Azimut Flybridge 55 for Sale

Azimut Flybridge 55 Specifications

Two specifications distinguish the 55 Flybridge from its nominal British and Italian competitors. The first is propulsion: the boat ships exclusively with twin MAN i6-800 V-drive shafts rather than Volvo Penta IPS pods. This is unusual in the class — the Ferretti 580 uses IPS800 as the only option, and the Princess F55 and Sunseeker Manhattan 55 both offer IPS as a meaningful part of the order mix. Azimut reserved the IPS formula for the sportier 55S (S Collection, triple IPS), leaving the flybridge version resolutely shaft-driven. For buyers who value mechanical familiarity, straightforward servicing away from authorised pod-drive centres, and the maintenance cost profile of a conventional shaft installation, that engine choice is a genuine point of difference.

The second is fuel capacity. At 2,560 litres, the 55 Flybridge carries approximately 16% more fuel than the Sunseeker Manhattan 55 (2,200 litres) and the Ferretti 580 (2,200 litres), while sitting just short of the range-leading Princess F55 (2,750 litres). That tankage — combined with the MAN engines’ economy in displacement mode — yields a quoted range in excess of 1,000 nautical miles at 7–8 knots, genuinely suitable for repositioning cruises along the Italian and Croatian coasts without mid-passage fuel stops. At the 27-knot fast cruise, the working range sits closer to 190–220 nautical miles.

Construction follows Azimut’s standard VTR/GRP (vetroresina / glass-reinforced plastic) approach with a vitrifying resin-paste gel coat finish — a process that has been progressively refined across the group’s Avigliana moulds for smaller Azimut yachts under 72 feet. The hull is a Righini-developed planing deep-V with variable deadrise, tuned for the Mediterranean conditions that define the boat’s core market. CE Category B certification permits operation in wind conditions up to Beaufort 8 and seas to 4 metres, placing the 55 in the same offshore bracket as the Princess F55, Ferretti 580 and Sunseeker Manhattan 55.

Performance & Handling

Speed: Twin MAN i6-800 diesels producing 800 mhp per side drive the 55 Flybridge through conventional V-drive shafts to an approximate top speed of 31 knots. Fast cruise settles at around 27 knots, where combined fuel consumption runs close to 260–280 litres per hour — broadly comparable to the Ferretti 580’s IPS800 numbers at the same speed once you account for the IPS system’s claimed 30% efficiency edge versus shaft drives. The hull transitions to plane cleanly at approximately 16 knots without the pronounced bow-rise that can unsettle passengers on heavier flybridges in the class.

Range versus the class: The 55 Flybridge is the range specialist of the three-Italian-plus-two-British competitive set — with the notable exception of the Princess F55, which carries meaningfully more fuel. At the 7–8-knot economy setting, MAN quotes a range in excess of 1,000 nautical miles from the 2,560-litre tanks — sufficient to repositiong from Liguria to Corsica to Sardinia to the Balearics without fuel stops. That capability is genuinely useful for owners who undertake longer delivery legs between season and base, and it matches the operational philosophy that has made the model popular with European charter operators.

Close-quarters handling: Shaft-drive manoeuvrability is the area where the 55 Flybridge trades against its IPS-equipped competitors. Standard equipment includes a bow thruster, and Azimut’s optional joystick integration package coordinates the twin shafts with bow and stern thrusters for pod-style low-speed control — though it does not quite match the immediacy of a genuine Volvo IPS installation. For owners who regularly berth stern-to in Mediterranean marinas where beam-to-beam clearance can be under a metre, the IPS-only Ferretti 580 and IPS-optional Princess F55 offer a measurable docking advantage. Against that, experienced owners of shaft-driven Azimuts frequently note the tactile, mechanical feedback of a conventional steering system — preferred by some over the fly-by-wire immediacy of pod drives.

Sea-keeping: The Righini deep-V hull handles the moderate-to-rough conditions typical of Mediterranean open-water crossings with composure. The variable deadrise provides sufficient wave penetration forward while the flatter aft sections maintain planing efficiency at cruise. CE Category B certification for conditions up to Force 8 / 4 m seas is theoretical headroom rather than a practical cruising envelope — like every boat in the class, the 55 Flybridge is comfortable up to around Force 5–6 and anything above that becomes an exercise in seamanship rather than leisure. The optional Seakeeper 9 gyro stabiliser reduces roll at anchor and at slow speed by up to 95%, transforming the experience in open roadsteads and beam-sea conditions at displacement speed.

