are pershing yachts good

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Pershing 6X Reviewed

• By Phil Draper
• April 1, 2022

Whenever I’m lucky enough to open the throttles on a Pershing , I’m reminded of a scene from The Gumball Rally , a silly road-race movie from the mid-1970s. It’s the bit just before two competitors set off in the Ferrari 365 GTB/4 Spyder, the soft-top version of the iconic Daytona. The Italian driver turns to his copilot. With a gloved finger pointing sagely skyward, the driver declares: “And now, my friend, the first rule of Italian driving.” He then pauses for dramatic effect, rips the rearview mirror from the windshield, and tosses it high over his shoulder. “What’s behind me is not important.”

That scene always pops into my head aboard a Pershing because of the rooster tail that we’re inevitably throwing behind us. I recall a conversation I had around 25 years ago with my yachting journalist pal Dag Pike. We were aboard a Pershing, and I—having learned to sail at some overstarched royal yacht clubs in England—suggested that the giant arches of white water were over-the-top in more than one sense. “You’re focusing on the wrong end of the rocket,” Pike said. “They’re just the flames.”

Pershing’s 6X is the latest X-generation iteration of 56- to 62-foot designs that have been evolving for 20 or so years or so. All these latest Pershings, just like all those older models that have borne the name, are long and low—and seem to ooze performance from every pore.

The 6X is more muted than some of the older X-series models, probably because it doesn’t have buttress tunnels at the after end of the side decks. I like the lines with or without them. Hull No. 1 has trademark Pershing livery with dark silver metallic and black contrasts. The foredeck is so long that there are two sizable sun-pad areas, one before the other with room in between.

The yacht’s aft deck is a dedicated entertainment space with a bi-leaf pedestal table that’s both art and engineering in carbon fiber and wood. There’s also sailmaker exterior upholstery, which is a waterproof, weave-effect material that looks a bit like white carbon-fiber cloth. The door from the cockpit to the salon is a full-height pane of glass, and a big pane adjacent to it drops down to open up the inside to the outside.

The yacht’s bridge area is set up like a 21st-century starship with copilot and pilot seats, the latter flanked by throttles and thruster toggles to starboard and a Xenta joystick to port. The helm console bristles with buttons and has two multifunction displays along with Top System controls that indicate the up-down positions of drive legs and trim tabs. The helm seats can be pushed back on their tracks to create standing room around the wheel. And despite the extreme rake of the one-piece windshield, visibility is pretty good. A sunroof lets in fresh air.

The 6X’s oomph comes from twin 1,550 hp MAN V-12 diesels whisking out via the Top System surface drives. At about half-load and left in autotrim mode, the 6X I got aboard topped out at almost 49 knots. The vessel’s most efficient fast cruise is around 37 to 38 knots, at which the diesels burn around 3 gallons per nautical mile and offer an ultimate range of around 280 nautical miles. Machines like this are not really meant for meandering, but at 750 rpm, the 6X can chug along happily at 9 knots for maybe 360 NM. That pace would equate to 2.35 gallons of fuel burned per nautical mile—not much of a savings for scrubbing off 29 knots of speed.

All the Pershings I have run handled well, and this 6X is no different. The electrohydraulic steering is nicely geared and quick to respond. I appreciate the degree of heel the yacht delivers into the turns. The modified-V hull form has a 3.85-to-1 length-to-beam ratio and 19 degrees of deadrise aft, so it bites well.

These yachts are built at Pershing’s Mondolfo, Italy, facility, just up the east coast from Ancona. The builder does its part to minimize vessel weight—for every extra 1,100 pounds added to the 6X’s displacement beyond half-load, top speed will bleed off by about 1 knot—and owners can choose whether or not to do the same. The biggest and heaviest options for this yacht are a Seakeeper stabilizer and contents of the stern garage, which will accommodate up to a Williams Turbojet 325.

The interior of Hull No. 1 is mostly gray with reconstituted veneers from Italy’s Alpi company and a mix of decorative panels. It’s the best of Italian chic. The salon sole is wenge-finished with a dark sheen. The principal feature in the salon is a C-shaped sofa with a table.

Three en suite staterooms and the galley are belowdecks. The owner’s stateroom is a full-beam, amidships affair. The sleeping area with a forward-facing berth occupies around three-quarters of the beam. The en suite, screened by a pair of opaque-glass pocket doors, is up a step to starboard and has separate stalls for the toilet and shower, with a Corian splash top between.

