Engines Archivi - Barche Magazine ISP

A new milestone for Volvo Penta

BARBARA BORGONOVO — Wed, 13 May 2026 13:11:17 +0000

The Swedish company that revolutionised the marine industry in 2005 with the first IPS system, featuring forward-facing propellers and steering pods – offering greater efficiency and manoeuvrability than in-line shaft systems – has reached a new milestone.

In fact, the new D13 IPS Hybrid yacht propulsion system is set to launch in late 2026. This fully integrated hybrid-electric platform combines enhanced onboard comfort with easier ownership, installation, and design. Built on the trusted Volvo Penta IPS technology, it marks a significant advancement, providing a comprehensive helm-to-propeller solution.

The Volvo Penta D13 IPS Hybrid aims to enhance the yachting experience with near-silent operation, user-friendly control, and seamless system integration. It merges propulsion, electric motors, batteries, energy management, and controls into a unified system, simplifying operations for owners, captains, designers, and boat builders.

Hanna Ljungqvist, President of Volvo Penta’s Marine Business, stated: “Our new Volvo Penta D13 IPS Hybrid is a complete helm-to-propeller marine solution. By delivering a fully integrated package with one point of responsibility, we simplify everything from design and installation to operation and service, while elevating onboard comfort and performance”.

Increased efficiency and an optimised onboard experience

At sea, the system allows the captain to select among electric, hybrid, and crossover modes. In pure electric mode, yachts can cruise quietly at low speeds, dock with precision and anchor in near silence. With noise and vibration dramatically reduced, the natural sounds of the ocean can take centre stage. Furthermore, high-capacity batteries power onboard amenities without the need for a generator, enabling peaceful nights at anchor and reduced emissions.

The D13 IPS Hybrid is compatible with HVO100, a renewable paraffinic fuel that can reduce emissions by up to 90% compared with conventional diesel. In addition, the system features a compact aftertreatment system that complies with IMOIII, the toughest emissions legislation.

Central to the system’s innovation is its fully integrated architecture. All components are connected via Volvo Penta’s Electronic Vessel Control (EVC) system, ensuring that signature features such as Joystick Driving, Assisted Docking, Autopilot and Glass Cockpit operate seamlessly across all drive modes. This integration provides precise control, particularly in low-speed manoeuvring and tight docking situations, while maintaining a consistent and intuitive user experience.

Complete IPS Hybrid yacht solution streamlines build and simplifies ownership

For yacht builders and designers, a “one-stop shop” approach delivers significant advantages from the earliest stages of a project. By offering a complete hybrid electric yacht propulsion solution – including propulsion, batteries, energy management and controls – Volvo Penta reduces the need for multiple suppliers and streamlines the entire build process.

Nicola Pomi, Vice President of Yacht & Superyacht Sales at Volvo Penta, said: “By working as a single partner across the full system, we can support customers from initial design through installation and operation. This level of co-engineering and collaboration enables more efficient builds, optimised performance and greater flexibility in yacht design”.

The standardised Volvo Penta IPS footprint further simplifies installation, eliminating the need for complex shaft alignment and enabling a more plug-and-play approach. Designers benefit from increased flexibility in layout, including the potential for smaller engine rooms and more usable onboard space for guest areas and amenities. Early-phase collaboration with Volvo Penta also supports hull and propulsion alignment, performance optimisation, and smoother integration into production processes.

Service and support deliver peace of mind

Owners and captains benefit from the clarity and confidence that comes with a single-source system. With Volvo Penta responsible for the entire propulsion package, service and support become more straightforward. In addition, the company’s global service network provides access to trained technicians and advanced diagnostics, helping ensure reliable uptime and efficient issue resolution wherever the vessel operates.

“This is about delivering peace of mind as much as performance. With one partner standing behind the entire system, our customers can focus on enjoying their time on the water, knowing they have access to expert support every step of the way”, added Nicola Pomi.

In addition to enhancing comfort and simplifying ownership, the Volvo Penta D13 IPS Hybrid enables more efficient yachting. Its silent electric mode allows access to areas with stricter emissions requirements and environmentally sensitive areas.

With the launch of the complete D13 IPS Hybrid yacht package, Volvo Penta reinforces its commitment to innovation and leadership in marine propulsion – delivering a fully integrated, future-ready solution that redefines what yacht owners and builders can expect from a hybrid-electric system.

Volvo Penta IPS Hybrid technical system overview

Volvo Penta IPS propulsion system, features, controls, batteries and energy management – brought together in a complete package
Propulsion power D13: IPS900 – IPS1350 (515kW – 735kW)
Electric propulsion power: 160kW
Charging power: 43kW AC / 215kW DC / 250kW in generator mode
Battery capacity: Small pack 147kWh / Large pack 221kWh
AC house load power: 43,6 kVA
24V DC power: 7,5kW
Fully compliant with IMO II/III and EPA Tier 3 standards

Volvo Penta marine battery system for IPS Hybrid

Specifically designed for Volvo Penta IPS Hybrid offer
Designed for tough marine conditions
Optimized power / energy balance
LFP chemistry
High levels of power / energy density
Available in two variants per twin installation
DNV Type Approval
Protective functionality built-in
Continuous monitoring
Robust performance
Can be recharged while cruising

Volvo Penta IPS Hybrid power distribution unit (PDU)

Designed with quality, reliability, safety, ease of use and installation in mind
Features technology unique to Volvo Penta, aimed at reducing cabling, weight and installation time
Includes DC Grid / 24V distribution / charger / house load converter / 24V DCDC
Smart, integrated design consolidates key components in one place, simplifying serviceability.

(A new milestone for Volvo Penta – Barchemagazine.com – May 2026)

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Mercury Marine – The Power Days

BARBARA BORGONOVO — Wed, 25 Mar 2026 08:43:47 +0000

To test the new season’s novelties, we have attended the Mercury Power Days, hosted at the Marina d’Arechi in Salerno

by Daniele Carnevali – photo by Andrea Muscatello

During Mercury Power Days, we tested a variety of boats and RIHBs from shipyards that have collaborated with Mercury for several years. We tried out a range of engines to test the quality of USA-made outboard motors in almost every possible configuration.

Mercury Marine remains the leader in the outboard motor segment in Italy, with a market share of 30.5%. The American manufacturer’s range is impressive. It covers every need. This is from the small 2.5 hp single-cylinder to the innovative 600 hp V12 with steering foot. Let’s take a closer look at an overview of each segment.

