Princess V50-something : options and variations

[mcanderson]

Tom,

I would call the broker rather than email. Many brokers won't reply to emails as they get swamped.

Beaulieu won't tell you how long the wait list is. I can ask when I am next down there in 9 days, but right now things are pretty busy in the marina. I would make it part of the deal to get you a a berth. Push the problem to the broker, but not in the early stages of negotiations.

Oceanpro are a very nice bunch. I walk past there training boats to get to mine and we always pass hellos and have a bit of a chat. More than happy to do own boat tuition.

If you want a recommendation for survey on the CdZ let me know. Same same for Volvo engines.

You might also want to ask about St Jean for a berth. Leases run to Dec 21 so you might be able to pick one up for not crazy money.

 

[Portofino]

My 13 L engine + geny service is approx €1k for parts and oil .
Lift out anodes , antifoul , hull polish approx € 1.5 K

So base cost €2.5 K
That does not include labour as I do it with a couple of mates .
Then AN Other fixes ,repairs parts etc
This year was new fender socks , ERIB bat and flare pack + few other bits n bats so another €1 K

Of course you need a contingency but in 4 seasons I have some engine work done because I did not fancy it - replacing a intermediate exhaust manifold gasket on one because it started to leak iirc €3 K , three blokes three days fixed price inc €1K of parts .

Then there’s discretionary spending , last year I fancied a different glass tint €5 K , year before some new covers €2K ,this year a new Capelli hard v bottom tender €2 K - and so on etc .

So your €105 for 3 years is plenty .

If you not DIY the “annual “, then add Fr labour to the base €2.5 engine / geny service = 5 K then another 2k to polish , another 2Kto antifoul so your base is now €9 K pa
X 3 = €27 K + repairs + discretionary so your €105 K is sufficient.

Berth yup €25 K easily cover that pa - you may have to move each year I doubt that you will get a 16/17 M 3 year deal straight up .
One year yes .

It’s a nightmare heading E via car out of Nice airport .
The marinas that mcanderson ^ have terrible traffic , vehicular access .
With young toddlers and flying , there extra kit baggage etc public transport or even a pick up man will be a nightmare.
You will need a car at the other end to go shopping ,lug it back and break up the hol ,when not if it’s deemed too windy to venture out .
You will also need child friendly easy walk beaches so mum can entertain them for an hour while dad sorts out a problem or shows the technician what the issue is .
Travelling W on the A8 is a doddle , La Napoule is less than 35 mins straight run .
There’s also loads of kid friendly local activity ,like a beach ,ice cream parlour etc on the marina itself .
Next up google the Lerins islands , it’s 10 mins @ 28 knots and the Cap Antibes W side is sheltered when the E wind blows .

When it blows from the S which it often does the actual islands especially the N island provide a flat calm anchorage.

While over @ Cap Ferrat / Villfranche a S or Slight SE wind and swell it will be bumpy and stuff will get knock off tables etc , doors swinging etc .
It rains a lot more and it’s cloudy the nearer you get to where the Alps tip in the sea - Monaco / Menton

It’s a long drag and fuel burner crossing the bay of NICE to the Lerins

I have just finished a 3 week stint and went out every day , always found flat anchorages irrespective of wind Dir within a few miles .

There’s also tons of little beached bays just around the corner heading E before Agay .

Volvo Penta .Fr the HQ is 5 mins away from the marina and neighbours La Rague - Arie D Boom are VP agents and send guys round , Infact they have an office in La Napoule.

There’s 24 hr cctv and security guards at La Nap .
After midnight there’s only 1 entrance open with guards and dogs , the guys walk the jetties regular.

We run as a shareholder committee, as we the berth owners are the also share holders , we call the shots we hire n fire appoint etc .

Leases expire 2029 currently, but watch this space .

Security costs €200 K pa “ extra “ but the car park revenue they help enforce at the entrance barrier went from €500 k to €800 K , so in effect we are €100 K up .
We also own the leases to all the shops and they generate revenue via rents
Theses revenue streams offset the maintenance charges.

We decide how it’s run via EGM s and AGM the directors are voted on and limited to iirc 3 years then re-election.

Any crime still happens on the C dA , but it’s deflected to other marinas .
A lot of marinas are just open to the public all hours ,with all that comes with it .

Not tying to sell anything- just passing facts across- interpret as you wish .

 

[tom2018]

If you want a recommendation for survey on the CdZ let me know. Same same for Volvo engines.

