Ferretti 620 Used Buying Guide with Sea Trial Numbers and Values

The Ferretti 620 in one paragraph

The Ferretti 620 is a 61-foot 7-inch, three-cabin flybridge that Ferretti introduced around 2010; Motor Boat and Yachting ran its first photographs in the January 2011 issue and Yachting tested a US boat off Fort Lauderdale later that year. Its hull is a stretched version of the Ferretti 592 bottom, and it carried the brand's flybridge story in the low 60-foot range until the 650 arrived in 2014. Today it is purely a used-market boat, typically priced well under $1.2 million, which makes it one of the least expensive ways into a Ferretti of this size with a modern, large-window interior.

An Italian yacht re-specced for American owners

What sets US boats apart is the work of Brian Kelley, then Ferretti's North American product manager. Yachting reported that he stripped out the stern passerelle, which American owners rarely use and which took space, and removed the enclosure around the galley that European buyers expect. The result is an open main deck in which the galley and a buffet bar sit aft on one level and the lounge and helm sit slightly raised forward, with no bulkhead between the cockpit doors and the windshield.

A top-hinged window by the galley opens to the cockpit, so with the sliding doors pushed aside the shaded aft deck becomes part of the salon. The one-piece curved windshield has no mullions. Fit-out on the test boat was white leather, pale ash, gray stitched leather panels and chocolate fiberglass trim, with stitched white leather inlaid even into galley and bar counters. Yachting joked that it was a white-wine-only yacht, which is a fair warning for anyone with children or a red wine habit.

Galley storage is the weak point. Appliances by Bosch, Miele and Isotherm are easy to service in the US, but the cabinets are a collection of small nooks with no real pantry, and the counters lacked fiddles. The helm was laid out for a slim Italian skipper, and larger Americans may want the seat moved aft.

A full-beam master with a full-beam head

The master suite spans the beam below the salon, with a forward-facing queen berth, big hull windows with two opening ports per side, a bureau to port, a settee to starboard and a walk-in closet off the foyer, where a full-size washer and dryer hide. Its head also spans the beam just aft, with the toilet and vessel sink to starboard and a large shower with a seat to port, which Yachting found leaves a slightly wasted walkway in the middle.

The bow VIP has an island queen, big windows each side, two hanging lockers and its own head with a generous shower. A twin cabin to starboard has a private door into the day head, which uses a rotating two-part door to form a shower. Crew get a single berth with head and shower aft of the engine room, reached by a steep stair from the cockpit corner; most American owners treat it as storage or a teenager's bunk.

V10 MANs and 32 knots: the test numbers

US boats were normally ordered with a pair of 900 hp MAN diesels, but Yachting's test boat carried the optional 1,100 hp MAN V10s, which the tester found quieter and smoother than V8s. With half fuel, half water and five aboard in calm water, it reached 32.2 knots at 2,350 rpm on 116 gallons per hour. At 2,100 rpm it ran 28.3 knots on 89 gallons per hour, and at 1,800 rpm 21.8 knots on 64. Below the hump, 900 rpm gave 10.8 knots on 17.2 gallons per hour, and 600 rpm 6.8 knots on 8.9. Sound at the lower helm stayed between 62 and 70 dB(A).

Those numbers translate into a practical 280 or so nautical miles at a 28-knot cruise and more than 550 miles at 11 knots, keeping a 10 percent reserve. No independent data is published for the 900 hp boats; expect a top end in the high 20s and a cruise in the low 20s, and budget accordingly if you find one.

Yachting did not get rough water during the test, but the tester was confident in the ride because the bottom is a lengthened 592 hull, a boat other testers found smooth in 2 to 3-foot swells.

Engine room access and the flybridge

The engine room has nearly full headroom, non-skid walkways and gelcoated bilges. Dipsticks face inboard, filters are close at hand, and a protected sight gauge sits on the fiberglass fuel tank that separates the engines from the crew cabin. The standard generator on US boats was a 21.5 kW Onan in a sound shield, a change from the Kohlers Ferretti usually fitted.

Up top, wide stairs from the cockpit lead to a starboard helm with a double bench and a fold-up instrument pod that closes for weather. A matching double sits opposite, a sun pad runs forward to the venturi windscreen, and a wet bar and wraparound settee with table fill the aft end. Yachting flagged the radar mounted on the low spoiler right at head height behind the settee; on a used boat, consider relocating the radome higher.

The earlier Ferretti 620 of the early 2000s

There was an older Ferretti 620, and it is a different boat. Ferretti's 2004 website listed it alongside the 590, 680 and 730: a 63-foot 11-inch flybridge with an 18.75-meter (61-foot 6-inch) hull, a 16-foot 9-inch beam, a 15.5-degree warped-geometry hull with spray rails, 925 gallons of fuel and a laden displacement of about 76,000 pounds. Standard engines were twin 1,050 hp MAN D2840 LE V10s, with 1,200 hp MAN V12s optional, and Ferretti predicted 34 and 37 knots respectively.

European listings for that boat run from about 1999 to 2004 model years. It is narrower, lighter and faster on paper than the 2010 boat covered here, with older cherry-era interiors, so check the model year and the hull identification number before comparing prices. The 2010 boat is identified by its mullion-free curved windshield, open aft galley and MAN common-rail diesels.

Buying one now: values and running costs

In 2026 expect asking prices from about $700,000 for a tired 2010 boat to around $1.1 million for a well-kept, low-hour 2012 or 2013 boat with V10s and refreshed upholstery. Ferretti's brand recognition keeps these boats liquid, but the market is thin, so a survey and sea trial matter more than the asking price.

At a 28-knot cruise the 620 burns about 89 gallons per hour; slowing to 21 or 22 knots cuts that to about 64. With dockage, insurance, MAN servicing, the generator, bottom paint and canvas, owner-operators should budget $90,000 to $160,000 a year, plus any deferred maintenance found at survey.