The forepeak VIP has an aft-facing, diagonal berth and a shower room to port. A twin-berth stateroom is opposite the galley with a head that also serves as the day head.

A key aspect of the Pershing 6X is its 62-foot-2-inch length overall. For sure, it’s a big boat, but it’s not too big for owner-operators to run. For those who like to have a crewmember aboard or, perhaps, have an older child who likes a little more independence, a single-bunk cabin is beneath the portside cushions in the cockpit.

Luxury and performance are at the heart of Pershing, and the 6X hits both marks. Running this athletic express cruiser will keep operators focused on the front end of the rocket, while guests and spectators get to enjoy the flames.

Wide-Ranging

All Pershings present and past began with yacht designer Fulvio de Simoni. The builder’s current 54- to 140-foot portfolio includes eight models. The 6X slots between the 5X and 7X , with bigger sisters 8X and 9X . There’s also the Pershing 62 and 74, and then a jump from the all-composite models to the all-aluminum brand flagship, the Pershing 140. It’s a 395-gross-ton beast that’s capable of speeds up to 38 knots.

Coming Soon

Pershing is developing an all-new line of fast cruisers. Project TØ, or T Zero, was announced in 2019, but just one teaser rendering has been released thus far. The first model will reportedly have a length overall around 115 feet, triple water-jet propulsion and a top speed in the mid-30-knot range. It looks to have an asymmetric top-deck configuration too. Hull No. 1 is expected to splash this summer.

Take the next step: pershing-yacht.com

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Pershing 8X review: Italian stallion strikes a fine balance between space and speed

• The Pershing 8X achieved a top speed of 48.3 knots on test

Deep-vee hull still delivers high cornering speeds and dramatic angles of lean

The 8X’s extra beam is apparent from the spacious cockpit and sidedecks. Note how the glass saloon doors drop into the deck

Long overhang and tall coamings makes for a well-protected cockpit

• No sign of compromise in the luxurious saloon and dining area
• Visibility is good - including through the sunroof in hard turns!
• It has the length-beam ratio you would expect in a flybridge cruiser, with 5,276hp in its engineroom. This is not normal
• Elegant flybridge stairs are imtegrated into the curved pillar supports

Compact flybridge sits in a recess to lower its visual impact

• Full beam owner’s cabin makes the most of the extra width
• Ensuite bathroom is a temple of modern luxury
• The VIP suite’s location in the bow necessitates quite a tall bed
• The VIP bathroom
• One of the two twin guest cabins boasting wider beds and more space between them

Twin 2,638hp MTU engines feed their power through automated surface drives

• Superyachts

Luxury and engine power both demand acres of space, but performance boats need to be slender. Can Pershing’s latest creation pull off the ultimate spatial compromise?

The proof of the Pershing is in the handling. Few shipyards set quite so much store in their boats’ ability to corner with the kind of competence that raises the hairs on the back of your neck.

The trouble is, reputations can be lost as well as gained: just one new model whose talents are judged to be less than sparkling can undo all the respect so hard-won by its predecessors.

Pershing is not unique in this, of course. But it is unique in its efforts to yoke together high-tech sportsboat speed and handling with high-end Italian luxury. And it’s a task that is not getting any easier.

In its new Pershing 8X, the Ancona shipyard has faced up to the classic quandary that has exercised every yacht designer who has ever tried to get to grips with the problem of how to make a fast yacht luxurious – and vice versa.

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Luxury means comfort, and comfort requires space. Performance means power, and power – big engines, big tanks – needs space too. But you can’t just make a hull that’s voluminous enough to accommodate all these conflicting demands, because performance hulls have to be slender, and high-volume hulls don’t handle.

Or so they say – it seems that Pershing’s designers now beg to differ. The Pershing 82 , which this new model seems destined to replace in the product range, was 18ft 1in (5.50m) in the beam. The 8X is a couple of feet longer but a full 14in wider, at 19ft 3in (5.86m).

Article continues below…

Pershing 9X test

The Pershing 9X may be as fast and fabulous as ever but it now has the polished manners to match

Pershing 7X yacht tour: This $3.2m sportscruiser can do 50 knots flat-out

That’s the sort of length-beam ratio you would expect to find in a family flybridge cruiser – except the Pershing 8X packs 5,276hp in its engineroom and has a pair of Top System surface drives sticking out at the back. This is not normal.

Size matters

The idea, of course, is to make the accommodation areas larger and more luxurious. The extra width is used to good effect on the main deck, where the saloon feels nice and wide even without compromising the side decks, as happened on the Pershing 82.

