lurssen yacht cabo owner

A secretive American billionaire has just taken the keys to a jaw-dropping $150 million Lurssen superyacht. After almost 4 years of anticipation, ‘Haven’ is finally here, stretching 292 feet and boasting expansive balconies, an outdoor cinema, and even a pizza oven.

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This New 400-Foot Gigayacht Has 3 Pools and an Underwater Lounge

Lürssen just delivered the vessel to jacksonville jaguars owner shahid khan., rachel cormack.

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Lürssen’s 400-foot Kismet is finally following its cruising destiny.

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Designed by Italian firm Nuvolari Lenard, Kismet 2.0 is 88 feet longer than its predecessor and weighs twice as much. The behemoth has an interior volume of 5,500 GT, in fact. Even at such a size, Kismet showcases harmonious proportions and sleek, elegant lines. The mast and bow, for instance, were modeled after a leaping jaguar and to ensure a distinctive profile.

Khan once again enlisted U.K. studio Reymond Langton Design to bring the interior to life. The billionaire is known to have very specific and clearly quite lavish taste. He requested the interior of the original Kismet reflect a “Champagne and caviar” theme, for example. The second Kismet is equally extravagant. A two-level open-plan entrance area with sweeping video walls leads to stylish living quarters that span some six decks.

The layout includes between eight and nine cabins for up to 12 guests and cabins for 36 crew. In addition, the owner’s suite comprises a spacious stateroom, dual bathrooms, two dressing rooms, and a private terrace with a Jacuzzi. Above, the owner’s office offers panoramic views, a conference table for up to six, and a dedicated pantry.

“The owner’s brief was challenging,” Peter Lürßen, managing director of Lürssen, said in a statement. “However, we believe that with our technical expertise, we have fulfilled the owner’s wish and vision for a yacht that will still be timeless and ahead of its time for many years to come.”

The best part? Kismet will be available for the 2024 charter season for €3 million (roughly $3.3 million) a week. Contact the Cecil Wright team for more information on availability, charter rates, and cruising locations.

Click here to see all the photos of Kismet.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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Peter Lürssen on building a luxury superyacht brand and support for ocean charity BLUE

By Edwin Smith

Peter Lürssen is at the helm of the most ambitious superyacht builder in the world, writes  Edwin Smith

Peter Lürssen is a generous man. I learned this when we had lunch together in London one day this summer. At Kai, an upscale Chinese restaurant in Mayfair, we sat, spoke, drank white wine and made our way through what seemed like the entirety of a long and excellent menu. After a couple of hours, as another round of plates was being cleared, Lürssen said: ‘Are you ready for the main course?’

He was joking – sort of. After this, he ordered several desserts for the table, including one called Oprah’s Contradiction. (Oprah once said, ‘You can have it all. You just can’t have it all at once.’ This was the pudding that proved her wrong.)

But Lürssen is generous in another sense too. A little while ago he quietly agreed to fund the entirety of Blue Marine Foundation’s operating budget for five years. There was no big announcement at the time, but he is willing to speak about the decision now. ‘It’s quite difficult, making people part with their money,’ Lürssen told me.

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But by covering the operating costs of Blue Marine Foundation (BLUE) – and allowing the charity to assure other donors that every penny they give goes directly to projects – he hopes to encourage more people to support BLUE’s work . ‘You can give those people who donate the money [directly to projects] the sense of ownership and pride in the achievement, which is very important.’

He noted that some charities – none of which he would name – are able to host a nice cocktail reception at the Monaco Yacht Show. But that isn’t the same as actually achieving something. ‘It’s good for your conscience,’ he said. ‘But does it get you anywhere? I always feel life is too short – especially when you’re over 60, like me – to waste your energy and your resources on something that is not getting proper results. And that is something that I really like about BLUE. They do get results.

As a result, Lürssen has donated more money to BLUE. On top of his contribution to cover the operating costs of the charity, he donated an additional £2 million to fund a project to create a marine protection area around Ascension Island, a remote a island in the Atlantic. (The project is described in more detail in a piece written for Spear’s by BLUE Ambassador HRH Princess Eugenie and the charity’s CEO Clare Brook .)