Thanks, if you could that would be great. We thought of flying our guy down once we’ve identified the boat, but he’s a fresh water guy (or Channel at best) and he suggested we look for someone more local with salty-med experience.

... so your base is now €9 K pa
X 3 = €27 K + repairs + discretionary so your €105 K is sufficient.

Thanks, good to hear I was in the right ballpark.

Berth … you may have to move each year I doubt that you will get a 16/17 M 3 year deal straight up . One year yes .

Good to know, and thanks for the local insights.


Home for us is in Monaco May to approx November this year and we are looking for a berth within sensible driving distance, given that our main use of the boat will be day trips, maybe the occasional night away depending on how keen the crew are! Don’t really want to spend more than an hour driving to the boat just to go out for a few hours for lunch, then trawl back over an hour to the apartment. That’s why were were looking at BsM, although this is a good 25-35 mins along the coast, and the argument is we can normally make it to Mandelieu in 45mins to 1hr. When you get back to the berth and faff around tidying up and putting the boat away you just want to go home promptly and not spend it sitting in traffic around the airport on the A8. However the traffic over GP weekend was hideous and I guess I’m just using this as worst case scenario but in reality the rest of the time it’s not too bad. We fly out of Mandelieu occasionally when heading to Palma or Tuscany and it’s always manageable.

I think we’ll base the boat wherever we manage to get a berth for the rest of the season, and then see if we can lock in a 1 year or more lease from May 2019 onwards. There’s too much emphasis on the main season IMHO, we were here until mid-October last year and it was lovely, quieter, still warm.

We’ve done a couple of day charters (skippered) ex-Fontvieille this summer and headed for the Lerins for lunch and swim etc, the stretch between Cap-Ferrat and Antibes was always just ignored and powered through keeping off shore of the airport and not really stopping until the Lerins.

For us, the interesting cruising is west of Antibes, but we don’t want to exclude BsM eastwards either.

It’s the age old dilemma of how long is acceptable spent getting to and from the boat. Throwing impatient 2yr olds and the SWMBO into the mix!



New question: I haven’t spent winter in the Med for over a decade. Assuming we get a boat and get some use out of her until we head back to NZ in November, would you recommend having her out of the water up on the hard over the winter for maintenance etc? Or is there limited space on the CdA and most boats stay in the water most of the time, only coming out for a scrub and maintenance briefly? Storage ashore seems less available in the CdA than in the UK for example, where I remember the family boat out of the water September-Easter most years. Childhood memories of Boxing days spent under the keel scraping off last years’s antifouling!


Thanks again

 

[Portofino]

Sorry thought you were flying in .
Yup A8 woes around Nice .
I would try and berth in Port Hercule , Fontvieille if you can wrangle resident status ? Or Cap D Ail , Going the other way Menton s Ok .
But as said it’s often more windy and cloudy where you are .So your “ crew “ will take a few batterings .You will need to weigh up which hassle is worst , traveling W an hour or so each way in a car or being battered on the boat an hour or so ?

As you know Mandelieu does heli transfers and recently Cannes marinas little heliport has been given some movement slots - not sure how long they will last as there’s a noise issue I think brewing up .

Guardian is the answer for the closed season .Nov to May .
Our season starts really end of May ( water starts warming ) to mid Oct .

The level of care you agree , basic wash monthly and check lines ,shore power to full service , which includes running up all machinery in pumps , checking battery levels , heating in the winter , setting up - placing cushions removing covers etc getting it ready for your arrival and of course packing up at the end wash down , connect shorepower etc .
Going further doing all the stuff I listed ^^^ + cleaning and honeying the teak .

Or storage in a hanger Arie D Boom have hangers nearby in the Pegomas area ,you fly over it in the flat valley approaching Mandelieu airport from the land side .
So you could easily take the boat to La Rague in Nov and collect in May .
They will do a full winterise and recommissioning service .
Probably costs the same as a full service guardian or not much in it when you factor your berth rent saved that now goes towards this .
Problem is the systems are effectively paralysed for 6 months , seals set ,dry and leak , stuff may stick fluids gunge up etc .
Some say and I agree regularly turn things over ,run them .
There’s so many boats and not enough flat hanger space and the climates not that cold most leave them in except for the annual lift .
There’s more hanger space around Cogalin near the Port Grimaud delta too .
Then is excessive lifting ,trucking blocking off good for the grp structure ? How do you know your boats not slowly bending ? It shouldn’t but it’s a risk one sat in the water for 51 weeks is not taking .
Although Arei D Boom,s lift guys are pretty good they tap the hull and keel before final block placement and touch down , listening for and avoiding the more hollow sounding areas .

