The Sirena Yachts 78 treads a fine line between modern and traditional. The yacht’s square stem, superstructure glazing and rectangular hull windows mark this model as thoroughly modern. Yet the curves and sweeps of the sheer, coachroof and transom, and the deep bulwarks, suggest something more timeless.
In many respects, this design is defined by what owners will want to do with the upper deck. The Sirena 78 is highly flexible in that regard. It can be specified with a conventional open flybridge—with or without a hardtop—in which case access is via stairs from the cockpit. Or, two-thirds of the upper deck can be partially or fully enclosed, with a second stairway from the main salon. With the space fully enclosed, this yacht effectively becomes a mini trideck with a sky lounge.
The first 78, which I got aboard, has the semi-enclosed setup. For many owners, this will be the best of both worlds. The choice will largely depend on how much time an owner prefers to spend in the air conditioning; the outdoor spaces are great for fresh air, with a full upper-deck overhang that protects the cockpit and side decks. The bow terrace has a sun bed immediately forward of the bridge windows, with a pair of sofas and pedestal tables beyond.
In the main salon, there’s a super-size lounge to port and an island galley amidships with a dining area forward of there. The main deck on Hull No. 1 has an open floor plan, and all I could see from there were the views beyond. That panorama is spectacular. Save for a fridge-freezer and some cabinetry in the galley, the vistas are virtually uninterrupted. There’s no lower helm to get in the way, either, although for those who prefer some segmentation, an enclosed galley is possible.
Like its sisterships, the Sirena 78’s interior design is by Cor D. Rover in the Netherlands. Three contemporary schemes are offered: Inspiration, Serenity and Elegance. Hull No. 1 has Inspiration, which provides a calm ambience with light-oak veneers. The Serenity scheme is a little richer and warmer, while the Elegance vibe is darker and more traditional.
Belowdecks are four en suite staterooms, all connected via a centerline corridor. The owner’s stateroom is amidships, occupies the full 21-foot-4-inch beam, has full-width hull windows on either side, and has a forward-facing king berth on centerline. His-and-hers heads are connected by a central shower stall, with the whole space serving as a sound barrier between the sleeping area and engine room. Alternatively, owners can trade one of the heads for a walk-in closet.
To me, the VIP is the nicest stateroom aboard. Tucked into the bow, it has an asymmetrical layout with an inboard-facing double berth to port that’s set at a transverse angle of around 30 degrees, which means it gets a proper view out the starboard-side window. A lounge here will make a great reading nook.
In between the master and VIP are two twin-berth guest staterooms. The starboard one shares its facilities as the day head.
The transom conceals quarters for three crew, although I think two crew would be sufficient for most uses. Owners can select single- or double-berth layouts. The nearby hydraulic platform will accommodate a 14-foot tender.
Hull No. 1 of the Sirena 78 has 1,550 hp MAN V-12 diesels on V-drives—neither the biggest nor the smallest motors available with this model. Other choices are twin 1,400 hp or twin 1,800 hp MANs, which the builder says produce top speeds of 24 and 29 knots, respectively. When we went out to sea with 50 percent fuel, 60 percent water and about 30 people, the yacht topped out just north of 25 knots.
The 78’s semidisplacement hull is all new for this model, but in terms of shape, it’s an evolution of the smaller and bigger Germán Frers-drawn Sirenas, which always perform predictably. The props spin in half-tunnels, and there is such a smooth delivery of power that it can be deceptive just how quickly you are cruising.
Underway, I found the steering a little heavy and the handling rather sprightly. Humphree electric-fin stabilizers were engaged the entire time, leaving very little heel in even the tightest turns. Gyrostabilization is an option.
With the V-12s spinning at 1,000 rpm, the yacht registered a slow chug, just shy of 10 knots. Allowing for a 10 percent reserve, that means a working range of around 1,200 nautical miles and a consistent fuel burn of 1.7 gallons per nautical mile. Double things up to 2,000 rpm, and the maximum speed will be around 21 knots, with fuel burn a little over 55 gallons per nautical mile and a working range of 400 nm.
At least the first four Sirena 78s are already sold: two with semi-enclosed flybridges, one fully enclosed and one with an open fly. Clearly, the flexibility of this model is one of its highlights.
On the Rise
Sirena Yachts in Turkey was founded in 2006. Having built smaller motoryacht models for Azimut in its earliest days, as well as various sailboat ranges of its own, the yard has been building under the Sirena brand for six years. It offers a range of composite models from Argentinian yacht designer Germán Frers. Already there are around 100 Sirenas in service worldwide.
Going Big
Sirena Yachts is preparing to enter the alloy superyacht market. The yard has developed three trideck platforms: the 115-foot Sirena 35-Meter, 138-foot 42-Meter and 164-foot 50-Meter, all based on fast-displacement hulls developed by Van Oossanen in the Netherlands. These yachts will be offered with Van Oossanen’s Hull Vane technology, and with conventional or hybrid propulsion. Exterior styling is by Italian designer Luca Vallebona, with owner’s-choice interiors. A new production site in Yalova, south of Istanbul, is being constructed to build these steel-aluminum designs. The first 50-Meter hull should start this year.
Origin Story
The first Sirena 56/58 and Sirena 64 paved the way for the brand in 2017. These models have since been joined by the new-in-2021 Sirena 68 and the 3-year-old and present flagship, the Sirena 88. This latest Sirena 78 adds to the lineup.
Take the next step: sirenayachts.com
