Micheli (Southern Wind): "Production capacity at maximum and size evolving."

This service was first published on SUPER YACHT 24 Upstream Yacht Supplement Issue 1-2026 Available at this link

At a time when demand for sailing superyachts is growing and becoming more sophisticated, Southern Wind is consolidating its position with an all-time high production capacity and a range of evolving sizes and technologies. SUPER YACHT 24 interviewed Chief Commercial Officer and Partner Andrea Micheli for an analysis of the shipyard's status, technological choices, and strategy, which includes rebranding and a more structured presence in the after-sales and refit services sector.

Let's start with the rebranding: what does it mean and what changes?

The rebranding was a significant step, accomplished at the right time. We weren't looking for a repositioning. We approached the analysis seriously, verifying that we were exactly where we wanted to be. We wanted to consolidate what we were doing with an updated image. The exercise was useful because, in better describing who we are, we asked ourselves what we want to do differently and what we excel at. From here, the concept of 'Perfect Balance' and our strengths naturally emerged: the ability to guide the client in a careful and customized manner and to be a reliable partner. Moderation is our virtue. There will always be a boat that sails at more extreme latitudes, faster or more extreme, but our strength lies in our ability to create a coherent, concrete, and honest summary: saying what we do and doing what we say, without having to constantly shock with new solutions. We chose to define our moderation as a value and made it our main guideline: our approach is the opposite of self-referentiality.

What is the current state of manufacturing activity in terms of production capacity and workload?

The shipyard is operating at its highest production capacity ever: we currently have the highest overlap of yachts under construction. We just launched the SW108 #3 Kalantis, which will be followed by the SW96 #6 in the spring, the first 100X in October 2026, the 123 #1 at the end of February 2027, and finally, we are working on a new custom project. We have 383 employees compared to 312 a year ago, a rapid growth that we now want to stabilize by maintaining the current production rate. The 96 remains the entry-level model in the range, while the 123 currently represents the pinnacle of the range.

What are the main innovations of the latest 108?

“It's an ambitious boat for a young owner with sailing experience. It's designed to alternate racing and cruising in challenging areas: from Cape Horn to North America, to scenarios like the Northwest Passage and Svalbard. We therefore had to reconcile racing performance with the need for exploration in medium/high latitudes. The stern features a Seaside Lounge, originally designed for the SW100X: a large opening hatch (almost 8 square meters) that provides access to, or hides, a living area of ​​the same size directly in contact with the sea. The tender, a custom 5,20-meter carbon model, is housed in a dedicated tub in the bow, finished in teak to transform into a lounge when the vessel is in the water. The tub is structural and does not protrude into the boat because it uses the space between the deck and ceilings.”

Did the navigation program force you to use custom technical solutions?

"Our boats, unless they enter real ice, are already designed with favorable characteristics. The composite material separates the outer skin from the inner skin with a closed-cell foam core: a structural choice that also guarantees excellent thermal insulation for the hull and deck. From this perspective, we have an advantage over aluminum, which requires additional insulation. In terms of systems, we already design for ocean navigation: redundancy for strategic systems, a plan B for less critical ones. It's the same approach we would adopt for a boat specifically designed to operate in those areas. On deck, a rigid superstructure would improve comfort in fog and cold, but would impact performance. We're focusing on removable and efficient, though not permanent, protections. With an extended awning and access from the stern, we achieve a nearly ideal setup even for cold climates."

The 100X represents a new generation of 100-footers and the 123 will be your largest boat, and it's a hybrid, by the way.

The owner of the 100X already owns one of our 100-footers, confirming that the project has achieved its goal of providing continuity with the previous SW100 series. The 100X aims to be a new icon, it has an important legacy to carry on its shoulders, and the fact that the owner is already a client of ours gives us hope that we've hit the mark. The 123 is a significant step forward, but it's also a natural fit after so much consolidation on the 105/108-foot size. The owners have very clear ideas about how to use the boat and came to Southern Wind through charter, first thinking of the 108 and only later the 123. For us, it's a source of satisfaction when a new owner trusts us enough to build the first unit of the shipyard's most important vessel. It demonstrates that, in terms of customer trust, we're working in the right direction.

Speaking of hybrids, how do you rate your experiences with your boats that feature this technology?

“Onboard hybrid technology requires a learning curve, but it offers tangible benefits that go beyond silent motor cruising, which, except near ports, remains currently and for the foreseeable future dependent on electricity generation from onboard diesel engines for any vessel with ambitions of long-distance cruising. The key advantage is the ultra-fast charging of the high-voltage batteries by the power generation and propulsion system. This efficiency minimizes generator run-time. At anchor, for example, 1-2 hours of charging per day is sufficient to cover 24-hour power needs, ensuring that the owner and guests never hear the generator running. While the overall energy balance remains unchanged, the onboard experience is transformed by the possibility of intense and rapid charging cycles. This system not only maximizes acoustic comfort, but similarly to what is seen in machines with mild hybrid technology, it also allows for system downsizing, a key factor in meeting the stringent IMO Tier III regulations for reducing NOx emissions.

