Princess F50 for Sale

Princess F50 Specifications

The F50’s fuel capacity of 1,850 litres (407 US gallons) provides a practical cruising range of approximately 300 nautical miles at 25 knots. At economy speed — around 8–10 knots in semi-displacement mode — combined fuel consumption drops to approximately 40–50 litres per hour, extending range significantly for delivery passages or fuel-conscious cruising. The 420-litre fresh water tank is adequate for a long weekend with six aboard but may feel tight on extended liveaboard cruises without dockside top-ups.

The Volvo Penta IPS800 pod drive system is the defining mechanical feature of the F50. Unlike conventional shaft-drive installations, the IPS pods sit forward of the transom with counter-rotating propellers that push rather than pull the boat through the water. Princess claims the configuration delivers 15% better fuel efficiency, 30% more range, and significantly reduced noise and vibration compared to a conventional shaft-drive setup of equivalent power. The system also enables joystick docking from both the lower helm and the flybridge — a game-changer for owner-operators who regularly berth without professional crew.

Build Quality & Construction

The Princess F50’s hull and deck are constructed using vacuum resin infusion rather than traditional hand layup. This process achieves a fibre-to-resin ratio of approximately 2:1 (two-thirds glass fibre, one-third resin) compared to hand layup’s typical 1:1 ratio. The result is a lighter, stiffer structure with fewer voids — Princess estimates weight savings of 12–15% over hand layup for comparable mouldings. Some 95% of mouldings across the entire Princess range now use resin infusion, a commitment that extends from the smallest V-class to the flagship 40M. The process virtually eliminates styrene emissions during production, reflecting Princess’s substantial investment in manufacturing technology at its Plymouth facility.

The Olesinski deep-V hull form is the foundation of the F50’s seakeeping ability. Bernard Olesinski has been designing Princess hulls since 1980, building over four decades of hydrodynamic data into each new model. The F50’s hull features a variable deadrise — steep forward for wave penetration, moderating aft to promote efficient planing — with aggressive downturned spray strakes along the running surface that deflect spray and generate dynamic lift. Olesinski’s proprietary Hull and Hydro software optimises hull form, volume, centre of gravity, and deadrise for each design iteration, supplemented by computational fluid dynamics (CFD) simulation.

The Mk2 introduced Pininfarina as an exterior design collaborator alongside Olesinski, bringing the same Italian design house responsible for the Ferrari Testarossa and Maserati GranTurismo to the flybridge yacht world. The collaboration produced longer, more knife-edged hull windows and a sportier canopy line on the flybridge. However, both generations share the same fundamental hull moulding, so structural integrity and performance remain identical between Mk1 and Mk2.

Vinylester barrier layers protect the hull laminate against osmosis, and stainless steel fittings throughout are marine-grade 316. Princess’s vertical integration — manufacturing 80–85% of components in-house across five Plymouth sites — means joinery, electrical looms, upholstery, and GRP mouldings are all produced under a single quality control regime. This level of in-house production is unusual in the yacht industry and gives Princess considerable control over fit and finish quality.

The engine compartment is well-organised, with clear labelling, proper insulation, and good access to critical systems including the generator, air conditioning units, and seacocks. Reviewers have praised the attention to detail in areas that many owners will rarely see but which make maintenance and surveying significantly easier. The IPS engine mounts position the Volvo D8 blocks further forward than in a conventional shaft-drive installation, improving fore-and-aft weight distribution and freeing additional space in the aft sections for the hydraulic bathing platform mechanism and tender stowage. Sound insulation is applied generously throughout the engine bay and machinery spaces, contributing to the F50’s low noise levels at cruising speed.

Performance & Handling

Top speed: The twin Volvo Penta D8 IPS800 engines — each delivering 600 HP from a 7.7-litre inline six-cylinder diesel — produce a top speed of 34–36 knots depending on loading and sea conditions. The Mk1’s standard IPS700 (550 HP each) achieved approximately 30–32 knots. The boat transitions smoothly from displacement to planing speed at around 14–16 knots, without the dramatic bow-rise that can unsettle passengers on some competitors. On test, the F50 has been described by professional reviewers as impressively stable at speed, with the Olesinski deep-V hull ironing out rough water with confidence-inspiring composure.

