Princess 68 for Sale

Princess 68 Specifications

The specification table reveals a motor yacht that was clearly designed to push the boundaries of the flybridge segment. At nearly 70 feet overall with a generous 5.38-metre beam, the Princess 68 offers interior volume that rivals vessels ten feet longer. The 36,900 kg displacement is substantial but well managed by the deep-V hull form and the powerful engine options — particularly the MAN V12-1400, which transforms the yacht from a capable cruiser into something genuinely fast.

Three engine options were available. The Caterpillar C18A (2 × 1,150 HP) provided the entry-level specification, delivering approximately 30–32 knots. The MAN V8-1200 (2 × 1,200 HP) offered a modest step up to 31–33 knots with the advantage of MAN’s common-rail fuel injection technology. The headline engine — the MAN V12-1400 (2 × 1,400 HP, 2,800 HP total) — was the option that defined the Princess 68’s reputation. With 24.24 litres of displacement per engine and enormous low-end torque, the V12 propels this four-cabin flybridge yacht to 35 knots — performance more typically associated with sport cruisers half its size.

The 4,100-litre fuel capacity is generous for the segment and, combined with the hull’s efficient deep-V form, delivers an impressive ocean-going range of approximately 1,500 nautical miles at displacement speeds of 10 knots. At a fast cruise of 26–28 knots, range reduces to approximately 300 nm — adequate for Mediterranean coastal cruising and island-hopping but requiring planning for longer passages. The Princess 68 is built for enjoyment under power rather than ocean crossing, and within that remit, its fuel capacity is well judged.

Build Quality & Construction

The Princess 68’s hull is constructed using GRP (glass-reinforced plastic) with Princess’s resin-infusion process, a technology the Plymouth yard adopted across its entire range from approximately 2005. Non-crimp glass fabrics are laid in open moulds, sealed beneath an airtight membrane, and low-viscosity polyester and vinylester resins are drawn through the laminate by vacuum via a computer-controlled network of pipework. The process achieves a 60:40 fibre-to-resin ratio — double the fibre content of traditional hand layup — producing stiffer, lighter, stronger structures with superior cosmetic finish and lower VOC emissions in the workshop.

Below the waterline, the hull is solid resin-infused laminate for maximum impact resistance and impermeability. Topsides use closed-cell foam-cored sandwich construction, which adds rigidity while providing thermal and acoustic insulation — a meaningful contributor to the Princess 68’s relatively quiet interior at cruising speed. The hull-to-deck joint is bonded and mechanically fastened, creating a monocoque-like structure that distributes loads evenly across the entire moulding.

The Olesinski deep-V hull form is the structural and hydrodynamic foundation of the yacht. Designed using Olesinski’s proprietary Hull & Hydro software, the hull features a pronounced deadrise angle that delivers superior rough-water handling compared to flatter-bottomed competitors. Moulded spray rails deflect water efficiently, reducing wetted area and minimising spray at speed. Propeller tunnels are integrated into the hull to improve efficiency while keeping draft to a manageable 1.58 metres — a practical advantage for Mediterranean harbours and shallow anchorages.

Interior fit-out reflects Princess’s reputation for quality joinery. The saloon, galley, and cabin interiors use a combination of American walnut and high-gloss timber veneers, with soft-touch upholstery and Corian worktops. Princess employs specialist furniture craftsmen at the Plymouth facility — a workforce whose skills in bespoke yacht joinery represent decades of accumulated expertise. The extensive use of hull-side glazing, a design innovation when the 68 launched, floods the interior with natural light and creates a sense of space that was unprecedented in a flybridge yacht of this size.

Princess applied resin-infusion technology to the 40M superyacht hull in 2012 — at the time, the largest resin-infused hull in the world. The 68 benefits directly from the engineering knowledge gained during that project. The result is a hull that is consistently praised by marine surveyors: osmosis issues are virtually unknown on Princess resin-infused hulls, and the structural integrity of the laminate stands up well to extended use in warm Mediterranean and tropical waters.

Performance & Handling

Speed: The Princess 68’s performance credentials depend heavily on engine specification, and the MAN V12-1400 is the installation that defined the model’s reputation. With 2,800 HP driving through conventional shaft drives and four-bladed propellers, the V12-equipped 68 reaches approximately 35 knots at wide-open throttle — genuinely remarkable for a 37-tonne flybridge motor yacht. Fast cruising speed sits at 26–28 knots, where the deep-V hull settles into a comfortable, stable attitude with minimal bow rise. Press reviews from Motor Boat & Yachting described the V12 performance as “borderline shocking” and noted it was “on par with sportscruisers half the size.”

