Consider it an ultimate dayboat or tricked-out tender for your megayacht. Either way, there’s never been anything like the Wider 42. And outside of Wally, there’s really never been a boatbuilder focused on pushing the boundaries of convention to this degree.
When you realize Wider’s founder is Tilli Antonelli, who founded Pershing in Italy in the 1980s and remained its chief until earlier this year, it starts to make sense. Pershings earned the nickname “silver bullet” in some circles because of their sleek shape, metallic exterior color scheme, and of course speed. They were dramatically different than other craft when they landed on American shores in the 1990s.
The first Wider 42 should turn heads, too, when she premieres at the Genoa boat show in October. (While an American debut date hasn’t been announced yet, nor has the U.S. representative, the North and South American markets are primary targets.) The company name was inspired by the biggest selling concept of the boat, devised by Antonelli: The amidships area can widen to both sides, doubling the usable space. In addition, the extended hull sections simulate outriggers, like on proas. Antonelli likes to refer to the extra space as “a sort of playground in the middle of the sea.” Further notable is the use of Esthec instead of teak underfoot.
Wider’s facility is in Castelvecchio di Monteporzio, Italy, the same one where the first Pershing was built. There’s yet another tie to the Pershing days: All the models (35- and 50-footers are in the works) are styled by Fulvio De Simoni. Naval architecture is being handled in house in conjunction with Wave Ingegneria and Mark Wilson, who’s made a name in offshore powerboat racing.
The latter’s contributions are particularly noticeable in the racing-style stepped hull of the 42. Even the engine installation is similar to that in the racing world: offset, not directly side by side. This reportedly yields a lower center of gravity on centerline, bolstering stability. Construction-wise, Wider employs SCRIMP, with a carbon and vinylester resin. Some components are made solely with carbon fiber. All of these elements will keep weight down, important particularly given the anticipated 45-knot-plus top speed.
Owners and guests will have a variety of ways to enjoy that speed. Inside, there’s a dinette that can convert to a berth for naps or overnights. In the image here, the amidship cockpit is set up for dining. But it can also be used as a sundeck, by dropping the table and covering it with a pad. Alternately the seating area slides apart to convert into two sunlounges. It’s interesting to note that all of the seating is comprised of inflatable cushions, not the traditional fixed fiberglass benches. If the mood strikes, you can remove the cushions and toss them in the water as extra toys.
Speaking of toys, the Wider 42 can tote a RIB or PWC aft. Another option: dive bottles and related gear. Regardless, the platform upon which the toys are stowed lowers to allow easy entry into the water.
It’s one thing to enjoy repeat business from a client. It’s another to have a client who builds four yachts with your company.
Such is the case with Hargrave Custom Yachts. Funny enough, the owners of the 101-foot Victoriano “were lifelong sailors until they met us,” according to Michael Joyce, president of Hargrave. They owned a 54-foot Gulfstar sailing yacht before taking the motoryacht plunge, first with a 65 Monte Fino, then an 82-foot Hargrave several years later, followed by a 94-foot Hargrave.
“There are some people who are so creative by nature that they’re always looking for something new,” Joyce explains, adding that the husband half of Victoriano’s owners is among them. When the economic slowdown was in its early stages, Joyce says, he was relating to the gentleman how Hargrave was still preparing new concepts, including a 101-foot series. Sassy was the first delivery in that series, and while the owner liked the overall length and amenities, she was a bit too traditional in style for him. Joyce explained that Hargrave’s team was modifying the 101 for the European market and that it would include some different features. “He said, ‘You know what? I like it. I think that’s going to do well. What do we need to do?’ The next thing you know, there was our new Victoriano.”
While on paper Victoriano’s raised-pilothouse design, with eight guests and six crew, sounds pretty typical, in reality it’s anything but. Take the crew accommodations. Not only are there three separate heads for the three staterooms, but there’s also an ample dinette/relaxation area, with a full wall of lockers. The captain’s stateroom is the size of a guest stateroom aboard some yachts just a few feet smaller. The crew also gets a separate laundry room and, unheard of for a yacht this size, a hidden door yielding direct access into the guest accommodations. Particularly if Victoriano ever charters, this is a welcome feature, for quick bed-making and linen changing. (On a related note, Joyce explains how the late naval architect Jack Hargrave, the namesake for the company, began his career as a crewmember. Good-size crew cabins were a signature style of his, in recognition that if you treat the crew well, they’ll work well.)
Another atypical feature on Victoriano is the on-deck master and its impact—or lack thereof—on the rest of the deck. You might assume that either it had to be squeezed in or that the galley would lose floor- and counter space, given the 101-foot LOA. Victoriano proves it doesn’t have to happen. In fact, it’s the biggest galley Hargrave has built to date in this size range, and it rivals that of any other galley aboard similar-size yachts. Two full-size refrigerators and four SubZero freezer drawers, abundant counter space for plating, two sinks on two separate counters... it’s a well-equipped and well-laid-out space. There’s enough room for guests to stop in and chat without getting underfoot. And of course, the galley has direct access from the crew cabins below deck.
Speaking of access, there’s nearly four-sided reach around the twin Caterpillar C32s in the engine room. The gensets partially block the pathway outboard of each powerplant, but in fairness it’s rare to find a full walk-around engine room in the 100-foot range. Hargrave wisely makes the gensets serve double duty, in a sense, topping each with a work table.
To what does Joyce ascribe Hargrave’s repeat success, with this client and others? A lot comes down to eliminating stress for the owner and making the building experience fun. “We’ve done everything possible to reduce the risk of building a custom yacht,” he explains. “We’re able to get between the owner and the problems... we make sure we’re in a position to step in and resolve a problem without even telling the owner there’s a problem.” Most of all, though, he says that Hargrave strives for “fantasy service,” in recognition that owners’ time onboard is precious and limited, and they don’t want (nor need) to be bogged down by delays or malfunctions no matter how small.
Here’s more of Victoriano, which achieves a top speed of 21 knots and a cruise speed of 18 knots.
