Motorboats, report, rewiew, test, seatrials - Barchemagazine https://www.barchemagazine.com/en/boats-barchemagazine-en/motorboats-barchemagazine-en/ Rivista di informazione sulla nautica da diporto. Novità, prove, esclusive su barche e yacht a vela e a motore Mon, 25 May 2026 07:05:12 +0000 en-GB hourly 1 https://wordpress.org/?v=7.0 https://www.barchemagazine.com/wp-content/uploads/2021/04/cropped-Senza-titolo-1-32x32.png Motorboats, report, rewiew, test, seatrials - Barchemagazine https://www.barchemagazine.com/en/boats-barchemagazine-en/motorboats-barchemagazine-en/ 32 32 Manda S05.3 – Beautiful, and possible https://www.barchemagazine.com/en/manda-s05-3-test/ Mon, 25 May 2026 07:05:12 +0000 https://www.barchemagazine.com/?p=258814 This boat has a very singular design that makes it different to every other. But it is also functional and […]

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This boat has a very singular design that makes it different to every other. But it is also functional and pleasant to be  on when under way

by Niccolò Volpati

“Come back early tomorrow and I promise you we will go out”, I was assured by Valentin Mitev, the captain of the Manda S05.3 which is moored at Cannes. It was the third time that I had gone along the quay hoping to get on board and try out the boat. Luigi Manda, the head of the yard, had promised that I could, but it was a very busy time with the Yachting Festival on. It was understandable as the Mandayachts boats, all of them designed by Giovanni Ceccarelli, drew special attention and there was always a queue of visitors to get on board. It is a really unusual design, making it impossible to miss, and it is difficult to resist the temptation to visit it. And that is what boat shows are for.

The interiors have two entrances: one from the stern leading to the panoramic living area and one aft of the steering console with a ladder near the owner and guest cabins.

 I wasn’t very optimistic the following morning. I thought Valentin Mitev was going to get rid of me with a “come back tomorrow” and free himself of the nuisance. But instead he kept his promise, and was waiting for me with the engines already running. “I wasn’t expecting that”, I told him “I assumed that it wasn’t going to happen”. “What on earth are you saying? I’m the boss round here”, he replied with a dazzling smile. Off we went, and outside the harbour wall the waves were half a metre and fairly steep, and were crossed by all of the wakes left by the yachts crossing the gulf.

There are two Volvo D8s with IPS transmission in the engine room. The feeling you get is immediately very positive, with the hull behaving well cutting untroubled through the waves, making the boat stable, well balanced and easy to handle. The V bow is perfect as the boat doesn’t slam on the waves, even when you might expect it to. It also handles extremely well when turning, and the positive feeling is accentuated by the optimal sightlines from the helm, with a very open console that doesn’t have supports or superstructure blocking the view. You can keep an eye on everything from there, something I realised because there is a lot of traffic off Cannes, especially during the Yachting Festival. But I was relaxed and we proceeded calmly. At top speed I clocked up 28.5 knots, but I would say that the most important detail is a planning minimum of under eleven knots. And the Manda S05.3 gets out of the water while using a total of just 63.5 litres per hour. It isn’t a hull that has any problem getting on plane, which means you have a broad choice of cruising speeds, something that normally comes from powerful engines that can get the boat moving very fast, but also use a lot of fuel. By contrast the Ceccarelli-designed waterlines mean you get that wide span of possible speeds without that.

As well as the living area there is the galley, while the master cabin – with separate bathroom – is in the bow.

It wasn’t just what was under water that struck me about the Manda S05.3. Both the deck and down below are really original, but it is important to make clear that this isn’t just a design that seeks to dazzle, and in fact it has been conceived with a particular use in mind. The reverse bow is something we could by now call a Ceccarelli bow, being a distinctive sign of the designer and something that sets it aside from other boats.

From outside the Manda S05.3 appears to have the characteristics of a fly bridge boat, and also those of an open and an explorer. The stern is a huge beach area, covering a full fifteen square metres, while you have to go up to get to the living room and the helm station. There are three steps, and it is almost as if you found yourself on a second bridge deck. The first good thing about that is the perfect sightlines from the helm station, in part because it is located higher up. The sun pads are located in this central area, and – protected by the hard top – also the sofas, dining table and kitchen unit. That immediately begs the question as to why exactly the area is raised. And the answer is that the enclosed dinette lies below it, as a full beam living space that looks onto the beach area. To get to it you just have to move the transparent pantograph door, which delivers a really unusual feeling. It is a closed and protected area, but nevertheless a very panoramic one. You are inside, but it feels as if you were outside, not least because you are at the same height as the water level. I thought about how functional it would be if there are children on board, and I saw how nice it is to sit on the sofa and watch the wake behind you when under way. And the same goes when you are at anchor.

Visibility from the helm station is also ideal because the main deck is raised above the aft beach area. The deck offers plenty of sunbathing and living areas. The layout is designed for enjoying outdoor life. And then there is the 15-square-metre beach area at the stern.

As well as the living area there is the galley, while the master cabin – with separate bathroom and shower cubicle – is in the bow, and that too is spacious and light. A second cabin is located half-way between the owner’s area and the panoramic stern dinette. Everything makes you want to stay on board for a long time, both the qualities of the hull and the experience you get either above or below deck. But at a certain point Valentin Mitev, the skipper, pointed to the quayside, which was already crowded with visitors queuing: “We’ve got to go back in”. 

Engine room

The system is an IPS 800 with two Volvo D8 engines delivering 600 horsepower. This is more than enough power, especially since the hull’s water lines are very efficient.

MANDAYACHTS CANTIERI NAVALI
Piazza Vittoria, 6
80121 Napoli
www.mandayachts.it

PROJECT
Ceccarelli Yacht Design

HULL
LOA 15.00m • Maximum beam 4.82m • Fuel tank volume 1,800 l • Water tank volume 550 l • Standard propulsion 2x Volvo IPS D6 650 • Optional propulsion 2x Volvo IPS D8 800

MAIN PROPULSION
2x Volvo D8-IPS 800 • Outlet mechanical power 441 kW (600 hp) • 6 in-line cylinders • Swept volume 7.7 l • Maximal rotational speed 3,000 rpm

EC CERTIFICATION
CAT B

PRICE
1,200,000 € Excl. VAT and optionals

*The price refers to February 2026

(Manda S05.3 – Beautiful, and possible – Barchemagazine.com – Excerpted from Barche, February 2026)

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Bluegame BGF45 – Beyond conformity https://www.barchemagazine.com/en/bluegame-bgf45-test/ Fri, 15 May 2026 07:36:20 +0000 https://www.barchemagazine.com/?p=258420 The BGF45 is 14.15 metres long and 5.12 wide, with two 350 kW Volvo IPS 650 engines and tractor propellers; […]

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The BGF45 is 14.15 metres long and 5.12 wide, with two 350 kW Volvo IPS 650 engines and tractor propellers; it has a top speed of over 35 knots

by Sacha Giannini

Developed from the BGH Bluegame, the hydrogen-powered foiled chase boat used by American Magic and Orient Express Racing during the 2024 America’s Cup, the BGF45 is a powered catamaran cruiser with a hydrofoil created by Luca Santella and Zuccon International Project, with hydrodynamics by Mario Caponnetto and Francis Hueber. The foil-assisted system uses a moulded steel blade that runs across the hulls, mainly designed to reduce resistance and increase lift, improving fuel consumption by over 40% – rather than focusing on speed and racing qualities – although it has to be said that it does move really well.