Do the hybrid units have axle or pod transmission?

We chose the shaft for its minimal impact on sailing performance. The pod, while performing well in an electric naval environment, offers significant resistance when the hull is under sail: it is bulky, and if the motor isn't integrated into the pod itself, efficiency drops. On the 96 and 108, we use variable-pitch propellers, while on the 123, we chose a classic folding-blade model, the Bruntons Varifold. The pitch-controlled propeller is more efficient under power, but under sail, it generates more drag, which is very impactful at low speeds. To compensate for the drag in light winds, a larger sail plan is chosen, which, however, becomes superfluous when the wind increases. Furthermore, the variable-pitch propeller is also more efficient during regeneration and recharges the batteries thanks to its superior hydrodynamic efficiency. However, experience shows that skippers regenerate little: when the wind is light, regeneration penalizes speed; when the wind increases, other factors arise: the dragged and highly hydrodynamically loaded propeller produces noise. and requires constant intervention to control the rpm. In the Atlantic, with speeds often exceeding 12 knots and peaks exceeding 20, maintaining balance is complex. Experience suggests a more realistic approach: barring specific needs for increased range, it's better to forgo some regeneration and achieve a more efficient sailing boat. With less resistance, you can sail more, avoid excessive surface area, and overall management is more balanced.

Refitting is an increasingly important activity. Do you have any news on this?

It's strategic, but we haven't invested in a dedicated hardware structure: investing in our own shipyard wouldn't be practical. Our boats are scattered around the world, and we prefer to support owners in making the right choices. However, we are investing in a refit-related service: a new company in Palma, a key hub for the Mediterranean, where we will offer project management, technical supervision, and consulting, continuing what we've been doing in Genoa for many years. Our focus remains on servicing boats under warranty, and to keep them connected to Southern Wind even after the warranty period ends, we need to offer added value. Technical assistance, yacht management, and charter management help us maintain contact with customers and continue serving them. For example, we currently have two boats undergoing refits at Sangiorgio Marine in Genoa. We were involved in choosing the shipyard, evaluating quotes, and supervising the work on both. Trust is the foundation of everything, and knowing that the owner wants us by their side is a long-term investment.

The relationship with Sangiorgio Marine seems to be getting closer and closer.

"Our relationship with Sangiorgio Marine is strengthening: they work well, they're a young team, and they're brilliant. They believe in the performance of their boats because of their similar DNA. They come from the racing world but have naval experience, so they have many points of contact with us. If you take a boat to a giant shipyard, you're inevitably a less significant partner for them, and it's difficult to create synergy. With Sangiorgio, however, the goal is precisely to create synergy and develop a privileged, though not exclusive, relationship. This strategy reflects our fleet, which sails all over the world. If a boat is in New Zealand, we'll never be able to convince it to come to us for work, and it's best that it be done there, with our support wherever necessary."

Southern Wind wasn't at the fall shows, why?

The incentive to purchase a sailboat is emotional. And you don't convey this by standing on the dock, but by showing the boat in use: charters, regattas, rendezvous, sea trips. The structural limitation of boat shows is precisely their detachment from the actual context of use. We prefer to focus on authentic presences: the emotional impact of one of our boats seen in Polynesia or Svalbard is worth more than seeing the same boat among many others. Even more powerful is the opportunity to test a guest boat during an event. The Palma International Boat Show in Palma de Mallorca, Spain, has become our go-to show: it's the natural hub of our market and has a reasonable cost/contact ratio for a boutique shipyard like ours. Furthermore, the value of the show is not just about exhibitions, but also about the supply chain. Last year was the first edition with a coordinated presence of shipyards and suppliers. To grow the industry, culture and collaboration are needed: one shipyard can't do it alone. Palma is the place where this dynamic is finally happening.

What forms of support do you expect from local and regional governments to foster the development of the nautical industry in Genoa and Liguria in general?

Genoa offers a solid industrial base and a historic network linked to naval operations, elements that are already partially functioning. The area where institutions could have the greatest impact is in facilitating interaction between all the port companies that provide nautical services: a yacht, despite having a smaller footprint than a ship, generates significant revenue in terms of crews, maintenance, and related activities. This is a direct benefit for the city and the region. In Palma de Mallorca, space is saturated, and many vessels move to other ports for work, although they remain based there because the ecosystem of services and expertise is extremely strong. Creating an equally favorable environment in Genoa would be a competitive advantage, because yachts generate significant revenue.

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