beneteau 373 sailboatdata

• Yachting World
• Digital Edition

Beneteau Oceanis 373 review: from the archive

• April 26, 2021

If you imagined that the Beneteau Oceanis 373 would be like a bigger version of the Oceanis 323, you're in for a surprise: she's a very different boat.

While it might be misleading to brand the Oceanis 373 a motor-sailer, our test model was far more impressive under power than under sail. Credit: Beneteau Credit: Beneteau

Product Overview

Manufacturer:.

The Beneteau Oceanis 323 uses a well-proven, race-bred hull. She’s a mainsail­ driven design, with outboard rigging and a close-sheeting headsail. By contrast, the Beneteau Oceanis 373 is brand-new, con­ceived by Jean Berret and Olivier Racopeau as an out-and-out cruiser.

Her mainsail is smaller than the headsail, which sheets outboard of the rigging.

Although the two boats couldn’t quite be described as chalk and cheese – or le jour et la nuit, as one would say in St Gilles – there are marked differences in their appearance and, as I found, in their performance.

After the Oceanis 323, the bigger Beneteau Oceanis 373 was dis­appointing – largely, I suspect, because of the enormous amount of forestay sag.

Rig tension was lacking both laterally and fore­ and-aft, with the result that the mast was bending sideways, the leeward rigging was waving around in the breeze and the genoa was hopelessly full.

In view of this, it was no surprise that the Beneteau Oceanis 373 struggled upwind. She heeled readily and rounded up frequently, needing several spokes down on the wheel most of the time to keep on track.

Disconcertingly, the helm loaded up so little as heel increased that it took some time to become attuned to the faint warning of an impending broach; while a light helm is normally something to be praised, a tad more feel would have been helpful.

Taking some slack out of the twin back­stays by pulling them together with a mooring warp went some way towards improving matters, as did easing the genoa cars back a few inches and paying close attention to mainsail trim, having ten­sioned the halyard substantially.

Twist and leech tension, it soon became apparent, were critical, as was the position of the traveller: a few inches up or down the track made all the difference.

A few minutes’ tweaking saw our point­ing improve, our boatspeed pick up from 5 to 5.5 knots and, significantly, the boat was controllable upwind under full sail with 17 knots over the deck.

Nonetheless, her behaviour suggested a certain lack of tolerance.

Slack rigging made her a challenge to sail, but her sails were new, her bottom was clean and she had the deep fin keel (6ft 3in/l.90m) rather than the optional 5ft 1in/1.55m shallow alternative.

Relative areas

It’s interesting that Berret and Racoupeau have chosen to buck the trend towards bigger mainsails and smaller headsails with the Beneteau Oceanis 373’s sail plan.

Bear in mind that the larger the percentage of the total sail area you have in the headsail, the greater the effects of headstay sag.

Other considerations are that a larger genoa means more winching, and once it has been reefed around the headfoil it inevitably loses much of its shape.

The crew should also move the cars forward as the sail is reefed, and back again afterwards – a procedure that’s often overlooked, with dire consequences in terms of performance.

Given the proven ability of her designers to create highly-efficient sailing boats (superyachts and Open 50s among them) the behaviour of the Oceanis 373 seems slightly odd.

Rig tension was lacking both laterally and fore­and-aft, with the result that the mast was bending sideways.

Maybe she just needed more careful setting up before the press were let loose on her – twenty minutes at the dock­side with a screwdriver and adjustable wrench would have made a big difference.

So much for the bad news. What about the good?

Well, the Beneteau Oceanis 373 went downwind happily enough, didn’t mind heaving to, and could then be gybed round with the sheets pinned in so you could carry on sailing without having to bring the head­sail across.

Self-tailing Lewmar 44s pri­maries sited well aft made single-handed tacking relatively simple from behind the wheel, which was big enough to give the helmsman a reasonable view of the head­sail’s luff.

Deck hardware was broadly similar to that on the Oceanis 323, and included neat blocks bolted to the inside of the aluminium toerail to guide the headsail’s reefing line aft along the deck.

Beneteau Oceanis 373 plan.