IPS advantage: The Volvo Penta IPS system is fundamental to the F50’s character. The forward-facing, counter-rotating pods are mounted further forward than conventional shaft drives, improving weight distribution and reducing running trim. The pods themselves act as rudders, providing instantaneous directional response without separate rudder mechanisms. At docking speed, the joystick controller — available at both helm stations — allows the boat to be moved sideways, diagonally, and rotated on the spot. Volvo’s Dynamic Positioning System (an optional extra integrated with the Volvo–Garmin electronics) will hold the boat stationary in wind and current using GPS — a valuable feature when waiting for a bridge opening or picking up a mooring.

Handling: The F50 delivers confident handling through turns, with the hull banking into bends and maintaining composure even in choppy conditions. The IPS pods provide rapid directional change, and the integrated steering gives a level of precision that shaft-drive boats of this size rarely match. Motor Boat & Yachting reviewers noted that the F50 handles more like a sports cruiser than a flybridge, with responsive helm feel at all speeds. The standard bow thruster supplements IPS joystick control for close-quarters work.

Flybridge helm: The F50 features dual helm stations — on the main deck and the flybridge. Both offer the full Volvo–Garmin navigation and control suite, including joystick docking. The flybridge helm provides excellent all-round visibility for open-water cruising, while the lower helm offers weather protection and access to the saloon for longer passages. One point raised by reviewers is that the flybridge helm seat sits slightly close to the console, making it less comfortable for skippers who prefer to stand.

Stabilisation: The optional Seakeeper NG6 gyro stabiliser transforms comfort at anchor and at slow speeds, delivering up to 95% roll reduction. The unit has become an increasingly common option on used F50s, and boats fitted with one command a meaningful premium. For owners who plan to anchor in open roadsteads or cruise in the Mediterranean where swell is common, the Seakeeper is strongly recommended. The optional Volvo Penta “Easy Boating” system — which appeared more frequently on later Mk2 boats — further simplifies operation with automated features including auto-trim optimisation.

Interior Layout & Accommodation

The F50’s accommodation comprises three cabins below decks, sleeping up to six guests. The full-beam master stateroom sits amidships with a centreline island berth, walk-around access on both sides, a dressing table, sofa, and generous wardrobe storage. Large, non-mullioned hull windows flood the space with natural light — a Princess signature that transforms the master cabin from a dark cave (common on flybridges of this size) into a genuinely pleasant living space. The master has its own en-suite head with separate shower stall.

Forward, the VIP cabin features a walkaround double berth with overhead hatches and large side windows providing natural light and ventilation. The VIP shares access to the day head, which also serves as the guest bathroom. To starboard, a twin cabin completes the accommodation. The forward VIP cabin offers optional scissor berths, allowing the two singles to be converted into a double — useful flexibility for couples versus families. Throughout the lower deck, sweeping knife-shaped hull windows — a defining feature of the F-class design language — create an open, airy feel that belies the 51-foot waterline length.

The main-deck saloon adopts a galley-aft layout that has become the standard in modern flybridge design. The galley features a full-height fridge-freezer, three-burner electric hob, oven, and space for a compact dishwasher, with ample storage solutions smartly integrated throughout. A top-hinged galley window creates a serving bar to the cockpit, and together with the aft sliding doors, effectively integrates the interior and exterior living spaces into a single social zone. Opposite the galley, an additional fridge, ice maker, and dedicated glassware storage ensure entertaining is effortless.

The saloon itself features U-shaped seating around a dinette table, an integrated electric lift TV behind the settee, and climate control zones throughout. The telescopic dinette table can be lowered and infilled to create an additional occasional berth — useful for daytime naps or an extra overnight guest. Mk1 interiors came in gloss walnut or oak with the familiar high-grade Princess joinery. The Mk2 shifted to lighter tones — light oak, soft grey, and taupe — with Perrin & Rowe fittings in the heads and updated soft furnishings throughout.

The flybridge is the F50’s defining feature and the primary reason buyers choose a flybridge over a sports cruiser. The layout includes a spacious aft U-shaped seating area, a forward L-shaped settee to port that converts to a sunbed, twin helm seats, and an adjustable steering wheel. A wet bar provides the essentials for al fresco entertaining. In fair weather, most owners spend the majority of their time here — and the F50’s flybridge is remarkably well-proportioned for a 50-footer, offering a genuine sense of space rather than the cramped afterthought found on some competitors.

The aft cockpit connects the saloon to the hydraulic bathing platform, which deploys to create a spacious swim deck at water level. The bathing platform doubles as a tender launch pad and provides the primary boarding point from a dinghy or marina pontoon. The combination of flybridge, main-deck saloon, cockpit, and bathing platform delivers four distinct living zones — a versatility that makes the F50 genuinely suitable for extended cruising rather than just weekend harbour-hopping.