I choose the full guardian service when I lived in the U.K. because I wanted turn key on the button as down time and family time was precious.
Since retiring to Switzerland with more time we are on the boat every few weeks in the season and I fly down or drive over the winter to check regularly in the closed season and run everything up .
Obviously that’s not feasible from NZ .

 

[mcanderson]

Tom,

I think it might be worthwhile if you drop DAW a private message. Here is a post he contributed to recently http://www.ybw.com/forums/showthread.php?503991-Guardianage-services on Gaurdianage. He runs a Sunseeker Portofino 53 out of Beaulieu and lives in Monaco.

For what it is worth we keep out boat in the water as does 95% of the people in Beaulieu. We have someone to look after her and we fly down once a month to keep things ticking over.

I will send you a pm with my recommendations for local surveyor, engines and boat work.

If you buy through a broker in Beaulieu then they will bend over backwards to help you find a berth. I have seen this happen on a number of occasions.

 

[Portofino]

Your final boat choice may be swing on a berth package to go with it .
In theory the vender normally moves up so does not want it anyhow if he’s the owner of the lease .
If he’s a renter then that’s different.
Sunseeker are quite good at this and the Portofino 53 is actually a very capable sea and Med boat , the movable HT provides instant shade or weather protection .
It’s been very hot recently and the fully open effect believe me has been so great .
No sure if just opening an allready glazed roof has been enough for some boaters to cool the cockpit area ?
A bit more Med Cote A Azur style look @ a Predator 55 .
This has bigger engines bigger bathing platform to cover the Arnesons .
They are heavy boats and performs well in a chop .
Or revisit the Pershing range a P 50 cones with std props or Arnies , benefit of theses and the SS pred 55 is they are powered by MAN .
In my view I think MAN engines are more suited to bigger boats there’s something about German engineering integrity .

Otam do a nice 55 HT , but it may be out of range € wise worth checking out .
The Princess dealer DLB yachts as you prob know is in la Napoule.They just moved on a P V53 a few weeks ago .
The only downer with the 50 ish V range is they seem slow .
They chug about @ 24/26 knots , there’s obviously a lot in La Nap and ( naughty I know ) I follow them out of the marina and let them “ go “ 1st in a dash to the Lerins , they don,t ever seem go that fast .Maybe all that bulk and topside bodywork hinders them in a head wind ? Dunno ?

I just catch them and slide right past , sometimes they react by trying to catch me , so far they run out of puff at about 30 knots then drop back in my wake to steady Eddy cruise of 25 ish
You will need to test drive them too .

We tested a Riva 53 ( Monaco actually) it was what thought calm conditions, it was a right slammer .Wife poo pooed it within 5 mins , I felt sorry for the sales guy , I managed 42 knots at 2350rpm down wind .Up wind even @ 26/28 knots it slammed too much .

I know it’s easy to be wowed by interiors , cockpit layout etc , but imho if you are gonna spent a lot of time running it or using it it the ride that matters especially basing it near where you propose E of Cap d Antibes .

 

[DAW]

Just to respond on a few points on BsM as a location ….

BsM is only about 20 minutes drive from Monaco in most conditions and once you get out of Cap d'Ail its a pleasant journey with great views. Its a predictable 40-45 minute journey by road to/from Nice CdA at most times of the day if you stay away from the coast road by heading in the wrong direction to Cap d'Ail/Monaco and using the A8. As a marina it has more facilities to offer than most: restaurants to suit all tastes and budgets (African Queen, Café del Mare, Atelier d'Emile and others), public beach and private beach club two minutes away (Zelos) and a very popular ice cream shop. There is a large selection of more of the same in the centre of BsM only a few minutes walk away. The Capitainerie and marina staff are genuinely friendly, make an effort to get to know owners and crew and are always willing to help. There are two chandlers providing everything you need, both offering guardiennage services which can be tailored to your requirements at reasonable (for SoF) prices. If you buy Sunseeker, there is a sales office in the marina and it seems like half the boats over 15m are Sunseekers so there are regularly maintenance personnel in and around the marina if you need them. Monaco Marine's main shipyard is there if you need more heavy duty/emergency maintenance and there is a small shipyard in St Jean Cap Ferrat for annual lift/antifoul, etc. The Sunseeker sales guys say in their view La Napoule and BsM are more or less equivalent in the welcome, services and amenities they offer to owners.