Economy and range: At displacement speeds of 10–12 knots, fuel consumption drops to approximately 60–80 litres per hour combined, giving the 4,100-litre tank a theoretical range of around 1,500 nautical miles. This is an ocean-going figure that enables serious passage-making for those willing to sacrifice speed for distance. At fast cruising speed of 26–28 knots, combined consumption rises to approximately 350–400 litres per hour, reducing practical range to around 300 nm with reserves. The V12’s broad torque curve means slowing by just 2–3 knots from top cruise can reduce fuel burn by a third — a practical consideration for owners balancing speed against economy.

Sea-keeping: The Olesinski deep-V hull is the Princess 68’s defining engineering advantage. The pronounced deadrise angle allows the hull to slice through head seas where flatter-bottomed competitors begin to slam. Combined with hull chines that generate lift while deflecting spray, the 68 maintains composure in conditions that would force other flybridge yachts to slow significantly. This translates directly into higher maintainable average speeds in anything above calm conditions — a quality that matters more to experienced owners than quoted top-speed figures. That said, Motor Boat & Yachting’s test noted that the ride could feel “a bit fidgety” in moderate chop — a trade-off for the yacht’s generous beam and tall superstructure. The broad, beamy hull that creates the cavernous interior does extract a comfort penalty in certain sea states.

Low-speed handling: The Princess 68 uses traditional shaft drive with high-speed balanced rudders, hydraulic bow thruster, and hydraulic stern thruster. This provides effective close-quarters manoeuvrability through differential thrust and independent thruster control. The yacht does not offer IPS pod drives or integrated joystick docking, so marina manoeuvring requires conventional twin-engine technique. At 5.38 metres beam and nearly 37 tonnes, the 68 demands respect in crosswinds, but the twin-shaft configuration responds predictably to helm and throttle inputs. Many owners report that the yacht handles more nimbly than its size suggests, though those stepping up from significantly smaller vessels should invest in a familiarisation course.

Interior & Accommodation

The Princess 68’s accommodation layout is one of its strongest competitive advantages. Four staterooms and three full heads occupy the lower deck, arranged around a central corridor that provides privacy and separation between the owner’s quarters and guest cabins. This is the accommodation density of a 75-footer compressed into a 68-foot platform — a feat made possible by the generous 5.38-metre beam and the deep-V hull’s usable volume.

Master suite: The full-beam master stateroom is accessed via its own private stairwell from the saloon — a separation that creates a genuine sense of arrival. The cabin features a centreline king-size bed, a dedicated dressing area, a sofa, and large rectangular hull-side windows that flood the space with natural light. The en-suite bathroom includes a separate shower stall, twin basins, and ample storage. It is a cabin that competes directly with yachts fifteen feet longer from Italian builders.

Guest cabins: Three further cabins serve guests and crew. The VIP cabin forward features a double berth, en-suite head, and good natural light from hull windows and an overhead hatch. A twin-berth cabin with en-suite provides accommodation for children or additional guests. The fourth cabin, positioned aft, can function as either a crew cabin with direct engine-room access or as a fourth guest stateroom depending on configuration. Guest cabins are accessed via a separate companionway in the bow area, ensuring complete privacy from the master suite.

Main deck: The saloon is an expansive open-plan space that benefits enormously from the hull-side glazing. Large windows on both sides, combined with the aft sliding doors leading to the cockpit, create a luminous, airy living environment. The galley is positioned aft of the saloon to port, offering easy service to both the interior dining area and the cockpit — ideal for alfresco entertaining. A rear-facing layout allows the chef to remain part of the social scene. Equipment includes a full-height fridge-freezer, dishwasher, oven, hob, and Corian worktops.

Cockpit: The aft cockpit provides a generous entertaining area with a dining table, seating for eight, and direct access to the hydraulic swim platform. A wet bar and grill can be specified for cocktail hour on the aft deck. The cockpit flows naturally from the saloon through the sliding doors, and the transition between interior and exterior living is seamless. The hydraulic swim platform doubles as a tender launch and beach club area when lowered to water level.

Flybridge: The flybridge is the Princess 68’s signature social space. A hardtop with electric retractable sunroof provides shelter from sun and weather while maintaining the open-air character that defines flybridge cruising. The space includes a full helm station with twin seats, a U-shaped settee with dining table, a walk-in wet bar featuring an electric lava-brick grill and icemaker, and a three-seater sunpad to the rear. Teak decking throughout and a sprawling seating area to starboard complete the picture. The flybridge becomes the social centre of the yacht at anchor and in fair weather — it is large enough to host a proper dinner party with room to spare.