The Zuccon International Project design plays a leading role in shaping the way of living and perceiving life on board through the use of keywords that, when superimposed, give rise to space, time, balance, hierarchies, and deliberate transgressions of ‘scale’.

At first sight, the BGF45 is a reasonably convincing, spiritual boat, as if it were a passage to a new state of consciousness that moves away from a saturation of styles. Its profile is reminiscent of a beautiful insect with thorax with a curvy abdomen and thin antennae rising out of its silhouetted T-Top, in the cobweb of safety rail stanchions that are reminiscent of threadlike rim of connected legs and horizontal stainless steel lifelines, or in the smoked glass windscreen, similar to a skin-like frontal protective shield or again in the thin, isolated VHF antenna, where all comes to balance movement and structure.

On the lower deck, there are two cabins with private bathrooms and separate entrances, one for each hull, plus a third cabin,
also with a bathroom but accessible from outside, which can be
used for crew, children or guests.

Below deck, everything is nocturnal, designed for specific uses, with welcoming tones that do not require much natural light from the sides, in addition to the large cross-section on deck that floods the owner’s cabin with light through a skylight.

The BGF45 brings foil technology and a V-shape, along with deadrise rails and chine strips, to improve trim and performance in pitch, yaw, and roll, as well as planning and bow wakes, all on board a multi-hull designed for pure sports use. Although it is easy to succumb to the temptation to incorporate ideas of conformity, this BGF45 is a long way from being an imitation and, in every respect, a precursor of style, an excellent example of Italian technical inventiveness. It is soft and balanced, but also powerful and moves well. 

It is nice to feel the vibrations that travel from the hull to the throttle, to feel what is going on under the water, like when a foot resting on the chain can tell you whether the anchor is holding or dragging on the bottom. Nothing recognisable happens when two-thirds of the hull structure lifts out of the water; it all feels natural and quiet, but suddenly you are there while hardly realising it, and yet instinctively feeling it. That is what the BGF45 sets out to do: to pretend that the hull retains its natural architecture, with the lift and perception associated with it. It doesn’t porpoise on the waves, and keeps its course across the waves, shifting rather than digging in, but it turns, and doesn’t run the risk of spinning out dangerously, nose diving or yawing. The standard interceptors help with this by containing and balancing on turns, especially during yawing or righting.

The foil-assisted system, positioned between the hulls,
significantly reduces drag, increasing speed, stability
and fuel efficiency by over 40%.

The BGF45 benefits from strategic partnerships, including Volvo Penta, Garmin, and Siemens as an Innovative Technology Partner.

At 600 rpm and using a total of 3 litres per hour, we did 3 knots; at 1500 rpm, we got over 8; and while still in displacement mode, we were using around 24 litres per hour. At 2000 rpm and 11 knots, with 60 litres per hour, we started pre-planning. At 2200 and 13 knots, we got out of the water, with fuel usage at 70 litres, while the best cruising speed was 26 knots at 3000 rpm and 125 litres per hour. We gradually increased to 3500 rpm (33.5 knots) and reached a top speed of 37.4 knots at 3840 rpm, using 200 litres per hour. 

Engine room

Powered by two Volvo Penta IPS engines, the BGF45 guarantees comfortable cruising even at speeds exceeding
30 knots, offering smooth handling and effortless manoeuvrability.

BLUEGAME, SANLORENZO BRAND
Via Armezzone, 3
I-19031 Ameglia (SP)
T. +39 0187 618490
www.bluegame.it

PROJECT
Luca Santella (concept) • Bluegame • Caponnetto Hueber (naval architecture) • Zuccon International Project (exterior and interior design)

HULL
LOA 14.15m • Maximum beam 5.12m • Draft 1.15m• Light mass displacement 16 t • Full load displacement 17 t • 1 owner suite • 2 Vip/guest cabins for three guests • Fuel tank volume 1,400 l • Water tank volume 400 l • Grey water tank volume 125 l • Waste water tank volume 125 l

MAIN PROPULSION
2x Volvo Penta IPS 650 D6 480hp (350 kW)

EC CERTIFICATION
CAT B 14 people

PRICE*
Starting from 1,800,000 € Excl. VAT

*The price refers to February 2026

(Bluegame BGF45 – Beyond conformity – Barchemagazine.com – Excerpted from Barche, February 2026)

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Sirena 60 – Always safe https://www.barchemagazine.com/en/sirena-60-yachts-test/ Thu, 07 May 2026 06:29:22 +0000 https://www.barchemagazine.com/?p=254118 The semi-displacement hull is engineered for unparalleled stability and safety, even in stormy conditions. The optimised interior and exterior dimensions […]

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The semi-displacement hull is engineered for unparalleled stability and safety, even in stormy conditions. The optimised interior and exterior dimensions ensure a premium maritime experience

by Niccolò Volpati

The weather conditions were not ideal. The wind had been blowing quite strongly since the morning and showed no sign of letting up throughout the day. The appointment at the quay was for late afternoon; I wondered if I would be able to do the test. The closer the appointment got, the more the rumours in Vieux Port in Cannes left no room for hope. The sea is rough, the wind is strong: none of the boats on display at the Boat Show are going out. All the trials have been cancelled. So I set off without much hope, but when I arrive at the Sirena 60’s mooring, I find the atmosphere calm. No one was worried or agitated. I asked what the plan was and was told that we would be setting sail for the test in a few minutes.

The Sirena 60 provides more space for lounging, improved storage capabilities and a truly eye-catching modern aesthetic, both inside and out.

As we left the harbour, we passed many boats, including large ones, all returning quickly. We, on the other hand, had our bow pointing out to sea. What a wonderful feeling! Boats, or so they used to say, are made for this very purpose. They are made, or should be made, to cope with all weather conditions. The weather changes, and in summer it does so quickly. You will likely encounter challenging seas, but that should not cause too much concern. For the Sirena 60, that is undoubtedly the case. From the interior helm station in the dinette, we gradually accelerate. At just over ten knots, we plane. Then, pushing the throttle, we reach 16, then 20, and finally maximum speed, which is 23.7 knots.

The soundproofing in the engine room is very effective, as noise levels in the adjacent master cabin are very low.

The semi-displacement hull, designed by Germán Frers, as were the shipyard’s others, performed flawlessly. Whether heading into the bow, beam or three-quarters, the hull demonstrated excellent stability and smoothness. With the sea ahead, the bow almost sank into the two-metre waves, and a lot of water broke on the windscreen. It felt like being in a car wash. One of those automatic ones where you can stay inside the vehicle. My eyes perceived a situation that was, if not dangerous, at least worrying, but I did not feel that way. The bow cut through the waves nicely, and the hull rose and fell on the rough sea. When I reversed course to return to port, I enjoyed the sea ahead. Nowadays, you increasingly see open sterns, almost skimming the water, and I wonder if the stern sea has been abolished by decree. They are beautiful, indeed wonderful, especially if they have folding sides, but only if the sea is flat. And when a wave comes from astern, how do they behave? This is not an issue on the Sirena 60. Here, there is a large platform, but to access the cockpit, you need to use one of the two ladders. The cockpit and the entire deck are high above the sea, so waves are never a concern, even if they are two metres high and coming from behind.