Noise and refinement: Azimut has historically invested heavily in sound insulation and engine-room isolation, and the 55 Flybridge’s forward master cabin and main saloon are measurably quieter at cruise than the class average — though direct numbers are not published for this model. The MAN i6 engines produce a distinctive, lower-frequency exhaust note than the Volvo Penta D13 competitors, which some owners prefer. The V-drive shaft configuration keeps the engines positioned further aft than a straight-inboard layout would allow, which in turn creates more interior volume amidships — the direct structural logic behind the full-beam master cabin located there.

Interior Layout & The Salvagni Signature

The 55 Flybridge’s interior is what defined the boat commercially and critically. Achille Salvagni Architetti is better known for 50-metre-plus bespoke Benetti interiors and high-end Roman residential architecture — this was the smallest Azimut to receive the full Salvagni treatment, and reviewers consistently noted that the effect was in some ways greater on a 55 than on a 100-foot boat simply because the curvature, detailing, and material richness normally reserved for superyachts compressed into a volume small enough to appreciate in a single sweep of the eye.

The visual language is modern rather than traditional Italian: stainless-steel detailing throughout, radiused corners on every cabinet and bulkhead, curved staircase profiles, and what the designers described as “curves on top of curves”. The practical benefit, beyond the aesthetic, is a genuine one — soft radii are preferable to hard corners on a yacht at sea. Cabinetry, grab handles, sofa bases and even the headlining profiles terminate in soft radii rather than sharp edges. It is a detail that recurs across every Salvagni yacht interior and that the 55 Flybridge received in full.

The main-deck galley was the single most significant layout change over the outgoing 54. For the first time on a 55-foot Azimut flybridge, the galley sits astern on the main deck rather than amidships — a layout introduced by Ferretti in 2005 on the 630 and subsequently adopted across most sub-20-metre Italian flybridges. With a curved return, the galley now serves both the internal saloon and the external cockpit through an opening window, creating the indoor-outdoor flow that has become near-mandatory in the Mediterranean flybridge segment. A raised dinette amidships, with a settee opposite, provides sociable dining without interrupting the galley workflow.

The master cabin is the clearest expression of Salvagni’s residential sensibility. Amidships in the full beam of the hull, it features an angled island berth aligned with the port hull window, allowing occupants to wake to a direct sea view. A signature Salvagni chest of drawers dominates the space to port, chrome spotlights drop from the headlining for reading, and the ensuite is tucked neatly to port adjacent to the cabin entrance — leaving space for a generous walk-in wardrobe aft. Reviewers likened the ambience to an upmarket hotel suite rather than a yacht cabin.

Forward, the VIP cabin offers a double berth beneath an overhead skylight, with its own ensuite head. The third cabin, set between the master and VIP, is configured with twin berths — suitable for children or extra guests — and shares the day head. Aft of the cockpit and accessed via a transom door, the crew cabin adds a berth and separate crew head for professional skippers, a practical feature on a boat that has seen significant charter use across the western Mediterranean.

The flybridge is covered by a GRP hardtop with a retractable sunroof and features a long L-shaped sofa to starboard surrounding a marble-topped dining table with teak trim — finished in the white and cream tones Salvagni described as “reminiscent of a luxury villa on Santorini”. Aft of the dining area, the deck remains open for sun chairs or a tender. On the foredeck, a three-person sunpad creates a more private social area isolated from the cockpit activity. One deck down, the teak-lined aft deck features a U-shaped transom sofa, an extending timber coffee table, and step access to a hydraulic bathing platform that lowers to the waterline.