Perhaps the most spectacular improvement, however, is the cunningly concealed flybridge companionway inside that curved carbon coaming on the port side. The 82’s arrangement – a set of folding steps that dropped down from the deckhead – was less alliterative as well as less convenient.

Down below, the obvious place to look for extra width is in the gaps between the berths in the twin guest cabins. The berths themselves are also wider, as well as longer, and it’s the same story in the VIP and master suites . Headroom has been raised too.

The improved master suite layout in the Pershing 8X, making proper use of the visual qualities of an open, full-beam cabin, adds significantly to the sense of space on the lower deck. Like its predecessor, the 8X is available with a choice of one or two twin-berth guest cabins.

Significant extra width has the potential to create significant extra weight, which was obviously not an option in this case: the Pershing 8X simply had to perform at least as well as the 82, and there was no more horsepower available in the MTU 2000 series footprint.

So the superstructure is made entirely of lightweight carbon fibre, the mouldings are created from vacuum-infused epoxy resin instead of vinylester, and although a substantially bigger boat it comes out just 700kg heavier.

The hull form is a constant-deadrise, 20° deep-V – similar to the 82’s, with most of the extra beam going into wide chine flats that fill out amidships and carry on aft. So, in theory at least, the Pershing 8X will have the incisive seakeeping of a capable offshore boat , ironing out the chop, while extra lift from the broad chines should help with straight-line speed at the expense, perhaps, of cornering precision.

We put theory into practice on a balmy spring day off Fano, on the Italian Adriatic coast not far from Pershing’s Ancona shipyard. The new-generation 8X is loaded with electronic aids.

Surface-drive boats are often a handful for the helmsman – the racing boats for which they were originally designed had a two-person crew – and modern technology can ease the workload for leisure users, ensuring that drive trim is optimised for best speed and fuel consumption.

For the 8X, Pershing has worked with Xenta and Top System to produce a single-control interface that allows for joystick control at speeds up to 42 knots, automatic trim for the flaps and drive legs, and an automatic autopilot system that holds the heading without the need to engage the boat’s actual autopilot.

It works extremely well. So does the new hull shape. Pershing’s engineers explained that the extra lift from the chines helps not just with top speed, but also at transitional speeds between displacement and planing.

This phase of performance can be rather vague on surface-drive boats: a slight change in hull attitude or leg trim making a disproportionate contribution to boat speed, as the drives rise into thinner water, the props spin more quickly, and engine revs increase. You need to have your wits about you.

Plane sailing

On the Pershing 8X, this acceleration phase felt more predictable, although admittedly our speed still more than doubled between 1,500 and 2,000rpm. One tangible benefit of the extra lift is in low-speed planing. The boat was quite happy at 25 knots and 1,600rpm, although you won’t find that sweet spot going up the rev range. You have to decelerate to get there. All surface-drive boats have their idiosyncrasies.

With 400 more horsepower than its predecessor, slightly more weight and a lot more dynamic lift, our test 8X clocked an impressive two-way average of 48.3 knots in our sea trial – nearly two knots better than the similarly-loaded Pershing 82 we tested in 2012.

On a calm sea it was difficult to judge the quality of its seakeeping, but there were some firmer than expected impacts as we charged through our own wake at high speeds, which were probably down to those broad chines.

When it came to the boat’s driving experience, the 8X can certainly provide the superbly dramatic angles of heel in hard turns that Pershing aficionados love so much, when you have to look through the sunroof to see where you’re going.

It didn’t, perhaps, display quite the same razor-sharp tracking that has made these boats a byword for brilliant handling – but if you weren’t looking for flaws I doubt whether you’d notice any. This boat is powerful, fast and huge fun to drive.

Price as reviewed:

£5,380,000.00 inc. VAT

It goes. It handles. And in spite of its unusually wide beam, and its uncharacteristically generous internal volume, it still feels like a proper Pershing where it counts – out at sea. With the 8X, the shipyard’s reputation is safe.

LOA: 83ft 10in (25.55m) LWL: 64ft 4in (19.60m) Beam: 19ft 3in (5.86m) Draught: 4ft 7in (1.40m) Fuel capacity: 1,364 gal (6,200 litres) Water capacity: 286 gal (1,300 litres) Displacement (light): 57 tonnes (125,663lbs) Top speed on test: 48.3 knots Cruising speed: 35-45 knots Design: Fulvio de Simoni/Ferretti Group Engineering

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Pershing’s New 80-Foot Yacht Is Like a Sports Car for the High Seas

The shipyard's newest fleet member is at once stylish and speedy., rachel cormack.