Three cabins and three bathrooms ensure comfortable extended stays on board for six people. The full beam master cabin is located amidships.

This boat has been designed to embody the spirit of sailing. Its meticulous engineering ensures smooth and problem-free sailing. The rudder is remarkably smooth and responsive, making it easy to manoeuvre, even in challenging weather. There is a flybridge and a hardtop above it, but the crosswind and 25-knot winds are not a problem either for course stability or for any water splashing on deck. The engine room houses the IPS system, powered by Volvo Penta D13 engines, each delivering 1,000 horsepower and excellent fuel economy. At 16 knots, the boat burns only 200 litres per hour; at the maximum speed, it needs just over 300 litres. In addition, the IPS transmission makes the ship very manoeuvrable. The vessel’s performance is balanced and quiet, consistent with the feel and functionality expected of a semi-displacement hull. Furthermore, the emphasis on comfort is notable. Sailing with calmness and ease is a pleasant experience, and it is preferable to do so in a vessel that prioritises comfort over a spartan design. The interiors, deck and flybridge are undoubtedly designed for comfort. The Sirena 60 maintains the same philosophy that the shipyard has always had.

Volvo Penta IPS systems contribute to making the Sirena 60 highly manoeuvrable, both at sea and when mooring. The layout offers many alternatives. Sunbathing, dining, and living areas are located on both the main deck and the flybridge.

The bow is still very vertical, while the stern platform offers more space than previous models. The bow area houses a living area with two linear sofas facing each other, a table and a large sun deck. In the cockpit, there is a dining table with additional seating, and on the flybridge, there is space for the external helm station, another sun deck, a bar cabinet and a living area. Relaxation is guaranteed and can be enjoyed in any location on board. The dinette, as per tradition, is fully glazed and therefore panoramic. On the lower deck, the sleeping area consists of three cabins, each with its own bathroom. The master cabin is amidships, the VIP cabin is at the bow, and the guest cabin has parallel beds.

The fuel tanks have a capacity of 3,600 litres, allowing for a truly remarkable range: 250 miles at maximum speed and 545 at minimum gliding speed.

Engine room

The two Volvo Penta D13 engines are the perfect choice for the hull’s waterlines because, in addition to providing thrust, they also guarantee low fuel consumption.

SIRENA YACHTS
sales@sirenayachts.com
www.sirenayachts.com

Dealer
GPY Marine
www.gpymarine.it

PROJECT
Frers Yacht Design (naval architecture), Sirena Design Team (exterior styling & concept, and interior design)

HULL
LOA 19.45m • Length 17.18m • Maximum beam 5.36m • Draft 1.24m • Displacement 35,900 kg • Fuel tank volume 3,600 l • Water tank volume 800 l

MAIN PROPULSION
2x Volvo Penta D13 IPS 1350 • Outlet mechanical power 735 kW (1,000 hp) • Swept volume 12.8 l • 6 cylinders in line • Dry weight 2,458 kg

EC CERTIFICATION
CAT A

(Sirena 60 – Always safe – Barchemagazine.com – Excerpted from Barche, January 2026)

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Magnum 40 – Italians do it better https://www.barchemagazine.com/en/magnum-40-motorboats-test/ Wed, 06 May 2026 06:30:03 +0000 https://www.barchemagazine.com/?p=256639 A Magnum 40 from the 1990s with modern technology for the ultimate sailing experience. The credit for this goes to […]

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A Magnum 40 from the 1990s with modern technology for the ultimate sailing experience. The credit for this goes to Yacht Stabilizers in Viareggio

by Niccolò Volpati – photo by Andrea Muscatello

Walking around Pavilion B of the Genoa Boat Show, it was impossible not to notice it. Not least because whoever refitted it chose an electric blue colour that certainly does not go unnoticed. There it was, the Magnum 40. Using a term that is overused these days, it can rightly be called an iconic boat. It dates back to 1990, but it doesn’t seem outdated at all. In fact, the feeling I get when I look at it from the quay is the same as when I look at an old photo. Anyone portrayed in an image from a few decades ago seems perfectly fit and slender. We were slimmer and more beautiful, and that wasn’t just because we were younger.

The boat is designed exactly like in the old days: living area in the centre, proper motorboat deckhouse, stern platform for access to the sea, and surface propellers covered.

The same applies to boats. Aesthetics mattered once, but not today. Modern boats often look very different at first glance. They are wider and taller than they are long, and resemble a photograph of overweight people. They are decidedly less slender than they used to be. Magnum 40 is a motorboat, a beautiful motorboat, which needs no further definition… day, weekender, long cruise… no, none of that. It is simply a motorboat, just as you have always imagined it, just as you have always dreamed of it.

The fabrics and some interior materials have been changed, but the layout remains essentially the same. The dinette is comfortable even when riding the waves, as is the cabin.

“It was a challenge for us because this isn’t just a simple refit, but a complete reconstruction”, says Marcello Porciani, Project Manager and Sales Representative at Yacht Stabilizers in Viareggio. Climbing aboard, I feel as if I’ve been transported back to the 1990s. The intervention is significant, but it fully respects the original spirit of this nautical icon. Yacht Stabilizers’ philosophy is to remain faithful to the original, making the necessary improvements to bring the boat up to date and make it more comfortable.

Nothing has been radically changed, but the changes are significant, for example, in the use of carbon fibre. It is no coincidence
that the boat weighs two tonnes less than the original Magnum 40.

“In the past, engine rooms were only resin-coated and barely gel-coated, and an oil stain would remain forever. Here, however, we have panelled and enamelled it, treating it like the exterior of a hull. We then added accessories and systems, including the Seakeeper gyroscopic stabiliser, and paid particular attention to the routine maintenance of everything in the engine room. In other words, we focused on making it easier to access the systems.It is not true that the engine rooms of the past were small and cramped. There is space, but it is often distributed lengthwise rather than heightwise. It is therefore necessary to set it up sensibly, so that maintenance can be carried out without having to dismantle or remove everything inside it”, explains Porciani. I find the same philosophy both on deck and inside. Nothing has been radically changed, but the changes are significant, for example, in the use of carbon fibre. It is no coincidence that the boat weighs two tonnes less than the original Magnum 40. The advantage, as you might expect, is that performance is even better in terms of both speed and fuel consumption.

«It was a challenge for us because this is not a simple refit, but a complete reconstruction».
Marcello Porciani

The engines installed are two 6.7-litre FTPs, each with 570 horsepower. Once we leave the breakwater at Genoa, we can speed up to a maximum of 42.6 knots, which is really exciting! At all cruising speeds, we use 5 litres of fuel per mile, but that’s not the best part. The best part is the feeling you get at the helm. It’s like diving back into an experience I had already had and moored in some remote corner of my brain. Wow! That’s what sailing was all about! Now I remember. A smooth hull that cuts through the wake without any problems and a hull that tilts just enough, turning neither too much nor too little. I rediscovered the balance that designers and shipyards were able to achieve magically, even though they designed waterlines without the help of software or fluid-dynamics studies. Fluid dynamics was in their DNA, and they passed it on to the hulls they built.