They were far less obtrusive than the more commonly-found alternatives that clamp around the base of the stanchions.

It was also good to see reefing blocks sewn into the mainsail’s luff as well as the leech.

Since the sailmaker had gone to that trouble, I’d have thought a full-length top batten would have been worth including.

The lower battens were three­ quarter length.

Back at deck level, you find half-depth lockers to port and starboard in the cockpit and a full-depth one in the stem, reached by a lid either side of the hinging central seat.

Moving forward on deck reveals three hatches ahead of the mast and a single cowl vent over the saloon.

Motoring on

While it might be misleading to brand the Oceanis 373 a motor-sailer, our test model was far more impressive under power than under sail.

The standard engine is a 40hp Volvo – and that’s big for a boat weighing 6.5 tons. Driving a three-bladed prop, it pushed her along at over 6 knots with only 2,000rpm showing on the rev-counter.

Opening the throttle all the way took our speed up to 8 knots, and engaging reverse brought us to a standstill in a matter of seconds.

Like the Oceanis 323, the Beneteau Oceanis 373 was generally predictable and manoeuvrable at close quarters after the initial kick to port.

In terms of construction and general finish, again she has much in common with her smaller sister. There’s more room down below, of course, where two layouts are offered: you have a choice of single or twin double after cabins.

The white headlining and dark joinery create a similar feel below decks on Oceanis 373.

Our test boat had the latter (about £3,000 extra), which resulted in a smaller heads, galley and chart table than if you settle for just four perma­nent berths.

With twin doubles, the port saloon berth is shorter, too.

After the Oceanis 323, it was good to see a neater, more accessible switch-panel and to find that the engine is reached behind compan­ionway steps that hinge up.

Greater margins with bigger boats allow builders to incorporate such features.

Little and large?

There are substantial differences between the two new Oceanises but, as you would expect, also many similarities in terms of detailing and finish.

The 323 appears to be the better sailing boat; the Beneteau Oceanis 373 offers more space.

First published in the June 2004 issue of PBO .

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• Sailboat Guide

Beneteau 373

Beneteau 373 is a 36 ′ 10 ″ / 11.3 m monohull sailboat designed by Berret-Racoupeau and built by Beneteau starting in 2004.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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Oceanis Clipper 373

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Very well-equipped as standard and designed to combine performance, interior space and elegance, the Oceanis Clipper 373 invites you set sail serenely.  It puts the open sea within your reach, outside, as well as inside, and allows you to comfortably host friends and family.

Naval designer :  Jean BERRET ; Olivier RACOUPEAU

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Beneteau 373

The Beneteau 373 sailboat is a popular cruising yacht that is renowned for its excellent balance between comfort and performance. It was first introduced in 2004 and has since become a popular choice for sailors looking for a mid-sized, versatile vessel that can handle both coastal and offshore sailing. The 373 has a sleek, modern design that incorporates a spacious cockpit and a comfortable interior with a variety of amenities. The boat features a high-performance rigging system that provides exceptional speed and handling, while also offering great stability and safety.

The Beneteau 373 is 36 feet long and has a beam of 12 feet, which provides a spacious interior with plenty of headroom and storage space. The boat has a large salon with a U-shaped settee, a fully-equipped galley, and a comfortable navigation station. There are two private staterooms, including a spacious owner's cabin with a queen-sized berth and a private head. The boat's design also features a large cockpit with comfortable seating, a folding table, and easy access to the swim platform. Overall, the Beneteau 373 is a versatile, comfortable, and high-performance cruising yacht that is well-suited for both novice and experienced sailors.

LOA: 36.92 ft LWL: 32.83 ft Beam: 12.33 ft Draft: 4.92 ft Displacement: 14550.00 lbs Ballast: 4844.00 lbs Hull type: Fin Keel w/bulb Hull construction: FG Rigging type: Masthead Sloop

Beneteau 373 for sale in the last 12 months

Below you'll find the latest Beneteau 373 listings for the last 12 months. We compare the listing price with boats listed in the past and the color coding indicates if the price is good (green = below the average listing price) or more on the expensive side (red = seller is asking more than the average listing price).

