CRN's Amor a Vida Runs 12 Hours Without a Generator

What does Amor a Vida's hybrid system actually do?

Amor a Vida can hold a full evening of hotel power, lighting, air conditioning and galley included, on stored battery alone for up to twelve hours with both generators shut down.

The system comes from Siemens Energy, and it is CRN's first hybrid installation on a yacht this size. Power take-off and power take-in units on the main engines work alongside the two gensets to charge a 400kWh battery bank, which then carries the yacht's hotel loads once the generators are switched off. CRN's own figures put that at up to twelve hours of hotel power at anchor and up to three hours of silent dynamic positioning, long enough to hold position through a full dinner service without a generator running underneath the guests.

A second system recovers heat that would otherwise be wasted. When the generators do run, exhaust and cooling heat is captured and routed into the yacht's hot water, pool heating and interior climate circuits, so the same fuel burn does double duty. Filippo Belcecchi, CRN's engineering manager, told BOAT International that the technology is moving fast: "We learned that these systems are evolving every day; but the yacht also presented other challenges, because in spite of her relatively large volume, the density of her systems is one of the highest we have ever built."

Why did the owner want this layout?

Amor a Vida's owner is a family man with several children who wanted a yacht for long voyages with family and friends, and asked for sheltered outdoor space rather than one large formal salon.

Sean Moran, managing director of Moran Yacht & Ship, which supervised the build on the owner's behalf, described the brief directly: "The owner was really involved and was super detail-oriented, he's a very family-oriented man with lots of children and this is his dream project; he wants to travel the world, and he wants to do it with family and friends." That brief shows up in the name itself, Amor a Vida, meaning love of life, and in a layout built across six full decks that keeps pulling guests back toward the water rather than into a single grand room.

Carlo Nuvolari, co-founder of Nuvolari Lenard, which drew both the exterior and the interior, said the owner's wish to spend time outdoors shaped the cockpits directly: "The layout of Amor a Vida makes clear the owner's desire to spend a lot of time outdoors in protected conditions and with many friends. There are the large cockpits with tables, bars and sofas where you can entertain many friends sheltered from the sun, the wind and prying eyes." The beach club carries a full gym, a sauna and steam room, and a spa treatment room with a drop-down terrace at sea level; the crow's nest above the bridge doubles as an open-air cinema.

What did the hybrid system cost CRN to build?

Fitting a full hybrid propulsion package into a 67.5-metre steel-and-aluminium hull made Amor a Vida the most systems-dense yacht CRN has built at this length, at some cost to outright speed.

The numbers behind the yacht are conventional CRN: a steel hull and aluminium superstructure, a beam of 12 metres, a draft of 3.3 metres and about 1,450 gross tons across six decks, twelve guests in seven suites and a crew of seventeen. Twin MTU 12V4000 M63 engines drive her to a published 16 knots at full speed, with BOAT International citing a cruising speed nearer 15 knots and a range of about 5,200 nautical miles at 12 knots. That top speed is unremarkable for a yacht her size; the hybrid gear, the extra battery mass and the added wiring and control systems all take a share of the weight and space budget that a conventional yacht would spend on speed instead. Each MTU main engine is rated at 1,500kW at 1,800rpm, paired with a 200kW Siemens Energy AC synchronous electric motor running at 400 volts, the combination that lets the drivetrain switch between diesel and electric power. She also carries stabilizers rated for both underway and at-anchor use, and the propulsion package is certified to IMO Tier III, the strictest tier of marine exhaust emissions rules currently in force.

Andrea Le Moglie, the project manager for Amor a Vida at CRN, told BOAT International the trade paid off in the one area the owner cared most about: "She achieves an exceptional level of quietness. She sets new benchmarks and surpasses even the high standards of comfort typically delivered by the shipyard." That claim comes from the yard building the boat, not an independent trial, and it is worth reading in that light: nobody outside CRN and Moran Yacht & Ship has yet published a seagoing test of how the hybrid system performs over a full season of charter use.

What has Amor a Vida done since delivery?

Amor a Vida left CRN's Ancona yard in May 2025 as Project Maranello, won a Robb Report Superyacht Award and a 2025 World Yachts Trophies finalist nod for Best Layout, and is now booking as a charter yacht ahead of her European debut at the Monaco Yacht Show in September.

She has already made her US debut at the Palm Beach International Boat Show and is confirmed for Monaco's 35th edition, from 23 to 26 September 2026, where she will stand alongside CRN stablemate Bilgin, Lurssen's Nixie and dozens of the year's other new deliveries. Moran Yacht & Ship lists her for charter at EUR 740,000 a week in the Mediterranean over summer and USD 740,000 a week in the Caribbean and Bahamas over winter, cruising with a Michelin-trained chef and a limo tender carried in the bow garage. The package puts CRN well behind Benetti's 107.6-metre Luminosity, delivered in 2020 with a 3-megawatt-hour battery bank good for up to fourteen hours of zero-emission running, but the two are not really rivals: Luminosity is 40 metres longer, and her battery bank alone outweighs what most 67-metre yachts carry in their entire propulsion package.

What is not published is any sale price: Amor a Vida is not on the brokerage market, only the charter one, so a buyer weighing a similar full-custom, hybrid-equipped build against her has a charter rate to compare against but no purchase figure and no independent long-term reliability record for the Siemens Energy system beyond CRN's own account. For an owner or a yard sizing up whether a hybrid package is worth specifying on the next 60-to-70-metre build, that is the open question a year of charter seasons has not yet answered.