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Pershing ‘s family of boats just got a little sportier.

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With two decks and a sportbridge, the GTX80 has a sprawling open layout that ensures guests feel connected to the sea. The main deck salon, for instance, has glazing that extends below the lateral walkways to ensure a view of the water even from the sofas. Another new development in the nearly full-beam saloon is the hybrid galley-bar, which connects the indoor lounge with the outdoor cockpit.

As for accommodation, the yacht is equipped with four comfy cabins that can sleep up to eight guests. It also has discreetly hidden crew quarters that can sleep two. The guest cabins are clad from top to bottom in sky-blue leather paneling and dotted with sculptural furniture, while the adjoining bathrooms are fitted with metallic lacquered panels. This contrast of finishes continues throughout the rest of the interior, with leather sofas in warm hues and cozy woods juxtaposing the colder metallic accents. Integrated lighting doubles as another striking design feature.

The exterior is nothing to sneeze at, either. The nifty stern platform can be moved to three different positions using the dual linear lift function: It can be raised to expand the aft living area, lowered to launch tenders, or left in the default position to function as a waterside lounge. At the opposite end, the foredeck is equipped with an oversized sun pad. To top it off, the sundeck spans nearly 250 square feet and is 60 percent larger than the category average.

Click here to see all the photos of the GTX80.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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dino_dino New Member

Hello all Well, as some of you know I am seeking around for my new boat and am looking at Princess/Viking boats now. I find them well made and they do give me a warm feeling aboard. When I was driving around last week looking for some boats I did also have a look at some Italian made boats, like the Azimut, Cranchi and even a older Pershing. They are so far away from the English boats, like Princess, Sunseeker, Fairline and so. ( Well for me they are.) The style is more, HEY LOOK AT ME, inside and out side. They do feel more made to be the NR1 yacht of year ...., or is it just me? How are the quality of these yachts? Thanks for looking all

NYCAP123 Senior Member

If you type those names into the search feature you'll get a wealth of info and opinion, especially on Azimut. No need for a new thread.

goplay Senior Member

I've done a lot of research on these makes, as well as others. I had visited the factories and looked at a number of their boats over several model years. I also have first hand experience with Azimuts (built at different factories depending on the size). My two cents: Cranchi is a reasonable build for that size boat. Decent value. Pershing has some good points and some poor points. The 62 that they used to build was a nice boat. The new 72 has very poor range and non-existant storage, even in the galley. Surprisingly, there are no air-water separaters for the engine room air intakes... and they are outboard. I would buy a Pershing over a Sunseeker Predator however. Azimut, is much better in late model years than older models. It is almost night and day from about 2006 onwards. I would not get an older model, but would buy something newer. One complaint is they will place systems where it is hard to maintain. Most Euro boats are like that. If you are buying used, just make sure it was properly maintained. I've taken a 62' and 85' Azimut in fairly rough waters (35kn+ winds, 12'+ cresting seas) with confidence.

Hello Thanks for the information. Nice to hear they have improved. Can I ask why you will go for a Pershing over a Sunseeker Predator? More space on the Pershing? Quality?

dino_dino said: Hello Thanks for the information. Nice to hear they have improved. Can I ask why you will go for a Pershing over a Sunseeker Predator? More space on the Pershing? Quality? Click to expand...

Thanks for the information

MaxPower Senior Member

dino_dino said: Can I ask why you will go for a Pershing over a Sunseeker Predator? Click to expand...

Liam Senior Member

I have helmed an old 2002 Pershing 43 in force 6 seas in 2007 in a trip from Spain to Croatia. Versus a Sunseeker or Princess and Fairline this boat helmed beatifully crusing at an average of 25 knots. The 43 is a shaft line version. In a Princess V50 we had the galley line cabinets fall down in a short Force 4 to 5 cross seas. And the Sunseeker we could never manage more to 20 knots minimum planning speed in a Force 5 head sea. For the Azimut S range I just spoke to an owner with a 43 S this past weekend and he said if it was not for the pain of Volvo IPS electronics which sometimes want a vacation this boat has been problem free for 3 years plus. I'd say the best production Britsh boat is a Fairline. The Sunseeker is IMO like a lady with a lot of make up.... Princess has a Bernard Olenski hull like Fairline but is usually a bit wider and there fitting in all departments leave a bit to be desired. Altough since the French Company took over in the last 2 years they are improving a lot....