The Seakeeper 3 stabiliser is also highly effective when sailing. With the sea abeam, it can even increase the boat’s speed.

The Magnum 40 by Yacht Stabilizers is a boat made for sailing. Do you remember what sailing means? It is not a particularly tedious activity to get from one dock to another. Sailing is a wonderful feeling, and this boat lets you experience it. The Seakeeper 3, once installed, is just what you need to increase comfort, not only at anchor but also while sailing. The effectiveness of the gyroscopic stabiliser is beyond question, but in this case, it was not a foregone conclusion. “Seakeeper works well on ‘unsuitable’ boats. Those with imperfect or very high waterlines, which are subject to intense rolling, are the perfect example of this. The gyroscope is remarkably effective in such cases”, explains Marcello Porciani. But how does it perform with a Magnum? Despite not being a three-storey building and having an almost perfect hull, it significantly improves comfort when sailing, particularly in crosswinds. To see this, switch it on and off. Seakeeper on the Magnum 40 is the classic icing on the cake. Not everything new is bad. The same applies to Arneson surface propellers, which, thanks to electronics, have become very easy to use. FTP and Arneson, in fact, have an automatic flap and trim adjustment system that lets you focus exclusively on navigation without worrying about trim

Engine room

The two 570-horsepower FTP engines are ideal for achieving a top speed of over 42 knots and very low fuel consumption.

YACHT STABILIZERS
Via Libeccio, 17
I-55049 Viareggio (LU)
T. +39 0584 386764
info@yacht-stabilizers.com
www.yacht-stabilizers.com

PROJECT
Magnum Marine

HULL
Loa 12.24m • Maximum beam 3.80m • Draft 0.80 m • Dispacement 8.5 t • Fuel tank volume 1,400 l • Water tank volume 300 l

MAIN PROPULSION
2x FTP N67 EVO • Outlet mechanical power 419 kW (570 hp) • 6 cylinders in line • Swept volume 6.7 l • Compression ratio 15.8:1 • Bore & Stroke 104mm x 132mm • Rotation speed 3200 rpm • Dry weight 721 kg

EC CERTIFICATION
CAT B

(Magnum 40 – Italians do it better – Barchemagazine.com – Excerpted from Barche, January 2026)

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Numarine presents two Classic Line new models https://www.barchemagazine.com/en/numarine-classic-line-new-models/ Wed, 29 Apr 2026 10:56:51 +0000 https://www.barchemagazine.com/?p=257068 Numarine has revealed details of a brand new Classic superyacht line, beginning with two models, the 38XPC and 39MXPC. The […]

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Numarine has revealed details of a brand new Classic superyacht line, beginning with two models, the 38XPC and 39MXPC.

The line emerged from a desire to reinterpret timeless yacht aesthetics through the lens of modern exploration, while also responding to growing interest from clients for a more refined and enduring design language.

Classic Line: Beautiful style that sticks

For both Numarine and the new line’s exterior designer, Can Yalman, the word ‘Classic’ is not about nostalgia or recreating the past, but about embracing proportion, clarity and elegance – values which have defined great yachts for generations – and expressing them in a contemporary way. Rather than looking backwards, the new line is about rediscovering these values and creating something enduring, not a momentary design trend.

Numarine 38XPC

Numarine 39MXPC

As Yalman explains: “The Classic Line emerged quite naturally from a period of reflection. After years of working on highly optimised, contemporary explorer yachts, here was a desire to reconnect with more timeless principles of naval design”. He continues: “At the same time, we sensed a growing desire for this direction, perhaps a need for a more reflective, balanced approach to yachting. One that moves away from excess, instead emphasises harmony, connection with nature, and a more timeless, almost romantic idea of life at sea”.

Opening image, Numarine 38XPC

(Numarine presents two Classic Line new models – Barchemagazine.com – April 2026)

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Prestige M7 – Boat sweet boat https://www.barchemagazine.com/en/prestige-m7-catamarans-test/ Mon, 20 Apr 2026 07:18:45 +0000 https://www.barchemagazine.com/?p=255961 To meet a sudden shift in demand for sizes, Prestige has extended its multi-hull range. M7 is their third catamaran […]

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To meet a sudden shift in demand for sizes, Prestige has extended its multi-hull range. M7 is their third catamaran

by Niccolò Volpati – photo by Jean François Romero

Let’s start with some figures that help us understand how and why Prestige has created this new motor catamaran. The first was the M48, which started off the yard’s M-Line range and was presented at the Cannes Yachting Festival in 2022. Not long afterwards came the M8, a 24-metre motor catamaran. The short time between the release of one model and the other shows, if needed, that both multi-hulls had been designed some time back, since it was a new series.

The M7 made its debut at Cannes 2025 and filled the gap between the 50- and 80-footers. This has come about due to market demand and, in particular, owner feedback. And despite being very new, the M48 has already found seventy buyers. With this invaluable advice, the yard has collected numerous suggestions that it has applied to the new M7. The Prestige M-Line is unusual in that all the new owners are individuals rather than charter companies. “Everybody is now desperately looking for significant interior space to get the feeling of being at home”, says Camillo Garroni.

The interior, deck, and flybridge have been designed to offer the most spacious volumes possible while also creating a feeling of relaxation and comfort.

A lot of room and light, interiors that are not oppressive but respect the Prestige approach: creating a comfortable, safe boat with innovative layouts. The M7 has a lowered cockpit to get as close to water level as possible. You only need to go down two steps to get to the stern platform. What is more, the cockpit set-up has been researched to get guests looking aft. It feels like being on a terrace overlooking the sea. Another unusual feature is the ladder leading up to the fly bridge. It is reversed to use less space, and, most of all, it has been placed at the edge of the salon, making it seem practically an interior staircase. But it is obviously well protected, and you can get up safely. Up on the flybridge, you find another layout that optimises space and delivers innovative solutions.

The console isn’t right behind the windscreen, which has allowed Camillo Garroni to include a sun area forward of the helm station. A motor catamaran isn’t designed to buzz around at forty knots. It stays at a more stately top speed of 20, and that is another reason why it was such a good choice to have the flybridge sun pad forward of the console; it can even be used when underway. There is also a lunch area, sofa, galley/bar unit and much else that you can arrange as you like.

The layout includes four cabins and four bathrooms. The size of each cabin demonstrates that this is not a charter boat, as the interior spaces are truly spacious.

The interiors feature a full-beam master cabin in the bow, a VIP stateroom of the same size in one hull, and two other guest rooms in the other hull. All four have their own private bathrooms, for a total of 4 bedrooms and four bathrooms. Rather than reading a description of the salon, you should really see it for yourself. It is very spacious, with sightlines everywhere and natural light coming in through all the windows. It is a large area that gives a relaxing feel, as does every part of the vessel. 

Easy to drive and, of course, very stable. Good visibility and ergonomics. Everything is under control. Everything is relaxing.

