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Responding to the growing fashion for sports coupes, the S-version of the proven Prestige 680 shows a sleek profile but with added benefits.

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The arrival of the Prestige 680 in 2015 was notable for a number of outstanding features – its large owner’s bow cabin and spacious flybridge, both very saleable strategies in a 70ft cruiser.

Jeanneau understandably wanted to retain these in its new edition, while giving a sleeker and lower profile (the 680S air draft is 5m as opposed to 6.2m on the full flybridge 680).

The opportunity to take hull number one of this new concept out for a spin has hence shown me how the company has succeeded; in effect, delivering the best of both worlds – the sleekness and improved aesthetics of a sports coupe, while retaining the desirable flybridge.

Achieving this hybrid design was achieved by moving the flybridge back aft, which has the benefit of creating a large sunroof space to lighten the saloon and lower helm station.

Regular design collaborators J&J Design and Garroni Design have again been retained for the 680S – the middle sibling in the Prestige Yacht range that also includes has the 750 flagship and the entry level 630.


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Retaining the same spacious layout as the original 680 was another important consideration, so you will now find either three or four cabins, plus crew quarters, the latter a good idea when running a 70ft yacht to avoid owner stress.

The layout has the owner’s suite located up forward, using the full height and volume of the generous bow area, while guests get the benefit of two full-beam double cabins midships.

Alternatively the middle cabins can be two twin singles.

Of course, sleeping underway could be bumpy for the owner in that forward space, but the trade-off comes with stern-to Med-style-mooring which provides the bow with privacy.


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Similar to the 750 that I sailed previously, the 680S has an open plan saloon that favours entertaining while moored, rather than offshore, but there are sturdy handrails as you pass the portside the galley with dinette opposite.

The aft galley location, adjoining the stern cockpit, creates a convivial party area once the sliding doors are opened.

The well equipped galley has an island bench which gives plenty storage and a handy lean-to for crew moving around at sea.

There’s a three-ring ceramic Miele hob, with oven-microwave beneath, a tall 270L fridge-freezer and deep sink along with a dishwasher, plus a washing machine down below.

Opposite the galley is the plexiglass dinette table, with bench seating for four (or six at a squeeze).

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The midships lounge is elevated to enjoy those tall coachroof windows giving panoramic views.

These near-vertical window frames maximise volume, while having just enough angle to avoid box-like aesthetics.

The lounge is comfortably laid out with surrounding soft furnishings and bench seating to starboard, with the coffee table/cocktail area on port (with wine cooler nearby).

Strangely, there’s a door just behind the main steering console, rather than alongside, which would have allowed the skipper quick side-deck access.

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At the console, there’s a double seat and in front, all main controls fell to my hands easily – twin throttles for the 900hp Volvo IPS drives and joystick docking system near the window with three large 12in Raymarine screens angled sensibly (to allow viewing even with streaming sunlight from the open sunroof).

On this first hull, there were plenty of options fitted, including the pricey Seakeeper stabiliser that is supplied with the majority of larger Prestiges.

These controls are all set into a stitched leather fascia which I particularly liked while at sea, as it was non-reflective.

The general finish was of a high standard throughout, including items like metal door hinges, unblemished Alpi joinery and sturdy chromed handrails.


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The owner enjoys their own cabin access by taking the steps down to the left of the main console.

This cabin has a queen sized slatted island bed offset from the centreline, to allow a couch on port with vanity, while leaving adequate space between the starboard cupboard benches.

This voluminous and airy space is a major selling point of the 680S, especially for tall owners who can move freely in the 2m-plus headroom thanks to the deep-vee in the hull.

Other plus points include opening portholes, wide hull windows and an equally large skylight.

Ablutions are in the bow and even include a sizeable walk-in closet to port.

The shower has its own cubicle with seat, and the toilet has an elongated Corian bench – but I would have considered two small sinks rather than one perhaps.