In terms of places to drop anchor … adjacent or to the East and within 20 minutes you have Paloma Beach and Anao Beach on the east side of St Jean Cap Ferrat, Anjuna Beach in Eze, Plage Mala in Cap d'Ail … just to the west is the bay of Villefranche … the Ile de Lerins are less than an hour away … with many more anchorages between BsM and there.

Prior to buying a berth in BsM we looked at Monaco, but there were two problems … Both ports are rental only and are reluctant to formally commit to long-term agreements, so you are always left with the slight concern that one day they may ask you to leave. More significantly, the surge in and out of both marinas (but particularly Fontvieille) can be terrible. Walking past the boats right at the back of the marina in Fontvieille during the winter months and its quite scary. Cap d'Ail is another alternative, but it has limited facilities and is completely soulless … the 20 minutes you save driving to BsM will just be spent taking the boat to the same anchorages.

The main downside of BsM is the uncertainty over what will happen in June 2019 when the concession comes to an end (it has already been extended by 6 months and the current thinking is either another short-term extension, or a switch to all rental with existing berth owners given priority).

On choice of boat …

I have a 2007 Sunseeker Portofino 53 … the Mark II version with the sliding roof and MAN 800 engines. IMHO its close to perfect as a Med day boat … enough space for 8-10 people, fast enough to get everywhere quickly (28-30 knot cruise and 34 knot max), tender garage big enough for a Williams 325, sleeps 5/6 for a few nights in reasonable comfort and surprisingly cost effective to run and maintain. Its heavy and stable, handling pretty much any kind of sea conditions without difficulties and not rolling much at anchor unless the swell is really bad. The downstairs layout in the saloon is perhaps not the best use of space, but we rarely spend any time there and the cabins and bathrooms are all fine. Access to the engines, etc. is superb.

Although I'm a serial Sunseeker owner, we've looked seriously at more recent Princess V boats (more current styling, but not the same build quality or engineering and always seemed a bit sluggish) and Italian alternatives like Pershing and Itama (well engineered and built, usually slightly faster for the same/similar engines, but styling and finish are acquired tastes IMHO). For a while we considered upgrading to a Predator 57 of V58, but the cost doesn't make sense when compared with what you get with the older boats.

On OceanPro …

They're a great company that offer a flexible approach to training and qualifications in English. You can use their training boat (7m, twin shafts) or your own, take part in group sessions or arrange private lessons and do an intensive course or spread sessions over time. They are RYA accredited and offer the full range of qualifications. They do lots of work with crew of large boats that need powerboat qualifications to operate tenders, PWCs, etc.

 

[jimmy_the_builder]

On OceanPro …

They're a great company that offer a flexible approach to training and qualifications in English. You can use their training boat (7m, twin shafts) or your own, take part in group sessions or arrange private lessons and do an intensive course or spread sessions over time. They are RYA accredited and offer the full range of qualifications. They do lots of work with crew of large boats that need powerboat qualifications to operate tenders, PWCs, etc.

Another vote for Oceanpro - I did my YM commercial with them, great tuition from Phil. Recommended.

 

[MapisM]

I have a 2007 Sunseeker Portofino 53 … the Mark II version with the sliding roof and MAN 800 engines. IMHO its close to perfect as a Med day boat … enough space for 8-10 people, fast enough to get everywhere quickly (28-30 knot cruise and 34 knot max)

Apologies to Tom for the o/t, but I'm intrigued by the similarity with my boat, which is also MAN 800 powered.
Actually, I suppose that yours has the 6 cyl blocks, as opposed to my V8, but the total power is still exactly the same.
What gearbox ratio and prop pitch are you spinning, if you don't mind me asking? I'd be also interested to hear about your fuel burn numbers.

 

[DAW]

Apologies to Tom for the o/t, but I'm intrigued by the similarity with my boat, which is also MAN 800 powered.
Actually, I suppose that yours has the 6 cyl blocks, as opposed to my V8, but the total power is still exactly the same.
What gearbox ratio and prop pitch are you spinning, if you don't mind me asking? I'd be also interested to hear about your fuel burn numbers.

The engines on my boat are MAN r6-800 (D2876 LE423) with 6 cylinder block and ZF325-A gearboxes with a ratio of 1.733. I don't know the prop pitch. Although the boat is 10 years old, the engines have only done 340 hours … the previous owner didn't use the boat much but had it serviced every year by an approved MAN agent.