‘The ocean is the one thing that connects us all. And the more you think about it and look into it and read about it, you realise how important the oceans really are to the world. It’s way beyond the supply of fish. It’s way beyond swimming. You know, it’s a hugely important factor for us to be able to live on this earth.’

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Lürssen is able to support BLUE in such a way thanks to his stewardship of Lürssen Yachts. During his time at the company, the nearly 150-year-old family business has been transformed from an industrial firm producing products for the defence sector into a true luxury brand, and perhaps the leading builder of superyachts in the world.

As CEO he has presided over the delivery of one extraordinary, ground-breaking vessel after another. These include the 180-metre Azzam, which is capable of more than 30 knots and, at one point, was the longest superyacht in the world, and Dilbar.

Launched in 2016, at 156 metres long and more than 23 metres wide, Dilbar became the biggest yacht in the world by gross tonnage. The company – which fiercely guards the privacy of its clients – has also produced vessels for late Microsoft co-founder Paul Allen, record producer David Geffen and members of Middle-Eastern royalty.

Over lunch, I asked him about his life, his career and where Lürssen is headed next.

Did you always want to join the family business, or did you feel pressure to do so?

It just was just a natural development. I never felt the pressure. Really, you know, after [leaving school] I was told to do that. But I would never rebel against that decision because I knew it would be good. I wasn’t questioning the wisdom of running the business.

My cousin was even born in the shipyard, so it was a very deep natural relationship with the people, with the business. And it was normal for us. I cannot remember ever wanting to do something like be a fireman or an astronaut. Shipbuilding was always very much a fascination.

When you first came into the business, it was largely reliant on the defence sector for work. But a lot of Lürssen’s growth over the last couple of decades has come from yachting. How did that transition happen?

Well the first challenge that I had, was to tell my family, ‘Look, I know I’m the engineer, and you think I should be the technical director, but it is a no-go.’ To run production, I told them, ‘your brain has to be wired in a particular way.’ I just can’t do that. I realised that very early on.

When I came into the business, our output was about 95 per cent defence and naval, and the rest was miscellaneous. My uncle used to joke that every 10 years we can allow ourselves to build a yacht. We built Carinthia V and VI. We built a boat called Shergar, which was quite special. But then in ‘87, ‘88 diversification was a big thing and we had a seminar.

The idea – I think they call it the trumpet model – was to [sketch out] the best case and the worst case scenario. And if you prepare for both, you’ll be prepared for something in the middle. At that seminar we looked at fast aluminium ferries, or yachts. We had done a lot of yachts in the 1920s.

We built a few yachts after the war, but just a handful really. Luckily we decided not to go for ferries but to go for yachts. And that was the job I took on in ‘88: trying to start a yacht business.

It always sounds good to say ‘and the rest is history’. But that is a rather bold statement – and it is not really true. It was exciting, but it wasn’t easy. We had a hard time selling the first yacht. It turned out that the buyer was not able to pay and we had to repossess the vessel.

But things improved, clearly.

I must say I’ve really been fortunate. We had an amazing client, who’s been really good for us, for whom we did Coral Island – an amazing boat, really beautiful. And then there was an American who really liked Carinthia VI and he commissioned Jon Bannen-berg to redo it. Jon was trying to change the design. But the client said, ‘No, no. I want it like Carinthia.’ That was Limitless.

Commercially it was not really a success. But after that we sold a very large yacht to a client who cancelled. That yacht [was taken on by another client] and is now called Dubai. It’s 162 metres with an amazing design by Andrew Winch.

Since then we’ve been very fortunate that we did a few things right. And we managed to weather all the tough times in yacht-building and the dotcom crisis and everything. We managed to get through that intact.

How did you build Lürssen’s reputation?

We did really bespoke, unusual yachts. And clients like the idea of bespoke. In those days, it was very popular to recycle your own engineering. But we managed to keep the question of bespoke very much at the forefront. And I think that was something that was always helping us.

Today, how is the business divided up?

I would say about 50 per cent yachts and 50 per cent defence, in terms of revenue. We build a lot of 60-metre yachts. We actually build more yachts under 90 metres than over 90 metres, which people don’t realise. But, obviously, the big boats gather lots of publicity.

What do your clients want?

Clients who talk to us and our colleagues from northern Europe, they want top quality – no compromise. They want bespoke.