It’s like being on a mini floating retreat. And what it does when underway is a reflection of that, as another advantage of a multi-hull is the ability to fit lower power ratings.  And so you can sail calmly, without having to race across the water or jump over the waves. The M7 is very different from its predecessor, the M8, while maintaining the same characteristics at sea. It is three metres shorter and nearly two metres narrower, so a pair of 550-horsepower Volvo Penta D8S is sufficient. The feeling you get at the helm is what you might expect – it is very stable, comfortable on the move and easy to turn. The 1,100 hp total really isn’t very much, especially compared to what you would find in the engine room of a high-speed, planning boat of similar length. But it’s enough to get the M7 up to just over twenty knots. The water lines, designed by Marc Lombard, have been optimised for two speeds. You get the best miles-to-fuel performance at 8 and 17 knots. The former is what you might do on longer passages, while the latter is the ideal cruising speed.

The hull does not suffer from rough seas. The two hulls cut through the waves, which pass through the space in the centre.

Engine room

Two Volvo Penta D8 engines, each with 550 horsepower, are the ideal power source for this catamaran: low fuel consumption and good cruising performance.

Groupe Bénéteau Italia
Brand Prestige
Via Consiglio d’Europa, 90
I-34074 Monfalcone (GO)
T. +39 0481 283111
www.beneteau-group.com/en/italia/

PROJECT
Garroni Design/Marc Lombard Yacht Design/Prestige Engineering

HULL
LOA 17.84 m • Length 17.70m • Maximum beam 7.56m • Draft 1.55m • Light mass displacement 35,937 kg • Fuel tank volume 2,900 l • Water tank volume 760 l

MAIN PROPULSION
2x Volvo Penta D8-550 V-Drive • 6 in-line cylinders • Outlet mechanical power 405 kW (550 hp) • Swept volume 7.7 l • Bore&Stroke 110mm x 135mm • Compression ratio 16.5:1 • Maximal rotational speed 2900 rpm • Dry weight 840 kg

EC CERTIFICATION
CAT A

PRICE*
Base price: 3,800,000 € (excluding VAT and accessories)

*The price refers to January 2026

(Prestige M7 – Boat sweet boat – Barchemagazine.com – Tratto da Barche, Gennaio 2026)

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Absolute 70 Fly – Wonder boat https://www.barchemagazine.com/en/absolute-70-fly-barche-test-2/ Wed, 15 Apr 2026 06:06:22 +0000 https://www.barchemagazine.com/?p=255449 Comfort, interior space and large outdoor areas. Absolute’s new 70-foot yacht is designed for long voyages by Niccolò Volpati See, […]

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Comfort, interior space and large outdoor areas. Absolute’s new 70-foot yacht is designed for long voyages

by Niccolò Volpati

See, not see. This is a defining feature of Absolute’s new 70 Fly design. The ‘I don’t see’ feeling comes from standing on the quay. The boat is huge, with three decks and an overall length of twenty-one and a half metres, as well as a beam of almost five and a half metres. After all, Absolute has always been a shipyard that does not compromise on comfort or volume. No matter how hard you try, volume needs space to develop. However, the new design helps to lighten the lines. This is thanks to the truncated stern, open gunwales – especially at the cockpit – and a handrail that continues the line of the side. In short, the Absolute 70 Fly does not look like a massive boat, whether viewed from the side or from the stern. In fact, it appears lighter and less imposing than its actual size. The ‘I see’ feeling, on the other hand, is what you experience when you step on board because, as well as the open gunwales and stern, there are also traditional panoramic windows in the dinette and cabins on the lower deck.

The dining area is in the saloon, but thanks to the panoramic windows, even in this area, you feel as if you are overlooking the sea. The interior spaces feel spacious, thanks in part to the abundant LED lighting.

The only place on board from which you cannot see the sea is the engine room. This accentuates the feeling of a space in continuity with the surrounding environment. In practice, it seems as if there are no barriers between the boat and the sea. There is also a large stern platform with a lifting capacity of 750 kg, capable of accommodating a large tender. This teak-covered hydraulic platform features a sliding mechanism on rails and integrated non-slip steps. When submerged, or at the waterline, it is a sort of beach area on the sea. The aft locker has generous volume, ideal for storing water toys, and an electric vertical sliding mechanism that does not get in the way when open.

Four cabins, all very comfortable. Between the owner and guest cabins, there is room for eight people on the lower deck.

On the main deck, you always feel connected to the outside environment, as the cockpit has no fixed furnishings and, towards the stern, instead of fibreglass, there is a glass parapet that does not obstruct the view. One feature appreciated is that the floor is step-free, so everything is on the same level. I liked the way the helm station and the living area were divided in the saloon layout. Although it is simple, consisting of a single wooden slatted partition, it is very effective. Wherever you are in the saloon, you cannot see the helm station, yet it is perfectly positioned to keep everything under control when sailing.

The crew cabin is located between the engine room and the VIP cabin aft. If desired, a second fold-down berth can be added.

The Absolute 70 Fly also has other outdoor areas. The bow area is furnished with a U-shaped sofa forward of the windscreen, complemented by a folding dining table with a movable top and a linear sofa opposite. The latter is created by moving the sun deck’s headboard forward. The telescopic table leg also enables the entire bow area to be converted into a sun deck. Finally, there is the spacious flybridge, which extends to the end of the cockpit towards the stern. Here you will find an external helm station, a U-shaped sofa next to the pilot and co-pilot seats, a dining area, an L-shaped outdoor galley with a grill, and another living area towards the stern. Those looking to relax can choose from spaces on both the main deck and the flybridge. The lower deck comprises four cabins and three bathrooms. In addition to the spaciousness, the brightness that filters in through the windows is also appreciated.

The deck areas are so spacious that there is always a second or third option between the living area, sun deck and relaxation areas.

The master cabin is located at the bow of the ship and features a step-free, one-level floor plan. The VIP cabin is located amidships and is so spacious that it is almost indistinguishable from the master. For guests, there are also two double cabins with parallel beds. Both the flybridge and the interior helm stations feature dashboards that can accommodate one or two 22-inch displays, along with throttles, instruments, and a joystick. Everything is within easy reach, and visibility is excellent even from the dinette, thanks to a single centre pillar that does not obstruct the view while sailing. As always, the engine room houses Volvo Penta IPS systems. Specifically, it is the IPS 1350 system comprising two D13 engines, each delivering 1,000 horsepower.

With Volvo IPS, you can’t go wrong. Absolute knows it: manoeuvrability, stability, comfort and low fuel consumption. The design of the sides, stern and dinette removes the barriers between indoor and outdoor spaces.

The helm provides the expected experience. The boat is highly manoeuvrable and easy to handle, with the correct trim at all times. At reach planning speed, the hull will extend parallel to the surface of the sea. The view is always excellent, so you never feel like you are missing out on your surroundings. Thanks in part to Volvo’s IPS, the Absolute 70 Fly turns smoothly and glides gently over the waves it creates as it sails. I exceeded 28 knots at maximum speed, and it took less than 13 knots to reach planning speed. Fuel consumption remains between 11.6 and 13.8 litres per mile and, thanks to a 3,600-litre tank capacity, range increases from 260 to 310 miles depending on cruising speed. This is still a generous figure, allowing you to cross the Mediterranean far and wide. The displacement speed of around ten knots is also interesting, as it provides a fuel consumption of 7 litres per mile. It is an ideal speed for long journeys.

