Boats Archivi - Barche Magazine ISP

Solemar SE33 – Sail without compromise

BARBARA BORGONOVO — Fri, 29 May 2026 08:22:36 +0000

A perfect RIB for longer trips and spending a lot of time on board, thanks to the space inside, the deck layout and an excellent hull

by Niccolò Volpati

On the transom of the SE33 there are two Mercury V8s each developing 300 horsepower, the output recommended by the producer, while top power rating is a hundred hp more. The sea off the harbour wall at Genoa looked like a piece of cake, with relaxing, calm water that meant you could do what you liked without worrying too much about the consequences

The first thing I liked was how easily it found the right trim. That wasn’t something I was doing, but rather the Mercury active trim, although I also worked out that the system didn’t have to do very much either. I sped off, and the boat got on plane in just three seconds, and less than a second later was perfectly parallel to the water, with perfect trim and sightlines. The SE33 also turns tightly without any issue. The sea conditions meant I could do that even at forty knots, while the two Mercurys got me up to 42.2 knots. That’s a very respectable speed, and is perfect for a boat of this type that, having a cabin, is also aimed at short and medium-range cruises as a family or with friends, and not just for day trips.

Comfortable space for four people with excellent liveability in the forward berth.

The good thing about having outboards is that they can really get you going without too much noise. The sound meter didn’t register much, even at fast cruising speed. And there is also the advantage, in part due to the waterlines, of not using much fuel. You can do thirty knots and use less than 90 litres per hour, while at 25 that figure goes down to around 70 litres. Around 3 litres per mile is used up to 35 knots, which is more than acceptable for a boat of this size and gives the feeling it does at the wheel.

After having done a few miles I got the impression that it goes even better than the open version. To be clear, the sensation I got with the SX34 was definitely positive, but the cabin has moved the weight forward, and I thought that further improved the trim, making it even safer and more comfortable when underway. It doesn’t just make you want to get out on the water, but also to do some turns. So, basically, it is difficult, to say the least, to find not just a defect but even a single imperfection in the handling qualities of the SE33. So it is a shame that the maximum beam with the tubes deflated is 2.59 metres, which is nine centimetres too many for it to be legally towable. But the width does mean there is a lot of room above and below decks, and the yard has focused on delivering that, and upon deck, a lot of attention has been paid to getting around easily.

The fibreglass anchor roller has an exposed winch
and two sturdy bollards for mooring.

You can get from stern to bow without anything in the way, and the layout has a U-shaped sofa in the cockpit, and a hi-low table that can be used to complete the sun pad. Amidships, the helm station has a sofa for skipper and mate, which is all set to starboard, freeing up a good amount of room to port to get through to the foredeck, where there is a second sun pad that also makes use of the cushions forward of the bridgehouse. The galley is open and fully equipped, but doesn’t take up much room. The solution that Solemar has gone for has a sink and a fridge in the kitchen unit aft of the helm seat, while the hob burners are actually under the seats, so you just have to move them forward to use them. The rollbar also saves space because the lower section points forward while the upper section leans aft. The supports thus look “fragmented” and take less space on the sides. So basically, there is a rollbar, and a strong one at that which doesn’t vibrate even at forty knots, but you hardly notice it’s there.

When you are getting around on deck, which has an excellent surface, there are numerous grab handles for safety and the whole bow area has a guard rail, while the others are located on the rollbar supports, meaning there is always something to hang on to. The companionway is next to the helm station, and there is a good amount of headroom below decks, while there is a genuine double bed which is very welcoming. I also liked the height, as well as the portholes and windows that let natural light in and let you look out. The bathroom is separate, although the stern sleeping area is under the cockpit and so smaller.

Engine data

The pair of Mercury V8 engines, each with 300 horsepower, delivers the perfect balance: performance without excess, yet more than enough to cover many miles in a short time.