You’ve mentioned the popularity of things like aft swimming decks and glass bottoms in the past. What features are popular now?

It started with a gym. Now the trend is for a full spa, a sauna, cryosauna, hammam, massage, beauty treatments… And so you see guests really want to enjoy things on the boat. In the old days it was quite normal that the yacht crew would book a spa day in a hotel. They don’t do that anymore. Now clients want to have things on the yacht.

And it makes sense at the moment, in particular.

I can see, especially with Corona, people are spending more time on their yacht. It’s very safe. This really offers you ‘bubble protection’, so to speak, by being able to live in a very controlled environment.

For you, what’s the definition of ‘good design’?

I think the secret to a good design is a very good understanding of what it is the client wants. Designers shouldn’t design for themselves. They should design for the client.

How do you make sure your clients get that? What’s the process like for someone who comes to you?

A shipbuilder is really only, at best, a facilitator. We have people who come to us with a readymade design and we have people who come to us and say: ‘I want a boat, I need you to help me.’ And everything in between.

Generally, we regard it as our obligation to make sure that what the designer designs can be built; you need space for air conditioning, the engine and all that stuff.

Sometimes you organise a beauty contest for the designers. But even that comes down to the question of chemistry. If the owner or their partner doesn’t get along with the designer, it doesn’t work.

Increasingly, one of the things that clients want is for superyachts to become more sustainable. This is something that Lürssen and those he describes as his ‘Dutch colleagues’ – firms such as Feadship and Heesen – are working on.

Earlier this year his own company led the way by announcing that it was working on a new yacht that would incorporate methanol fuel cells. According to the firm, the new technology will provide its owner, ‘who loves technology and new developments,’ with 15 nights of power at anchor, or enable the craft to slow-cruise for more than 1,000 miles – emission free. The yacht is expected to be delivered in 2025.

‘My grandfather built the world’s first motorboat in 1886,’ said Lürssen at the launch. ‘My dream is to be the first to build a yacht without a combustion engine.’ But he acknowledged to me that the transition would not be easy. ‘You can’t just flick a switch.’ It is far from clear which technologies and fuels will provide the best solutions in the medium-term future.

‘There’s no element of greenwashing with him,’ noted William Mathieson, editorial director of the Superyacht Group. ‘It’s all about the optimisation of performance, process and efficiency. He can see the contradictions associated with lithium mining, for example. In some respects it could be a step in the right direction, but it might also be damaging.’

As an engineer, Lürssen is also adamant about the need to look at the whole system. ‘I think we face two difficulties with batteries,’ he said. ‘One is the power: energy density. How much energy can be stored in a cubic metre? And the second thing is, how quickly can you charge it?

Let’s assume someone invents a fantastic battery and one cubic metre of your battery equals one cubic metre of diesel fuel, in terms of energy content. That is a good thing. And let’s assume that the weight is not prohibitive. So the next thing is, where are you going to charge your batteries? If you put them next to a coal fired power station, actually, it may not have achieved the target.’

On the bright side, he added, more and more clients are ‘willing to compromise’ in order to achieve fuel-saving and emission-reduction. ‘The trend is very clear.’

Is it helpful to be a family business at a moment like this, when the future – regarding power systems and so on – is uncertain?

Yes, it does help because you can take a long-term view. It’s two things. One, it gives the client comfort if you, as a family member, stand behind the product. And you don’t have the pressure of always looking at the stock price. It’s not about – not only about – making money. It’s about client satisfaction in the end. And, ultimately, it will pay back. The clients realise you’re trying very hard to make them happy.

Next year is Lürssen’s 150th anniversary. Has it started to make you think about succession? You’ve got three adult children – might any of them come into the business?

I always think about it. But it’s very much a double-edged sword. The price a family pays in this business is not to be underestimated. A children’s birthday, or a client visit? There’s no question: you have to choose the client visit. I’m not certain that I would want the children to have to live that kind of life, and I wonder if this in the future will be as critical as today. So yes, I think about it, but I don’t have an answer for that yet.

When you say you’re not sure if it will be as critical in the future as it is today, do you mean that this is a strategically important moment for the company, the industry?

Yes. Business is getting more technocratic. Unless you have a family member who’s really deep into the technical things, it doesn’t help: you’re either in it or you’re not. And to be in so deeply, there’s a price to pay.