Engine room

Two thousand horsepower, distributed across two Volvo D13 engines, offer a wide range of options. At 13 knots, the boat is gliding

Absolute
Via Petrarca, 4
I-29027 Podenzano (PC)
T. +39 0523 354011
info@absoluteyachts.com
www.absoluteyachts.com

PROJECT
Shipyard technical department

HULL
LOA 21.53m • LWL 17.56m • Maximum beam 5.39m • Draft 1.81m • Full load displacement 53,140 kg • Fuel tank volume 3,600 l • Water tank volume 880 l

MAIN PROPULSION
2x Volvo Penta D13-IPS 1350 • Outlet mechanical power 735 kW (1,000 hp) • 6 in-line cylinders • Swept volume 12.8 l • Bore&Stroke 131mm x 158mm • Rotational speed 2400 rpm • Dry weight 2,458 kg

PRICE*
3,170,000 € Excl. VAT

*The price refers to January 2026

(Absolute 70 Fly – Wonder boat – Barchemagazine.com – Excerpted from Barche, January 2026)

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Palm Beach GT60 – Fast Lobster https://www.barchemagazine.com/en/palm-beach-gt60-fast-lobster-test/ Tue, 24 Mar 2026 12:39:02 +0000 https://www.barchemagazine.com/?p=252459 Sail in comfort, with excellent performance and style. You don’t have to compromise on any of this, even if the […]

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Sail in comfort, with excellent performance and style. You don’t have to compromise on any of this, even if the boat is used as a day cruiser

by Niccolò Volpati

Palm Beach is a brand inspired by traditional lobster boats. However, unlike those boats, the latest model, the GT60, can reach an impressive speed of 36.6 knots. The credit for this performance goes to Mark Richards, the shipyard’s CEO. A designer and expert sailor, Richards has participated in many regattas and is very popular in Australia. Since acquiring Grand Banks and Palm Beach, he has redoubled his efforts to improve performance while reducing fuel consumption. This has been achieved through a unique hull design, the strongest and lightest available materials, and cutting-edge construction technology, all executed with meticulous attention to detail. The GT60 uses V-Warp technology, which Richards believes so strongly in that he has patented it. The construction process involves the use of vinyl ester resins, glass fibres and unidirectional and multiaxial carbon fibres. Naturally, vacuum moulding is employed to limit the amount of resin used and thus minimise weight. The result is exceptional strength and reliability below the waterline, and maximum lightness in the superstructure thanks to the extensive use of carbon fibre.

The superstructure is characterised by its spaciousness.
Comfort is provided by the available surface area and by the pleasure of an unobstructed view.

The GT60’s defining feature is that it is a day cruiser or weekender that doesn’t compromise on performance, comfort or style. The deck is a single, open space that is sheltered yet not enclosed. The stern is open with no doors separating the cockpit from the platform and no divisions between the dinette and cockpit. This creates a single, ample space that is very livable and pleasant. There is a great deal of space available. The outdoor area, consisting of the cockpit and aft platform, is not cluttered with furniture. The only linear sofa, facing aft, is located aft of the dinette. There is no dining area, as this has been placed amidships, i.e. in the area protected by the hardtop. Here too, there is no shortage of space, and in fact, the dining area has two large fixed tables, one following the other, on the left-hand side, surrounded by a large U-shaped sofa. On the starboard side, there is another long linear sofa. The result is a spacious dining and living area. The single steering position ensures excellent visibility at all times. The windscreen is a single pane of glass with no pillars to obstruct the view towards the bow.

The trim also helps to keep everything under control while sailing, as it is always correct. The boat is well balanced and parallel to the water surface. Whether underway or planning, the console offers a perfect view. The engine room houses two Volvo Penta D13 engines, each with 1,000 hp, but the unique feature is that the shipyard decided to forego propellers in favour of Hamilton jet drives. The feeling at the helm is very positive. Not only does the boat accelerate quickly, but its manoeuvrability is also perfect. It is easy to steer, and you never feel like you are struggling to maintain control. I reached a maximum speed of 36.6 knots, and it took just over 14 knots to glide. The results of V-Warp technology are certified by the numbers. Fuel consumption is low at all cruising speeds. When planning, it consumes 107 litres/hour, for a maximum total of 390. In my opinion, the best speed is between 20 and 25 knots, with fuel consumption between 220 and 270 litres per hour.

The layout includes a very comfortable master cabin. It is ideal for two people, and the design allows you to enjoy even long stays on board.

Comfort in the cockpit and dinette areas is also guaranteed by natural ventilation. The hardtop has a sliding hatch, and the side windows next to the windscreen slide as well. All the controls for raising and lowering them are electric. Given the 33 °C temperature during testing in Malaysia, I would say the airflow is more than sufficient. While driving, we didn’t feel the need to turn on the air conditioning. For those who prefer not to use jet drives, an IPS transmission is available as an alternative. As is traditional for the shipyard, this is not the only customisation option. The shipyard is always willing to meet owners’ needs so that they can indulge every whim. The lower deck is accessed via a wide, safe and comfortable staircase.

It is stable and safe when sailing, but that is hardly surprising. What is striking is how easy it is to handle and steer, even with jet drives. The V-Warp technology used to construct the hull was patented
by the shipyard’s CEO, Mark Richards.

There is no shortage of handrails, including those that have become a distinctive feature of Palm Beach and Grand Banks, which run lengthwise across the ceiling of the dinette. The galley is located on the lower deck just down the ladder. This is a good solution, both because it creates a hallway area before entering the master cabin and because it leaves more free space for comfort in the dinette. It is a fairly large, well-equipped galley with a small table surrounded by a small sofa.

Engine room

Two D13 engines, each with 1,000 horsepower, are more than enough to achieve optimal speed performance. For transmissions, you can choose between jet drives and IPS.

Palm Beach GT60

PALM BEACH MOTOR YACHTS
1 Queens Parade, Newport
New South Wales 2106, Australia
T. +61 2 99795601
www.palmbeachmotoryachts.com

PROJECT
Mark Richards and the shipyard’s technical department

HULL
LOA 19.85m • Maximum beam 5.23m • Draft 1.10m • Displacement 23,251 kg • Fuel tank volume 3.200 l • Water tank volume 950 l

MAIN PROPULSION
2x Volvo Penta D13 • Outlet mechanical power 735 kW (1,000 hp) • 6 in-line cylinders • Swept volume 12.8 l • Bore&Stroke 131mm x 158mm • Rotation speed 2300 rpm • Weight 2,458 kg

EC CERTIFICATION
CAT A

PRICE*
4,250,000 $ as tested

*The price refers to December 2025

(Palm Beach GT60 – Fast Lobster – Barchemagazine.com – Excerpted from Barche, December 2025)

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Say 42 – Innovative, fast and lightweight https://www.barchemagazine.com/en/say-42-innovative-fast-lightweight-test/ Fri, 20 Mar 2026 09:29:41 +0000 https://www.barchemagazine.com/?p=252791 The Say 42 is one of the shipyard’s first models and will soon be joined by the Sport version. We […]

