Azimut 62 Fly Review, Specs and What the Beach Cockpit Changes

The Azimut 62 Fly in one paragraph

Most people type "Azimut 62 Fly", but the builder's own badge reads Fly 62, the eighth model in a Fly Series that now runs from the 53 to the 82. Azimut launched the first hull on July 29, 2024 at its Avigliana plant near Turin and gave it a public debut at the Cannes Yachting Festival that September, followed by a US debut at the Palm Beach International Boat Show in 2025. It is a 63-foot (19.22 meter) flybridge with three guest cabins, a crew cabin aft, and Volvo Penta IPS pods instead of the shaft drives used on the Azimut 60 it effectively replaces.

The headline is not the length or the speed. It is what happens to the aft sofa. Azimut calls it the Beach Cockpit, and it changes how a family uses the boat at anchor more than any spec line does. If you are shopping for an Azimut 62 Fly for sale, that feature is the reason to choose it over a conventional flybridge, and it is also the thing to test hardest on a sea trial.

How the Beach Cockpit actually moves

On most flybridges the cockpit is a box: a dinette faces forward under the flybridge overhang, the transom closes the box off, and the swim platform is a separate room one step down. On the Fly 62 the transom opens outward and, in the same electrically driven movement, the aft sofa's seat base drops into the deck while its backrest folds back. The forward-facing dinette becomes an aft-facing sun pad that sits low, close to the water, with nothing between the saloon and the horizon.

Motor Boat and Yachting pointed out that Azimut gets this result without the hinged hydraulic terraces some yards use, which are heavier, pricier and more things to service. Power and Motoryacht's walk-through put it more simply: it is seating for the table, a sofa and a sunpad, and its editors had not seen anything quite like it. Azimut also offers a Terrace Cockpit general arrangement for buyers who want a more traditional aft deck, so check which version a given hull carries.

Mancini lines outside, Fantolino rooms inside

Alberto Mancini, who styles most of Azimut's current fleet, pushed the superstructure volume forward so the cockpit could grow without the profile losing its sporty rake. He borrowed from automotive SUV design for the forward-leaning masses and drew a new hardtop with hard horizontal lines that echo the long hull windows. Up top, the flybridge splits into a lounge overlooking the stern and a sheltered helm and dining area forward under the hardtop. Forward on the main deck there is a face-to-face lounge with a walkway through the middle, which gives the Fly 62 three distinct outdoor social zones before you count the platform.

Architect Fabio Fantolino, on his second Azimut project, kept the interior deliberately uncluttered: light oak, neutral fabrics, rounded corners for easier movement and big glazing. The main deck is split level, with the galley aft to port, a small coffee and dining spot opposite and the main lounge amidships, so the cook is part of the cockpit conversation.

Three cabins below and a crew berth aft

Below decks Azimut lists three guest cabins and three guest heads, with berths for six, plus one crew cabin with its own head for up to two crew. The layout follows the size class: full-beam owner's suite amidships, VIP in the bow and a twin between them, with the crew quarters in the stern. MarineMax's listing counts four cabins and four heads because it includes the crew space.

That crew cabin matters in the US, where plenty of 60-foot owners run their own boats and use the aft cabin for storage or a day captain. If you plan to hire full-time crew, inspect it on the actual boat rather than a brochure plan.

IPS1050 or IPS1200, and why the speed claims moved

Azimut's current data sheet lists twin Volvo Penta IPS1050 pods at 800 hp each as standard, with twin IPS1200 at 900 hp each as the option. Its published maximum is up to 27 knots on the standard engines and up to 30 knots on the IPS1200s, with cruising speeds up to 23 and 25 knots respectively. Those figures are based on ISO 8666 test conditions.

Launch coverage told a slightly rosier story. Yachting and Motor Boat and Yachting both reported twin 900 hp IPS1200s and a 32-knot top end in 2024, and MBY quoted a claimed 35.3 tonnes, noting that the switch from the Azimut 60's shafts to pods lifted top speed from 31 to 32 knots on the same 900 hp Volvo D13 blocks. Azimut's current sheet instead gives a full-load displacement of 39 tonnes. YachtBuyer lists an IPS1350 option at 1,000 hp each. The safe reading for a buyer is that the Fly 62 is a high-20s to about 30-knot boat at realistic load, and that the exact engine fit varies by hull and market.

Draft is another number that wanders between sources. Yachting quoted 3 feet 5 inches, which matches the hull alone, while Azimut's sheet gives 5 feet 4 inches including the pods at full load. Use the larger figure when planning shallow anchorages in the Bahamas or the Keys.

• Standard: 2 x Volvo Penta IPS1050, 800 hp each, up to 27 knots (builder)
• Option: 2 x Volvo Penta IPS1200, 900 hp each, up to 30 knots (builder)
• Fuel 740 gallons (2,800 liters), water 199 gallons (750 liters)
• Hull deadrise 22 degrees amidships, 17.2 degrees at the stern

Joystick, active trim and a Garmin nerve center

The pods bring Volvo's joystick, which doubles as a heading-hold autopilot: twist briefly for a one-degree course change or hold for ten. Automated interceptors handle trim and also correct the list caused by a crosswind or by everyone gathering on one side of the flybridge. For an owner-operator, that combination is the main reason to prefer this boat over an older shaft-drive 60.

Azimut fits custom Garmin electronics that double as the ship's monitoring system, showing engines, alarms, bilge and discharge pumps, tank levels, engine room ventilation, audio and air conditioning. Both helms see it, and a phone or tablet app gives remote access. That is convenient, but it also means one supplier's software sits between you and most of the boat's systems, so make sure the dealer can support updates.

Azimut Fly 62 price, ownership and resale

Azimut does not publish a US price, and MarineMax, which handles the brand across much of the country, lists the 2026 Fly 62 without one. Based on where comparable Italian and British flybridges in the 62 to 64 foot band sit, expect a realistic sail-away figure of roughly $3.5 million to $4.2 million depending on engines and options. A buyer looking for an Azimut 62 Fly for sale on the brokerage market will find very few so far; YachtBuyer recorded only one listing in the US in its first years.

Running a boat like this typically costs $260,000 to $400,000 a year once you add dockage in South Florida or the Northeast, insurance, IPS service intervals, bottom work, a part-time captain and fuel. Hire full-time crew and the upper figure is the floor rather than the ceiling. Azimut's strong US dealer network and the boat's newness should help resale, but pod-drive service history and documented software updates will matter to the next buyer.

Other Azimut 62s you may find in listings

The name has been used before, which confuses search results. The Azimut 62 flybridge of the early 2000s is a different shaft-drive boat, roughly 64 feet 7 inches overall and tested by Power and Motoryacht in 2003 with twin 900 hp MTU 8V2000 diesels. The Azimut 62S of the mid-2000s is a sport yacht, not a flybridge, tested in 2006 with twin 1,015 hp Caterpillar C18s. Neither shares a hull, a deck or a layout with the Fly 62.

The quickest way to tell them apart in a listing is the year and the drives: anything with shafts and a build year before 2024 is not the current Fly 62, whatever the headline says. The shaft-drive Azimut 60 of the late 2010s is the closest predecessor in concept.