Beneteau 373 listing prices over time

Listing details.

Beneteau 37

The beneteau 37 is a 37.67ft fractional sloop designed by finot / conq assoc. and built in fiberglass by beneteau since 2006..

The Beneteau 37 is a light sailboat which is a reasonably good performer. It is reasonably stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Beneteau 37 for sale elsewhere on the web:

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• Sailboat Reviews

Beneteau 393

The new 393 benefits from big-company protocols in the production process. The basic design is nothing radical, but the layout and details incorporate a lot of owner feedback.

Beneteau is one of the few builders (along with perhaps Catalina, Hunter, and its own corporate cousin, Jeanneau) whose volume of production can generate significant “economies of scale.” Boatbuilding is not, of course, like automobile building or most other assembly-line processes. Boats and the way that they go together are complex; there’s more to launching a successful sailboat than buying parts in quantity and piecing them together. Nevertheless, when you look at a new boat like Beneteau’s recently introduced 393 you can see how the size, reach, and clout of the parent company can pay off.

Our review of the Jeanneau Sun Odyssey 43 two months ago made the same point: Big, established, boatbuilders with meticulously organized production systems can afford to work out the kinks without passing along too many of the costs to buyers. They have a system, and it works.

Founded in 1884, Beneteau originally built fishing boats for the Bay of Biscay. Still a family-run concern, it turned to yachts and has built sailboats throughout most of the 20th century. For more than a decade now it has been building boats onboth sides of the Atlantic. (There’s a large facility in Marion, SC.)

Without doubt, the biggest recent company move was the acquisition of French rival Jeanneau. Though the two builders continue to offer separate lines, taken together they produce more auxiliary sailboats than anyone else in the world. Thus one of the benefits of “economies of scale”-the Beneteau/Jeanneau combination can drive a pretty good bargain on materials, hardware, sails, and so on.

All of which is a simple (and simplistic) explanation of why Beneteau can sell an attractive, commodious new cruiser like the 393 for a base price of under $140,000. Even then, it’s not like Henry Ford’s color option list for the Model T (you could have any color you wanted, as long as it was black): While the 393’s styling, playpen cockpit, and most of the standard parts can’t be customized on a whim, there are a couple of choices in accommodations that will extend the range of the boat’s appeal considerably.

Getting back to being big… Beneteau is in a unique position (selling to a worldwide market, supplying boats to dozens of charter companies, and introducing new models at a pace virtually unequalled in the industry) to collect feedback. The company has maintained its popularity by paying close attention to what customers want. As with politicians and constituents in a democracy, this can be good and bad.

According to Wayne Burdick, President of Beneteau USA, there have been 72 copies of the 393 ordered since the boat was introduced just last year. Volume like that means commissions, and commissions make naval architects happy. That makes working with Beneteau hard to resist. The designers who have done so are distinguished-the Groupe Finot and Bruce Farr notable among them. Since the late ’80s, however, the most influential designers in the Beneteau camp have been Jean Berret and his partner, Olivier Racoupeau. The two have had a lot to do with the establish-ment of the First (racer/cruiser) line. These “dual purpose” boats have been notably popular. Both designers have superb credentials in the grand prix arena. Berret, for instance, designed the Beneteau One Ton that won the Admiral’s Cup in 1987 and virtually got Beneteau into the racing game.

Throughout the ’90s Beneteau has also sold cruisers-the Oceanis line.These have no racing pretensions.

Rather they emphasize “being in touch with the sea.” They have been the leaders in evolving the molded, sleek, straight-sheer look that we’ve come to call “Euro.” They are remarkable, too, for their light, room, space, and comfort. When swim platforms were new, they had open transoms complete with outdoor showers. Says Wayne Burdick, “When you think of the dark, deep, dank caves that we used to cruise in and look at how open, light, and bright boats are today, you have to credit a lot of that change to the Oceanis line.”

As new models have come on line, Beneteau has sought to improve their performance. As finkeeled/balanced rudder boats the Oceani are lively in maneuvering and can record good passage times. However, acceleration, sail-carrying power, and weatherliness have not generally been their strongpoints.