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The Say 42 is one of the shipyard’s first models and will soon be joined by the Sport version. We tried it out during the last Cannes Yachting Festival to test its features: innovative, fast and lightweight

by Niccolò Volpati

Knowing how to work with carbon fibre is essential. Experience is essential. It’s even better if you have experience in the automotive industry. This is precisely Karl Wagner’s background, the Chief Technology Officer at Say Carbon Yachts. Karl founded Carbo Tech Composites, a company that supplied Aston Martin and McLaren. In the mid-1990s, Carbo Tech Composites was the first company to introduce the monocoque chassis in Formula 1. He then moved from the automotive industry to the nautical sector, taking over a shipyard on Lake Constance that built small carbon sailing boats. He decided to build a 29-footer first and, shortly afterwards, a 42-footer. The Say 42 has a sporty, modern design. The standard propulsion package consists of two 6.2-litre Volvo Penta V8 engines with a total output of 860 horsepower. Combined with the lightweight construction and naval architecture, this guarantees a top speed of almost 50 knots. Alternatively, you can opt for two 3.7-litre Volvo Penta D4 diesel engines, each with 320 hp. The goal is always to ensure exceptional performance while keeping the hull glued to the water.

When sailing, it is simply exhilarating, both in terms of performance and the manoeuvres that the hull allows. Seats, sunbathing areas and a real motorboat deckhouse, accessible when the boat is moored or at anchor.

The hull design is the result of collaboration between the German shipyard and Petestep Hull Design, a Swedish company specialising in fast hulls. Petestep has created a system of deflectors that direct water towards the stern, and the steps have been designed to operate at 20, 30, and 40 knots. This is, of course, a patented design. When we cast off the moorings in Cannes, there is a one-metre wave and a wind speed of about twelve knots. After taking the necessary readings, I ask the driver if I can take the helm. He tells me to be careful, as the sea conditions are not ideal. As soon as I take control, I realise that the Say 42 is fast and very manoeuvrable. It tilts and turns very sharply, even at high speed. It is an exhilarating feeling. The driver watches me closely, but quickly realises that he can trust me.

Carbon processing cannot be improvised. Thanks to its founder,
the shipyard has been doing it for many years.

Despite the one-metre waves, I manage to push the boat to 46.2 knots, and the hull remains stable and glued to the surface. I must confess that I have rarely found myself in similar conditions. Usually, high-performance boats do not forgive driving errors. You need to be very careful to avoid getting hurt. This is not the case with Say 42. The only risk you run, if the driver is not very experienced in handling waves, is to take a few knocks jumping from one wave to another. Otherwise, the feeling is one of total safety combined with the maximum excitement I feel as I accelerate in the trough of the waves or turn sharply on the crest. Fun is guaranteed. Even the most insensitive helmsman would be unable to remain indifferent.

Karl Wagner

Before Say Carbon, Karl Wagner founded Carbo Tech Composites, a company specialising in carbon processing for the automotive industry.

The engine room houses two Volvo Penta V8 petrol engines, each with 430 horsepower. The thrust is considerable. The Say 42 takes three seconds to plane, as if you were aboard a maxi rib with outboard motors on the transom. The minimum planning speed is less than 15 knots, so the range of possible cruising speeds is over 30 knots. Cruising isn’t the first thing that comes to mind when you’re on board this boat; instead, it’s the ideal speed for having fun. Even in this case, the wide range guarantees more choice. Fuel consumption remains low, a testament to the hull’s excellent performance across speed, acceleration, and fuel economy. After all, the displacement is 4.5 tonnes because the construction is made of carbon fibre.

Everything on board is made of carbon fibre, but not all of it is the same material. As Carlos Vassallo, Global Head of Sales at the shipyard, explains to me, Say Carbon Yachts’ experience allows them to use one type of carbon for structural parts, one for visible parts, one for reinforcements and one to create five or six layers with variable geometries, to achieve flexibility where needed. In any case, the feeling is that of being aboard a robust boat capable of navigating rough seas at high speeds. Even the hardtop, which covers the central part of the boat (i.e. the console area), rests on two uprights that prevent any vibration when the boat jumps from one wave to another. The cushioned, adjustable seats enhance the feel at the helm. The trim is always correct, and visibility from the helm is always optimal. All carbon fibre is processed in-house; this German shipyard boasts a high level of craftsmanship and experience. Ultimately, the Say 42 is an excellent day boat that can also be used as a chaise boat towed behind a maxiyacht or as a tender, given that, with a davit, it is not difficult to lift a total weight of 4.5 tonnes.

Engine room

Two Volvo Penta V8 engines, each with 430 hp, provide just the right amount of power to enhance the characteristics of this boat. Plenty of power, excellent performance, but also low fuel consumption thanks to a lightweight carbon-based displacement.

SAY CARBON YACHTS
Felix – Wankel – Str 1
D-88239 Wangen im Allgau
T. +49 7520 969900
www.saycarbonyachts.com

PROJECT
Shipyard technical department

HULL
LOA 12.96m • Maximum beam 3.99m • Draft  0.87m • Displacement 4,500 kg • Fuel tank volume 800 l

EC CERTIFICATION
CAT B

PRICE*
1,212,600.00 € Base Boat – Powered with 2x Volvo Penta D4 Diesel DPI 3.7 L 320 hp + Aquamatic duo-prop drive (640 hp combined) and 4 kW low-noise diesel generator (for diesel engine only)

Propulsion options
2x Volvo Penta D4 Diesel DPI 3.7 L 320 hp with Aquamatic duo-prop drive (640 hp combined) + 44,990.00 €

*The price refers to December 2025

(Say 42 – Innovative, fast and lightweight – Barchemagazine.com – Excerpted from Barche, December 2025)

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Pirelli Speedboats – Fast & comfortable https://www.barchemagazine.com/en/pirelli-speedboats-fast-test/ Tue, 17 Mar 2026 14:43:56 +0000 https://www.barchemagazine.com/?p=252994 It’s the formula that has been working for twenty years, and that Pirelli, always in partnership with Sacs Tecnorib, intends […]

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It’s the formula that has been working for twenty years, and that Pirelli, always in partnership with Sacs Tecnorib, intends to offer in the future as well

by Niccolò Volpati – photo by Matteo Vernasca

Twenty-five years back, I was determined to go and see the America’s Cup. And for the first time in its long history, there were to be some preliminary races, including one in Trapani. To follow it, I jumped on board a maxi RIB with four photographers from the ANSA agency. I heard them mumbling and wondering who I was. They didn’t realise I was Italian, and thought I couldn’t understand. They didn’t know about the pre-start rules or when they had to start taking pictures. The siren went off, but they hadn’t grasped the fact that the boats fought it out without crossing the line. “That’s the five-minute siren”, I said, “there will be another and then they will finally steer towards the windward mark”. The man steering the RIB knew his stuff and charged around like a rocket. Even so, he struggled to get to the buoy before Luna Rossa and the other boats, not least because he had to stay off the course so as not to leave wakes that would have slowed down the competitors.

