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The Full Monte

Daring to be different is a feature of Monte Carlo Yachts, and their 65 is a good example of this mindset. Part of the giant Beneteau boatbuilding combine, the company is run as an autonomous operation in Italy and takes great pride in its technology. And frankly, after testing their new 65, it’s quite hard to tell them they shouldn’t.

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Resin infusion is maybe not such a rarity as it once was, and it is probably no surprise that the 65’s optional hardtop is made of carbon. But the modular assembly methods employed at MCY—where interiors are built in their own tray moldings before being lowered into the hull and bonded in place, with tolerances as low as five millimeters—represent the kind of manufacturing precision not often seen in production boatbuilding.

Modular construction is also quicker and cheaper than traditional boatbuilding methods. This has allowed the shipyard to look hard at the standard specification list, which remarkably, includes a fully fitted and very comfortable-looking twin-berth crew’s quarters en suite.


Up top, the 65’s flying bridge extends across virtually the full beam, and provides a wide expanse of relaxation space that can be sheltered by the optional T-top, with its sliding fabric sunroof. The barbecue area has been placed right aft, which is a sensible use of space. However, if I were the chef I would definitely want higher guardrails here, especially when using a glass of wine as a cooking aid. The forward sunbathing area is easy and safe to access thanks to that Portuguese bridge, and as on the MCY 76, the foredeck working area is recessed into the deck, to improve security during mooring and anchoring operations. Stowage has not been forgotten out here either—there are big, useful lockers both forward and on the flying bridge.



Our 65 was fitted with the standard twin 1,000-hp MAN diesel option—there are another 400 horses available if you wish—and as we headed out of the marina the two big V8s were barely audible. Shortly, we managed a two-way top speed of just under 29 knots—slightly shy of the shipyard figure. Acceleration was also on the slow side by current standards, at around 24 seconds to 20 knots, but that is hardly an issue on a cruising boat. She climbed happily onto the plane with no fuss once the second turbo kicked in, and handled with verve and precision, barring the odd bit of spray which came aboard (the water was choppy). As we headed farther offshore to find even lumpier water, the 65 showed itself to be comfortably poised and capable of relaxed and remarkably quiet cruising at a good range of planing speeds.

  • : 60’0"
  • : 17’0"
  • : 4’3"
  • : 61,728 lbs.
  • : 925 gal.
  • : 198 gal.
  • : 2/1,000-hp MAN V8-1000s
  • : 2/1,000-hp MAN V8-1000s
  • : $2,470,000
  • : ZF 510-1A reduction gears, 2.222:1; 31.5”x43.3” 4-blade Nibral props

Xenta joystick control system; Humphree Interceptor trim system; electro-hydraulic gangplank; Echopilot forward-looking sonar; 15” Böning monitors; Dupont hull paint; carbon-fiber hardtop; watermaker; washer/dryer; teak bulwark capping; “extra luxe” interior finish.

Air temperature: 35ºF; sea temperature: 55ºF; air pressure: 1,015 Mb; humidity 43%; seas: 2’-3’; load: 296 gal. fuel, 61 gal. water, 9 persons, 2,400 lb. gear. Speeds are two-way averages measured w/GPS. GPH taken via MAN display. Range is 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

RPM Knots GPH Range db(A)
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