Friday afternoon, 3pm. You're clearing Biscayne Bay with eight guests, crew handling lines, and 430 nautical miles of range ahead. The flybridge bar is stocked, the beach club platforms are down, and the twin MTU 16Vs are pushing 23 knots without breaking a sweat. This is the 112' Dolcevita Super—Riva's answer to clients who wanted more yacht, but refused to compromise the brand's signature discipline.
Most builders would have added three more staterooms and called it innovation. Riva did the opposite. Riva calls it the evolution of the 110' Dolcevita: expanded volumes, a rethought beach club, an inverted saloon layout, and lines kept so clean you'd think it was still 2018. The result is a 112-footer that doesn't feel like it's trying to be a 130.
Who It's For
This boat is for the owner who has already done the 80-foot flybridge and knows exactly what didn't work. You want the full-beam master on the main deck, not buried below. You want a galley the chef can actually use, positioned where it makes operational sense. You want a beach club that doesn't require a crane operator's license to deploy.
You're also the owner who values performance. Twenty-five knots isn't just a number on a spec sheet—it's the difference between making Nassau by sunset or spending another night in Staniel Cay. The 112' delivers that speed with twin 2,600-hp MTU 16V 2000 M96L diesels, and does it at a 23-knot cruise that still gives you over 400 miles of range.
This is not the boat for someone who needs to announce their arrival. Riva doesn't do that. If you want gold-plated railings and a helicopter pad, look elsewhere. The 112' is for the operator who understands that restraint is its own form of confidence.
Design & Layout: Function Wrapped in Mahogany
The beach club is where Riva made the most significant move. Thirty-five square meters of waterfront real estate, with drop-down bulwarks on both sides and integrated sunpads that eliminate the need for loose furniture. The platforms sit ultra-low to the water, which matters when you're launching paddleboards at 7am or pulling guests back aboard after a swim.
Up on the main deck, the saloon layout flips convention. Dining aft, lounge forward. Why? Because the forward lounge gets the breeze when you open the port-side sliding doors, and the aft dining area stays protected. It's a small detail that changes how you actually use the space. The alternative layout—aft lounge, midships dining—is available if you prefer tradition.
The galley sits starboard, bright and properly sized, with direct access to the crew area below, where Riva fits four crew cabins. The owner's suite spans the full beam on the main deck, with an aft-facing berth and an en suite that doesn't feel like an afterthought. Four additional guest cabins below, all en suite, sleeping up to ten total.
The flybridge is a two-level affair with a hard top that uses louvred slats and a glass section for natural light. Cocktail bar, barbecue, dining area, and a living zone aft. It's designed to function as an open-air saloon, not just a place to park sunbeds.
Performance: Speed as Freedom
The twin MTU 16V 2000 M96L engines deliver 2,638 hp each, pushing the 112' to a top speed of 25.5 knots and a 23-knot cruise. Riva puts the range at that cruise at 430 nautical miles from the 4,042-gallon fuel capacity — the longest legs in the range.
That range number is honest. It's not the marketing figure that assumes flat seas and no wind. It's the number that gets you from Fort Lauderdale to the Abacos without a fuel stop. Or Miami to Key West and back with margin to spare.
The hull is all-GRP planing design, with zero-speed and underway stabilizer fins plus Humphree interceptors. Acoustic comfort was addressed with reinforced bulkheads between crew and guest zones, and redesigned flooring to reduce vibrations.
Speed on a yacht this size isn't about showing off. It's about flexibility. It's the ability to move weather windows, to make dinner reservations two islands away, to not be a prisoner of your itinerary.
Ownership Conversation: Crew vs. Coast
At 112 feet and 150 tonnes full load, this is a five-crew operation. Captain, engineer, chef, two stews. You're looking at annual crew costs in the $400K–$500K range before benefits and travel. Add insurance, dockage at $4–$6 per foot per day in South Florida, and maintenance reserves, and you're approaching $1.5 million per year before you turn the key.
The alternative is owner-operator with rotating crew, but that only works if you have the time and the skillset. A 112-footer with twin 2,600-hp diesels is not a boat you learn on. It's a boat you graduate to after you've already put in the hours on something smaller.
Resale on Riva flybridge models in this size range has historically been strong, particularly in European markets where the brand carries generational weight. The 112' Dolcevita Super debuted at the 2025 Cannes Yachting Festival, so the secondary market data is still forming. But the 110' Dolcevita has held value better than most Italian builders in the 100–120-foot segment.
Maintenance is where Italian boats earn their reputation. Riva uses high-quality components, but the fit and finish requires attention. Budget for haul-outs, bottom paint, and the inevitable teak work. The MTU engines are bulletproof if you follow the service intervals, but those intervals are not negotiable.
Where to Start
The Riva 112' Dolcevita Super is a serious boat for serious operators. It's not the flashiest option in the 110-foot flybridge category, and that's precisely the point. If you value performance, layout intelligence, and a brand that doesn't need to shout, this is the conversation to have.
Explore full specifications at YachtSpecsDirect.com
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