Throughout the boat, storage is intelligently integrated. The master cabin features full-height wardrobes and under-berth drawers; the saloon has concealed lockers beneath seating and behind panels; the galley offers dedicated crockery, glassware, and cutlery storage. Headroom below decks is generous for a 50-footer, with the full-beam master achieving approximately 1.95 m (6 ft 5 in) — tall enough for most owners to move around comfortably. Air conditioning zones throughout the lower deck and saloon can be controlled independently, allowing owners to cool only occupied cabins and reduce generator load. The Mk2’s shift to lighter interior tones — moving away from the traditional dark walnut aesthetic of earlier Princess models — has been well received by buyers, creating a more contemporary, Scandinavian-influenced feel that photographs well and appeals to a broader audience.

Princess F50 vs Competitors

The 50–55 ft flybridge segment is a competitive space, with established builders from Britain, Italy, France, and Germany all offering compelling alternatives. The Princess F50 sits at the performance-oriented end of this field, combining the Olesinski deep-V hull with Volvo IPS pod drive to deliver handling and speed that few competitors can match. Here is how it compares to the most commonly cross-shopped alternatives.

Princess F50 vs Princess F55

The first decision for any buyer exploring the Princess flybridge range: F50 or F55? The F55 is 58 feet, carries substantially more fuel (2,750 litres vs 1,850), offers an optional fourth cabin, and uses shaft drive with larger Volvo D13 or MAN engines. The F50 counters with IPS pod drive (easier docking, better fuel efficiency per horsepower), a smaller footprint for tighter marinas, lower purchase and running costs, and a top speed that matches or exceeds the larger boat. The F50 suits couples and small families who value manoeuvrability and self-sufficiency. The F55 suits those who need more range, more cabins, or the ability to accommodate a skipper. Neither is objectively superior — the choice depends on how many people you cruise with and how far you plan to go between fuel stops.

Princess F50 vs Azimut Flybridge 55

Italian sophistication versus British engineering pragmatism. The Azimut offers a wider beam (4.65 m vs 4.30 m), bolder Italian styling, and a more design-led interior with a wider palette of material choices. However, the F50 is significantly faster — 34–36 knots versus the Azimut’s 28 knots — and benefits from the Olesinski deep-V hull, which is widely regarded as the superior rough-water platform. The Princess also benefits from a strong UK-based dealer network with Princess Motor Yacht Sales providing comprehensive after-sales support. The Azimut typically costs more and appeals to buyers who value design-led interiors and the Italian boating aesthetic. The Princess suits those who prioritise performance, handling, and the reassurance of a British-built boat with local support infrastructure.

Princess F50 vs Fairline Squadron 50

Two British builders, both headquartered in England, targeting the same buyer at 50 feet. The Fairline Squadron 50 matches the F50 almost exactly on length (15.64 m vs 15.65 m) and beam (4.31 m vs 4.30 m), but the Princess has a clear performance advantage — 34–36 knots versus the Fairline’s 28 knots. The F50’s IPS800 engines (600 HP each) also outmuscle the Squadron 50’s IPS600 (435 HP each), which some owners consider underpowered for a fully loaded flybridge in warm conditions. The Fairline counters with its Alberto Mancini-designed exterior styling and a competitive price point. The Squadron 50 suits buyers who prioritise value and design; the Princess F50 suits those who want outright performance and the Olesinski hull pedigree.

Princess F50 vs Prestige 590

The Prestige 590 is a class larger at 59 feet, so this is not a perfectly like-for-like comparison. However, buyers frequently cross-shop them because the Prestige offers significantly more interior volume and the option of a crew cabin or large tender garage. The 590 uses twin Cummins QSC 8.3 Zeus engines (600 HP each) and tops out at approximately 29 knots — considerably slower than the F50. The Princess is the more nimble, performance-focused boat; the Prestige appeals to buyers who prioritise space and liveability over speed. The 590 also comes from the Groupe Bénéteau stable, benefiting from French production efficiencies that keep pricing competitive for the size.

