Pershing 6X Review, Price and What It Is Like to Own

The Pershing 6X in one paragraph

The Pershing 6X is the entry ticket to Pershing's X Generation, the family of fast open yachts that began with the 5X in 2016 and now runs up through the 7X, 8X and 9X. At 62 feet 2 inches overall it replaced the long-running Pershing 62, and it does the same job with more modern lines: a low, sharp coupe that a competent owner can drive and dock himself, wrapped around twin 1,550 hp MAN V12 diesels and Top System surface drives. Pershing quotes 48 knots flat out and a 40-knot cruise. Yachting magazine saw almost 49 knots at about half load.

For American buyers the Pershing 6X price is the other headline. Motor Boat and Yachting reported a starting price of 2,150,000 euros before VAT at launch, and nearly new boats have been changing hands on the Florida brokerage market between roughly $2.8 and $3.1 million. That makes the 6X one of the least expensive ways into a current-generation Pershing, and one of the few 60-foot yachts that genuinely runs like a much smaller boat.

Cannes 2021 and the Pershing 62 it replaced

The 6X made its debut at the Cannes Yachting Festival in September 2021, and Motor Boat and Yachting described it as picking up where the 62 left off. The hull lineage is long. Phil Draper, writing in Yachting, called the 6X the latest X-generation iteration of 56- to 62-foot Pershing designs that had been evolving for about 20 years. Like every Pershing since 1985, its lines come from Fulvio De Simoni.

The most important change is the one you cannot see. The 62 ran MTU V10s through ZF surface drives; the 6X swaps in a pair of 24-liter MAN V12 1550s driving Top System 75S surface drives, built in Italy. MBY reported that the MANs save more than 800 kg (about 1,760 pounds) compared with the 22-liter MTUs, which helped offset the equipment creep that every new model accumulates. For reference, MBY's own trial of the old 62 recorded 45.7 knots.

Above the waterline the 6X gained bigger rectangular hull windows, a new superstructure molding for a sleeker profile, twin 19-inch helm screens, a carbon and teak cockpit table, a redesigned aft sunbed and a reclining chaise in the salon. Draper noted that it looks more restrained than some X models because it skips the buttress tunnels at the aft end of the side decks.

Running numbers from the Yachting sea trial

Yachting's test boat, at about half load and left in autotrim, topped out at almost 49 knots. The most efficient fast cruise sat around 37 to 38 knots, where the twin V12s burned about 3 gallons per nautical mile. That works out to roughly 110 to 115 gallons per hour combined and an ultimate range of around 280 nautical miles from the 845-gallon tanks, which matches Pershing's own published range at its 40-knot cruise.

Slowing down saves less than you might hope. At 750 rpm the boat ambles along at 9 knots for roughly 360 nautical miles of range, at 2.35 gallons per mile. In plain terms, dropping 29 knots buys you only about 80 extra miles. This is a boat designed to run fast, and owners who plan long displacement-speed passages are buying the wrong yacht.

Weight matters more than on most cruisers. According to Yachting, every extra 1,100 pounds beyond half load costs about 1 knot of top speed. The heaviest options are a Seakeeper gyro and whatever sits in the stern garage, which takes up to a Williams Turbojet 325.

Steering a surface-drive coupe

Surface drives once had a reputation for being tricky around the dock. On the 6X the problem is largely solved with bow and stern thrusters, a Xenta joystick to port of the helm and Top System displays that show the up-down position of the drive legs and trim tabs. The helm itself, as Draper put it, is set up like a 21st-century starship, with pilot and copilot seats on tracks that slide back to create standing room, and a raked one-piece windshield that still offers decent visibility. A sunroof opens above.

Underway the electrohydraulic steering is nicely geared and responds in real time. The modified-V hull has a 3.85-to-1 length-to-beam ratio and 19 degrees of deadrise aft, and it leans into turns the way a fast boat should. With the 62-foot length and 15-foot 9-inch beam, the 6X is about as large as Pershing goes while still being realistic for an owner-operator.

Two staterooms or three below deck

Both layouts put the galley at the foot of the companionway to port. The standard European plan has three en suite cabins: a full-beam master amidships with a forward-facing berth and a split head (separate toilet and shower stalls behind opaque glass pocket doors), a VIP in the forepeak with a diagonal, aft-facing berth, and a twin-berth cabin opposite the galley whose head doubles as the day head.

For the US market Pershing replaces that third cabin with a lower lounge opposite the galley, and most boats on the Florida market are set up this way. Listings for recent 6X yachts consistently describe the two-stateroom, lower-lounge plan. A single-berth crew cabin sits beneath the port cockpit cushions, useful for a mate or for a teenager who wants some independence.

Hull No. 1 showed the house style: grey reconstituted veneers from Alpi, a wenge-finished sole, Mastrotto and Poltrona Frau leathers and a C-shaped salon sofa. It is calm and dark rather than glitzy.

• Three-cabin plan: master amidships, forward VIP, starboard twin, all with head access
• US plan: master and VIP plus a lower lounge opposite the galley
• Crew: single berth reached from the cockpit
• Deck: two foredeck sun pads, aft sunbed, carbon and teak cockpit table, drop-down salon glass

What a 6X costs to keep

Fuel is the obvious line item. At roughly 110 gallons per hour at a fast cruise, 150 engine hours a season adds up to more than 16,000 gallons of diesel. Add a 65- to 70-foot slip in South Florida or the Northeast, hull insurance on a $3 million performance yacht, annual service on two MAN V12s and the surface drives, bottom work, canvas, electronics and detailing, and a realistic budget lands between about $220,000 and $400,000 a year. Owners who hire a full-time captain will sit at the top of that range or beyond it.

The surface drives deserve a dedicated line in the budget. Propellers, seals and hydraulic steering and trim rams on a Top System installation need regular attention, and the work is best done by technicians who see Pershings routinely. Allied Marine in South Florida has been the listing broker on most of the American used boats, which helps when you want to trace service history.

Judging a used Pershing 6X

Because the model only arrived in 2021, every used 6X is young, and the spread in asking prices mostly reflects hours, finish and options rather than age. Recovery, a 2023 boat, was listed near $3.09 million in 2024 after a $300,000 reduction. Bella Vita, a 2022 boat, was offered at $2.795 million in 2025, and Mrs. G, a 2023 boat with 263 hours, was listed at $2.95 million in 2026. Expect a typical well-kept example to trade between about $2.6 and $3.3 million in 2026.

Metallic paint is part of the Pershing look and expensive to repair, so inspect topsides closely under good light. Ask whether the boat was used hard at high speed, because a 48-knot yacht that spent its life at wide-open throttle will have different drive and engine histories than one cruised at 37 knots.

Where the 6X sits in the X family

The 6X slots between the 5X and the carbon-heavy 7X. The 7X is roughly 7 feet longer, a foot and a half wider, built largely of carbon fiber, and runs 1,800 hp MAN V12s for a claimed 50 knots, at well over a million dollars more on the used market. The 8X and 9X move into crewed-yacht territory. If you want the full Pershing experience while still driving the boat yourself, the 6X is the sweet spot in the range.