SOLEMAR ITALIA SRL
Via Roggia Morlana, 1/3
I-24027 Nembro (BG)
www.solemaritalia.it

PROJECT
Shipyard technical department

HULL
LOA 10.57m • Length 9.85m • Maximum beam 3.34m • Beam with deflated tube 2.59m • Tube’s diameter 0.64m • compartments • Dry weight 3,200 kg • Fuel tank volume 600 l • Water tank volume 120 l • Maximum power 700 hp

MAIN PROPULSION
2x Mercury Verado 300 V8 • Outlet mechanical power 223 kW (300 hp) • 8 cylinders • Swept volume 4.6 l • Compression ratio 1.75:1 • Maximal rotational speed 5200-6000 rpm • Dry weight 239 kg

EC CERTIFICATION
CAT B

PRICE*
Starting from 239,900 € + VAT, bare boat

*The price refers to February 2026

(Solemar SE33 – Sail without compromise – Barchemagazine.com – Excerpted from Barche, February 2026)

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The digital premiere of ULTIMA 88

BARBARA BORGONOVO — Mon, 25 May 2026 12:01:31 +0000

The Polish shipyard, led by Francis Lapp, unveiled its latest model at the Singapore Yacht Show via a digital launch.

They were so eager to unveil their latest luxury catamaran to the world that they chose to present it digitally at the exclusive MOTION 88 event. Taking advantage of the Singapore Yachting Festival, Sunreef has brought together curated audience of local VIPs, media, clients and close friends of the brand, offering guests a privileged first look at the highly anticipated model.

The first view

During the event, attendees were among the first to discover the ULTIMA 88 through exclusive preview content, including revealing the yacht’s interiors. This ULTIMA 88 embodies Sunreef Yachts’ forward-thinking vision, blending cutting-edge innovation with refined aesthetics and performance-driven design.

The design

The ULTIMA 88 introduces a bold new dimension of performance luxury. The yacht delivers an exceptional balance of speed, efficiency, and refined comfort at sea. Blending the agility of a monohull with the stability, generous living space and shallow draft of a multihull, the ULTIMA 88 reflects a forward-thinking approach to modern yacht architecture.

The connection

Designed to elevate life on board, the yacht transforms at anchor into a true waterside retreat. Expansive opening bulwarks and a spacious aft garage create a seamless walkaround Ocean Lounge, offering a unique connection to the sea and an ideal setting for both relaxation and adventure.

The new icon aboard

For this launch, Sunreef Yachts is also proud to welcome Spanish athlete Carlos Alcaraz, who has chosen the ULTIMA 88 as his first yacht. This collaboration marks his entry into the world of luxury yachting with the shipyard’s latest line.

We’re looking forward to seeing it at sea.

(The digital premiere of ULTIMA 88 – Barchemagazine.com – May 2026)

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Manda S05.3 – Beautiful, and possible

BARBARA BORGONOVO — Mon, 25 May 2026 07:05:12 +0000

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

BARBARA BORGONOVO — Fri, 15 May 2026 07:36:20 +0000

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

BARBARA BORGONOVO — Thu, 07 May 2026 06:29:22 +0000

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

BARBARA BORGONOVO — Wed, 06 May 2026 06:30:03 +0000

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

BARBARA BORGONOVO — Wed, 29 Apr 2026 10:56:51 +0000

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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Breva 800 – The wind is still blowing

BARBARA BORGONOVO — Thu, 23 Apr 2026 08:52:56 +0000

A new shipyard, a new eight-metre RIB, soon to be joined by others. Breva Marine is already producing a wide range of vessels, from tenders to maxi RIBs

by Niccolò Volpati

The Breva is a thermal wind that blows from the south of Lake Como towards Domaso, i.e., from south to north. It usually rises in the afternoon and is consistent, though it can reach considerable strength. It is considered a good omen by sailors and the new shipyard, which takes its inspiration from the name of this wind. The shipyard presented its first model at the last Cannes Yachting Festival, and it is destined not to be the only one. The schedule is packed because Breva Marine is already performing well. The shipyard has plans for a range of tenders, including the 300, 335 and 400 models, as well as three other inflatable boats: the Breva 630, Breva 1300 and Breva 1100.

