One year after the project was officially unveiled, PressMare returned to Maranello to learn directly from Ferrari’s engineers about the latest progress of Hypersail, the 100-foot ocean-going monohull that, perhaps more than any other yacht developed in recent years, is raising the technological benchmark for offshore sailing.

Beyond the technical presentations, we also had the opportunity to “step aboard” through virtual reality and experience the project’s simulator. Although only partially connected to Hypersail, as we will explain later, our visit began with an unexpected welcome from Luce, Ferrari’s new electric model, which has generated considerable debate. It certainly lacks the muscular proportions of a traditional Ferrari sports berlinetta, instead displaying the imposing presence of a luxurious four-seat grand tourer. Without entering a discussion that falls outside our field, seeing it in person leaves a very different impression from the images that have circulated online.

Energy Balance
The meeting focused on one of the least visible yet most fundamental aspects of the entire programme: the energy management system. Explaining the innovations developed on board were Matteo Lanzavecchia, Ferrari Sports Cars Vehicle Engineering Director and Hypersail Chief Technology Officer, together with Marco Guglielmo Ribigini, Technical Team Leader of Ferrari Hypersail, and renowned sailor and engineer Enrico Voltolini. Following his experience with Luna Rossa during the America’s Cup in Barcelona, Voltolini joined the Hypersail project and took over its technical leadership in April this year after Giovanni Soldini’s departure. During our visit to Maranello we also recorded a video interview with Enrico, which will soon be published on PressMare’s YouTube channel.

For a yacht designed to cross oceans entirely on foils and without relying on any fossil-fuel energy source, self-sufficiency is not merely a design choice but an essential requirement. The Hypersail Tech Team has therefore developed a fully electric architecture with a dual objective: maximising efficiency while integrating every onboard system into a single energy ecosystem. All the power required to operate the yacht is generated exclusively from renewable sources available during navigation—primarily solar and wind energy—together with energy produced directly by the crew.

“Hypersail is the first flying monohull for ocean racing to be completely energy self-sufficient,” Marco Guglielmo Ribigini explained. “Thanks to an electrical system that combines efficiency and performance, together with innovative solutions such as Winch by Wire, every onboard adjustment is powered solely by energy generated while sailing.”

Winch by Wire changes the way crew power is used
One of the project’s most significant innovations is the system known as Winch by Wire, which completely rethinks the operation of traditional winches.

In conventional systems, the force generated by grinders is transmitted directly through mechanical or hydraulic circuits. On Hypersail, instead, the power produced by the crew is immediately converted into electrical energy, centralised, and then redistributed to the various sail-control systems. This provides two key advantages: grinders can maintain a constant cadence without slowing as loads increase, while the system always operates at its optimum efficiency, both from an electromechanical perspective and in terms of the athlete’s metabolic performance.

Ferrari’s engineers explained that the system allows a single crew member to control loads of up to nine tonnes, exceeding the limits typical of conventional mechanical and hydraulic transmissions. The energy generated by the e-pedestals—using the same electric motors employed in the active suspension systems of the Ferrari Purosangue and Ferrari F80—is distributed in real time to the e-winches responsible for sail trimming or to the hydraulic pump supplying the deck systems.

During our visit we also had the opportunity to try the grinder ourselves, both in by-wire mode and with a conventional system. We can confirm that the effort is significantly optimised, increasing energy production compared with the more demanding mechanical-hydraulic coffee grinder. This represents one of the first examples of technology transfer benefiting “traditional” sailing, as it is entirely conceivable that next-generation maxi yachts may seek to license Ferrari’s patent.

Another advantage stems from the fact that all power transmission takes place through electrical cables. This allows the winches to be positioned independently of shafts and mechanical transmissions, greatly improving crew ergonomics. It is worth noting that the Harken Air winches—the most advanced currently available—are located beneath the coachroof in a protected environment rather than in the cockpit as on conventional yachts.

Speaking of technology transfer, the development of Winch by Wire originates from the same by-wire philosophy adopted on the new Ferrari 12Cilindri Manuale, which reintroduces Ferrari’s iconic gated gear lever while converting the mechanical shifting action into an electronic signal without altering the analogue feel experienced by the driver.

Flight control
Below deck lies the heart of the system responsible for controlling the yacht’s flight. The onboard electronics, based on a network of control units and sensors operating across four voltage levels ranging from 12 to 800 volts, has been developed using testing methodologies derived from the automotive sector.