Mercury ProKicker

This is a range of outboards dedicated to trolling with power ratings between 9.9 and 25 hp. They feature four-blade propellers for powerful thrust from low revs, developed to exploit these engines’ torque fully.

Mercury SeaPro

Mercury’s work range consists of engines ranging in power from the 15 hp of the SeaPro 15, an inline twin-cylinder, to the 500 hp of the SeaPro 500, a 7.6-litre V12.

The Joystick Piloting for Outboards (JPO) is a manoeuvring joystick that makes mooring operations much easier, thanks to the combined action of engine thrust and manoeuvring propellers. JPO is offered in a standard configuration for the FourStroke, Pro XS, and SeaPro series, which are equipped with DTS and a premium version featuring integrated electric steering for the Verado series.

When we talk about engines, we refer to integrated systems that include the propulsion unit and the onboard electronics needed to manage it. Mercury has a wide range of technologies that can be applied to almost all of its engines, enabling customers to customise them to their specific requirements.

Mercury Pro XS

Mercury has developed a range of high-performance outboards, particularly suited to racing fishing boats, which require an excellent compromise between acceleration, top speed and fuel consumption. On these units we find Transient Spark technology, which, through ignition timing, electronically adjusts torque distribution for superior acceleration; Adaptive Speed Control (ASC) technology which keeps the speed unchanged regardless of external conditions; Advanced Range Optimisation (ARO) which increases efficiency and range and, on some V8 models, the TorqueMaster foot designed for those hulls that sail above water. The Pro XS range goes from 175 hp on the 3.4 l V6 to 300 hp on the 4.6 l V8.

Mercury FourStroke

This recreational range offers the widest range, from the small 2.5 hp single-cylinder to the top 300 hp 4.6 l V8. These units are designed to provide the best ratio between weight and power, guaranteeing superior performance with low fuel consumption.

When you talk about Verado, you’re talking about the top of the top: a range that represents the highest expression achieved by Mercury in the technology sector. From the first model, in which the volumetric compressor was introduced in a standard outboard engine, to the 600 hp V12, the first with a rotating foot.

Mercury Verado

The range consists of the 4.6-litre V8 with 250 or 300 hp, the 7.6-litre V12 with 600 hp, and the 5.7-litre V10 with 350, 400 or 425 hp since last September. These models feature the same Advanced MidSection (AMS) technology as the rest of the range, making driving smoother and quieter. The manufacturer claims the 350 hp model is 40% quieter than its competitors. They also feature a design with a door in the grille to simplify routine maintenance, adaptive speed control (ASC), advanced sound control and a large-diameter Revolution X propeller. The new 350 hp and 425 hp models are characterised by their lightness, which delivers excellent acceleration and performance and better fuel consumption.

Mercury Serie R

The high-performance outboard engines in the Mercury Racing R Series are designed for competition. They are available in 150, 200 and 300 hp versions, with V6 architecture for the first two and V8 for the latter.

Fifteen shipyards have provided their vessels, powered by Mercury engines with up to 600 horsepower, for sea trials
at Marina d’Arechi.

Mercury Avator

In an increasingly ‘green’ world, Mercury has unveiled its Avator line of electric motors. These motors have a transverse flow design that delivers high torque with reduced effort. A range of accessories, including batteries of different capacities and a Power Centre Hub, allow the system to be customised for various needs. The range includes the Avator 7.5e, comparable to a 3.5 hp combustion engine, and the Avator 20e and 35e, equivalent to 5 hp and 9.9 hp engines, respectively. The Avator 75e and 110e can be fitted with up to 5,400 Wh batteries.

MerCruiser

This is Mercury’s line of inboard and outboard engines. The range consists of three inboard and outboard engine blocks. A 4.5-litre V6, a 6.2-litre V8 and an 8.2-litre V8. These have power outputs ranging from 200 to 350 hp. The inboard range only includes 6.2-litre and 8.2-litre V8 engines, with power outputs ranging from 300 to 425 hp. Mercury also offers a wide selection of transoms to complete the outboard range. The Alpha One is designed for lower power outputs, while the Bravo One, One X and One R are designed for big-block engines and feature increased cooling capacity and a deeper skeg for greater control at high speeds. The Bravo Two, Two X and Two XR are designed to use 20” propellers, making them suitable for houseboats and heavy boats. The Bravo Three, Three X and Three XR have twin counter-rotating propellers to eliminate propeller spin and improve manoeuvrability in confined spaces. Finally, the Bravo Four S has twin pulling propellers for wakesurfing and other towed sports.

Mercury Power Days

*Shipyard/Dealer*	Model	*Power*
Nuova Jolly	Prince 50CC	4×400 V10
Master Gommoni	Master 775	2×225 V6
Master Gommoni	Master 996	2×300 V8 CF
SACS	Strider 11	2×300 V8 CF
SACS	Strider 13	3×400 V10 CF
MV Marine	Mito 45	2×600 V12
MV Marine	Mito 40	3×300 V8
Italiamarine	Ponza 36 Cabin	2×300 V8
Saver/Bottino	Saver 330	2×350 V10
Nautica Salpa	Soleil 52	3×600 V12
Nautica Salpa	Soleil 40	2×425 V10
2BAR	2BAR 82	2x150R
SPX	38	2×400 V10
Fiart	Fiart 35 Seawalker	2×350 V10
Novamares	Novamares 31 XTREME	2×300 V8
KOA/Coastal	Coastal 12 Rada	3×300 V8
Nautica Vela	NV 2.6	Avator 7.5e
Nautica Vela	NV 3.0	Avator 35e
Nassima	N34	2×300 V8 CF
Nautica Gaglione	G 92.5	2×200 V6 CMS

(Mercury Marine – The Power Days – Barchemagazine.com – Excerpted from Barche, December 2025)

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Honda BF350 – Winning technology

BARBARA BORGONOVO — Thu, 12 Feb 2026 10:44:38 +0000

The V8 from the Japanese firm confirms how good it feels, including when it is fitted on the transom of a ten-metre boat displacing five tonnes

by Niccolò Volpati – photo by Andrea Muscatello

Outboards are taking charge, especially the most powerful ones. The reasons why are well known and easy to summarise. Because they are fitted on the transom, there is no engine room occupying space that could be used for cabins, storage, and a tender garage. They are easy to maintain and offer a significant amount of thrust. Just ten years ago, it would not have been easy to foresee such pronounced growth in sales. And there was further confirmation of this during the recent Cannes and Genoa boat shows. What’s more, the outboards are getting more powerful as well as being more technologically advanced.