Systems: The Princess 68 carries a Cummins Onan 29 kW generator that supports the full electrical load, including air conditioning throughout, the electric galley, watermaker (if fitted), and all entertainment systems. Navigation electronics include twin Garmin GPSMAP 7616SXV 16-inch displays, Garmin GMR1226XHD 12 kW radar with 6-foot open array scanner, and high-capacity duplex fuel filters with audible and visual fuel contamination warnings. An oil change system for engines, generator, and transmissions simplifies routine maintenance.

Princess 68 vs Competitors

The 65–70-foot flybridge segment is among the most competitive in the motor yacht market, dominated by established British and Italian builders. The Princess 68 carved out a distinctive position as the performance leader — no other flybridge yacht in this size range offered 35-knot capability from a four-cabin platform with genuine ocean-going range.

Princess 68 vs Sunseeker Manhattan 68

The Sunseeker Manhattan 68 is the Princess 68’s most direct British competitor. Both are flybridge motor yachts from major Plymouth and Poole yards, respectively, targeting the same buyer profile. Sunseeker’s brand carries enormous recognition, and the Manhattan range is well established with a loyal following. The Manhattan 68 prioritises exterior drama and social spaces with Sunseeker’s signature sporty styling. The Princess 68 counters with the Olesinski deep-V hull for superior rough-water performance, a more powerful V12 engine option delivering higher top speed, and arguably more refined interior joinery. On the pre-owned market, Sunseeker typically commands a slight brand premium. The choice often comes down to styling preference and brand loyalty — both are accomplished British flybridge yachts with strong global dealer networks.

Princess 68 vs Azimut 66 Fly

The Azimut 66 Fly represents the Italian approach to the flybridge segment: lighter construction, IPS propulsion as standard, and a contemporary interior design aesthetic that favours minimalism over the Princess’s British warmth. The Azimut’s Volvo Penta IPS drives provide integrated joystick docking and, in some conditions, better fuel efficiency at cruising speed. The Princess 68 counters with substantially more power (2,800 HP V12 vs the Azimut’s typical 1,600–1,800 HP), higher top speed, the Olesinski deep-V hull for superior sea-keeping, and a separate crew cabin. IPS pod servicing is more expensive than conventional shaft maintenance over the long term. For buyers who value Italian design and cutting-edge propulsion technology, the Azimut is compelling. For those who want British build quality, proven shaft-drive engineering, and raw performance, the Princess is the stronger choice.

Princess 68 vs Fairline Squadron 68

The Fairline Squadron 68 is the third member of the British 68-foot flybridge triumvirate. Designed by Alberto Mancini, the Squadron 68 offers more contemporary exterior styling than the Princess, a slightly larger flybridge, and a significantly lower price point on the pre-owned market (from approximately £800,000 versus £1,000,000+ for the Princess). Both offer four guest cabins with en-suite heads and crew quarters. The Princess 68 counters with stronger global brand recognition, the faster V12 engine option (35 vs 30 knots), and superior resale value retention. Choose the Princess for brand prestige, performance, and resale confidence. Choose the Fairline for design distinction, value for money, and the lower cost of entry to this segment.

Princess 68 vs Prestige 590

The Prestige 590 from the Groupe Bénéteau-owned French yard takes a different approach to the flybridge market. Slightly shorter at 59 feet, the Prestige prioritises interior volume and livability through clever space management and IPS propulsion. It is notably more affordable than the Princess 68 on both the new and used markets, making it an attractive option for buyers who want flybridge cruising at a lower price point. The Princess 68 responds with substantially more power, higher performance, a larger overall platform, and the deeper pedigree of the Olesinski hull design. The Prestige suits buyers who prioritise value, interior comfort, and ease of handling. The Princess suits those who demand performance and are willing to pay for it.

Princess 68 vs Ferretti 580

The Ferretti 580 offers Italian design heritage from one of the most prestigious names in motor yachting. At 58 feet, the Ferretti is shorter than the Princess 68, with three cabins rather than four and IPS propulsion as standard. The Ferretti brings Cattolica craftsmanship, a distinctive design language from the Ferretti Engineering Department, and the cachet of a brand that has built flybridge yachts for over five decades. The Princess 68 offers a larger platform, an extra cabin, substantially more power in V12 trim, and the Olesinski deep-V hull advantage in rough water. The Ferretti 580 is the choice for buyers who value Italian design prestige and IPS convenience. The Princess 68 is for those who need the space, the speed, and the sea-going confidence that the British builder delivers.