There were team chase boats and the photographers’ dinghy. In fact, there were more RIBs on the water that day than when they shot Apocalypse Now. One of them seemed faster than all the others; it was Victory, the one run by the Swedish team. “It was my father Ocke who drew up the lines of the hull of that RIB”, says Ted Mannerfelt. “It had a hull that was like that on the best ocean racing yachts. He was inspired by them”. That RIB attracted a lot of attention. It handled better and went faster than the others, and never porpoised, even in rougher seas. Marco Tronchetti Provera, who was in Trapani with Gianni De Bonis, noticed that. “That hull holds the water better than the others”, said Tronchetti Provera. “So why don’t you go and find out who designed it?”. That’s how De Bonis tells it. “And that is how I got in contact with Ocke Mannerfelt, and our partnership began”.

Marco Maria Tronchetti Provera

«Pirelli has always had a deep bond with the world of sport, which has strong roots in the company’s industrial and cultural story. From motor sports, like Formula 1, to sailing, as well as football, skiing and tennis: for Pirelli, sport has always been a laboratory of innovation and a privileged point of contact with the consumer. Through various sports, the company has transmitted fundamental values, such as performance, passion, team spirit, and technological innovation. The relationship with the sea, in particular, goes back a long way. Already in the 1950s, our Diversified Products section produced inflatable boats, the company’s first steps in the yachting world. In subsequent decades, that link was further strengthened, in particular in 2005 with the foundation of Pirelli Speedboats, in partnership with Sacs Tecnorib».

The partnership agreement between Ted Mannerfelt and Pirelli is very transparent. “It is a close synergy, indispensable
for an approach to design that allows us to put forward innovative solutions. We analyse who the possible clients are, what the boat will have to do, and immediately which the best engines would be to get to the speed required”.

Ted Mannerfelt

«Design is my passion. I studied and became a car designer. I spent ten years in England working for Lotus and Jaguar. I grew up with my father, who was a boat designer and, in 1978, the founder of the Mannerfelt Design Team. I always liked speed, not just because my father designed fast boats, but also because I raced speedboats from a young age. After 10 years as a car designer, I returned to Sweden to work alongside my father and, in 2006, joined his design studio. The most important model amongst the many made by Pirelli was the 1400, which featured elements inspired by car design. That project won the Red Dot Design Award and was one of the first motorboats to receive that recognition. The Pirelli 1400 became a model of reference for maxi RIBs. And then I would say that the walk around range has been just as important: the 42, 35 and 50».

Gianni De Bonis

«We really wanted to do something new and dared to try it. That has been Pirelli’s approach to speedboats since the start. The first in 2006 was the 770, but right afterwards a ten-metre arrived, and then there was the Pirelli 1400. And twenty years back, that kind of size was definitely unusual. But that was what we aimed at, and still do. Large sizes have also driven significant technology and innovation. Already with the 770, we used 3D design, at a point when dinghies were still very much hand-made. We were able to get the best out of that craftsmanship and the skills in Italy by adding innovation to product development. What came out of that was a new type of boat, for a new kind of owner. They weren’t larger inflatables, but rather a different way of experiencing the sea which brought together performance, comfort and design».

Nicola Antonelli

«I started my journey with Sacs Tecnorib in January 2024. Although I had worked at Ducati for several years, I never lost touch with the boating industry. While working as a consultant, I met Matteo Magni, the president of Sacs Tecnorib. We found that we were on the same wavelength, sharing values and strategies that included long-term vision, investment to support ambitious plans, and the ability to attract talent and expertise. Following NUO’s investment, we needed to step up our efforts to develop the brand and product range, aiming to increase internationalisation and advance our company’s ambitions. One of our objectives is to maximise the value of the Pirelli Speedboats project by attracting new owners and serving new markets with a range of unique boats. We are the market leaders in the maxi rib segment, but competition in our sector is constantly growing, so we must always be one step ahead to maintain our global leadership».

Pirelli Speedboats was created in 2005 and has only just celebrated its twentieth anniversary. As the licensee for the Pirelli brand, Tecnorib was created specially for the project. It is undeniable that the Pirelli RIBs have marked an objective change in the yachting and boating world. They have truly combined comfort at sea with high performance. Until 2005, a genuinely fast boat was never particularly comfortable. They were sporty and jumped off the waves, but they definitely weren’t suitable for a different use from what they set out for – and performance was all that mattered. The hulls by Ocke Mannerfelt and the design project developed by Tecnorib, on the other hand, were able to combine these two characteristics, which had until then seemed incompatible. And that essentially marked the birth of our maxi RIB. Among the first was Sacs, with their maxi-inflatables over ten metres, designed by Christian Grande, and then, following close behind, were Pirelli and a few others. And perhaps, in part because of that, it felt fairly natural to start a partnership that, in 2021, led to the creation of Sacs Tecnorib. Large, high-performance boats that are also very safe and stable.

In 20 years, more than 1,000 Pirelli-branded boats have been delivered; they are present in 19 countries; the owners are from 30 different nationalities, and the turnover exceeds $20 million
per year. Pirelli models can be found in Florida, Australia,
the USA and Europe.

Our relationship with the sea has roots that go back a long way”, says Marco Maria Tronchetti Provera, who is SVP Pirelli Design & Assets Conversion. Back in the 1950s, Pirelli produced inflatable boats, which was the first step the company took in the nautical world. That link has further strengthened over subsequent decades: in recent years, with the Pirelli races at Portofino and with the Luna Rossa project, and since 2005, with the foundation of Pirelli Speedboats. “The challenge, now even more so than twenty years back, is to develop the product internationally”, says Matteo Magni, President & CEO of Sacs Tecnorib. It is also undeniable that Pirelli has never been afraid to take a new direction. That is how you execute design projects that leave a mark.

The partnership between Sacs Tecnorib and NUO, an investment fund backed by important international families, was created at the end of 2024 specifically to accelerate the international development of the product, especially in the American market”, says Nicola Antonelli. The agreement is for a minority stake to be passed to the NUO fund. It also establishes the continuity of governance at Sacs Tecnorib, which in the last financial year turned over more than 70 million euros, of which more than 70% was in exports, with a compound annual growth rate (CAGR) of 25% over the past three years.

In the picture, from the left, Marco Maria Tronchetti Provera, Matteo Magni and Gianni De Bonis are celebrating the beginning of their collaboration.

The deal defines the terms of the start of a new project. “I always start with a lot of hand-drawn sketches, and then quickly move on to 3D imaging, so I can be sure that the design and the proportions can be achieved. The longest stage in the design process is the last one, because everything has to function perfectly, right from the outset. I often suggest new ideas to Gianni De Bonis and his team to work out if they can be turned into something tangible”.

Plenty of water has passed under the hull since the first Pirelli 770 made its debut at the Portofino regatta in May 2006, but Pirelli Speedboats is still moving on and doesn’t intend to stay tied up at the quayside. The route is the same, and there is no lack of new projects, starting from the latest, the Pirelli 47 presented at this year’s Cannes Yachting Festival. The Pirelli 47 offers even greater customisation options, with a living area that is better protected and more welcoming, and is designed to deliver comfort and safety, including in variable weather conditions. The interiors are made to work as both a day boat and a chase boat.

(Pirelli Speedboats – Fast & comfortable – Barchemagazine.com – Excerpted from Barche, December 2025)

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