Jeanneau Prestige 690, easy to handle and control

An efficient hull with interiors and a deck that makes the most of available space. With two Volvo Penta IPS 1350 engines our top speed was 31.2 knots

by Niccolò Volpati – photo by Richard Steinberger

It is a sizeable boat in terms of dimensions, weight and figures. Over twenty metres long overall, and a displacement that exceeds 33 tonnes. It has three decks, and the top one – the fly deck – covers a full 22 square metres. And yet, it is very docile, almost deceptively so, despite these large volumes. It feels easy to steer. That is thanks to the two IPS 1350s with two Volvo D13s each developing 1,000 horsepower, and also to the waterlines, the visibility from the internal helm, from the feeling of control that you get both on the flybridge and in the dinette. There are many instruments to ensure it is manageable and controlled, and these have to play together in perfect tune.

There are large areas, but they have been well used: the cockpit and bow are set aside as living areas and connect directly to the dinette. And then there is the flybridge with as many as 22 square metres available.

The origins of the Prestige 690 lie with three established brands: Garroni, J.P. Concepts and Prestige Engineering, which make up a very close-knit team and, above all, one that can develop strong synergy. They have gone beyond their comfort zone and they were intent on ensuring that all the elements would fit together, including those that they do not normally work with. The result of their work is a turning angle that is balanced, being neither too tight nor too limited. The Volvo pods with tractor propellers ensure good handling both when underway and when manoeuvring, as they always do. And at around twenty knots and just under 2000 rpm, we managed a full circle of around 80 metres in diameter. That is the right amount of agility.

The day we went out was of the kind that threatens to drop bucket loads of water from the sky. I chose, for obvious reasons, to use the interior helm position and I was able to appreciate its ergonomic design. Everything was at the right distance and to hand, both when I was on my feet and when I decided to sit down on the pilot’s chair. Visibility was more than sufficient. The side supports of the windscreen are the only slight obstructions to visibility, but as the screen is a single pane, there are no others.

There are a full four cabins and three bathrooms with two distinct cabin areas: one for the owner in the bow, and one for three guest rooms amidships.

When underway the boat delivers a wide array of speeds, and also of fuel consumption levels. The planning minimum speed is 13 knots, with just 124 litres of fuel per hour used by both engines. Whereas top speed, at 31.2 knots, uses 381 litres an hour. This gives a choice of cruising speeds spread out across 18 knots, from the most economical to the fastest, and means you can do around 20 knots and use 200 litres per hour, or use under 300 litres doing 25. The litres per nautical mile figures are fairly constant because they range from 9.5 at minimum planning speed to just over twelve at top speed.

THE STERN PLATFORM IS VERY LARGE AND CAN HOLD 350 KG. IT IS PERFECT FOR HOUSING A TENDER.

The range is always enough to sail in the Mediterranean, given that the 3,450-litre fuel tank allows for a range of between 282 and 367 miles, according to cruising speed. The first impression on board is of quality. The quality improvement is tangible and is clear to see. The rest has been achieved with good choices in the set-up, always designed to optimise available space, which is plentiful. The master and guest accommodation areas are accessed separately. The three passenger cabins can be reached from amidships: two of them have twin beds and a bathroom, and there is a large double room, similar in size to the master one, which is accessed from the forward area of the dinette, next to the helm station.

As well as its size, and the sea view from the portholes in the side, the decision to position it so deep in the bow makes it even quieter since it is some way from the engine room. But the noise on board is not a problem. The soundproofing must be good because it was under 70 decibels when underway, and only at top speed were 71 registered amidships. And that result was one I got not just with the engines running, but also with all of the on board equipment, including the generator and stabiliser.

Something I liked in the interior design work done by Garroni was the balance between natural light and the size of the windows. Neither the dinette nor the master cabin is dark rooms, but they do not have huge windows, which I tend not to like. That is basically for three reasons. The first is that many people nowadays might even use more glass than fibreglass on the sides of their boats. The second is that the view out is indeed fantastic, but perhaps owners would sometimes enjoy a bit of privacy. People could answer that one can install curtains, to which I would say: why have windows if you then have to keep them hidden? And finally, the third reason is connected to electricity use. Especially in the dinette, all that glass also means getting hot and so you inevitably have to use air conditioning, even when you are at anchor and so have to turn the generators on. So basically, if you want to go green and limit the use of electricity these maxi windows often work against you. It is better to have ones you can open, to allow natural ventilation and not have the generators on all the time.

The noise level at the helm and in the cabins is very low. That is thanks to proper soundproofing of the engine room to ensure comfort while underway.

On board the Prestige 690 you can enjoy contact with the outdoors just by staying in the dinette because as you go aft, with the large sliding door and drop-down window, everything opens up to the cockpit. And then there is the deck area and the flybridge, which is 22 square metres and houses a kitchen grill, dining table, living area and sun pad.

Engine room
There are two options, both of them with Volvo IPS systems: D13s developing either 900 or 1,000 horsepower. We were using the pair of 1,000s, and that meant we could do over 32 knots.

JEANNEAU PRESTIGE
www.prestige-yachts.it

PROJECT
Garroni Design/J.P. Concepts/Prestige Engineering

HULL
LOA 21.45m • Maximum beam 5.30m • Draft 1.58m • Light mass displacement 33,021 kg • Fuel tanks volume 3,450 l • Water tanks volume 760 l 

MAIN PROPULSION
2xVolvo D13 IPS 1350 • 6 in-line cylinders • Outlet mechanical power 735 kW (1,000 hp) • Swept volume 12.8 l • Bore&Stroke 131mm x 151 mm • Maximal rotational speed 2400/min • Dry weight 2,458 kg

EC CERTIFICATION
CAT B – 14 people 

PRICE
2,513,500 e, Excl. VAT, powered with two Volvo Penta D13 IPS 1350 engines.

(Jeanneau Prestige 690, easy to handle and control – Barchemagazine.com – November 2022)