Masters of working within rating rules, of wringing speed from compromises and limitations, Berret and Racoupeau have consistently whittled away in hopes of making each new Oceanis a better performer.

Accommodations

First and foremost, the 393 is roomy. You can’t help but notice the legroom, elbow room, generous seat backs, and open space in the cockpit. The walk-through coaming aft creates a good combination of openness and security. While the well is a bit too wide to brace across (and only one of the three cockpit table versions offered provides a footbrace) it’s hard to find any other quibble- sight lines are good, protection is stout, surfaces are contoured for comfort, and space is carved out around the winches to let you work them efficiently. It’s a big, comfortable, efficient, livable, modern cockpit. (If someone could figure out how to make mainsheet and traveller controls operable by the helmsman, though, it would make shorthanded sailing more realistic.)

She’s also roomy below. Headroom in the after part of the saloon approaches 6′ 6″. Light adds to the open feel, thanks mostly to the three overhead deck-windows (which come with sunshades).

There are two different interior configurations, a two-cabin version that accentuates privacy and yields a deep cockpit locker; and a three cabin version that offers two quarter cabins aft. The two-cabin layout has the galley in a traditional portside nook next to the companionway, with a settee to starboard opposite the dining area; the tri-cabin set-up removes the facing settee and puts the galley there in a linear arrangement with an array of finished cabinets and drawer stowage. “More and more people want more and more stowage,” says Burdick, “so we’re giving it to them.”

There are advantages and disadvantages to both arrangements. In most cases we’d counsel the sacrifice of bunks in order to make room for more “working” areas. In this case, though, the trade-offs are too close to call. The tri-cabin version has a dedicated nav station where the two-cabin version has none. It has an extra hanging locker to port, but lacks the good cockpit locker. The linear galley seems to us more intrusive, less convivial, and less safe in a seaway than the U-shaped version. That layout also suffers from a lack of support for moving around below in a seaway; the more traditional layout is “narrower” and would offer better security. Maybe the cabin choice depends on how many kids or friends you sail with, or whether you own a charter company.

Beneteau has always done a good job with interior wood. Far from seeming “knocked off” or mass produced, the furniture, cabinetry, and trim of the 393 live up to custom standards of fit, precision, and harmony. That’s because the company has purchased wood widely (and wisely) and because its wood shop is a two-acre masterpiece of computer controlled milling, routing, spraying, and fitting. Aside from the somewhat unsettling impression of living inside a grand piano instead of a boat, the result is impeccable.

The 393 offers a great deal of light and air. The decklights are the biggest light source, but the boat has six house ports, six hull ports, and seven overhead hatches, plus two cockpit ports. There’s plenty of cross ventilation to make forecabins and quartercabins habitable.

The 393’s nav station (in the three cabin layout) is big and well-designed for comfort. There’s an argument that with so much navigating being done in the cockpit these days, especially on shorthanded boats, the need for a good nav table is diminished, but we don’t think so. It may not need to be big enough to spread out a full-sized chart, but a cruising sailor still needs a desk, even if its just a surface for a notebook computer.

Hanging lockers are bigger and better (cedar-lined) than average, and there are even a few drawers. The overhead (an amalgam of some fiberglass, some fabric, and some wood) is attractive and (albeit with difficulty) removable. “Condensation is never a problem with our boats,” Burdick says. After sailing one dry through a drippy week in Ireland we can agree.

Access to the 40-hp Westerbeke diesel is superb. From beneath the companionway or via either quarter cabin you can attack it all. Foam insulation is a cut above industry standards and the faint humming of the monster below while we were underway suggested that it has been deployed well. Tankage (35 gallons fuel and 130 gallons water) doesn’t encourage world-girdling, but it’s substantial for a boat like this one.

A shallow bilge is an unfortunate by-product of a relatively flat-bottomed design. This one at least has a deep sump that should keep water from sloshing into vital areas below.

The galley is a modern marvel, with good handholds, safety bar, ventilated cabinet fronts, pot stowage, garbage cuddy, and a standard two-burner propane range/oven.