For foil control, Ferrari engineers have developed an active Flight Controller capable of managing two categories of movement: Slow Movements, responsible for adjusting the foil arm and canting keel, and Fast Movements, which continuously control the foil flaps required to maintain stable flight. The former are powered by the 800-volt rear electric axle used in Ferrari Luce, while the latter rely on two pumps driven by 48-volt electric motors. This functional separation has been designed to maximise performance, energy efficiency and operational redundancy during long offshore passages.

Powered only by sun and wind
The entire electronic and hydraulic ecosystem depends exclusively on energy generated from renewable sources. Solar generation is provided by approximately 100 square metres of walkable photovoltaic panels installed across both the deck and hull sides. Their positioning results from simulations analysing solar exposure along potential ocean routes, identifying only the areas capable of delivering the highest output while avoiding unnecessary weight.

Solar production is complemented by wind generation through turbines installed at the stern, whose configuration can be adapted according to sailing conditions. Their orientation has been optimised to maximise energy production while minimising aerodynamic drag at the high speeds expected for the yacht. The energy produced is stored in two identical 800-volt battery packs, which manage power distribution and ensure continuous operation of onboard systems under all conditions.

With this solution Ferrari aims to demonstrate that an ocean racing yacht can achieve complete energy self-sufficiency without compromising performance, transferring expertise and technologies developed in the high-performance automotive sector to the world of sailing.

More specifically, the team carried out a sophisticated energy balance simulation based on the conditions encountered by Sodebo Ultim 3 during its successful Jules Verne Trophy record attempt. The outcome was positive: had Ferrari Hypersail been sailing under those same weather and sea conditions, it would have consistently generated sufficient energy to power all onboard systems.

The simulator and virtual reality
Without doubt, the most memorable moments of the visit were the virtual experiences. Gaining access to the simulator and “boarding” Hypersail through a virtual reality headset are the kind of opportunities often described as “money can’t buy”.

Perhaps even more immersive than the simulator itself was the possibility of moving freely around the yacht, both above and below deck. The simulator, by contrast, is more engineering-oriented, focusing on the wealth of performance data displayed ahead of the steering wheel—which is exactly what it is now, rather than a traditional helm wheel, much to the disappointment of sailing purists.

Walking across Hypersail’s deck—while the yacht was, of course, stationary—feels remarkably similar to standing aboard a moored IMOCA, although on a significantly larger scale: 100 feet instead of 60.

The most interesting area lies beneath the large coachroof, where sailing operations actually take place. Here, on each side, are twin stations for the helmsman and the flight controller positioned side by side. The helmsman’s seat is slightly elevated to provide visibility through the coachroof windows. Between these stations, at the mast base, arrive the halyards together with their banks of clutches and the winches used to handle them. Elsewhere within the fully enclosed cockpit are the winches for the headsails and the twin coffee grinder pedestals already mentioned. Further aft, beneath the sole inside the hull, are the batteries and the yacht’s primary systems.

The simulator itself is an exceptionally sophisticated engineering tool designed to collect and analyse as much data as possible rather than reproduce the physical sensations of sailing. Sitting in the driving position, there is no perception of movement or impact. Looking up reveals the immense mast, while turning to starboard allows you to see the windward wing foil raised clear of the water. The only physical cue comes from the changing height of the horizon as flight altitude varies.

During our brief session we immediately realised how sensitive the yacht is to even the smallest helm inputs. Rotating the steering wheel by just a few degrees instantly changes the performance figures displayed on the screen. Above all, we came away with the impression that the real “driver” of Hypersail will be the flight controller, whose specialist experience and sensitivity are unlike anything required of a conventional sailor. The synergy between helmsman and flight controller will clearly be fundamental, although it is equally evident that the automated systems will play a major role.

Naturally, the question everyone asks is: “How fast does it go?”

The answer is impressive. With 14 knots of beam wind, the yacht takes off and comfortably exceeds 40 knots. Even more remarkable is the apparent wind angle of just 18 degrees at those speeds. I asked whether it might be possible to experience the thrill of gybing with the apparent wind ahead of the beam, but the courteous—and entirely predictable—answer was no, as we would almost certainly have fallen off the foils and the system would have required a complete restart, exactly as had happened only moments earlier following a nosedive.

When will Ferrari Hypersail sail?
The yacht is currently being painted at the dedicated facility established in Tuscany for its construction.

In September Ferrari will present the sailing team, although the names remain under strict confidentiality. Sea trials are scheduled for autumn and winter 2026-27, focusing on validating both the yacht and its highly sophisticated systems. During spring 2027, Ferrari Hypersail is expected to take part in a number of offshore races in the Mediterranean.

Giuliano Luzzatto