Flybridge 55 Ownership: What to Expect

Owning a 55-foot Italian flybridge motor yacht requires a realistic annual budget. The 55 Flybridge’s running costs sit broadly in line with the 55–60 ft flybridge segment, with a few model-specific characteristics worth understanding:

• New-build pricing: The Azimut 55 Flybridge opened at approximately €1.1 million ex-VAT as a base price — noticeably below the Princess F55 (from £960,000 / roughly €1.12m ex-VAT for the Mk2) and the Ferretti 580 (from approximately €1.2–1.6 million depending on specification). Well-optioned 2020–2022 examples listed closer to €1.35 million new, with the Seakeeper 9 stabiliser, teak decking, upgraded electronics and full exterior covers adding materially to the invoice.
• Used-market positioning: On the brokerage market, Gen 3 (2018–2022) examples currently trade between approximately USD 949,000 for earlier 2018 hulls and USD 1.3 million for late-production 2022 boats with low hours and full specification. The model’s out-of-production status — no direct current-range successor at exactly 55 feet — has helped late-production boats hold value comparatively well.
• Insurance: 1.5–2.0% of hull value annually. For a boat insured at €900,000–€1.2 million, approximately €14,000–€24,000 per year. Mediterranean-only cruising sits at the lower end; transatlantic or Caribbean coverage adds a premium.
• Marina berth: A 17-metre Mediterranean berth ranges from €14,000–€25,000 per year, with premium marinas (Porto Cervo, Antibes, Porto Portals) reaching €30,000–€60,000. Adriatic and Turkish bases are materially cheaper.
• MAN engine servicing: Twin MAN i6-800 engines require routine servicing every 250 hours or annually at approximately €4,000–€6,000 combined. Major services at 1,500-hour intervals reach €10,000–€14,000. MAN’s European service network is extensive and the i6 is a long-established, well-supported marine diesel — parts and technicians are readily available across the Mediterranean.
• Haul-out and antifouling: €5,000–€8,000 annually for a 17-metre flybridge yacht, including travel lift, hull wash, antifouling, anode replacement and running-gear inspection.
• Approximate total: €45,000–€90,000 per year excluding fuel, depending on location, usage and maintenance philosophy.

Charter appeal: The 55 Flybridge has developed a genuine following as a weekly charter platform in Italy, Croatia and the French Riviera. The combination of three ensuite guest cabins, dedicated crew accommodation, the Salvagni interior as a marketing asset, and a 27-knot cruise that keeps itineraries ambitious has made it a favoured choice for skippered-charter operators sourcing a 55-foot boat with superyacht presentation. Typical peak-season rates in the western Mediterranean run €28,000–€38,000 per week all-in, net of fuel and APA, which can meaningfully offset running costs for owners prepared to accept charter wear.

Azimut dealer network: The Azimut|Benetti Group operates one of the largest dealer and service networks in production yachting, with representation across the Mediterranean, the Americas, the Middle East and Asia-Pacific. Warranty claims, factory-supported servicing and spare-parts supply benefit from this scale, and the group’s 26-year run at the top of Boat International’s Global Order Book is a useful shorthand for the industrial depth behind the brand. Parts for bespoke Azimut items (custom hardware, Salvagni interior components, specific hydraulic fittings) still route from Italy and can carry 3–8-week lead times, as with any Italian production yacht.

How to Buy an Azimut Flybridge 55: What to Look For

Which 55 are you buying? The 55 model name covers three distinct generations of boat. Gen 1 (2000–2009, ~500 units) is now a 15–25-year-old platform with different hull lines, older engines and significant age-related maintenance history. Gen 2 — the 54/55 produced 2013–2018 — is a different hull and interior package again, with the earlier Azimut design language. The subject of this editorial is the Gen 3 (2018–2022), the Righini/Salvagni-designed boat with the MAN i6 propulsion and the redesigned main-deck galley. Listings are sometimes ambiguous about generation — verify from the HIN and model-year documentation rather than relying on broker shorthand.