Idea 100

It is the flagship and has been created specifically to meet the requests of Idea Marine dealers. «Buyers feel the need to upsize, and the yard wants to encourage client loyalty», says Cosimo Carvignese, managing director of the yard, which is based in Mesagne in the province of Brindisi. The Idea 100 is 9.5 metres long and has a transom that can take up to a pair of 400-horsepower outboards. With two 350-horsepower V8 Hondas, it performed very well, and there was no need for such excessive power. The boat is very comfortable below decks, with two cabins and a bathroom with a separate shower cubicle. It is just the right size for a short or medium-range cruise. The deck can be customised in a range of ways, starting with the cockpit sofas, which are available in three versions: two facing one another, a single L-shaped one, or a closed U-shaped one. The hardtop is substantial and offers good protection, but is also sturdy thanks to the three black steel supports – two of which are aft and one forward, positioned in the middle of the windscreen.

The interior features an area with a sofa that converts into a double bed and a spacious separate aft cabin, accommodating a total of four guests. The bathroom, with independent shower, ensures privacy and comfort.

There is constant innovation taking place, aimed at improving reliability, performance, and reducing fuel consumption. It’s what is needed. And it’s everything that owners want. In 2023, Honda presented its new 350-horsepower V8. The BF350 is its first V8, developed specifically for the nautical sector. This isn’t just an engine that has been converted for marine use, because Honda has never before made a V8, either for cars or motorbikes.

It took three and a half seconds to glide and only 25 seconds
to reach top speed. We exceeded 45 knots of speed with the engines running at 6200 rpm.

It was a long time coming, but the wait was worth it because an engine designed for nautical use has a structure and details tailored explicitly for that purpose. For example, the tank that holds the engine oil is tilted by 45 degrees to prevent leaks, a feature that models converted from land use don’t have. It has a capacity of up to five litres, or 4,952 cc, exactly, and features eight cylinders in a 60-degree V configuration. All the Honda technology available on mother models can also be found here, of course. And then, when you need extra power, there is the VTec system, which combines torque and power at high rev levels.

Francesco Pichelli

«We don’t just have these high-end V8s, but also seven other models of between 115 and 350 horsepower, which means we have also updated the intermediate part of the range», says Francesco Pichelli, head of sales at Honda Marine Europa. Honda has a busy programme, not least because a year ago the Japanese firm decided to make the nautical unit independent to help ensure it developed the outboards faster. «The new V8s and all of our engines in the future will not come from the automobile sector but will be entirely developed for yachting use».

The shape of the engine is also new, but that is not just done to improve the look. It is very thin, and that means you can fit them alongside one another. If you are using a joystick, you only need a gap of 724 mm. However, if you opt for multiple engines without a joystick, the required gap is reduced to 711 mm.

The Idea 100 is a day cruiser featuring a spacious sundeck and a generous cockpit that can be configured with various seating arrangements, making it ideal for every owner’s needs.

And it doesn’t take much to work out that the closer they are, the more likely they are to fit on all transoms. The advantage of having the engines closer together is that they deliver more effective thrust. The wake is clean, and two, three or four work together as if they were just one. The stern platform also benefits from this, as boat designers can make them large enough to enter the water easily.

Idea 100 is a boat with a 9.50-metre-long by three-metre-wide hull, weighing five tonnes. It is a perfect boat for testing thrust, performance and consumption.

When I was in Genoa, I had the chance to try out a pair of BF350s fitted on board an Idea 100, the new flagship from Idea Marine. It is 9.50 metres long and three metres wide, and displaces five tonnes, making it perfect for testing power, performance, and fuel consumption. And it was the fuel consumption that first caught my attention. ECOmo, the lean fuel system, is a Honda tradition that has been carried over to this model. It cuts in at between 3000 and 4500 rpm, and the instrumentation on the bridge demonstrates its effectiveness. You need 2700 rpm to plane, and at that rate, the ECOmo isn’t yet active. 3.8 litres of diesel per nautical mile are required at the planning minimum, but as soon as you open up the throttle and reach the 3000 rpm cut-in point, that figure drops to 3.3 litres. Essentially, you go faster while using less fuel.

At 22 knots and 3500 rpm, you use even less and get down to 2.9 per mile. That is a very significant feature because buyers aren’t just looking for performance from top-of-the-range outboards, but are also concerned about fuel consumption. If one engine is wasteful, imagine what having two, three or four of them is like. The power is delivered smoothly, and the engine reacts quickly. The Blast technology also ensures that it provides a significant amount of torque, even at low RPM levels. The gearcase is new, as is the gear reduction ratio and even the choice of propellers, which have a 16-inch diameter, giving an idea of just how much torque the engine can produce. The acceleration that I timed confirmed that we only needed 3.5 seconds to plane and 25 seconds to reach top speed. That top speed is indeed excellent. Working on the trim tabs, I could feel all the power that these 350-hp outboards can produce, and at 6200 rpm, I even reached over 45 knots.

Honda Motor Europe Ltd. Italia
Via della Cecchignola, 13
I-00143 Roma (RM)
www.honda.it

Idea Marine
Via Antonio Montagna, 2
72023 Mesagne (BR) Puglia
+39 0831 738637
https://ideamarine.eu/

IDEA 100
HULL
LOA 10.20m • Length 9.50m • Maximum beam 3.05m • Displacement 5,050 kg • Fuel tank volume 767 l • Water tank volume 200 l • Berths 4

MAIN PROPULSION
2x Honda BF350D • Outlet mechanical power 257.4 kW (350 hp) • 8 V-shaped cilynders at 60° • Swept volume 4,952 cc • Maximal rotational speed 5000-6000 rpm • Weight 221 kg • Compression ratio 1.79:1

EC CERTIFICATION
CAT A or B

PRICE
Starting from 150,000 €, bare boat. 316,800 € including VAT

*The price refers to November 2025

(Honda BF350 – Winning technology – Barchemagazine.com – Excerpted from Barche, November 2025)

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Honda Marine Europe presents new boat-engine solutions at Boot Düsseldorf

BARBARA BORGONOVO — Tue, 13 Jan 2026 11:24:46 +0000

Honda Marine Europe and its key boatbuilder partners will join forces to showcase their optimised pre-paired boat-engine configurations for the new season at this year’s boot Düsseldorf.

