Omikron OT60 Review, a Sailboat Mind in a 60-Foot Motor Yacht

Why the Omikron OT60 exists at all

Most 60-foot motor yachts are sold on speed, flybridge square footage and the number of guests you can seat for sundowners. The Omikron OT60 is sold on something harder to put in a brochure: the feeling of covering 200 miles in a day without hearing your engines. It is the first model from Omikron Yachts, a new brand launched by the Greek yard formerly known as Olympic Marine, which has refitted large vessels since 1969 and turned a 357-foot former cruise ship into the award-winning megayacht Dream.

The brief, as Omikron describes it, was to combine the quiet, easygoing cruise of a sailboat with the space and convenience of a motor yacht. In practice that means a long, narrow-entry hull, small diesels, a carbon superstructure to keep weight up high to a minimum, and a cruising speed of 7 to 9 knots rather than 25. The boat made its world debut at boot Dusseldorf in January 2024 and promptly collected the Long Range category at the European Powerboat of the Year awards.

For an American buyer, the OT60 is a genuine alternative to the usual choice between a heavy full-displacement trawler and a fast flybridge. It is lighter than the former and far more frugal than the latter, and Power & Motoryacht's tester noted that its shallow draft and range make it a credible Great Loop and East Coast boat as well as a Mediterranean island hopper.

A racing-yacht designer's hull under a mastless sailboat look

The hull lines come from Juan Kouyoumdjian, better known as Juan K for his America's Cup and Volvo Ocean Race designs. Omikron calls the shape its Eco-Cruise hull: a tapered bow with a fine entry, steep topsides, a long keel and a generous 19-foot 8-inch beam carried well aft. Lorenzo Argento, who has also worked with Beneteau and Candela, drew the exterior and interior, and Ciarmoli Queda Studio styled the interior finishes.

The result looks like a sailboat that forgot its rig. A bowsprit carries the anchor, an unbroken sheer runs to an open stern, and three rectangular hull windows sit low on each side. The superstructure is short and low by motor yacht standards, which frees huge areas of deck forward and aft. Lifelines replace stainless rails along the side decks to save weight, a detail some buyers will need to get used to.

Construction follows the same weight logic. The hull is vacuum infused and everything above the deck is carbon fiber, which Omikron says lightens the upper structure by up to a third and lowers the center of gravity. A dedicated production line for the OT60 was set up at the yard near Athens, and joinery and assembly are done in house. Bulkheads and doors are a 44 mm ply sandwich with a foam core and a cork-rubber layer, gasketed in their frames for sound.

Decks built for anchoring, not for parading

The cockpit is the OT60's social center. Two mirrored L-shaped dinettes with teak hi-lo tables convert to sunpads, an optional grill sits in the starboard quarter, and a pop-up docking station to port makes stern-to berthing practical for one person. A hinged arm at the transom extends the deck when folded flush and swings out to act as a dive platform, a davit or a passerelle. Motor Boat & Yachting found room on the aft platform for a 4.2-meter tender.

Wide single-level side decks lead to a foredeck with an island sunpad, and a ladder on the windshield gives access to the coachroof, where solar panels, skylights and optional cushions share the space. The ladder unclips and moves to the side deck as a swim ladder. There is no flybridge: the roof is a sun deck and an energy plant rather than a second living room.

The sunken lounge and three or four private cabins

The main deck salon is smaller than a typical 60-footer's because the cockpit and foredeck take so much length. It has a deep lounging sofa to port, a pop-up television in a starboard cabinet, flip-up windows to the cockpit and roughly 7 feet of headroom. The helm sits aft of the salon's forward end with twin pilot seats and a small wheel, and a second exterior helm on the port side of the cockpit is an option worth taking for docking.

The space everyone remembers is the double-height lounge ahead of the helm, sunk halfway between the main deck and the accommodation level and lit from the windshield above. It holds a wraparound galley to starboard and a dinette to port, and its elevation gives the cabins more privacy than a conventional lower-deck corridor.

The standard Owner's layout puts a full-beam master in the bow with en suite shower and toilet split to port and starboard, a port VIP with a transverse double that looks out through hull windows, and a starboard twin with its own bathroom. The Club layout splits the bow into two cabins for four doubles, which suits charter. Every cabin keeps a private bathroom in both versions. With the convertible settees, Motor Boat & Yachting counted sleeping for 12, and up to 16 with the cockpit dinettes converted under canvas.

• Owner's Version: 3 cabins, full-beam bow master, VIP double, twin
• Club Version: 4 cabins, bow split into two doubles for charter use
• Galley and dinette in the double-height lounge between deck levels
• Optional second helm in the cockpit for stern-to docking

Speed, range and the throttle lesson every owner learns

Omikron offers three pairs of Yanmar diesels on V-drives: 150 hp, 250 hp and, from 2026, 370 hp. The builder's sheet lists a 19-knot top speed and a range of 1,600 nautical miles at 8 knots from 2,000 liters (528 gallons) of fuel, and its marketing also cites up to 2,000 miles at 8 knots, or about one liter per mile. Early press releases quoted a 15-knot top end; Yachting reports the new 370s lift the maximum to about 20 knots.

Independent numbers tell a consistent story. Power & Motoryacht ran a twin 250 boat in Greece at 19 knots flat out at light load and cruised at 11.6 knots with a 350-mile range, stretching to 1,000 miles at 8 knots. Motor Boat & Yachting tested hull number one, about two tonnes heavier than later boats, and measured roughly 1 liter per mile at 5 knots rising to 2 liters per mile at 9 knots. Their test boat carried 1,200 liters of fuel, and the range halved from about 650 to 330 miles when they went from 8 to 10 knots, then halved again from 10 to 12.

Note the tankage difference: the first boats were tested with 1,200 liters (Power & Motoryacht printed 317 gallons), while the current builder spec is 2,000 liters. Confirm which tank package a given hull has before you trust any range figure. Sound levels are the other headline, with readings in the high 40s to mid 50s dB(A) up to about 10 knots and 51 dB(A) at 7 knots.

Who should buy an OT60, and who should not

The ideal owner is a sailor who has tired of handling sails but not of passagemaking, or a trawler buyer who wants more light, more beam and a softer ride than a heavy-displacement boat offers. Couples will run it themselves; the systems, single-level decks and optional joystick-friendly layout are designed for it. Families and charter operators will value the four-cabin Club layout.

It is the wrong boat for anyone who needs to make 25 knots to beat weather, wants a flybridge for entertaining, or expects a traditional teak-and-brightwork trawler interior. Power & Motoryacht's reviewer wanted more power than the twin 250s, the gap the 2026 370 hp option is meant to close.

Owning one in America and what resale may look like

Running costs are lower than for a planing 60-footer mainly because of fuel. At 9 knots, Motor Boat & Yachting's 2 liters per mile works out to roughly 4.8 gallons per hour, a fraction of what a 60-foot flybridge burns at cruise. The rest of the budget is yacht-sized: a 60 to 65-foot slip, insurance on a $2 million-plus hull, Yanmar service, bottom work and, for many owners, a part-time captain. We estimate $110,000 to $200,000 a year before depreciation.

Omikron has shown the boat in Cannes, Dusseldorf, Limassol and at the Fort Lauderdale show in 2026, but its US dealer network is young. Parts for Yanmar engines and common systems are easy to source in the US; carbon and infusion repairs need a yard that understands composites. Resale is the unknown. With only a few years of production, values will depend on how many boats reach American owners and how well the brand supports them.