Monte Carlo is actually a district of Monaco in the south of France, known for its casino and celebrities. By choosing this name, the French shipyard Bénéteau wanted to transfer the magnificent reputation of Monte Carlo to its boat series. Their colour and design make them stand out, just as Monte Carlo patron Carla Demaria wanted.
We sail the MC4 with two Volvo Penta IPS-500 with 370 hp each and the MC5 with two IPS-600 with 435 hp each on the Mediterranean off Palma de Mallorca. At first glance, the only way to tell the two boats apart is by the different number of portholes in the hull sides. Even standing on the flybridge, the boats appear almost identical. Both are the same length, but the MC5 differs by an additional 11 cm in width. The extra space allows the flybridge bar to be positioned differently: here it can be positioned transversely, whereas on the MC4 it is arranged lengthways. There is no shortage of seating and reclining areas on any of the Fly.
The real differences are below deck. Here, the available space differs noticeably due to the different lengths and widths. There are two cabins on the MC4 and three on the MC5, plus one more for the crew (optional). Otherwise, it can also be used as a huge storage space. The number of bathrooms (2) is the same, if you disregard the one for the crew on the MC5.
The real differences are below deck. Here, the available space differs noticeably due to the different lengths and widths. There are two cabins on the MC4 and three on the MC5, plus one more for the crew (optional). Otherwise, it can also be used as a huge storage space. The number of bathrooms (2) is the same, if you disregard the one for the crew on the MC5. At around 11.2 m², the saloon of the MC5 offers more living space than the MC4 with around 6.8 m².
The MC5 is designed for six plus one person, while the MC4 can accommodate four to six people if you order the lowerable saloon table instead of the fixed one. Otherwise, guests sleep in the bow cabins on both boats and in the additional starboard cabin on the MC5. The bow cabins each have separate access to the day bathroom with WC. The owners sleep in large cabins that extend across the entire width of the boat and have their own bathrooms.
For both the MC4 and MC5, the cockpit and saloon are on the same level and are separated by wide-opening glass doors. Folding bathing ladders are hidden under a cover in the platforms. However, handling from the water is not very convenient. The hydraulically lowerable bathing platforms (extra) can be loaded with a maximum of 350 kg.
For barbecue fans, a galley with barbecue, worktop and sink is installed at the end of the MC5 cockpit above the bathing platform, which is only available for the MC4 for an extra charge. So that the barbecue masters don't have to stand in the blazing sun, an electrically extendable bimini is hidden under a flap at the end of the flybridge on both boats.
The side decks are easily and safely accessible on the way to the sun loungers at the front. There is a large anchor locker and a stowage locker in the bow. The helm stations in the saloon and on the fly are clearly laid out and suitably equipped with instruments. When the windscreen wipers are operated, both boats are left with an unwiped centre strip.
The driver's benches in the saloon can be adjusted lengthways and the seat cushion on the MC5 can be partially folded up. If you want to get off the bench, you can feel yourself sliding over the folding hinge at the end of the bench.
The driver's seats on the flys are all-round adjustable and elegant design objects made of carbon fibre, and on both boats the stern is clearly visible thanks to the access from the flybridge helm on the starboard side. Visibility at the saloon driving positions is always maintained when starting off thanks to low trim and is perfect when travelling aft. The trim tabs remain in the neutral position. When gliding, the saloon roof on both boats swivels into the field of vision when cornering to port, while nothing obstructs the view to starboard.
Thanks to the joystick, both test boats can be manoeuvred in any direction at slow speed and docking and casting off manoeuvres are easy. The optional bow thruster can also be used to finely correct longer reverse passages. In order to keep the waves at an acceptable height at slow speeds, the engines on both boats should not exceed 1200 rpm, which means you are travelling at 7 knots. From 2200 rpm, the test duo begins to enter the planing phase.
We do not measure any difference in top speed, both are travelling at 30 knots at full throttle. The same applies to cruising at around 3000 rpm at 22 knots. Neither Monte Carlo fulfils our minimum requirement of 270 nm range plus 15 % reserve. On the MC4, the fuel is theoretically sufficient for a distance of 135 nm at a stretch when cruising fast, and 208 nm on the MC5, plus reserves.
The significant difference in range can be attributed to the different tank sizes. Thanks to effective sound insulation, we measured a maximum sound pressure of 85 dB/A in the cockpit and 74 dB/A in the saloon on the MC5 at full throttle. And on the MC 4, the values are 82 dB/A in the cockpit and 76 dB/A in the saloon. There's really nothing to complain about on either test candidate.
Due to the IPS drives, there is hardly any difference in the driving behaviour of the two boats. At full throttle, the diameters of the full circles are the same (300 m). At displacement speed, we measured a diameter of around 50 metres on the MC5 with both levers ahead and around 30 metres on the MC4. This eliminates all extreme manoeuvres, as nothing extreme happens and the centrifugal forces measure just 0.7 g when cornering.
When manoeuvring at the last moment in particular, you need to know that it takes around 0.5 seconds from the moment you press the rudder until the drives react. If you take this loss of time into account and counter-manoeuvre in good time, you can also get both boats to oscillate minimally over the longitudinal axis on the slalom course.
During the tests, the Mediterranean shows its smooth side, which limits the statement regarding the rough water test. The boat's own waves and those of other sports boats are negotiated without any significant loss of comfort.
The workmanship on both boats is of a high standard, but could do with a little more fine-tuning for the class in which they want to compete. As far as safety is concerned, slip-ups such as the fuel pre-filters without water alarm sensors are regrettable. As the filters cannot be visually checked for residues, you have a queasy feeling after refuelling from a bunker vessel. Any water in the diesel does not reach the sensors on the engines.
In both engine compartments, however, you can see fire extinguishing equipment, manual bilge pumps and a partially double-shell construction. The installations of cables and hoses are clean and in places lie on rounded edges or are routed through empty conduits. Both engine compartments can be accessed unhindered from above through cockpit floor hatches and everything is easily accessible for servicing and inspection. The Monte Carlos is certified for areas "outside coastal waters", and the standard compass and depth sounder help with navigation.
CONCLUSION
The MC4 and MC5 give the skipper the feeling of sailing a very large yacht. Fine materials and sophisticated design elements convey value and individuality. Monte Carlo boats have a charm all of their own, which may not appeal to everyone - but that is precisely what makes them so special.