The opening of the new edition of boot Düsseldorf is just around the corner. The special Honda Marine collaborations with Italian boat manufacturers BMA, and Joker Boat, Turkish manufacturer Northstar Boats, and Greece-based shipyard Protagon Yachts will take centre stage on Stand C70, Hall 3.

Honda-powered boats on display include:

BMA X266

Powered by twin Honda Marine BF150 outboards, the elegant, modern X266 is 8.20m in length, with a beam of 2.55m.
Founder of BMA boats, William Breventani said: “The X266 represents the core values of BMA engineering: advanced technology, a modern and efficient hull designed for performance and safety along the boat’s entire length, combined with clean and functional deck layouts. Versatile by nature, its different configurations support multiple ways of experiencing the sea, for holidays, leisure, or fishing, reflecting a modern approach to boating”.

Joker Boat Clubman 24

The Clubman 24 is 6.99m in length, with a beam of 2.99m, and is powered by a single Honda Marine V6 BF250.
Founder of Joker Boat, Domenico Aiello said: “The Clubman 24 is an elegant and versatile leisure RIB, designed for those who want to enjoy the sea with comfort and ease. Its generous deck spaces comfortably accommodate up to six people, yet can host many more, making it ideal also as a tender or water taxi. Easy to store and manoeuvre, it delivers its best performance with the new 250-horsepower Honda engine, ensuring responsiveness, reliability, and pure enjoyment on the water”.

Northstar Orion 8

The Orion 8 is paired with a single Honda Marine V8 BF350 outboard. It has a length of 7.92m and a beam of 2.83m.

Export Sales and Marketing Specialist at Northstar Boats, Zeynep Karapinar said: “Performance comes first on the Orion 8 – without sacrificing comfort. Designed by Adam Younger, its advanced stepped hull delivers a smooth ride with exceptional handling even in challenging conditions. A deep, secure deck, generous seating, table, sunbathing area, and enclosed head create a relaxed space for day cruising. With Honda’s flagship V8 BF350 outboard complementing its stepped hull, Orion 8 delivers refined power and a comfortable, safe riding experience”.

Protagon 20

Powered by a single Honda Marine BF150 outboard, the Protagon 20 is 5.95m, with a beam of 2.3m.
CEO of Protagon Yachts, Nikos Biskinis said: “At the heart of the Protagon 20 combined with a Honda BF150 is its exceptional combination. With a deadrise of 24 degrees, twin steps, and a wave-piercing bow, this boat effortlessly slices through the water, ensuring a smooth and stable ride even in challenging sea conditions. The deck of the Protagon 20 is thoughtfully designed to maximise every inch of space. The layout offers ample room for passengers to move freely, ensuring comfort and convenience.”

Thomas Becker, Country Section Manager for Germany and Benelux, Honda Marine Europe, said: “We are looking forward to showcasing the latest Honda Marine outboards to the boot Düsseldorf audience. Our new and enhanced lineup reinforces our mission to deliver uncompromising performance while inspiring the lifestyle and exhilaration of life on the water”.

The stand will also feature several of Honda Marine’s key German partner dealers, including Atlantic Marine Germany, Bootscenter B1, Boote Hock, Marine Sales, Pieper Bootdepot, Rajo-Boote and Der Wassersportladen.

The new V6 200-250hp and 4-cylinder 115-150hp engines are designed for power, efficiency, and ease of use, will be debuted alongside the new Sporty White V8 BF350 engine, offering a sleek look for Honda Marine’s most technologically advanced outboard. Honda Marine’s comprehensive portfolio of outboards, spanning 2.3 to 350hp, provides a springboard for strengthened collaborations with boatbuilders.

For more information, visit https://marine.honda.com/

(Honda Marine Europe presents new boat-engine solutions at Boot Düsseldorf – Barchemagazine.com – January 2026)

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Nanni presents the T4 Evo 3: a new generation of 4-cylinder Marine engines

BARBARA BORGONOVO — Tue, 18 Nov 2025 11:15:05 +0000

Nanni officially presents the T4 EVO 3, the third generation of its 4-cylinder marine engine based on the Toyota 2.8L block. Designed to offer an unrivalled balance between power, comfort, and efficiency, this new model succeeds the T4 EVO 2 and strengthens the range of compact diesel engines for both recreational boating and intensive professional use.

A redesigned engine for performance and comfort

The T4 EVO 3 retains the mechanical foundations of the T4, while incorporating several major improvements such as improved fuel efficiency thanks to common rail injection and a turbocharger with intercooler. Thanks to these developments, the engine offers significantly reduced noise and vibration, as well as improved responsiveness at low rpm. The range of available power outputs extends from 150, 180, 230, and 260 horsepower, offering a response suited to multiple types of boats.

The T4 EVO 3 reflects Nanni’s strategy: more efficient, quieter, and more sustainable solutions that reduce environmental impact.

Three configurations for all uses

The T4 EVO 3 is available in:

Shaft Line, a proven solution for professional and semi-displacement boats
Stern Drive, for high efficiency and optimal maneuverability
Sail Drive (150 hp), making the T4 EVO 3 the most powerful Sail Drive engine in its class

The combination of Toyota reliability and Nanni expertise

With a robust and compact Toyota base, the T4 EVO 3 benefits from optimized cooling, enhanced corrosion protection, and marinization to Nanni standards. Each engine is individually tested, complies with the latest emission standards, and is compatible with HVO biofuel.

(Nanni presents the T4 Evo 3: a new generation of 4-cylinder Marine engines – Barchemagazine.com – November 2025)

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BMA X299 and Honda BF250 – Take it easy

BARBARA BORGONOVO — Fri, 06 Jun 2025 07:29:21 +0000

Powered by two Honda V6 BF250 outboards, the BMA X299 combines comfort, performance and fuel efficiency. The top speed is over 40 knots. It is nine metres long, but there is room for four people below deck

by Niccolò Volpati – photo by Andrea Muscatello

Simplicity and normality are two concepts that philosophers and artists have often debated. I am neither a philosopher nor an artist, so I humbly restrict myself to two quotations that came to mind when we tried out the X299, the BMA flagship. The first is Bertolt Brecht’s claim that simplicity is the most challenging thing to achieve; the second comes from Lucio Dalla, who sang, “It is being normal that is exceptional”. The X299 is an expression of that thought. This is simply a boat for cruising with family or friends in a landscape full of strange, original and eccentric things. Habitability and safety are the key features. But simplicity does not mean sacrificing aesthetics. The design has its importance, and the X299, thanks to Carlos Vidal, who oversaw the project in collaboration with Ribitaly’s technical department, has a line that I would describe as both sporty and graceful without sacrificing functionality.