Princess F50 vs Sealine F530

The Sealine F530 (produced 2016–2023 by the Hanse Group) offers a striking modern interior with floor-to-ceiling windows spanning 5.8 metres, creating an extraordinary 360-degree panorama from the saloon. It is slightly longer (16.13 m) and beamier (4.56 m) than the F50, providing a more spacious feel inside. However, the F50 outperforms it significantly in speed and handling. The F530 with IPS600 cruises at 24 knots and struggles in the same way as the Fairline when fully loaded in warm conditions. The Dixon Yacht Design exterior is distinctive and modern, but build quality does not match Princess’s in-house manufacturing depth. The F530 suits buyers drawn to its glass-house saloon and competitive pricing; the F50 suits those who want proven British build quality and superior performance.

For a full interactive depreciation comparison between the Princess F50 and competing models, visit the Hulls.io Market Intelligence tool.

Summary: Among the 50 ft flybridge field, the Princess F50 stands out for outright performance and the polish of its Olesinski hull. Buyers who value speed, handling, and proven British build quality will find the F50 difficult to beat. Those who prioritise interior volume and design flair may prefer the Azimut or Sealine alternatives. The Prestige 590 competes on space but is a class larger in both size and price. The Fairline Squadron 50 is the closest dimensional match but cannot match the F50’s power and speed. The Princess F55 remains the natural step up for owners who outgrow the F50’s fuel capacity or cabin count.

Princess F50 Ownership Costs

The F50 is designed to be owner-operated, which eliminates the single largest cost category for many yachts of this size: crew wages. A couple can handle the boat confidently in all conditions using the IPS joystick, bow thruster, and dual helm stations. Nevertheless, owning a 51-foot flybridge motor yacht requires a realistic annual budget:

• Insurance: 0.5–1.5% of hull value. For a boat insured at £800,000–£1.2 million, approximately £5,000–£12,000 per year. Light leisure policies for private UK-based owners sit at the lower end; Mediterranean year-round cruising or Caribbean passages increase premiums.
• Marina berth: A 16 m berth in the UK costs £8,000–£15,000 per year depending on location. South Coast and Solent marinas command the highest rates. Mediterranean marinas range from €10,000–€20,000, with premium locations (Antibes, Puerto Portals) costing significantly more.
• Engine servicing: Volvo Penta D8 IPS engines require routine servicing every 200 hours or annually (oil, filters, coolant checks, IPS pod leg service) at approximately £3,000–£5,000. Major service intervals (500–1,000 hours) including IPS pod seal inspection can reach £6,000–£10,000. Volvo IPS servicing is well-documented with parts readily available through the dealer network.
• Haul-out and antifouling: £3,500–£6,000 for a 51-foot boat, including travel lift, pressure wash, antifouling, anode replacement, IPS pod inspection, and hull survey.
• Fuel: At 150 litres per hour combined at 25-knot cruise, a typical season of 100–200 engine hours costs £5,000–£12,000 depending on usage patterns and fuel pricing. Economy cruising at 8–10 knots reduces consumption dramatically.
• Generator, electronics & miscellaneous: Generator servicing, safety equipment certification (life raft, extinguishers), radio licence, electronics updates, and minor repairs add approximately £2,000–£4,000 annually.
• Approximate total: £30,000–£55,000 per year depending on location, usage, and specification. This is competitive within the 50 ft flybridge segment and reflects the cost-saving benefits of the owner-operator model that the F50 is designed around.

The 10% rule: A widely cited industry benchmark suggests budgeting 10–15% of hull value annually for all running costs. For a Princess F50 valued at £900,000, that implies £90,000– £135,000 — but in practice, a careful owner-operator with a UK berth and moderate usage will spend closer to £35,000–£50,000. The 10% rule originated with crewed yachts and overestimates costs for boats like the F50 that are designed to be run without professional crew.

How to Buy a Princess F50: What to Look For

Generations explained: The Mk1 (2019–2022) and Mk2 (2022–2025) share the same Olesinski-drawn hull, so the choice comes down to specification and cosmetics rather than structure. The Mk1 launched with twin IPS700 (550 HP each) as standard, with IPS800 available as an option. Interiors came in gloss walnut or oak with traditional Princess joinery. The Mk2 made IPS800 standard, added longer hull windows, a sportier canopy line (Pininfarina collaboration), lighter interior tones (light oak, soft grey, taupe), Perrin & Rowe fittings in the heads, and restyled helm seats and transom gates. Popular options like Seakeeper NG6 gyro stabilisation and Volvo’s Easy Boating system became more common on Mk2 boats. Mk1 boats trade from approximately £795,000 for early examples; Mk2 boats start around £1.0–1.2 million on the used market. New boats list from approximately £990,000 ex-VAT.