A lot of work was done on the engines this year by Sud Diesel Marine (local MAN Master Station), following which they did a very thorough sea trial with computer connected, etc. for over an hour. The boat was lifted, cleaned and antifouled before the trial and ran with fuel and water tanks full to the brim. Measured fuel burn per engine was around 20 L/h at 1200rpm and increased in an almost straight line to 150 L/h at 2200rpm, peaking at 160 L/hr at WOT of 2350rpm.

At 1200rpm we were doing 12 knots and burning 20 L/hr. By 1800rpm we hit 23 knots and were burning 90 L/hr. At 2000rpm, 28 knots and 110 L/hr and by 2200rpm, 32 knots and 150 L/hr. We topped out at 34 knots at WOT. 1800-1900rpm and around 25 knots is the sensible speed to run at from a fuel perspective, but the penalty for 2000-2100rpm and 28-30 knots is not that great.

Sunseeker quote 150 L/hr at a cruising speed of 25 knots and a top speed of 34 knots in the original specs for the boat. We were quite a lot better than this on fuel consumption and hit the top speed, which for a ten-year old fully laden boat I think is quite good.

 

[Portofino]

The engines on my boat are MAN r6-800 (D2876 LE423) with 6 cylinder block and ZF325-A gearboxes with a ratio of 1.733. I don't know the prop pitch. Although the boat is 10 years old, the engines have only done 340 hours … the previous owner didn't use the boat much but had it serviced every year by an approved MAN agent.

A lot of work was done on the engines this year by Sud Diesel Marine (local MAN Master Station), following which they did a very thorough sea trial with computer connected, etc. for over an hour. The boat was lifted, cleaned and antifouled before the trial and ran with fuel and water tanks full to the brim. Measured fuel burn per engine was around 20 L/h at 1200rpm and increased in an almost straight line to 150 L/h at 2200rpm, peaking at 160 L/hr at WOT of 2350rpm.

At 1200rpm we were doing 12 knots and burning 20 L/hr. By 1800rpm we hit 23 knots and were burning 90 L/hr. At 2000rpm, 28 knots and 110 L/hr and by 2200rpm, 32 knots and 150 L/hr. We topped out at 34 knots at WOT. 1800-1900rpm and around 25 knots is the sensible speed to run at from a fuel perspective, but the penalty for 2000-2100rpm and 28-30 knots is not that great.

Sunseeker quote 150 L/hr at a cruising speed of 25 knots and a top speed of 34 knots in the original specs for the boat. We were quite a lot better than this on fuel consumption and hit the top speed, which for a ten-year old fully laden boat I think is quite good.

These figures are mostly per side

1800 rpm I,am around 90L / hr each so 180 total , and hit 29 knots and 2000 rpm about 110 L each ., about 34 knots
We have an earlier Vs of the 2876 le 401 - 700 Hp electronic but sans CR , in a smaller lighter hull .

I think iirc ( not on it at the mo ) our G box ratios are around 1.5 ish ?

Here’s a pic of the spare props , they be slightly different to what’s on ?

View attachment 72648

These 2876.s 13 L straight 6 s are quite torque y irrc mine are 2600 Nm each , DAW s will be more .

What’s the torque with your mech injection 15 L V8.s ?

That might be a better figure for comparatively rarther than Hp ?

I reckon DAW will be buring over 200 L / h at 25 knots 19/2000 rpm not the 150 quoted ^^^^ in the last para

 

[DAW]

I reckon DAW will be buring over 200 L / h at 25 knots 19/2000 rpm not the 150 quoted ^^^^ in the last para

You're right about 150 L/h probably not being correct, The Sunseeker specs don't make sense … based on fuel tank capacity, range and cruising speed (assuming these are correct), the consumption should be more like 180 L/h, or 90 L/h on each engine at 25 knots. We achieved 90 L/hr on each engine at 23 knots, fully laden with 2.5 tonnes of fuel, water and tender on a cold day in March with sea conditions that weren't ideal.

 

[MapisM]

I reckon DAW will be buring over 200 L / h at 25 knots 19/2000 rpm not the 150 quoted ^^^^ in the last para

Yup, as DAW said in his last post, the 150 looks like a weird number, but careful, because I have a funny feeling that S/skr meant it as total fuel burn, rather than each side.

In fact, let's compare DAW numbers with those of the R6 MAN specs sheet - sticking to single engine:
@ 1200rpm, DAW reports 20 l/h and MAN 28 l/h (prop demand curve - hence hull dependent, to some extent)
@ 1800, DAW 90 l/h - MAN 78 l/h
@ 2000, DAW 110 l/h - MAN 107 l/h
@ 2200, DAW 150 l/h - MAN 143 l/h
@ WOT, DAW 160 l/h - MAN 160 l/h (surprisingly spot on, for 10yo engines!)