Have any of your children expressed an interest in joining the business?

They like the business. But they don’t like it enough to go that route for the time being. Will I be able to convince them otherwise? Honest answer: I don’t know.

Would you like to?

Yes and no. It’s great to do it. But I see all sides of it. And would I want them to go through that? I don’t know.

You’ve still got plenty of time left, of course. How would you describe your style as a leader?

That’s another difficult question. [He laughs.] I think people know that I expect a lot. I hope they also know that as long as they try their best, I’ll back them up. I will not go to the client and tell them, ‘It wasn’t my mistake – it was a guy on the shop floor that did it’. If anyone made a mistake, it’s my head on the block, not my people.

And I would do that in any situation if a client had a complaint. I stand in front of my people. But at the same time, I want a commitment from them. And I think they realise that we as a family are very committed to maintaining the business and to guaranteeing their employment. We try to do that. It’s a mutually dependent situation.

Feature image: Oliver Reetz

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Shipyard Stories: Peter Lürssen on the Past, Present and Future of Lürssen

Written By: Rachel Ingram

“Once in a while we should allow ourselves, against our better knowledge, to do something really crazy,” says Peter Lürssen, CEO of German boatbuilder Lürssen. “If you do something crazy, it actually may work, and if it doesn’t, it will inspire others to push the limits.”

Since 1875, Lürssen has been one of the marine industry’s leading innovators. Manufacturer of the world’s first motorboat, as well as some of the most iconic superyachts in history – Azzam, Limitless and Dilbar to name a few, Lürssen is now run by fourth generation family members who are continuing the legacy set by their great grandparents.

Lürssen was founded in 1875 by Friedrich Lürßen, a 24-year-old German boatbuilder who got into the industry through his father Lüder Lürssen, who also ran a boatbuilding workshop. Friedrich began by building lightweight racing rowboats for Bremen oarsmen which quickly became known for their beautifully design, originality and quality. In 1886, he built the world’s first motorboat, the 6m REMS, for manufacturer Gottlieb Daimler – the company would go on to craft a number of record-breaking champion race boats.

In 1925, when Lürssen celebrated its 50 th anniversary, the company had already built 10,000 boats and the second generation of Lürssens joined the business. They went on to pioneer another series of record-setting yachts, including the world’s fastest commuter yacht and the world’s longest motor yacht at the time, the 36m AAR IV. In the 1940s, the third generation took the helm and began to build larger and larger yachts, including the 55m yacht Pegasus II and the 71m Carinthia VI, designed by legendary British yacht designer Jon Bannenberg.

Lürssen was founded in 1875 by Friedrich Lürßen

With the fourth generation came a shift in focus to two types of boats: military vessels and megayachts. A number of icons came out of the growing shipyard, including the 97m Limitless (1997); the 180.65 Azzam (2013) the longest yacht in the world, the 156m Dilbar (2016), then the largest yacht in the world by gross tonnage. More recent deliveries, including AHPO, Nord and Moon Sand, are equally pioneering.

The business is currently being managed by Friedrich and Peter Lürssen, who hold the respective roles of Managing Director and CEO. One of their missions is to balance the company’s heritage while driving future innovation. “ For last 25 years, we have created a large number of yachts and experienced great success,” says Peter Lürssen, who joined the company in 1987. “It is a constant battle because to consistently innovate, you need to stay hungry, and if you experience fairly good times, people tend to get less hungry. We have a client who built multiple ships with us who once said: ‘from success comes arrogance, from arrogance comes failure.’ I think success can create complacency, so we try to keep people hungry by allowing the young people to experiment, dream and come up with really crazy ideas.”

A major part of the company’s pioneering commitment is its new Innovation Laboratory, which will be finalised early 2022. Since 2005, Lürssen has been involved in research projects aimed at using fuel cells on ships in order to advance sustainable shipbuilding, and the laboratory has been set up to simulate and test the integration and operation of a Marine Hybrid Fuel Cell System on board a yacht powered by methanol.