With a hull less than eight metres long, it is not easy to guarantee
a rich interior design or ease of movement on board.
Breva 800 has succeeded in doing just that.

The Breva 800 has a hull designed by Alessandro Chessa, who oversaw the entire project in collaboration with the shipyard’s technical department. It is a new shipyard, but its founder has extensive experience in the sector. Building an eight-metre boat is like wearing a gauntlet. It is a size that many have recently abandoned, as they move towards larger models. Breva Marine must have thought that this market trend would enable it to fill a gap and establish its own niche. Furthermore, it differs from the usual models of this size. It has a refined design and bespoke solutions – a feature rarely found on inflatable boats of this size. It can be fitted with or without a bathroom and powered with one or two engines.

The Breva 800 offers many customisation options, including the choice between single- and twin-engine configurations.

The moulds are made in Turkey, while all the fittings, including cushions, are made in-house. It is precisely this organisation that allows Breva Marine to offer extensive customisation. The deck layout features a well-protected square cockpit surrounded by fibreglass and containing a U-shaped sofa. The pilot and co-pilot seats and the steering console are located in the centre of the boat. The spaces are optimised, as the bridge is large enough to accommodate all the necessary instrumentation, and the windscreen is not bulky. Nevertheless, it provides adequate protection, and it is always easy to move around the boat. The bow area is designed as a sunbathing area, while at the stern, the bimini top protects the living area, which can obviously be converted into a second sunbathing area.

Specific details show that whoever designed and built this boat knows what is needed for sailing. The bollards, for example, are numerous, well-sized and located in the right place. The anchor roller solution is also efficient. There is just the right amount of fibreglass: neither too much nor too little. The roller is therefore solid and well supported, but not bulky, in the sense that it does not obstruct the view towards the bow, even when the Breva 800 is not yet out of the water.

The Breva 800 can be fitted with or without a bathroom and powered with one or two outboard engines.

Among the many options, there is also the choice of motorisation. The possibility of choosing between single and twin engines allows you to prioritise the safety offered by a pair of outboards or the economic savings, both in terms of purchase and maintenance, provided by a single engine. The test model had just one engine: a 300 hp Mercury Verado V8. The thrust was more than sufficient, reaching a top speed of 38 knots. With a different propeller pitch, it would probably have been possible to rev the engine to its maximum and get an even higher top speed.

The rule of three S’s is respected: stable, safe and straightforward. Breva 800 has a hull that guarantees all these characteristics.

At the helm, the boat felt very manoeuvrable and easy to steer. Half-metre waves were never a problem, even at top speed. This means that the V-shaped bow performs its task very well. But the deadrise angle of the hull is also correct, as the hull is always stable and well planted on the water. The hull’s waterlines are particularly appreciated for their ability to reach and maintain planing speed. I slowed to 2400 rpm and just under 11.5 knots, and the Breva 800 was still planning. Such a low planning speed also implies a wide range of possible cruising speeds. Between 11.4 and 38 knots, all things considered, there are more than twenty-five knots to choose from for your preferred speed.

Engine data

A single 300-horsepower engine was more than enough to deliver excellent performance in both acceleration and speed.

BREVA MARINE SRL
Via Abruzzi, 4
I-20056 Grezzano (MI)
T. +39 02 27012040
info@brevamarine.com
www.brevamarine.com

HULL
L.O.A. 8.57m • Length 7.85m • Maximum beam 2.99m • Draft 0.40m • Tube’s diameter 0.61m • 6 compartments • Dry weight 1,500 kg • Fuel tank volume 450 l • Water tank volume 70 l • Maximum power rated 400 hp

MAIN PROPULSION
Mercury Verado 300 • Outlet mechanical power 229 kW (300 hp) • 8 V-shaped cylinders • Swept volume 4.6 l • Dry weight 272 kg