For a full interactive comparison between the Princess 68 and other models, visit the Hulls.io Market Intelligence tool, where you can overlay pricing trends, track seasonal demand, and benchmark value retention across the 65–70-foot flybridge segment.

Princess 68 Ownership Costs

The Princess 68 sits in the premium flybridge segment, and ownership costs reflect the size of the vessel, the twin MAN or Caterpillar engine installation, and the complexity of the onboard systems. Annual running costs for a UK or Mediterranean-based owner typically fall in the £75,000–£150,000 range depending on location, usage patterns, and whether crew is employed:

• Insurance: 1.0–1.8% of hull value. For a Princess 68 insured at £1,200,000, approximately £12,000–£21,600 per year. Princess Motor Yacht Sales offers dedicated insurance through Arthur J. Gallagher with added benefits for yachts between £500,000 and £3,000,000, including premium rebates for renewal and added jet-ski cover.
• Berthing: A 21-metre motor yacht requires a correspondingly large berth. UK south coast marinas charge approximately £15,000–£30,000 annually. Mediterranean berths range from €12,000 (Croatia, Turkey) to €40,000+ (Côte d’Azur, Porto Cervo, Ibiza). Negotiate annual contracts for 10–20% savings over monthly rates.
• Engine servicing: MAN V12 engines require annual servicing by an authorised dealer. Budget £8,000–£15,000 for routine annual service including oil, filters, and impellers. Major service intervals (injectors, turbos, heat exchangers) add substantially as hours accumulate. Caterpillar C18A servicing is slightly less expensive, at £5,000–£10,000 annually.
• Haul-out and antifouling: Annual haul-out for a vessel of this size costs approximately £6,000–£12,000 including hull cleaning, antifouling, running gear inspection, and anode replacement.
• Fuel: At approximately 350–400 litres per hour combined at 26-knot cruise (MAN V12), fuel is the largest variable cost. A 100-hour season at cruise burns approximately 35,000–40,000 litres — roughly £40,000–£55,000 at marina diesel prices. Slowing to 10 knots reduces consumption dramatically, to 60–80 litres per hour.
• Crew: The Princess 68 falls under the 24-metre threshold, so a full-time crew is not legally required. Many owners employ a part-time or seasonal captain at £3,000–£6,000 per month plus expenses. Some operate the yacht themselves with occasional day-skipper assistance.
• Miscellaneous: Generator servicing, watermaker maintenance, tender insurance and servicing, communications equipment, and winter lay-up add a further £5,000–£15,000 annually.

Estimated annual total: Budget £75,000–£150,000 for a UK-based Princess 68 with moderate use (100–150 engine hours per season). Mediterranean-based yachts with professional crew will sit at the higher end. The rule of thumb of 5–10% of purchase price annually is a reasonable starting estimate.

Princess yachts — and particularly the flybridge range — demonstrate among the most predictable depreciation patterns of any British builder. In the 5–10-year age range, well-maintained Princess 68s depreciate at approximately 5–8% annually, slowing as the yacht reaches the price floor for its specification. Complete service records add 10–15% to resale values. The V12-engined specification commands a meaningful premium on the used market, as does low engine hours and documented MAN dealer service history.

How to Buy a Princess 68: What to Look For

Production years and market context: The Princess 68 was produced from 2014 to approximately 2018, when it was succeeded by the Princess F70. All Princess 68s share the same fundamental hull form and layout, though later production examples may benefit from minor refinements to systems, electronics, and interior finishes. On the pre-owned market, prices range from approximately €1,000,000 for earlier, higher-hour examples to €2,500,000 for pristine, low-hour boats from the final production years. The average asking price sits around £1,200,000–£1,500,000 for a well-maintained example with reasonable engine hours.