While other shipyards have been discussing hydrogen and electric powered yachts, Peter is convinced that methanol in the future. “Hydrogen is hard to produce and store in big quantities, so I don’t necessarily see it as a solution for the long term,” he says. “We have been talking to people who are researching extremely efficient batteries. There are people that say eventually you will have the same energy content in one cubic metre of battery as you have today in diesel fuel . If that's the case, it's great, but you have to completely re-think the way you fuel your boat, and in a green way. You’re not going to be able to park your boat next to a power pack, plug it in and wait half a year till it’s fuelled. So, I think a realistic technology to substantially reduce the footprint today is methanol. At Lürssen, we prefer finding solutions with a practical application and so far, the methanol fuel cell offers a lot of practical use.”

Lürssen is currently building its first yacht with fuel cell technology for one of its particularly pioneering clients. The emission-free fuel cells generate electrical energy based on hydrogen reformed from green methanol. It’s a huge step towards Peter’s goal of having an emission-free Lürssen yacht, the boat will be able to anchor emission-free for 15 days or cruise 1000 miles at slow speed. “My great grandfather built the world’s first motorboat in 1886, my dream is to be the first to build a yacht without a combustion engine,” Peter says. “While we hope to see some intermediate steps in the next few years, my goal is that by 2025, we have sold a yacht that only has fuel cell technology.”

Another showcase of the modern-day Lürssen’s commitment to sustainability is ALICE, an innovative, climate-neutral yacht concept which “shows what a Lürssen yacht could look like in the future.” The design of the yacht, which would be powered by emission-free fuel cells, is peppered with ecological features that create a unique ecosystem on board, including parks and ponds on the yacht’s deck and living walls in the interior.

“We want to do something that allows sustainable cruising in the ocean,” Peter says. “Yachts have come a long way but there is further to go. I think when I look back in five or 10 years and I have contributed to a substantial reduction in footprint and made yachting cleaner and more eco-friendly, that's enough for me to be a happy man looking back.”

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90m Lürssen superyacht Phoenix 2 sold

The 90.1-metre Phoenix 2 has been sold with Rupert Nelson of Burgess representing the buyer and joint central agents Burgess and Cecil Wright representing the seller. 

Built in steel and aluminium by Lürssen and designed throughout by Winch Design , Phoenix 2 was delivered in 2010 and refitted in 2019.

Phoenix 2 accommodates up to 14 guests in seven cabins. The full-beam owner’s suite, forward on the main deck, is accessed from the main deck or by using a glass spiral staircase from the owner’s private observation lounge and office on the upper deck. The circular sweep of the windows and their wraparound views is echoed in the black circle in the carpet and the recessed lighting overhead. Spectacular his-and-her bathrooms in contrasting marbles feature a bath and a steam shower, and one of the walk-in wardrobes can be concealed should her new owner wish to operate her commercially. There are three guest double VIPs, two double cabins and a twin-berth cabin, as well as quarters for a crew of 28.

The style is grand Art Deco with a ballroom, a gilt-and-black Steinway grand piano, vast dining table, crystal chandelier and an adjoining wine cellar. Features include a cinema, a winter garden with guest dining in open air or climate control, a beach club and a beauty salon with a Hammam. 

New York and its skyline were the inspiration for Phoenix 2’ s styling, from the Empire State skyscrapers on the bar stools in the skylounge bar, lit by uplighters reminiscent of the torch held by the Statue of Liberty, to the firebird figurehead that looks as if it may have flown in from the Chrysler Building. Everything from the door handles to the cutlery is hand-made, each a work of art in its own right.

The sundeck sports a seven-metre oval pool with skylights filtering natural light into the lobby below. There are two Jacuzzis, one of which is exclusively dedicated to the owner, and two helipads. An elevator takes guests to the lower deck lobby to embark on one of the two 10-metre tenders – one is a limousine and the other a sports boat. A four-metre deep swim platform has large hydraulically operated steps lowering into the water for easy access from the sea.

The Lloyd's Register-classed, 2,667GT yacht has a cruising speed of 14 knots and maximum speed of 18 knots. Under twin 2,670hp MTU engines, the yacht's range is 6,000 nautical miles.

Phoenix 2 was asking €124,950,000 with VAT paid.