EC CERTIFICATION
CAT B

PRICE*
The price is € 96,000 + VAT, including: 300 hp engine (Mercury or Yamaha, customer’s choice), 9” GPS + Probe (Raymarine or Garmin, customer’s choice), Hertz Marine Audio Package (Radio + 2 Speakers)

*The price refers to January 2026

(Breva 800 – The wind is still blowing – Barchemagazine.com – Excerpted from Barche, January 2026)

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Sirena Marine – It’s coming

BARBARA BORGONOVO — Mon, 20 Apr 2026 08:39:38 +0000

Sirena Superyachts 42M flagship enters final outfitting phase ahead of July launch

Turkish shipyard Sirena Marine has released its latest construction update on the 42-meter Sirena Superyachts 42M, confirming the project has entered its final outfitting and finishing phase ahead of its scheduled launch in the first two weeks of July 2026.

With the build now in its most advanced stage, work is progressing simultaneously across multiple areas of the yacht. Interior outfitting is well underway, with furniture installation ongoing across all decks as the yacht’s accommodation spaces begin to take their final form.

On the exterior, the hull has reached a critical milestone in the finishing process. The final primer application on the hull has been completed, and the yacht is currently undergoing detailed sanding, inspections, and cleaning. The topcoat application is now also underway as part of this phase, representing one of the final steps toward achieving the yacht’s finished exterior appearance.

Significant progress has also been made on the technical front. The main engine, along with key propulsion system components, has been successfully installed. Final alignment adjustments and chockfast pouring are in progress to ensure optimal performance and precision ahead of commissioning.

The engine room is now approximately 85% complete, with the majority of equipment already installed and integration works largely finalized. This milestone reflects the overall pace and coordination of the build as systems near full completion.

As construction progresses, the Sirena Superyachts 42M continues to demonstrate the project’s scale and ambition. Designed by Luca Vallebona in collaboration with Hot Lab (part of the Viken Group), for the interior design with naval architecture by Van Oossanen Naval Architects and detailed engineering by Eureka Yachts, the 42M combines a high-volume platform of approximately 433 GT with efficient engineering and a design focused on onboard comfort and connection to the sea.

With final outfitting, system integration, and exterior finishing now underway, the Sirena Superyachts 42M remains firmly on track for its summer 2026 debut, representing a major milestone for Sirena Marine as it prepares to launch its largest and most advanced yacht to date.

(Sirena Marine – Prossimi al varo – Barchemagazine.com – Aprile 2026)

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Prestige M7 – Boat sweet boat

BARBARA BORGONOVO — Mon, 20 Apr 2026 07:18:45 +0000

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)

L'articolo Prestige M7 – Boat sweet boat sembra essere il primo su Barche Magazine ISP.

Boats Archivi - Barche Magazine ISP

Solemar SE33 – Sail without compromise

The fibreglass anchor roller has an exposed winchand two sturdy bollards for mooring.

Engine data

The digital premiere of ULTIMA 88

The first view

The design

The connection

The new icon aboard

Manda S05.3 – Beautiful, and possible

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

Engine room

Bluegame BGF45 – Beyond conformity

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.

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

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

Engine room

Sirena 60 – Always safe

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

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.

Engine room

Magnum 40 – Italians do it better

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

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

Engine room

Numarine presents two Classic Line new models

Classic Line: Beautiful style that sticks

Breva 800 – The wind is still blowing

With a hull less than eight metres long, it is not easy to guaranteea rich interior design or ease of movement on board. Breva 800 has succeeded in doing just that.

The Breva 800 offers many customisation options, including the choice between single- and twin-engine configurations.

Engine data

Sirena Marine – It’s coming

Prestige M7 – Boat sweet boat

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

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

The fibreglass anchor roller has an exposed winch
and two sturdy bollards for mooring.

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.

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

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.

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

With a hull less than eight metres long, it is not easy to guarantee
a rich interior design or ease of movement on board.
Breva 800 has succeeded in doing just that.