Op­u­lent Ot­toman


Power & Motor Yacht - - IN THIS ISSUE -

Ital­ian-de­signed and built in Tur­key, the Sirena 58 aims to re­peat the suc­cess of its larger si­b­ling.

II must ad­mit I had my doubts. As we were pre­par­ing to go to sea, none of the crew had seen fit to stow the flow­ers that were placed on the shelf just be­hind the lower helm. This wasn’t some posy in a lit­tle fat pot, but a tall glass vase con­tain­ing a tow­er­ing bunch of Asi­atic lilies. Just as it was hard to miss them, it was hard to imag­ine them stay­ing up­right for very long once we left the har­bor. They’re prob­a­bly se­cured to the shelf, I said to my­self. With the en­gines warmed and lines cast off, I turned my mind to other things. They must be. Don’t be ridicu­lous.

This was of course at the Cannes Yacht­ing Fes­ti­val, where such dec­o­ra­tive flour­ishes are de rigueur and yacht crews have plenty on their minds dur­ing sea tri­als, which are of­ten at­tended by more peo­ple than a boat can com­fort­ably ac­com­mo­date. In our case I counted some 15 souls, but be­tween the cock­pit, the fore­deck seat­ing and the ca­pa­cious fly­bridge—on a balmy evening, not long be­fore sun­set, it was very pleas­ant to be out­doors—the Sirena 58 man­aged to pro­vide ev­ery­one with a com­fort­able place to sit.

Sirena Yachts is based in Tur­key, part of a larger out­fit, which although only 12 years old has al­ready amassed plenty of ex­pe­ri­ence con­struct­ing Mag­el­lano mo­to­ry­achts for Az­imut, as well as its own sail­boat brands. The Sirena 58 fol­lows a 64 which launched the range in 2017. Built us­ing resin in­fu­sion with car­bon fiber rein- force­ments, its tall, up­right pro­file and beamy hull prom­ise gen­er­ous in­te­rior vol­ume, and with 6 feet, 7 inches of head­room on the main deck and 6 feet, 5 inches down be­low, it doesn’t dis­ap­point.

Three lay­out op­tions are avail­able. In three-cabin boats the choice is ba­si­cally be­tween a mid­ships or a for­ward master suite, while in the spa­cious two-cabin ver­sion you would be hard pressed to de­cide which is the master and which is the VIP.

Our test boat had three cab­ins with a mid­ships master suite; with its dress­ing ta­ble, sofa, sub­stan­tial win­dows and plenty of locker and drawer space, it seemed ex­cep­tion­ally roomy and civ­i­lized. (A peek in the ma­chin­ery space rev­eled that the en­gines are mounted fairly well aft on V-drive trans­mis­sions, to leave as much vol­ume as pos­si­ble here). Along with gen­er­ous stowage space, the VIP for­ward has its berth set at the com­fort­able sort of height you might have at home, thanks to the 58’s slab-like top­sides for­ward and near-ver­ti­cal stem. Here and in the oth­er­wise hard-to-fault twin­berth guest cabin, some own­ers might find them­selves wish­ing the shower stalls were a lit­tle more spa­cious.

If the Sirena’s com­par­a­tively wide beam is key to the com­fort of the sleep­ing ac­com­mo­da­tions, up on the main deck it is put to equally valu­able use. With the gal­ley in­stalled aft, the salon feels ex­cep­tion­ally wel­com­ing, laid out on a sin­gle level with an al­most

360-de­gree view. And yet the side decks, shel­tered be­neath the fly­bridge over­hang and se­cure be­hind high bul­warks, are wide, prac­ti­cal and ex­cep­tion­ally sea­man­like. There is no hint of com­pro­mise.

The pleas­antly un­der­stated in­te­rior decor of the Sirena 58 is by Tommaso Spadolini, whose im­pres­sive port­fo­lio in­cludes a num­ber of su­pery­achts, in­clud­ing King Juan Car­los of Spain’s 65-knot

For­tuna. Both the 58 and the 64 have naval ar­chi­tec­ture and ex­te­rior styling cour­tesy of the renowned Buenos Aires stu­dio of Ger­man Fr­ers, de­sign­ers of nu­mer­ous suc­cess­ful rac­ing sail­boats.