Access to the guest accommodation is via a flight of steps in the aft of the saloon.

Our review boat had two cabins with twin single beds and a double VIP cabin midships.

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In addition there’s a crew cabin as part of the engine room, which has two singles with washing facilities.

Stepping into the double cabin I can clearly see why it’s earned the ‘VIP’ tag, because on many yachts in this class – including a Azimut I was on recently – this could very well be the master cabin.

It’s spacious, with a queen island bed, tall wardrobe, large vanity and equally roomy ablutions – this all goes to make any visitor feel welcome here.

Being midships, where the motion is kindest at sea, should avoid guests being shaken, although engine noise from the adjoining bulkhead is the downside.

The portside ablutions cleverly use a frosted plexiglass door to allow natural light from the (smallish) hull window.

A nice touch in the bathroom is the sliding mirror and again it’s a spacious area.

Over in the two double cabins, the guests are fairly well looked after, thanks to long single beds and ample headroom, although less so in the portside one.


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The flybridge is small, but remains a useful place for both navigation and relaxing on the lounge aft.

My only real gripe would be the low height of the coamings, which may not prevent gangly teenagers or tipsy visitors falling over.

But once they are seated in the co-pilot bucket console seat they should be fine…

The console has most of the controls from the saloon, but with the joystick separated from the throttles – which can work when standing to manoeuvre.

Looking around the deck, the sidedecks are narrowish and teak-clad, but give sufficient access to the pulpit where a double sunpad gives that bowrider thrill to guests.

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Practicalities are well taken care of as well, with vertical Quick windlass and capstan beside a deep chain locker with large roller for the plough anchor.

The other main practicality is the engine room, accessed via the swim platform that has a corridor through the crew quarters.

The infused GRP hull was built around these forward facing Volvo pod drives, so this means space is designed both above and below the water for them, including room for the stabiliser that has to be fitted during the build.


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At sea, on a flat calm Mediterranean, there was no unpleasant surprises found on the 680S when I put the throttles hard down.

We pushed the 30 tonne hull through a series of manoeuvres after a crisp take-off onto the plane, while turning was helped by the 17 ̊ deadrise, giving the hull enough grip in the water to allow deliberate steering.

A slight downside of Volvo IPS systems is enlarged turning circles, as I found when sweeping past the Cannes pier, but I improved the 680S by switching off the auto trim and doing the same with the stabiliser.

The lower roof model felt more stable than her flybridge sistership, especially welcome during those coastal hops with cross seas that are often encountered in the Med.

Speed-wise, we didn’t crack the 30kt barrier, but more importantly a smooth cruise speed of 22.5kts will give an adequate range of about 330nm with the consumption noted of 234.2 Lp/hr.

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Losing my favourite hat overboard caused a slight drama, but was also my excuse to use the pod joystick to manoeuvre us back to collect the errant headwear.

Swivelling in my flybridge helm seat, I clicked the pod console and then pulled the joystick back to push the hull astern, while my colleague perched aft signalled me directions.

I responded by moving the joystick as required, or when more power was needed, twisting it to compensate for windage.

This simulated man overboard drill took about 10 minutes to recover the hat which was retrieved by the 680S without fuss.

In fact, a real lack of fuss sums up the Prestige 680S, but definitely no lack of style nor practicality. 



€1,615,300 (ex. delivery and taxes)


€2,106, 860 (ex. delivery and taxes)



TYPE Monhull flybridge cruiser

LENGTH 21.46m

BEAM 5.33m

DRAFT 1.58m

WEIGHT 29,800kg (light ship)


PEOPLE 8 + 2 crew

FUEL 3450L




MAKE/MODEL 2 x IPS drive 1200 Volvo D13

TYPE Inline six-cylinder D13s

RATED 2x 900hp


WEIGHT 2300kg ea


Check out the full review in issue #497 of Trade-a-Boat magazine. Subscribe today for all the latest camper trailer news, reviews and travel inspiration. 


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