo Argento designed as a sailing yacht without a mast.
Exquisite team for Argo
A handful of big names are behind the 54 metre Argo54 project. The designers led by Argentinian "Juan K", who has experience of supermaxis, were supported by Irishman Rob Doyle with structural calculations for the hull design. Once again, Milan-based Lorenzo Argento is responsible for the exterior design, while Briton Mark Whiteley provides the specifications for the interior.
The engineers at Omikron have some tough challenges to crack. The drive and power supply for the sail and hotel systems should function on a diesel-electric basis, but the generators should ideally not start. Under sail - assuming Argo54 is travelling fast enough - the batteries are to be charged primarily by turning the propeller.
Keel with large swivelling radius
The keel's swivelling mechanism is likely to be a consumer with a temporary hunger for energy. A hydraulically operated piston rod raises the rectangular ballast body from a depth of 9.50 metres to 3.70 metres so that smaller harbours or shallow anchor bays can also be navigated.
In addition, the stainless steel fin with lead additive manufactured by APM does not protrude into the interior like the shafts of lifting keels. The swivelling keel makes a heavy bomb superfluous and is intended to provide plenty of righting moment. However, the omission of a lead screw at the bottom of the keel also means that no first crumple zone can be installed above it. A small predetermined breaking point in the recovery system, which in theory allows the keel to swing freely, is intended to structurally absorb any grounding.
Once again, the mainsail is to be recovered in an energy-saving manner and without a furling boom. It is to be caught by a folding park avenue variant. Forecasts assume twelve degrees of heel in cruising mode and 21 degrees of heel in racing mode. This is important, as any rolling movement at the raised helm position of the flybridge feels far more extreme than one deck below.
Striking design takes shape
The latest photos of the construction once again show the sternpost with the "V" bridge in the centre of the two rudder blades. The skeg-like shape is intended to reduce chop at sea and in the marina in the event of swell. The finished, filled and primed aluminium hull has a record-breaking number of nine windows. Behind the negative stem is a pocket in the underwater hull for the anchor(s).
According to the shipyard, Argo54 is being built for an experienced sailor who knows and appreciates the feel of the wheel. The aim is to create the same connection to the rudder as one is used to on smaller yachts. Instead of a hydraulic control system, Omikron is developing a mechatronic system that detects the loads on the rudder and transmits this feedback to the steering wheel.
The Argonaut saga continues
Below deck, a calm, contemporary interior is installed. Flooded with natural light, the space features ethically sourced veneers from Tabu, hand-stitched leather and traditional teak handrails. Argo54 is divided into three core areas: private accommodation - including the owner's suite aft - the main social area on deck and the open flybridge with all sail systems. At the front, the crew operate the winches; behind them, two columns are used for steering.
Instead of chasing the Golden Fleece, the owner and his Argonauts also want to sail for cup silver from 2028. Major regattas in the Caribbean, the Aegean and beyond are on the agenda to demonstrate Argo54's capabilities.
Technical data "Argo54":
- Overall length: 54 m
- Width: 9.6 m
- Draught: 3.7 / 9.5 m
- Displacement (empty): 264 t
- Sail area downwind: 1,382 m²
- Sail area downwind: 1,905 m²
- Material: aluminium hull, carbon superstructure
- Drive: diesel-electric
- Construction: Juan Kouyoumdjian, Rob Doyle
- Exterior design: Lorenzo Argento
- Interior design: Mark Whiteley
- Shipyard: Omikron Yachts, Lavrio