The 58 has a mod­er­ately round bilge hull form, with a prom­i­nent knuckle that runs full-length down each side, pro­nounced pro­pel­ler tun­nels, a fine en­try and a shal­low cen­tral skeg for di­rec­tional sta­bil­ity. That ver­ti­cal bow is very fash­ion­able, of course, and also brings other ben­e­fits—a longer wa­ter­line to im­prove low-speed ef­fi­ciency, as well as greater ac­com­mo­da­tion vol­ume for­ward, as we have seen. But it is per­haps a sur­pris­ing choice for a trawler-style yacht with pas­sage-mak­ing pre­ten­sions—fuel ca­pac­ity is a use--

ful 950 gal­lons—as it is bound to be less ca­pa­ble of keep­ing spray down than more tra­di­tional forms.

Notwith­stand­ing the ship­yard’s de­scrip­tion of the hull form as semi-dis­place­ment, it is clearly ca­pa­ble of plan­ing: Sirena claims a top speed of 30 knots for the 58 with 840-hp Cater­pil­lar C12.9s, and a cruis­ing speed in the mid-20s. Our yacht was fit­ted with the smaller 650-hp C8.7s, and its per­for­mance was not boosted by the fact that the en­gines were achiev­ing just 2170 rpm, against their rated max­i­mum of 2300. Ac­cord­ing to the ship­yard the cul­prit was a sea­son’s worth of hull foul­ing ac­quired dur­ing the owner’s sum­mer cruise.

At any rate, with just shy of two tons of fuel and wa­ter on board, along with a typ­i­cal Cannes boat show crowd, the top speed we recorded was just 21.6 knots. A yacht of this style is not re­ally about top speed, of course, and at 1800 rpm, cruis­ing along at be­tween 16 and 17 knots, it felt com­fort­able, con­fi­dent, man­age­able and ready to go places.

I did think the helm er­gonomics could also do with some re­fine­ment. At both sta­tions the throt­tle levers are un­com­fort­ably far away, and up­stairs the helm seat is too low.

A southerly breeze had been keep­ing the boat show cool all through an oth­er­wise hot and sunny day, and by evening a light swell had built up in the bay. The Sirena’s un­com­pro­mis­ingly fine en­try made short shrift of head seas, with very lit­tle ver­ti­cal move­ment and no slam­ming, and although I no­ticed it had a slight ten­dency to wan­der when run­ning down­wind—most peo­ple had found their way up­stairs by this time, plac­ing plenty of weight high above the wa­ter­line—this was eas­ily cor­rected on the helm and never a cause for con­cern. I also found that on their auto set­ting the trim tabs were hold­ing the bow too far down, which might have af­fected down­wind han­dling. Some soft­ware tweaks should soon sort that out.

With the hull’s mod­ish plumb stem we were not too sur­prised by the reg­u­lar pack­ets of spray that doused the few brave mariners on the fore­deck, and there were even squeals on the fly­bridge as we shipped the oc­ca­sional big­ger one over the top. It would cer­tainly keep the wind­shield wipers busy.

But of course this was a han­dling trial, at 20-plus knots; on a long cruise, you would prob­a­bly main­tain a more eco­nom­i­cal speed, and wouldn’t be punch­ing the seas quite so hard, or wear­ing out the wiper blades quite so fast.

As we came back into the Vieux Port I was pick­ing my way care­fully down from the damp­ened fly­bridge when I sud­denly re­mem­bered the flow­ers. There they still were, stand­ing proudly at at­ten­tion on their shelf be­hind the helm sta­tion. So ob­vi­ously they were stuck down. Weren’t they? I checked. They weren’t.

The in­te­rior of the 58 blends mul­ti­ple gen­res of boat. Su­pery­acht as­thet­ics and trawler sturid­ness fit in a mo­to­ry­acht-sized pack­age.

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