HONDA BF250
This is a tried and tested engine. A V6 that made its debut in the automotive world and succeeded in the challenge of joining together two elements that are often in conflict: performance and fuel consumption. The BF250 developed significant torque, and I got on a plane in just 2.5 seconds. The other crucial feature of Honda engines is the ECOmo system. It’s a lean burn fuel method that reduces the stoichiometric ratio. When you travel at a constant speed, the amount of air circulating increases and the amount of fuel decreases, which is how you get a more efficient combustion that uses less fuel. The Honda instruments have a green surround that shows when you are operating in that mode and allows you to limit fuel usage. I found myself going at thirty knots on the BMA X299, using around ninety litres per hour in total, and when we were doing 25, that figure fell to seventy litres.

The deck has a traditional setup and uses the available area as well as possible. The bow is a single large sun pad, even though the anchor doesn’t have a bow roller. There is a cushion that works as a seat back in front of the helm station, so you get a comfortable reclining area reaching right to the bow itself. The cockpit houses a straight galley/bar unit, an L-shaped sofa, and a sizeable high-low table, which completes the stern sun pad when lowered. On the transom, there are two outboard engines and stern platforms that provide easy access to the sea. Finally, amidships, the console has a dashboard large enough to accommodate plotters and instruments. The workstation is completed by two seats for the pilot and co-pilot. However, the most successful space optimisation was done on the deck below.

The volumes are those of a boat for cruising. Four people can spend all the time they want without doing anything.

The X299 is 9.10 metres long overall, with interiors that can house four people comfortably. The configuration has a dinette set forward, becoming a sizeable double room with excellent headroom. The bathroom is also spacious, while the other two berths are located aft, below the cockpit. The convertible dinette area is raised for extra volume, and you have to climb up two steps along the side decks to the bow, which is impossible in the stern. Despite that, it has an appreciable amount of headroom. Ribitaly has a long tradition of making hulls that work, as shown with their BWA and Fly dinghies, and the BMA boats don’t disappoint either. Confirmation also comes with the X299.

The partnership between Honda and Ribitaly, which also involves the ribs of the Flyer range and BWA, is based on a co-marketing agreement. It covers reciprocal support in terms of visibility and communication, as well as pre-rigging work. This allows the BMA sales network to receive boats ready to have engines fitted, ensuring the end client gets a technically efficient, accurate, and functional product.

The versatility of the possible layouts means you can choose between a lot of room for a living area or two sun pads, one forward and one aft. The cockpit houses a straight galley/bar unit, an L-shaped sofa, and a sizeable high-low table, which completes the stern sun pad when lowered.

The sea outside Genoa’s wall was hard work: half-metre waves and a stiff wind coming in from the north. I headed south to test the boat’s performance, and as I moved away from the coast, the sea got worse, and the wind strengthened. But the hull turned out to have a soft feel. It was never complicated to get through the waves, even when turning back and taking them on the bow. The V-bow did its job excellently. It fends off the waves and means you can go through the water without slamming. The feeling of control I got when turning and doing some manoeuvres was also very good. The windscreen isn’t very high, which is both a pro and a con. The advantage is perfect visibility; the disadvantage is that when there is stiff wind, and you are travelling through rougher seas, you must pay attention to ensure spray doesn’t reach the deck. I was less convinced by the steering, which was a bit too hard for my taste.

On the transom, there were two 250-horsepower Hondas, which (delivering excellent acceleration and a lot of thrust) kept fuel consumption down. Thanks to the ECOmo lean burn system, you can reduce fuel usage at mid-range revs. With the 500 horsepower available, I got to 41.5 knots, but people looking for a calmer cruise can happily make do with a pair of 200-hp outboards, which is the rating recommended by the yard. Thrill addicts can go up to a pair of 300s, the most you can fit.

The hull’s most positive features are its stability and safety underway, which we tested on a sea that was hard work and decidedly annoying.

Engine data

The pair of Honda BF250s delivers excellent performance, and I reached 41.5 knots. The yard recommends using a 2×200 hp set-up, while the maximum is a couple of 300-horsepower outboards.

HONDA MOTOR EUROPE LTD. ITALIA
Via della Cecchignola, 13
I-00143 Roma (RM)
www.honda.com

Flyer, Ribitaly Srl
Via Solferino, 7
I-20121 Milano (MI)
www.bmaboats.com

PROJECT
Carlos Vidal Design • Sasha Vlad (naval architecture) • Shipyard technical department

HULL
LOA 9.10m • Length 7.98m • Maximum beam 2.90m • Light mass displacement 3,200 kg • Fuel tank volume 560 l • Water tank volume 165 l

MAIN PROPULSION
2x Honda BF250 • 4 stroke • Outlet mechanical power 183.9 kW (250 hp) • Bore&Stroke 89mm x 96mm • Swept volume 3,583 cc • Maximal rotational speed 5300-6300/min • Dry weight 290 kg

PRICE
The starting price poweredwith 2x 250 hp (183.9 kW) Hondas is 191,900 € Excl. VAT*

*The price refers to February 2025

(BMA X299 and Honda BF 250 – Take it easy – Barchemagazine.com – Excerpted from Barche, February 2025)

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Yamaha V6 F350 – All sound, no noise

BARBARA BORGONOVO — Mon, 25 Nov 2024 13:32:15 +0000

The new V6 F350 is Yamaha’s latest outboard. It fits between the V6 300 and the powerful big block V8s with 400 or 450 hp

by Sacha Giannini

The iconic logo of three tuning forks is a clear reference to the company’s history, origins and musical identity. “Sound” has always been important to Yamaha and is given the same attention as mechanical performance. Following the Jin-Ki Kanno approach, the Japanese engineers have always tried to achieve the feeling of being at one with the machine, with a smooth (and above all quiet) power delivery that makes the rider, whether on land or sea, feel in tune with the engine.

With the propellers just below the surface of the water, you can plane in a matter of seconds. There’s a real adrenaline rush when you see the grille section producing thrust and sound, leaving the hull in the wake. This is a Yamaha outboard, so you have to decide how you want to travel, and the Invictus TT420 has done just that with no less than three Super Yamaha V6 350 outboards. Capelli has done the same with its Tempest 900 and T42, Jeanneau with its Cap Camarat 10.5, Yamarine with its 80DC and MS Marine with its very fast Sterk 31. Whether with one, two or three engines, you can count on a lot of thrills and – some more than others – a very special performance, with its advantages, disadvantages, preferences and some personal doubts.