Known Issues to Inspect

• Electrical system variation: Azimut subcontracts a material portion of its interior and electrical installation, and captains who have managed multiple Azimuts consistently report hull-to-hull variation in wiring routes, panel positions and installation quality. A thorough systematic test of every circuit and panel during survey is essential, and up-to-date as-built wiring diagrams should be part of the documentation package. Boats without complete electrical documentation should be priced accordingly.
• Shaft alignment and log seals: Conventional shaft drive means the 55 Flybridge has the usual list of shaft-installation check points: stuffing-box condition, shaft alignment under load, cutlass bearing wear, strut-to-hull joint integrity, and P-bracket security. An experienced surveyor should inspect all of these out of the water. Boats that have been hauled less frequently than annually are candidates for closer attention.
• MAN i6 service history: The MAN i6-800 is a proven, long-supported marine diesel, but it requires disciplined servicing to retain its reliability profile. A complete service record from an authorised MAN dealer is the single most valuable documentation item on a used Gen 3. Boats with gaps in the service book, or self-serviced by non-authorised technicians, should be budgeted for a full diagnostic inspection at a MAN dealer before committing.
• Salvagni interior wear: The Salvagni interior uses a high density of bespoke detail — leather, curved veneers, specific Italian-sourced hardware — that is more expensive to repair than generic yacht joinery. Inspect leather surfaces on sun-exposed seats, check all curved cabinetry for edge lifting, test every drawer and locker mechanism, and photograph any wear during pre-purchase survey to establish condition baseline. Charter boats show this wear faster than privately used examples.
• Hydraulic systems: Test the bathing platform, flybridge hardtop sunroof, passerelle (if fitted) and any optional Seakeeper installation thoroughly during sea trial. Hydraulic pump failures are not common but are expensive to rectify. Check hydraulic-fluid condition for contamination or discolouration.
• Gelcoat condition: The vitrifying resin-paste finish applied at Avigliana is high-quality but — like all GRP boats — vulnerable to osmotic blistering on examples that have lived afloat year-round in warm Mediterranean waters for a decade or more. A moisture-meter survey is essential.

Equipment That Adds Value

When comparing used 55 Flybridge listings, the following factory options and aftermarket additions materially affect both useability and resale value: Seakeeper 9 gyro stabiliser, Azimut joystick / Easy Docking package with bow and stern thrusters, full-specification electronics (typically Raymarine Axiom or Garmin GPSMAP with radar, chartplotter, autopilot and AIS), teak flybridge and cockpit decking in good condition, underwater lighting, full-coverage generator with low hours, watermaker, tender crane or davit, and recent antifouling with full haul-out documentation. A boat fitted with both the Seakeeper and the joystick option is typically worth a €40,000– €60,000 premium over a comparable example without these items.

Commissioning a Survey

A thorough pre-purchase survey should include a full out-of-water hull and structural inspection with moisture-meter readings across the bottom, MAN engine assessment by an authorised dealer covering both engines and V-drive gearboxes, a sea trial covering displacement, semi-displacement and planing-speed ranges, full hydraulic-system testing, comprehensive electrical-system verification, and testing of every interior mechanism from the convertible twin berths to the bathing platform. Budget €3,500–€5,500 for a complete survey of a 55-foot flybridge yacht. Engage a surveyor experienced with Italian production yachts and Azimut’s specific subcontracting practices — generic UK or US marine surveyors may miss the Italian-specific items.

Azimut Flybridge 55 vs Competitors

The 55–60 ft flybridge segment is the most contested bracket in European motor yachting — four principal builders (Azimut, Ferretti, Princess, Sunseeker) each offering a three-cabin flybridge for owner-operated Mediterranean cruising. The 55 Flybridge’s specific positioning rests on the Salvagni interior, the MAN shaft-drive propulsion formula, a competitive base price, and Azimut|Benetti Group’s unmatched industrial scale. What follows is how the specific numbers compare.

Azimut Flybridge 55 vs Princess F55

The Princess F55 is the most frequent cross-shop. The numbers: F55 LOA 17.68 m vs Azimut 16.90 m; F55 beam 4.87 m vs 4.90 m (Azimut is marginally wider); F55 displacement ~30,000 kg vs Azimut ~29,000 kg; F55 fuel 2,750 litres vs 2,560 litres. The F55 ships with twin Volvo Penta D13-900 shaft drives (900 HP per side, 1,800 HP total) against the Azimut’s MAN i6-800 twins (800 mhp per side, 1,600 mhp total) — the Princess carries approximately 200 HP more and is correspondingly faster at the top end (33 knots vs 31 knots). Base pricing: Princess F55 Mk2 new from approximately £960,000 ex-VAT (≈ €1.12 million); Azimut 55 Flybridge opened at approximately €1.1 million. The 2019 Motor Boat Awards panel gave “Best Flybridge up to 60ft” to the F55; the 2018 World Yacht Trophies gave Best Interior Design to the Azimut. That is the split in a sentence: the Princess wins on hull capability and power; the Azimut wins on interior design. Buyers prioritising rough-water sea-keeping, a fourth cabin option, and Olesinski’s widely acknowledged deep-V superiority go to Plymouth. Buyers prioritising a Salvagni interior, a warmer Italian aesthetic, and a meaningfully cheaper entry onto a MAN shaft-drive platform go to Avigliana.