So, when DAW said that according to S/skr the boat should burn 150 l/h at 25 kts while he's actually burning much less, I suspect that he's comparing his fuel burn per engine with a number that S/skr meant as total fuel burn. In fact, while 150 l/h overall sounds definitely on the optimistic side, it isn't that far from MAN specs @1800 (78x2=156). And it wouldn't make any sense if meant as per each engine, at 1800rpm or so.

Anyhow, fwiw I agree with DAW conclusions about his boat performing well and nicely in line with the manufacturers' specs, for a fully loaded 10 yo vessel.
The fuel burn numbers are pretty consistent either, even assuming that my previous suspicion is true and S/skr pretended it to be even better.
DAW, it's a pity that you don't know the props pitch, I would have been curious to calculate the slip.
Regardless, many thanks for your accurate and detailed feedback!

I wish I were able to confirm the numbers for my V8 800hp engines with the same level of detail, but since they aren't electronic, I can only go by empirical evidence.
And so far, I only made some at a lower cruising speed range (20 to 24kts), where their total fuel burn has been between 140 and 170 l/h, averaging 7.1 l/Nm.

As an aside, Porto, ref. your last question, actually I don't see how torque should matter vs. speed/fuel burn.
But if you are interested, these are the numbers according to MAN (in Nm and slightly rounded, since I took them from some specs sheets in Ft/Lbs):
6L 700hp: 2500 (PF, electronic, non CR)
6L 800hp: 2700 (DAW, electronic and CR)
V8 800hp: 2800 (MM, mechanical)
V8 900hp: 2900 (electronic and CR - not installed on any asylum boat afaik, but just for sake of comparison...

 

[Portofino]

I was thinking torque is more relivant over Hp or rpm re speed because the engines are not sat on bench in a lab with a scientist measuring fuel burn .
They spin props attached to X kgs with produce Y drag .
So with more torque / kg ratio you may be able to fit a bigger pitch prop which will translate in more speed along with a suitable gear ratio .
The figure I quoted is max there seems to be two figures floating about.

So torque/ kg ratio , with kg being the displacement is the way to go .

Eg let’s fit all 3 types as pairs in say the Queen Mary 2 .
Here you will find the kg figure totally blows any chance of speed off the scale. , that’s the low LHS btw

https://www.boats.com/first-look-man-2876-le-401/#.W3SczRrRahA

 

[MapisM]

So with more torque / kg ratio you may be able to fit a bigger pitch prop which will translate in more speed along with a suitable gear ratio.

Not in my books.
Higher torque might allow you to spin a larger diameter prop, which can improve acceleration and overall efficiency, AOTBE.
But that aside, the capacity to reach the max rated rpm spinning an X pitch prop (hence reaching a Y speed) depends entirely on power.
We are way o/t anyhow, happy to agree to disagree on this.

Btw, just in case DAW might be interested, based on his numbers I would guesstimate that his props are around 33/34" pitch.
Fwiw, I've got 780mm pitch (i.e. 30.7") on my boat.

PS: Ref. your D2876LE401, max torque is 1860 Lb/ft according to MAN specs sheet - i.e. 2522Nm (rather than 2500, for sake of accuracy).
'Fiuaskme, I'd rather trust the builder's spec sheet than a press release... Not that such difference matters one bit, mind!

 

[PowerYachtBlog]

In fact, let's compare DAW numbers with those of the R6 MAN specs sheet - sticking to single engine:
@ 1200rpm, DAW reports 20 l/h and MAN 28 l/h (prop demand curve - hence hull dependent, to some extent)
@ 1800, DAW 90 l/h - MAN 78 l/h
@ 2000, DAW 110 l/h - MAN 107 l/h
@ 2200, DAW 150 l/h - MAN 143 l/h
@ WOT, DAW 160 l/h - MAN 160 l/h (surprisingly spot on, for 10yo engines!)

I recently helmed a customer 53 Portofino and these nos are spot but are on the high end of the prop curve. Load nos where surprisingly the same.
Infact I said to this customer of myn that the boat props are not perfect or the data is not marking correctly.
I say this because having helmed a Cayman 58 WA similar dimensions and a bit more weight at 1900 she was managing 90 lph.
The data units have just been serviced but the props of this where not perfect with a bit of pitting, and had at the time 11 years of age.