The intake and exhaust valves are larger than on the previous 300 hpversion. The throttle body is the same as on the V8 to ensure better airflow and performance, while a new crankshaft with a longer piston stroke (increased from 96mm to 98mm) and an extraordinary 11:1 compression ratio translates the extra fifty horsepower into real power, thrust and speed.

Getting rid of any extraneous noise that could pollute and contaminate this Yamaha music is just one of the many things the Japanese company focuses on. And with the new Shift Dampener System (SDS), they have reduced the vibration and dull noise that is normal when changing gears by using simple rubber springs and a spacer.

Despite the attention to detail and excellent acoustic qualities of Yamaha outboards, the sound is never the same. Combustion, mechanical elements, induction and exhaust modulate the sounds emitted so that they comply with the law and are not unpleasant to the ear. But resonance, amplification and vibration spread from the stern to the bow, with pressures and reactions that are always different for different boats. A loud noise doesn’t necessarily mean that the engine is noisy, but is the product of a hull/engine combination that is different every time, as we were able to see on the six different boats fitted with the Yamaha F350.

MS MARINE STERK 31 – F350 Twin

On the transom, the two powerful Yamaha V6s, 350 hp each, always sounded smooth and, above all, incredibly quiet, allowing the helmsman to have a natural conversation even at 50 knots! During the test we tackled the sea at all speeds, and even at over 40 knots the hull responded well, holding the course decisively up to over 57 at the top. It was as quick as a rocket to pick up the revs, glide out and reach maximum speed from a standing start, dry but above all safe at the helm. Pure enthusiasm.

CAPELLI TEMPEST 900 – F350 Single

At 3500 rpm, the engine delivered a cruising speed of 22 knots, giving an overall fuel consumption of 31 litres per hour, or 1.45 litres per nautical mile. At the various speeds tested, it maintained a steady, smooth course, even when turning sharply. However, the calm sea meant that we weren’t able to test it in more extreme conditions. From a standing start, it took 7.7 seconds to level off and ten seconds to get up to thirty knots. With the F350, Yamaha has shown that it can deliver excellent performance and power, even without the extra 150 hp. As the revs increased, so did the sound, with a firm, ever-present note more suited to driving than talking!

JEANNEAU CAP CAMARAT 10.5 – F350 Twin

You are planing at 24 knots at 3800 rpm, using 77 litres of fuel per hour, or about 3.2 per mile, giving you a range of up to 250 miles. The engine responds immediately when you open the throttle. At 4000 rpm we saw the economy cruising speed of 25.5 knots, consuming 88 litres per hour, while at 4500 rpm we touched thirty knots and the fuel consumption rose to 103 litres per hour. Fuel consumption remained constant, but of course changed at 5000 rpm, rising to 140 litres per hour, and reaching 230 litres per hour at 6000 rpm (which saw peaks of 42 knots). Thanks to the good Jeanneau hull, we were able to make full use of the power available, with plenty of thrust, but also safe and reliable and a lot of fun! Having the wheel in the middle is a good idea from the driver’s point of view, but a bit invasive for the passengers sitting on the side.

Yamaha make their outboards to work well on the boats they are fitted to, to glide quietly into the water with the bow slightly up, reducing displacement drag and fuel consumption, while trying to cut through the water and leave a clean, symmetrical wake. But there are hulls and then there are other hulls, and so is the wake they leave. Some come together straight, like rails, while others turn into white foam, allowing the hull and engines to be fine-tuned. The distinctive Yamaha wake on some hulls takes the form of a tuning fork that opens at the stern to dissolve the result of trim, weight, thrust and equipment in perfect harmony between sound and performance. A wake doesn’t just mean understanding the correct “posture” for the boat, detecting cavitation and turbulence, and working out balance and fuel consumption. It’s not just an aesthetic issue, but one that affects comfort. Getting your back wet from the spray on the back sofa, or walking across a deck that’s constantly wet, is not only uncomfortable, but also distracts you, reducing performance and safety.

Two 150hp engines are never the same as a single 300hp, as they provide a lot of thrust but also a lot of friction. They cost more to buy, but the upside is that if something goes wrong you’ve always got one to get you home! What works best depends on a lot of variables that Yamaha are always looking at in terms of how an engine will be used, the type of water it will be used in, the hull, the load and the budget.

The first impression of the new Yamaha V6 F350 is that it gets full marks. Its looks are inspired by the XTO range, including Light Grey Metallic or elegant Pearl White for the grille and gear case. Priced at 45,959 Euros, the 4,256cc engine has a 60-degree V6 and weighs in at around 300kg. Those still nostalgic for straight-shaft engines or rear-wheel drive may turn up their noses at this, but one test should be enough to dispel any doubts or reluctance.

The official certification is the first thing to look at to work out how hard you can push, as it specifies full power and the number and weight of motors that can be fitted. In general, a wide V-bow works best with a nice single motor, while a deep V and steep deadrise can work well with two or three motors. If you want to have fun and make tight turns, it is best to turn on the centreline of a single outboard, while it is almost always easier to manoeuvre in harbour with a pair of engines. Nowadays, manoeuvring and loading has become even easier and more enjoyable, just like a video game, thanks to Yamaha’s exclusive optional Helm Master EX control system, which uses an integrated joystick and Vetus bow thruster. It doesn’t just mean you can dock in parallel, it makes being on board really fun – something that has to be tried to be believed.

The innovative electronic steering and Yamaha-patented control software have not only done away with the pumps, hoses and outlets of previous models, but have also added a degree of sensitivity to the wheel, which is softer and lighter when manoeuvring and heavier at speed. This is as it should be – and it gives a sense of control, even when turning. The increase in torque at low speeds increases reactivity and makes it thrilling almost immediately. The TotalTilt function that lifts the engine up is comfortable and safe while again in this 350-horsepower version the Thrust Enhancing Reverse Exhaust system gives excellent thrust, as well as control when reversing and at low speeds, by keeping exhaust bubbles away from the propeller. These are all things that have been tried and tested on the earlier 225, 250 and 300 horsepower V6s.