Key Inspection Points

• Engine specification and history: Always verify which engine variant is fitted. The MAN V12-1400 is the most desirable and commands the strongest resale value. Obtain complete engine service records from an authorised MAN or Caterpillar dealer. Verify engine hours against the service log and look for consistent maintenance intervals. Sea trial should confirm smooth operation, stable coolant temperatures, correct oil pressure, no smoke, no vibration, and achievement of expected RPM and speed at wide-open throttle.
• Hull and gel coat: Princess resin-infused hulls have an excellent reputation — osmosis is virtually unknown. However, inspect for impact damage, stress cracks around cleats and mooring points, and any evidence of keel or running gear contact. Check antifouling condition and previous application history.
• Glazing and window seals: The Princess 68 features extensive hull-side glazing that was a relatively new design concept at launch. Check all window seals for deterioration, cracking, or evidence of water ingress. One owner noted initial concerns about the integrity of so much glass, though Princess confirmed the design was thoroughly tested. On used examples approaching 10 years of age, seal replacement may be advisable.
• Flybridge sunroof and hardtop: Test the electric retractable sunroof mechanism through multiple cycles. Inspect seals for deterioration and check for evidence of water ingress. Examine flybridge drain channels and scuppers — blocked drains cause water pooling and damage.
• Hydraulic systems: The swim platform, tender garage, and any hydraulic passerelle rely on hydraulic actuators. Verify smooth operation, check for leaks, and inspect hydraulic fluid condition. These systems are used frequently and their condition is a good indicator of overall maintenance standards.
• Interior furniture and fittings: Press reviewers noted occasional squeaks from interior furniture on the test boat. On used examples, check for any looseness in cabinetry, delamination of veneers, and general wear consistent with age and use. The high-gloss timber finishes can show wear patterns after extended use.
• Generator and electrical systems: Test the Onan 29 kW generator under full load with air conditioning, watermaker, and galley appliances operating simultaneously. Verify hours, service history, and exhaust condition. Check the shore power system, battery banks, and all DC/AC distribution panels.
• Teak decking: Examine teak on the cockpit, flybridge, and side decks for lifting, blackened caulking, and softness underfoot (indicating moisture ingress to the substrate). Teak deck replacement on a 68-footer is a substantial expense (£30,000–£50,000+).

A comprehensive marine survey for a Princess 68 should include a full hull inspection out of water, engine assessment by a qualified marine engineer experienced with MAN or Caterpillar marine diesels, systems testing under load, and a thorough sea trial. Budget £4,000–£7,000 for a complete survey. Given the value of the vessel and the complexity of the onboard systems, this expenditure is non-negotiable — the cost is trivial relative to the risk of undetected mechanical or structural issues. Engage a surveyor experienced with Princess yachts if possible, as familiarity with the builder’s specific construction methods adds considerable value to the assessment.

The Verdict: Who Should Buy a Princess 68?

The Princess 68 is built for the experienced motor yacht owner who refuses to compromise between performance and accommodation. It suits buyers who want a flybridge yacht that can reach 35 knots, sleep eight guests in four proper cabins, cross oceans at displacement speed, and host dinner parties on a flybridge large enough to rival a small restaurant terrace. It is the choice for families who cruise the Mediterranean with guests, for couples who value speed and the confidence of a deep-V hull in open water, and for owners who appreciate British engineering precision delivered at a scale that remains manageable without professional crew.

The Princess 68 particularly excels for owners who use their yachts actively. The combination of performance, range, and four-cabin accommodation makes it ideal for those who cruise between ports rather than spending entire seasons on a mooring ball. The deep-V hull rewards confident helming in all conditions, the powerful engines compress transit times between destinations, and the flybridge and cockpit provide the social spaces that make arriving worthwhile. Princess’s global dealer network means service support is available in virtually every major yachting destination, and MAN engine service centres are equally well distributed.

Who should look elsewhere: Buyers who prioritise ease of docking over outright performance should consider IPS-equipped alternatives like the Azimut 66 Fly or Prestige 590, which offer joystick docking and pod-drive manoeuvrability at the expense of top-end speed. Those seeking a newer design should consider the Princess F70, which succeeded the 68 with updated systems and interior finishes, or the current Fairline Squadron 68 for a more contemporary exterior aesthetic at a lower pre-owned price point. Buyers on a tighter budget who still want four-cabin flybridge accommodation should explore the Prestige 590 or late-model Fairline Squadron 68 examples.

For those who find the right example — a V12-engined boat with documented service history, reasonable engine hours, and well-maintained systems — the Princess 68 remains one of the most compelling flybridge motor yachts of its era. The Olesinski hull is robust, the MAN engines are proven, the four-cabin layout is genuinely practical, and the performance in V12 trim is still capable of surprising anyone who expects a flybridge yacht to be slow. It is a yacht that rewards proactive ownership and careful buying — and for those who invest in finding the right boat, it delivers an experience that few competitors in the 65–70-foot segment can match.