Rossi (Azimut Benetti): "Our hybrid allows for a 40% reduction in fuel consumption."

This feature was first published in issue 3-2025 of the Yacht Upstream supplement available at this link

Seadeck 7 is Azimut's first full hybrid unit to mount the new Volvo Penta propulsion capable of expressing four different operating modes and offering a reduction in consumption and emissions of up to 40% in an average year of use.

According to Alessandro Rossi, Head of Product Development for the Azimut Benetti Group, "this engine was born primarily thanks to the long-standing collaboration we've had with Volvo Penta for over fifteen years in the development of innovative propulsion and management systems. We both have an aligned vision of product and sustainability, to be achieved through concrete actions, with technologies that don't just look at what will happen in the next 30 years but what needs to happen within the next five, and with objectives achievable primarily through efficiency, which is related to sustainability and must be achieved through technology, but also with a better user experience. Over ten years ago, Azimut introduced the first hybrid, while Volvo Penta was developing hybrid solutions for commercial shipping. So we shared our experiences, us in the yachting sector and them in integrated propulsion. From there, a working group was launched almost two years ago, and a dedicated organization was created in our two companies to develop this project, 'Project Hybrid'. Volvo Penta has always been accustomed to being a solutions provider, so it develops a solution in-house, tests it, and then delivers it." sells. We have always been both developers and systems integrators, so we develop a hull and then select a propulsion supplier. The system for Seadeck 7 was defined and designed together; we organized 100-150 biweekly meetings on virtual 3D and then on board to reach the final solution. The system was designed for the needs of yachting; it is not an adaptation of something else."

What were the design challenges in terms of space and weight?

It was a huge design and integration effort. In this partnership, we had another key contributor, RINA, for the entire risk assessment phase, because we wanted a system that was both easy to use and safe. Regarding the packaging, we spent a lot of time researching and researching components, positioning in terms of weight, installation, and maintenance. We're still working with Volvo Penta; this boat is currently being tested, and Volvo Penta is operating a sister ship in Sweden continuously to ensure the system's durability. Together, we want to launch a fully tested system on the market in 2026.

The fourth option is still missing. What does it consist of?

"It's the crossover mode, a request that comes from market feedback on our previous applications. We introduced this mode two years ago on Benetti hybrids, with the option of cruising in 'alternating engine' mode, meaning one main engine is turned off and the other propel its shaft, with its electric motor generating energy to power the other electric motor. A single diesel engine will handle all the loads, both propulsion and power, assisted by the batteries. Operating at an optimized load, it is also more efficient than three internal combustion engines operating at lower loads, thus reducing total operating hours and extending service visits."

Will propulsion in the future offer so much choice or will we move towards identifying the best mode?

We have a program based on four levels of electrification. The first, Zero Emission Hotel Mode, is already available on some models in the Magellano and Grande collections. The second, Mild Hybrid, is operational on the Seadeck 6, while Mild Hybrid Plus will be launched with Azimut's new flagship, the Grande 44M. In the full hybrid version, all modes will be available because each function has a purpose and provides a benefit. We want a simple system, where the system's intelligence decides and supports the owner or crew in switching from one mode to another. If we're talking about a Benetti yacht, there's usually a captain and a chief engineer trained to manage the system's complexity. On a yacht under 24 meters, you can't imagine this architecture being managed by an owner. The system will choose the best mode with the option of forcing a mode, for example, going fully electric because they're in a protected area. As the size of the yacht decreases, there are hybrid or electrification solutions that only affect certain functions of the boat. The first The function we plan to replace is that of the generator, recovering energy from the propulsion motors and storing it in batteries. I believe it needs to be scaled, based on the architectural complexity of the system depending on the vessel, offering increasing levels of electrification depending on the size of the vessel."

What is your opinion of Italy's rapid electric charging infrastructure?

I believe a major generational shift is needed, even in marinas, as is happening in city centers, where electric or hybrid cars are now preferred. Ports also need to think about this: when hundreds of diesel engines start up in port during the summer season, it's not always pleasant, especially if the diesels are older generation. I believe the first step is to understand when marinas will start to take an interest in having low-emission mooring and port entry and exit; this will be the first major change. To achieve this, they will have to do their part in terms of infrastructure.

What, in your opinion, is the driving force of the future?

"Future is a very generic word in the sense that, if we think about the next ten years, I don't think there's any possibility of abandoning internal combustion engines. We have to be honest and be technicians who don't tell science fiction stories. This doesn't mean doing nothing today or tomorrow. We've done a great job with Eni and RINA to make all our vessels HVO-compatible, and we know there are alternative fuels on the way. I don't think we'll have adequate infrastructure to make other fuels available, with the exception of the latest-generation biodiesel, before 2040. I still see fuel cells as a bit further away. I don't see hydrogen as a solution due to its complexity, onboard safety, and availability. We have a very clear plan for the period from now until 2035, implemented with tangible results. I don't think, however, that we can use our customers as testers, but we want to proceed as we did with the Seadeck 7 'Project Hybrid', developing innovative solutions together with the best partners to then make available on the market. We need to push the entire system to evolve, however." consciously. R&D looks to 2050, product development looks to 2035, so these are two time horizons that, in my opinion, large companies must be able to synchronize."

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