(Yamaha V6 F350 – All sound, no noise – Barchemagazine.com – Excerpted from Barche, August 2024)

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Mercury 500R – Max out with a Superlight

BARBARA BORGONOVO — Wed, 30 Oct 2024 08:55:54 +0000

High power, low weight for 60+ knots! The 500R is the latest outboard in Mercury’s Racing range

by Niccolò Volpati

Sixty knots is no longer a revolutionary speed, but I still find it hard to regard it as normal. It seemed unreal a few years ago when I first hit over 100km/h on a jet ski. It’s more common now, but usually with three or four outboards on boats built to go fast. But in the case of the Mercury 500R, I have done over sixty knots with just two engines on the transom of the Nuova Jolly Prince 38 CC. The 500R is Mercury’s Racing range’s latest and most powerful model, replacing the 450hp unit. But it is more than just an extra 50hp: there are a lot of changes. The first thing you notice is the power-to-weight ratio because 500 horsepower in a machine that weighs only 329 kilos is a record.

The 500R is the latest and most powerful in Mercury’s Racing range. A range that has existed for over 50 years.

IT IS DIFFERENT FROM THE VERADO 500, BUT ALSO FROM THE 450R. IT IS A 64° V8 CYLINDER WITH A DISPLACEMENT OF 4.6 LITRES.

What does the 500R look like

The Mercury 500R has a V8 that is angled at 64 degrees and supercharged, which makes it very different from the recent ten-cylinder Verado 500. The supercharger also has 26% more boost than the 450 Racing, while torque has increased by 10%. And then there are the many innovations, all aimed at improving performance. For the first time on a marine engine, the technology required to compensate for humidity is used, with a sensor that constantly measures it and varies the ignition timing according to the conditions. What does this mean? You can always get full power, even in difficult conditions, with an extra 30 hp compared to an engine without the sensor. The intake system has also been modified and is now handled by a throttle body with a 15% larger diameter and a shape that optimises airflow into the supercharger. To improve acceleration, a low-inertia flywheel has been fitted to increase the revs more quickly when the throttle is opened.

Pistons, connecting rods and bushings have been reinforced to cope with up to 6600 rpm, the crankshaft has an updated lubrication system and the water pump capacity has been increased by 57%. The power of the trim control has been increased through the use of two main pistons and two auxiliary pistons. This means that even when fully loaded and travelling at high speeds, trim is more precise and manoeuvrability is improved – especially when cruising at over fifty knots.

IT IS COMPATIBLE WITH ALL MERCURY SMARTCRAFT TECHNOLOGIES AND VESSELVIEW MULTIFUNCTION DISPLAYS.

Features of the Mercury 500R

Innovation on the 500R doesn’t stop under the grille, but also on the outside. The stern plate has been redesigned and strengthened, and the seven mounting holes allow it to be raised by an extra 3 inches. In addition, when several units are installed, the distance between one engine and another is less, so that the engine can be used as a replacement or on new boats. Finally, there is the drive, which has been specially designed for this model. The R-Drive is available in two versions, one specifically for powerboats and the other for recreational craft. Both have a crescent leading edge and a long aspect torpedo to optimise hydrodynamic resistance. The gear ratio is 1.60:1, the water intakes have been lowered and the new gear case can take five-blade propellers from 14.5 up to 17 inches in diameter.

Nuova Jolly Prince 38 CC

LOA 11.3m • Maximum beam 3.8m • Length 10.00m • Beam 2.30m • Tube’s diameter 0.68m • 6 compartments • Displacement 3,000 kg • Fuel tank volume 620 l • Water tank volume 150 l
www.nuovajolly.it

Beyond technological and technical explanations, there is the feel of the boat. At the helm of the Prince 38 CCmade by Nuova Jolly, the most impressive feature is the amount of power that the 500R can put out. I got in at 14 knots and 2750 rpm, which is quite normal when you take everything into account. Then I started to accelerate and what struck me was the last thousand rpm. At 5500 I was doing just under 50 knots and it felt like it was going to be top speed. It makes you feel like that’s it, but actually, there’s more to come. When you open the throttle, you wonder when you will reach the end, because the engine always feels like it can give a little more. And indeed, between the increase from 5500 to 6400 rpm, you get another 14 knots. On paper, this outboard can go up to 6600 rpm, but we were happy with the 61 knots we got at 6400rpm.

Engine data
Mercury R • Outlet mechanical power 372 kW (500 hp) • 8 64° V-shaped cylinders • Swept volume 4.6 l • Compression ratio 1.60:1 • Maximal rotational speed 6000-6600/min • Dry weight 329 kg
www.mercuryracing.com

The other thing that feels excellent is how safe it is, in terms of manoeuvrability and reliability. You can do fifty to sixty knots without fear of having to change course. The trim is perfect and you know that it’s not impossible to turn, provided you take a few precautions. The Mercury 500R isn’t just a powerful engine, it has the technology to make the most of the power it has. It is perfect for boats and fast inflatables, not necessarily those built for racing because it offers a genuinely wide range of uses.

(Mercury 500R – Max out with a Superlight – Barchemagazine.com – Excerpted from Barche, July 2024)

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Volvo Penta Ips IMO III, green transition

BARBARA BORGONOVO — Wed, 18 Sep 2024 07:06:43 +0000

Alilauro’s new Giove Jet, the first catamaran for passenger transport in Europe to be equipped with a Volvo Penta IPS IMO III quadruple propulsion system, is welcomed in the Gulf of Naples

by Olimpia De Casa – photo by Guerrieri Visual and Andrea Muscatello

Alilauro’s Giove Jet, now powered by the new Volvo Penta, is set to sail daily from Naples to Sorrento again. After 39 years of honourable service in passenger transport (with 261 assigned seats on board) between the enchanting islands of the Gulf, the vessel (an aluminium catamaran, 33 metres long and 9.30 metres wide, built in 1985 at the Swedish shipyard Marinteknik Verkstadts AB in Oregrund) has been reborn in a more comfortable, quieter and more sustainable version, thanks to the new Volvo Penta IPS IMO III propulsion system, installed in the engine room as part of a thorough refit.

Giove Jet was presented at the Volaviamare headquarters on the Beverello pier in Naples, in the presence of local authorities, political institutions and business partners. It is a further step in the green transition initiated by the Lauro Group, which is celebrating its 80th anniversary this year.