vivariva Senior Member

A Pershing 52 owner (friend) took his boat around the Dodecanese (Eastern Aegean Greek Islands) and to Mykonos as well last summer and told me the following: At high speeds, naturally, the ride is harsh due to continuous pounding and constantly "hanging on to something" proves to be a tiring ordeal, the local dealer's inability to provide good service for the Arneson drives and high fuel consumption are the minuses encountered. However, they like the quality in the interior and the engines perform well. It is important to consider on what kind of sea the boat would be used, near the coastline or are you looking at longer passage making? For heavier seas, the Pershing behaves differently than a Fairline, since it is lighter and not built for displacement speeds (wider and flatter). I remember the owner and his family talking about how flat the underwater hull design of the Pershing was and it made them a bit worried in the heavy seas. It is a boat capable for achieving a 50+ kn speed. Obviously a Fairline will be built differently. By quality, do you mean the build in general? The brands mentioned have quality control systems in the yards, however, the materials used in the small parts (plumbing seals, shaft/prop bearings etc.) might be the difference in the long-term. The woodwork for Fairline is in my opinion nicely done (judging from a member's previous posts in YF) for example... Cheers, Vivariva

Hi and thanks for the good information. Hehe, " A lady with a lot of makeup". Hmm, interesting, but maybe expensive to.... Well, I am going to use the boat on a Lake, so the heavy sea is not a problem for me. Strong wind here, but not the waves. Quality? Well, I do mean hull, electronics, mechanical, wood, leather, sound proofing and operation/helm of the boat. I once was told that Pershing are making "show" boats, style of the year and so, but that the quality are not there. That the wood are thin, not solid and so one. Is that so?

Forgot.....For me it is a Princess V42 that are going to be my boat. Yes, a Pershing are great to look at, but it was the quality feeling and what I was told that made me look for a Fairline, Sunseeker or Princess.

dino_dino said: I once was told that Pershing are making "show" boats, style of the year and so, but that the quality are not there. That the wood are thin, not solid and so one. Is that so? Click to expand...

vivariva said: A Pershing 52 owner (friend) took his boat around the Dodecanese (Eastern Aegean Greek Islands) and to Mykonos as well last summer and told me the following: At high speeds, naturally, the ride is harsh due to continuous pounding and constantly "hanging on to something" proves to be a tiring ordeal, the local dealer's inability to provide good service for the Arneson drives and high fuel consumption are the minuses encountered. However, they like the quality in the interior and the engines perform well. Click to expand...

dino_dino said: Forgot.....For me it is a Princess V42 that are going to be my boat. Yes, a Pershing are great to look at, but it was the quality feeling and what I was told that made me look for a Fairline, Sunseeker or Princess. Click to expand...

Thanks for the good information Well, yes, the idea of Lamborghini on water is great , but it does cost. Same as the road version, faster, more power and so also means more money out the window, regarding the fuel bill and also service cost. Information, yeah, a Princess dealer is not talking so much about other makers. My budget can get me a a soft top V42 or even a V50, but not the new 09 model with hard top. So, a Pershing will be even older, for the same money I guess I will end up with a 02-03 model from them. That is why I am asking so much about quality. The Pershings do look great, just like a Lamborghini, the cost is one thing regarding the fuel bill, but the service repair is not so easy to live with. But, from what I read here, the build quality is good. Neck on neck or even better than a Princess or so. Thanks for good info

Ever tried to get service done to or parts for a Lamborghini? Own one and you also need something that can be driven every day.

NYCAP123 said: Ever tried to get service done to or parts for a Lamborghini? Own one and you also need something that can be driven every day. Click to expand...

MaxPower said: Actually I own a Lamborghini Superleggera mate. Fantastic car. It's my daily drive. And here where I live, the service does not get any better ... it's as good as it gets ... absolutely top notch ... As for parts, it has never been an issue. And I track the car 4-5 times a month. Click to expand...

Surely if you can afford a 300,000 US$ car, 1500 is not a lot of cash for you. Pershing with MAN engines and Arneson Surface drives is surely more expensive to service to a Volvo powered Princess or Fairline. This is what most UK builds use. Altough I must admit if I can afford such a boat I prefare MAN engines to a Volvo. Service though will be three times as much altoug with a longer after 100 engine hour interval versus the yearly oil change of a Volvo or after 50eh.