Known Issues to Inspect

• Flybridge helm ergonomics: Multiple reviewers and owners have noted that the flybridge helm seat sits slightly too close to the console, making it difficult for the skipper to stand comfortably. This is not a mechanical issue but should be experienced on a sea trial before committing. Some owners have addressed it with aftermarket helm seat modifications.
• New-build snagging: Like most semi-custom yacht builders, Princess boats can arrive with snagging lists on delivery. When buying used, check whether all factory snagging items have been resolved and documented. Princess Motor Yacht Sales (PMYS) is generally proactive in addressing these issues, but complete documentation should be verified.
• Upholstery condition: On boats that have spent significant time in Mediterranean or tropical climates, check for leather fading, bubbling, or stickiness on sun-exposed surfaces — particularly flybridge and cockpit seating. Budget for potential re-upholstery if the boat has been used extensively in warm, UV-intense environments.
• IPS pod condition: The Volvo IPS pods require regular servicing including seal inspection and propeller condition checks. Request the full Volvo service history and confirm all scheduled IPS maintenance has been completed on time. Skipped IPS services can lead to expensive seal failures. Check for any impact damage to the pods and propellers.
• Teak deck condition: If teak decks are fitted (a popular option), inspect seam caulking and any signs of lifting or delamination — particularly around the cockpit and bathing platform where foot traffic is heaviest.

What to Check on Survey

A pre-purchase survey should include: a full sea trial at all speed ranges (displacement, semi-displacement, and planing), IPS pod inspection with particular attention to seal condition and propeller state, hull moisture readings along the waterline, generator hours and condition, bow thruster operation, all seacocks and through-hull fittings, door and window seal integrity, electrical system testing, and confirmation that all electronic navigation and control systems are fully functional. Complete Volvo Penta service documentation is essential — boats without a full history should be priced accordingly.

If a Seakeeper NG6 is fitted, request the unit’s hour log and service history. These gyro stabilisers require annual maintenance and have specific service intervals that must be respected. A boat with a Seakeeper commands a premium of £25,000–£40,000 on the used market, so verifying its condition is a worthwhile investment during the survey process.

Princess F50: The Verdict

The Princess F50 is, in many ways, the ideal first flybridge for an experienced motor boater stepping up from a smaller sports cruiser. It offers the full flybridge experience — three cabins, two heads, a proper galley, and that all-important upper deck — in a package that remains manageable for a couple without professional crew. The Volvo IPS pod drive system makes docking intuitive, the Olesinski deep-V hull delivers genuine rough-water confidence, and the Princess build quality provides long-term durability.

Who it suits: Couples and small families who want flybridge living without the commitment of a larger, crewed yacht. Owners stepping up from a 40-foot sports cruiser who want more space and the flexibility of a flybridge. Mediterranean summer cruisers who value performance (the F50 is one of the fastest 50 ft flybridges available) and the security of IPS joystick docking in unfamiliar harbours. UK-based owners who want a boat capable of Channel crossings in reasonable comfort, with the knowledge that Princess’s Plymouth-based support network is close at hand.

Strengths: Olesinski deep-V hull with proven rough-water capability; Volvo IPS pod drive with joystick docking at both helm stations; top speed of 34–36 knots (Mk2) — class-leading for a 50 ft flybridge; resin-infusion construction delivering 12–15% weight savings; well-proportioned flybridge for the LOA; galley-aft layout integrating indoor and outdoor living; full-beam master cabin with non-mullioned windows; strong UK dealer network through PMYS; proven resale value with prices stabilising in the €1.4–1.5 million range for well-maintained Mk2 examples.

Limitations: Fuel capacity (1,850 litres) is modest compared to the Princess F55’s 2,750 litres, limiting range on longer passages. The three-cabin layout offers no skipper’s cabin option, so professional crew must share guest accommodation. The flybridge helm seat positioning has drawn criticism from reviewers and owners. No MAN or shaft-drive engine option is available — if you prefer conventional shaft drive, the F55 is the entry point. Water tank capacity (420 litres) may feel limiting for extended liveaboard periods.

The F50 ran in production from 2019 to 2025 before being succeeded by the Princess F54, which grows to 52 feet and starts near €1.8 million. Many owners may still prefer the F50 for its smaller footprint, proven track record, and easier upkeep. On the used market, the F50 stands as a solid, modern-feeling cruiser with excellent resale value — a testament to the quality of the Olesinski hull, the reliability of the Volvo IPS system, and the enduring strength of the Princess brand.