Construction

Beneteau has been building boats of solid glass reinforced with a fiberglass structural grid for at least 20 years. The method has been refined in light of material changes and streamlined in places for better efficiencies, but it remains essentially the same process that has yielded every First, Oceanis, and (now that the company has reverted simply to its own name to designate its boats) modern Beneteau.

These boats are clearly and cleverly “designed to be built,” using the minimum possible time and labor. As we’ve pointed out, in a production process this big and efficient, those can be considered good qualities. You might question the weight, quality, and composition of the hull laminate. You might theorize that there’s a weak point at the bond between hull and liner. You might focus on the fact that all-around taping of structural bulkheads demands excellent quality control. You might want a simpler, more-robust anchor for the 393’s chainplates. But at every turn your analysis butts up against the intended uses of the boat, which in this case should mean extended coastal cruising, and the enviable track record of durability racked up by hundreds of its cousins in the charter trade.

The hull/deck joint is an example of the sort of technique that is quick but not necessarily dirty. An inward turning flange receives the deck. Bedded on a rim of “5200-like” sealant, the deck (balsa-cored except where it receives hardware, and along its outer rim) is bolted through the flange in the area of chocks, stanchions, and cleats. Then machine screws on 6-inch centers tack down the remainder. The joint’s integrity is ensured by “chemical bond, plus mechanical, plus efficiency in meeting shear loads,” says Burdick.

While lead is the ballast of choice throughout most of the industry, Beneteau generally uses cast iron, as they do on this boat. Lead is denser by far than iron, and so will make for a much heavier keel in the same area and volume (or can be smaller to achieve similar weight). Lead, however, will also cost almost twice as much.

While economy may be Beneteau’s main reason for using iron keels, Burdick points to another advantage: “The keel root [where fin meets hull] is a significant source of turbulence. You reduce that drag by making the foil as thin as possible at that point. That’s much easier to do with cast iron.”

In any case, for obvious reasons, coverings and coatings on iron keels must be scrupulously maintained to make sure the ferrous metal never meets the watery medium directly.

Like the iron-keeled Oceanis line that have come before, the 393 depends less on ballast (at a minimal ballast/displacement ratio of 31 percent) than on shape (with a substantial 13′ 1″ beam) for stability. Were she to sport a similarly sized fin made of lead, it would lower hercenter of gravity (a positive move in terms of stability), but it would make her an appreciably heavier, costlier boat, with a “dead weight” liability to overcome in her performance.

Also, were Berret and Racoupeau to pare down the size of her keel by using lead, it would diminish lateral plane and hurt upwind performance.

Her mast is deck-stepped. Here, we believe, the company probably listened too closely to people who said they didn’t want a hole in the roof and a tree trunk in the saloon. The interior compression post is pretty, and the weldment at the top that accepts though-bolts to fasten on deck hardware is clever-but we think a boat this size should have a keel-stepped mast. As it is, the rig requires a babystay to help it stay in column.

Beneath the grid the keel is affixed (sealant and machined-in bolts) in a leakproof but removable bond.

Performance

To date the Oceanis performance evolution has been pretty straightforward. Each new boat has been (relatively speaking) a bit lighter, and each new sailplan has been proportionally larger. Thus horsepower to weight (sail area/displacement) characteristics, the “muscles” of performance under sail, have been groomed and refined over the years. ”

The 393 replaced the Oceanis 381,” says Burdick, “and you can note the same sort of improvement [from a SA/D of 14.45 to a more robust 16]. But these numbers aren’t all there is to performance. The 393 was given a substantially longer waterline [35′ 1″ as opposed to 32′ 10″]. That provides a more open ended speed potential that can boost passage times. Those are the numbers that sailors can really appreciate.”

Berret and Racoupeau have made some other changes. The 393 is very beamy for her size. The 381 was a beamy 12′ 11″ wide; the 393 pushes that out to 13′ 1″. Taking a page from today’s long-distance racers, the designers have made their own modest foray into the area of “beam for speed.” The 393 certainly benefits from her above-average volume when it comes to accommodations and payload, but hers is also a shape designed to enhance performance rather than weigh it down. The initial stability that she achieves via beam means that she needs less ballast. Her powerful after sections permit faired waterlines and flattened buttocks that minimize wavemaking turbulence. By easing the turn of the bilge her designers gave her semi-circular sectional shapes that cut down on parasitic drag (and improve light-air performance).