«The IPS system, with more than 20 years of experience and 40,000 installations, guarantees extremely high levels of reliability and uptime. In the future, it will evolve with hybrid and electric solutions, always minimising onboard energy requirements thanks to the efficiency of the PODs».
Andrea Piccione

CEO of Alilauro, Eliseo Cuccaro, stated: “I came to Alilauro with a professional background matured in the world of road mobility, the field where the electric alternative was first conceived and developed. I bought the first electric bus from the Tecnobus company in Latina about 20 years ago and experienced inefficiencies and personal perplexities. Basically, there were two basic facts: the system didn’t adapt well to the needs of collective mobility and, above all, it seemed to ignore the fact that if you produce the electricity you need in coal-fired power stations, it doesn’t help at all if the vehicle you produce is net zero. And to make matters worse, you have to dispose of the batteries at the end of the product’s life. When the Lauro family approached me to run Alilauro, even the boat industry was beginning to see the appeal of electric mobility. Everyone was talking about it, so much so that it was not easy to convey my critical thoughts to the owner, who, after some initial scepticism, eventually understood my reluctance. But we still had to respond to the need to innovate and to consume and pollute less”.

The integrated exhaust gas treatment and emission reduction system contributes to a further 75% reduction in NOx levels.

“The opportunity offered by Volvo Penta convinced us to evaluate, study and carry out tests and simulations, which were immediately encouraging and fascinating. This was the beginning of the partnership with Volvo Penta and the transition from a waterjet system to a propeller system. The decision to go back to propellers to travel at the same speed, producing the same power but consuming less fuel, may seem strange at first, but it proved to be the right one, also in terms of sailing comfort. Today the boat is much quieter and virtually vibration-free”. An added value that all passengers who board the newly powered Giove Jet will strongly benefit from.

«This new propulsion project was developed in collaboration with Volvo Penta. It allows us to increase the level of environmental friendliness beyond current EU regulations. With the support of the National Recovery and Resilience Plan, the project was successfully completed».
Eliseo Cuccaro

What performance and advantages can the Volvo Penta IPS IMO III propulsion system offer? We asked Andrea Piccione, Sales Manager at Volvo Penta Italia. The real advantage is undoubtedly the POD transmission. Thanks to the tractor and the counter-rotating propellers, it is possible to increase efficiency by up to 35%, fit smaller engines and thus drastically reduce fuel consumption, and reduce the size of the tanks on board, thus freeing up more space.

Have you already noticed these benefits on the Giove Jet? Since the first tests, we have been able to reduce diesel consumption by 30% – from 708 with the old engines, which had a fuel system with pumps and injectors, to 495 with the new ones. I challenge anyone today to find a solution that is not only suitable for prototyping, but that can be used by the owner in his operating cycles, and that ensures a reduction in consumption and emissions of more than 30%. In this specific case, these savings translate into more than one million kilograms of carbon dioxide, calculated over an average use of two thousand hours. This is a result that, with current technology, can only be achieved by improving propulsion efficiency, and the IPS (Inboard Performance System) has this great advantage. With this type of unit, the high level of comfort on board is perceived not only by the passengers, who can enjoy the journey to the full, but also by the person who uses the boat for hours on end every day: the operator

(Volvo Penta IPS IMO III, green transition – Barchemagazine.com – August 2024)

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Volvo Penta: the hybrid-electric revolution in boating

BARBARA BORGONOVO — Thu, 29 Aug 2024 16:43:15 +0000

Volvo Penta has unveiled its new hybrid-electric package, an integrated system from wheelhouse to propeller that promises to revolutionise marine technology. This innovation, which will be produced on a limited scale from the end of 2025, introduces new driving modes and smart features, setting a new benchmark for the industry.

Volvo Penta’s hybrid-electric package is distinguished by being a fully integrated system in which the company manages and controls every component, from the rudder to the propeller. At the heart of the system is the D13 IPS engine range, available in 900, 1050, 1200 and 1350 Hybrid versions, working in parallel with a 160 kW electric motor and optimised Volvo Penta batteries. This configuration allows smooth transitions between driving modes, ensuring powerful performance and high operating efficiency.

The electric motor and diesel engine share the same drive shaft, allowing them to operate in Pure Electric mode, Hybrid mode or Cross-Over mode, where a single diesel engine drives both powertrains to optimise efficiency and extend the time between servicing. Depending on the selected mode, the system automatically decides whether to use the electric motor, the combustion engine or both, ensuring seamless operation.

Advanced technologies and new driving modes

Volvo Penta’s hybrid-electric package is enriched with advanced technologies, orchestrated by the Electronic Vessel Control (EVC) system, which introduces new driving modes such as Joystick Driving, Joystick Docking, Low Speed, Dynamic Positioning System (DPS) and Assisted Docking, all available in both Pure Electric and Hybrid modes.

The system features a user interface in the Glass Cockpit that offers a hybrid-electric view (HMI), displaying functions such as driving modes and battery status. In addition, the EVC allows engine status monitoring, remote diagnostics and data sharing, enabling remote software updates and providing a higher level of support through Volvo Penta’s global service network.

A smooth and silent sailing experience

The integration of electric and combustion engines provides a unique navigation experience, characterised by smooth transitions and enhanced acceleration, with the ability to charge batteries as required. In Pure Electric mode, low-speed navigation is silent, allowing you to get closer to nature and access environmentally sensitive or zero-emission areas.

The use of Joystick Driving and Assisted Docking in electric mode makes docking and departure operations more precise and intuitive, while noise reduction on board facilitates communication and creates a serene environment. Furthermore, when navigating in difficult weather conditions, the power of the combustion engine is available at the touch of a button.

During the night, mooring can take place in complete silence thanks to battery power, eliminating the need for an additional generator. The combustion engine can be used as a generator to recharge the batteries both while sailing and while anchoring or docking, drastically reducing generator runtime and improving overall efficiency.

Technical specifications and features of the hybrid-electric package

The D13 IPS hybrid-electric package will be available for twin, triple or quad installations, and is compliant with IMO II/III and EPA Tier 3 emissions regulations. Features include Joystick Driving, Joystick Docking, Assisted Docking, Dynamic Positioning System and Glass Cockpit with Hybrid-Electric View (HMI).

Regarding charging, the system supports the standard CCS2 interface with charging capacities of up to 250 kW DC and 43 kW AC. Charging via the combustion engine is also possible both while sailing and when the boat is anchored or docked.

Volvo Penta will provide advanced support through its global network, offering premium services and ongoing assistance to keep the performance of the hybrid-electric package at its peak.

(Volvo Penta: the hybrid-electric revolution in boating – barchemagazine.com – August 2024)

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