Ferretti 670 Buyer's Guide to Both Generations, Price and Performance

The Ferretti 670 was the boat that introduced Filippo Salvetti

Every Ferretti flybridge built since 2019 carries Filippo Salvetti's exterior lines, and the Ferretti 670 is where that started. The Bergamo architect, who had worked in Mauro Micheli's Officina Italiana Design studio and later drew Atlantis models for Azimut through his Neo Design partnership, began work on the 670 in late 2016. Hull No. 1 had its first sea trial at the Cannes Yachting Festival in September 2018, and Allied Marine says the model entered production that January. It replaced the 650, and it is about seven inches wider and some 4,400 pounds heavier than that boat.

Salvetti described it as evolution rather than revolution, and Power and Motoryacht agreed that the family likeness survives: angles in the transom and hull windows, the proportions of the flybridge, the visual weight of the superstructure. Compare the 650 and 670 side by side, though, and almost every line has changed. YachtBuyer reported more than 20 boats sold in the first year, a strong number for a yacht of this size and price.

The 670 is built at the group's Forli plant, roughly 20 miles inland from the Adriatic, alongside the smaller flybridge models. That matters to US buyers mostly because Allied Marine, Ferretti's long-time American dealer, has handled a steady flow of these boats, so service knowledge and parts are not a problem in Florida or the Northeast.

Original 670 versus the 2024 restyle: how to tell them apart

In 2024 Ferretti gave the 670 a significant update, again by Salvetti, and that is the boat now on the builder's website. Dimensions, engines and the basic arrangement did not change, which is why YachtBuyer treats the two as generations of one model rather than separate boats. What did change is visible from the dock.

The restyled boat has larger, forward-leaning hull windows for the VIP and guest cabins and a knife-shaped amidships window that tapers aft to a point where the side deck meets the cockpit, where the original had three roughly trapezoidal panes. The hardtop has forward-raked supports and stretches farther aft. Inside, Ideaeitalia took over the decor with Classic and Contemporary schemes; original boats had the Ferretti in-house team's striped walnut veneers, which some buyers love and others find busy.

• 2018 to 2023 boats: three trapezoidal hull windows per side, in-house interior with composite striped walnut
• 2024 onward: sharper forward windows plus a long tapering amidships pane, new hardtop, Ideaeitalia Classic or Contemporary interiors
• Both: MAN V8-1000 or V8-1200, 1,004 gallons of fuel, three or four cabins plus crew

A raised galley amidships, not aft

Below 66 feet Ferretti usually puts the galley aft by the cockpit doors. On the 670 it moved forward and up: the main deck is split-level, with the lounge down and aft and the galley and dinette two steps up, the galley to starboard just behind the two-seat helm and the dinette opposite to port. A half-height bulkhead hides the work surfaces while the cook keeps the same view as everyone else.

Opinion on this choice divides. Motor Boat and Yachting liked having the cook elevated and close to the dinette, but noted the full-height fridge freezer at the forward end blocks the view aft from the helm and that counter space is short. YachtBuyer felt the cabinetry towers over the salon. The window line drops low and the bulwarks are cut away amidships, so seated guests in the lounge still get a big view of the water. Yachting measured headroom of more than 7 feet 8 inches in the salon.

There is a side door from the lower helm to the starboard deck, which matters for short-handed docking, and the lower helm carries three integrated Naviop and Simrad screens for house, propulsion and navigation data; the flybridge helm has two.

The split-level owner's suite and the four-cabin trade

The standard plan has three cabins: a full-beam owner's suite amidships of about 195 square feet, a VIP in the bow and a twin to starboard, each with its own head, plus a single crew cabin aft reached through a small door in the aft superstructure pillar. The owner's cabin sits lower in the hull than the rest, so its entrance becomes a raised office with a desk, shelves and a hull window, with a couple of steps down to the bed. A walk-in closet and the en suite run across the aft bulkhead and insulate the cabin from the engine room.

Order the optional fourth cabin and that study becomes a tight twin with bunks and no head of its own. Hull No. 3, shown in Fort Lauderdale in 2018, had that arrangement, but YachtBuyer found that very few owners chose it. The three-cabin layout is the one that makes the 670 special and the one that resells most easily. Doorways below are narrow, a complaint Motor Boat and Yachting raised for all three cabins.

MAN V8-1000 or V8-1200: what the sea trials showed

Both engine options use the same MAN V8 block driving through ZF V-drives. Ferretti quotes 28 knots maximum and 25 knots cruise with the 1,000 hp version, and 32 knots maximum and 28 knots cruise with the 1,200s. Nearly every buyer has picked the bigger engines; Yachting was told only a couple of the first ten hulls had the smaller ones, and YachtBuyer warned that a loaded 1,000 hp boat could see its top end fall toward 25 knots.

Independent numbers on 1,200 hp boats are consistent. Yachting's test of Hull No. 1, full of fuel with two gyros and eight aboard, saw just over 33 knots, about 27 knots at 2,000 rpm with a 290-mile range, and 10 knots under 1,000 rpm on roughly 6.5 gallons per hour for a range of more than 750 nautical miles. Motor Boat and Yachting recorded 33.1 knots with 40 percent fuel and a 21.8-knot cruise at 268 liters per hour combined, about 71 gallons per hour, for 247 miles. Yachting's 2025 test of the restyled boat logged 25.4 knots at 2,000 rpm on 98.2 gallons per hour, a 233-mile range with reserve, 32 knots at 2,345 rpm, planing at 1,500 rpm and 35 seconds from rest to full throttle.

Steering is Ferretti's electro-hydraulic system developed with Xenta. The rudders move independently, the wheel self-centers, the joystick can steer and throttle up to about 28 knots, and a station-keeping function holds the boat within about two meters using dedicated GPS receivers. Power and Motoryacht found the moderate-V hull thumped through other boats' wakes and suggested slowing down in a head sea.

Foredeck lounge, sliding platform and the flybridge

The foredeck is more than a sun pad: a forward-facing bench under the windshield, an aft-facing lounge, and tables that spring up or fold down to turn sun pads into a drinks area, with a four-post shade option. The hydraulic platform slides down on runners instead of hinging, with a 450 kg limit, which takes a Williams 345, or a Williams 395 if the passerelle is deleted. A transom locker holds a Seabob.

The flybridge of about 260 square feet has a wet bar, U-shaped dinette and a pod helm amidships, with open space aft for loose furniture. The standard top is a radar arch with bimini; the hardtop is optional. Motor Boat and Yachting thought the empty aft flybridge a less clever use of space than the fixed seating on an Azimut 66.

Owning a 670: crew, fuel and yearly costs

At 66 feet with a single crew cabin, the 670 sits right on the line between owner-operated and captained. Many US owners run it themselves with a part-time captain for deliveries. Expect to burn around 70 to 100 gallons per hour at a fast cruise, so a summer of 150 engine hours uses roughly 13,000 gallons. Options worth looking for on the used market include the 155,000 BTU tropical air conditioning package, the 21 kW Kohler generator, Seakeeper gyros, the stern thruster and a cockpit docking station.

With dockage, insurance, MAN servicing, gyro and generator maintenance, bottom work and a part-time captain, $170,000 to $300,000 a year is realistic. A full-time captain adds substantially to that figure.