LOA: 39′ 3″

LWL: 35′ 1″

Beam: 13′ 1″

Draft (standard) 5′ 1″

Draft (deep keel) 6′ 3″

Displacement: 17,152 lbs.

Ballast: 5,357 lbs.

Fuel: 35 gallons

Water: 131 gallons

SA: 643 sq. ft.

D/L ratio: 178

SA/D ratio: 16.0

Auxiliary: 40-hp Westerbeke

The proof is in the pudding. On a sail after the Newport Boat Show last fall, Wayne Burdick offered us the wheel and we sailed close-hauled into a 12-knot southeaster heading past Ft. Adams toward open water. We noted that she seemed at least as close-winded as the boats around us. Pinching her up to around 30 degrees apparent wind angle caused her to skate off to leeward, but when we sailed full and by (at something closer to 40 degrees) she was a different boat-balanced and weatherly. We doubted that punching through chop would be a strongpoint, but in this relatively protected water the 393 went upwind with power and efficiency. Her balanced spade rudder made tacking (consistently inside 85 degrees) a pleasure. When we cracked off to test her stability it was remarkably hard to get the foils to ventilate. The steering control created by her powerful after sections and deep rudder was excellent.

Reaching and running are what the 393 was made for. A conventional poled spinnaker would add cruising versatility and the standard mastfurling mainsail lacks the effective area of a conventional main (now offered as the optional “classic”), but these quarrels have more to do with the modern cruiser in general than with the 393 specifically.

Conclusions

For cruising in comfort and sailing with ease it’s hard to top modern designs like the 393. Openness, creature comfort, and smooth-running systems put boats like these well ahead of the “narrow, dark, cavelike” designs of just a few years ago. However, if your need is to claw off a lee shore in a gale, to go where the waves are bigger than you are, or to cast off with “anything goes” readiness, these new coastal cruising designs aren’t as good as the old.

That’s not to say that the 393 can’t go far afield, but if we were doing it, we’d choose the deep-keel option for better lift, the “classic” mainsail arrangement-and we’d dote on the rig and all its terminals.

Beneteau has harnessed its design and purchasing resources to produce a boat that combines performance and comfort in an attractive package. Designed in large part according to the demands of customers to fit the cruising that they actually do, it’s a triumph of stowage, light, air, and space, and is gratifying to sail.

Despite focus groups and styling details, despite corporate bigness, and the difficulties inherent in making a good thing better, it seems to us that the company has again brought an honest boat to market.

Beneteau USA, 24 North Market

St., Suite 201, Charleston, SC

29401; 843/805-5000.

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Very informative work that addressed many of the questions I had about Beneteau and this model specifically. Well done

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Penthouse in the city center, Moscow, Russia by AIYA bureau

AIYA bureau : Stylish penthouse full of art and designer furniture. The 190 m² penthouse on the 41st floor with panoramic windows offers 360-degree views of Moscow cityscape.

The key point is impossibly high ceilings make the space very airy. Housing a huge living room with a kitchen and dining zone, a master-suite, two kids rooms, a cabinet, three bathrooms and a laundry, the space has soaring ceilings that let the light in and windows that allow the owner to take in the views of Moscow City, the Moscow River, Vorobyovy Hills and beyond. The core of this design project is dark monochrome finishes that would be great for furniture in neutral colors and sophisticated shapes. The design process was a bit complicated because of angle-shaped panoramic windows. We chose a curvy sofa by Edra and armchairs by Moroso to accentuate the extraordinary shape of the space.

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This penthouse must be a comfortable home for its owners and at the same time an impressive place to entertain guests, as a place that wows them the moment they step inside. We should also combine everyday life comfort and wow-effect, and make the space with 5,2 m high ceilings comfortable to live in.

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