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Manufacture

Welcome to a voyage of discovery like no other

From inspiration to maiden voyage

Custom-building a modern luxury motor yacht is a process of milestones or, more aptly, a voyage of many discoveries. Each step is an exhilarating achievement, a source of great joy for the owner and professional pride for Lürssen’s engineers and technicians. It all begins with an inspiration, your vision of a yacht as individual as your personality. There are no limits during this initial, creative phase: all thoughts and wishes are welcome. The design team and Lürssen’s experts will work with you to give form to your dream, visualized in 3D renderings. Although many aspects remain open to revision in later project phases, final approval of the design means physical work on the vessel itself can begin.

The first cut

The first tangible step in the shipbuilding process, the first steel cut, is an occasion of great excitement accompanied by ceremony. The joyful event takes place directly in our own facilities, usually before the eyes of the owner and project team. Here, a small shape is cut out of the steel sheet. This piece often becomes an adornment of the yacht or an owner’s keepsake. From this point on, the exterior design of your yacht takes shape on a step-by-step basis.

Good luck coins

Now that steel-cutting is underway, the ship’s keel – the backbone of the structure – must be laid to begin construction of the hull. In a tradition dating back to the early days of shipbuilding, a ceremony takes place to mark the laying of the keel. But before keel laying, part of the ritual is to place one or two coins under the keel block. There they remain until the vessel is ready to leave the dry dock. The coins, which according to maritime lore bring good fortune to the ship, are often later welded to the hull.

Keel laying ceremony

This step is one of the most a momentous milestones in the shipbuilding process. Although in modern shipbuilding the keel is generally no longer laid as a single beam, but rather in segments, watching as the first module of the ship’s hull is lowered onto the keel block is truly breathtaking – even for seasoned shipbuilders and yachtsmen. The ceremony is usually attended by the owner.

Construction continues

The manufacture of a Lürssen luxury motor yacht or megayacht involves literally hundreds of highly skilled and qualified technicians and engineers, each specialized in different trades and disciplines. These including welding and other forms of metalworking, electrical engineering, woodwork and a wide spectrum of painting and finishing methods. Using the block construction process, entire multideck segments of the hull and superstructure are built and outfitted with preinstalled technology such as piping, electrical cables and other components, before assembly at the building dock. Throughout the multiyear process, the Lürssen project team works closely with the owner’s representatives. The video below offers a fascinating glimpse, showing the construction of the 156-meter, 15,917-ton megayacht Dilbar – the world’s largest-ever private motor yacht.

Launching – The yacht enters her true element

Whether launched down the slipway or by flooding the dock, as is the case with the larger Lürssen superyachts, the vessel’s first encounter with water is a highly exciting and emotionally charged milestone. To see a custom-built luxury motor yacht, the product of years of planning and intensive work, float freely in her element for the first time is one of the true joys shared by yacht owners and yachtbuilders alike. Depending on the owner’s wishes, the naming may take place at this point or on final delivery. Christenings are carried out with varying levels of ceremony, in some cases focusing on the naming of the vessel, in others including blessings bestowed by a representative of the owner’s religion. In all cases, it is an unforgettable moment. The film below offers some impressions of recent Lürssen superyacht launches.

Launching – Unforgettable moments

Following the launch, the yacht’s interior furnishings and other final touches are completed. During this intermediate period, the sea trial takes place with officials from the applicable maritime classification society as well as the owner’s representatives on board. Before final approval can be given, the authorities carry out the Sea Acceptance Test (SAT) including parameters such as high- and top-speed performance, dynamic position, navigation, noise and vibrations, lifeboat deployment, stabilizers, temperatures and anchor function.

Delivery – Time for the maiden voyage

This is the moment every yacht owner dreams of, when you take possession and can embark on the maiden voyage. From this day on, the yacht becomes your personalized home at sea, your luxury villa anywhere, anytime. A unique oasis for you, your family, friends and guests. Many owners value the pleasure and convenience of always having their favourite comforts with them while travelling: a private chef, special bed linen or certain works of art. Whatever preferences you have, you can look forward to an entirely new dimension of luxury travel, adventure and the sheer, incomparable joy of life at sea.

Welcome aboard, welcome home

Lifetime support

The yachting life is all about luxury travel and entertainment in complete freedom. To ensure that your yacht life is totally free of care and complications, we offer comprehensive lifetime support for your vessel. Our services provide not only peace of mind and pure yachting pleasure, but also make sure your yacht stays as strikingly beautiful as the day she embarked on her maiden voyage.

Let us talk about your yacht

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