Azimut Flybridge 55 vs Ferretti 580

The Italian derby. Ferretti 580 LOA 17.78 m vs Azimut 16.90 m; Ferretti beam 4.98 m vs 4.90 m; Ferretti displacement ~28,500 kg vs ~29,000 kg (the 580 is fractionally lighter). The propulsion contrast is the defining difference: the 580 ships exclusively with Volvo Penta IPS800 pods (twin Cummins QSC 8.3 600 HP, or twin MAN V8 600 HP, both driving IPS800 pods) while the Azimut 55 ships exclusively with MAN i6-800 V-drive shafts. That is not a question of which is faster — both reach approximately 30 knots at cruise — it is a question of operating character. The Ferretti delivers joystick docking, 30% better fuel efficiency at cruising speed (on Volvo’s own numbers), measurably lower noise and vibration, and pod-drive handling that has revolutionised Mediterranean stern-to berthing. The Azimut delivers conventional shaft-drive mechanical familiarity, broader independent-servicing options, and the Salvagni interior rather than Ferretti’s in-house design. Pricing: Ferretti 580 new from approximately €1.2–1.6 million depending on specification, against the Azimut’s €1.1 million base — Azimut is the cheaper Italian entry point by a margin of €100,000–€500,000 depending on options. The Ferretti Group ranks as Ferretti Yachts’ parent and is listed on the Hong Kong Stock Exchange (majority SHIG-Weichai-controlled); Azimut remains privately held by the Vitelli family.

Azimut Flybridge 55 vs Sunseeker Manhattan 55

The British sales-volume champion. The Gen 2 Manhattan 55 (2021–present) has become the fastest-selling yacht in Sunseeker’s history, with 131+ early orders and 83+ US sales alone since launch. The numbers: Manhattan 55 LOA 17.21 m vs Azimut 16.90 m; Manhattan beam 4.87 m vs 4.90 m (Azimut marginally wider); Manhattan displacement 27,000 kg vs Azimut ~29,000 kg (Manhattan is approximately 2,000 kg lighter); Manhattan fuel 2,200 litres vs Azimut 2,560 litres. The Manhattan 55 ships standard with twin Volvo Penta D13-800 shaft drives (800 HP per side, matching the Azimut’s MAN total power) with optional Volvo Penta IPS-950 or IPS-1050 pods and an alternative MAN i6 800 installation. The Manhattan 55’s signature feature is the powered glass galley window that opens the main deck to the cockpit — a marketing centrepiece the Azimut does not match. The Azimut counters with the Salvagni interior (Sunseeker uses Design Unlimited), approximately 16% more fuel capacity, and a base price that is typically 20–25% below the Manhattan at equivalent specification. Pricing: Manhattan 55 new from approximately £1.3–1.4 million (≈ €1.5–1.6 million); Azimut 55 Flybridge was approximately €1.1 million base. On the used market, Gen 3 Azimut 55s at USD 949k–$1.3m currently look strong value against Gen 2 Manhattan 55s trading approximately 20% higher for comparable years.

Azimut Flybridge 55 vs Azimut 55S

The within-brand decision. The 55S (S Collection) is a sport cruiser with a coupé-style hardtop rather than a traditional flybridge, powered by triple Volvo Penta IPS pods rather than the Flybridge’s twin MAN shafts. It trades the dedicated flybridge deck for a lower profile, faster performance, and pod-drive joystick handling at the expense of the flybridge’s social deck and the separate helm position above the main saloon. Buyers who prioritise the flybridge lifestyle — entertaining on the upper deck in fair weather, a second helm station for ocean-crossing visibility, and the traditional “house-on-the-water” presentation — choose the 55 Flybridge. Buyers who prioritise sportier performance, triple-pod manoeuvrability and a more contemporary silhouette choose the 55S. They rarely cross-shop in practice — the flybridge-or-not decision is usually made before walking into an Azimut dealership.

For a full interactive comparison between the Azimut Flybridge 55 and competing models — overlaying pricing trends, depreciation curves and inventory data — visit the Hulls.io Market Intelligence tool.