Liam said: Surely if you can afford a 300,000 US$ car, 1500 is not a lot of cash for you. Pershing with MAN engines and Arneson Surface drives is surely more expensive to service to a Volvo powered Princess or Fairline. This is what most UK builds use. Altough I must admit if I can afford such a boat I prefare MAN engines to a Volvo. Service though will be three times as much altoug with a longer after 100 engine hour interval versus the yearly oil change of a Volvo or after 50eh. Click to expand...

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€600K price reduction on 33m Pershing 40-knot sports yacht Levantine II

A €600,000 price reduction has been announced on the 33.2-metre Pershing fast sports yacht Levantine II, listed for sale with Thibault Roi of Burgess .

Delivered by Italian yard Pershing in 2013, the GRP yacht, whose exterior was designed by Fulvio De Simoni , is finished in eye-catching metallic grey. The interior design is by Pershing.

Levantine II accommodates eight guests in four cabins on the lower deck, with access via a staircase from the main deck lounge. The spacious owner's suite comprises an office area, full-beam cabin with a forward-facing bed and large bathroom. Forward of the master, guests will find a VIP double, a twin cabin and a convertible twin/double cabin. There are quarters for a crew of five.

The saloon offers a lounge area and dining space and opens to the aft deck where there is an al fresco dining table. Up on the sundeck, guests can also dine at a table that converts to a giant sunpad. Forward is an outdoor helm console, the main navigation station being in the wheelhouse.

Walk-around side decks lead to the forward exterior lounge area, offering privacy when moored stern-to in port. The seating area has a large sun awning and there is a raised sunpad. Another large sunpad at the stern, above the swim platform, is the perfect place to watch the fast-disappearing wake from.

Triple 2,638hp MTU engines with surface drives deliver an impressive cruising speed of 36 knots and a maximum speed of 40 knots. Range is 330 nautical miles. The RINA-classed, charter-compliant, 178GT yacht for sale has a garage with space for a Williams 505 tender while a second stowage space in the bow holds a jetski and water toys.

Levantine II is now asking €4,900,000 and lying in Antibes, France.

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Pershing yachts

Sport utility yacht. The Pershing way.

It's a new aesthetic and emotional experience. A leap forward in the world of avant-garde yachting. This is where the full pleasure of the sea meets the unmistakable Pershing DNA. This is where the Dominant Species reaches a new evolutionary stage, to bring the Pershing thrill into a dimension that never existed before. Until we've done it.

From 70 to 116 feet.

A series of unlimited possibilities..

First came the GTX116, the family flagship. Now the GTX Series is ready to welcome new members of the Dominant Species, born to deliver the Pershing sportiness and the full enjoyment of the sea in every order of magnitude.

The axioms:

The first axiom of the GTX Series is extreme contact with the water. Open spaces and flexible settings, extensive glazed surfaces, technology designed to make life enjoyable: the barriers melt away and the yacht becomes one with the world around her.

At the origin of these new generation sports yachts is a different approach to marine design and architecture. The result is an explosion of interior space and an interconnectedness never seen before.

A range of unique yachts that everyone can feel as their own. Alone or in company, the versatility of the spaces makes life on board one of uninterrupted enjoyment, whatever the time of day, at anchor or under way.

Broadening the horizons of usability without sacrificing performance, GTX Series yachts have engines and control systems at the cutting edge of technology, to experience the classic Pershing thrill anywhere and at any time.

• Extreme contact.
• Extended spaces.
• Expanded pleasure.
• Expressive sportiness.

The Seascape Revolution

The revolution starts here. From a 35-metre yacht that breaks down every barrier and elevates the seagoing experience to a new dimension.

The Show Flows On

Unexpected spaces merge with fully-connected on-board environments, for a seamless, luxuriating stream of emotions.

From TØ Project to GTX Series.

Launched to redefine the boundaries of yachts in the 20 to 35-metre range, Project TØ delivers the GTX Series to meet the new needs expressed by owners, interpreting and reinventing them as only Pershing knows how.

Alberto Galassi , Ferretti Group CEO

Envisioning the unprecedented

The GTX Series evolutionary path is the expression of the brand's constant strive to expand its identity towards new horizons.

From a blank page. A vision becomes a model.

The latest chapter in Pershing long's history of revolutions, Project TØ is both a result of innovative thinking and a big engineering challenge: the encounter of two opposite yachting worlds, a new segment where the full pleasure of the sea meets the unmistakable Pershing DNA.

The work begins in the atelier. Ideas become material.

Pershing's mix of innovation, cutting-edge technology and expert craftsmanship takes the design and engineering challenges inherent in the TØ Project to the next evolutionary level. The shipyard's technicians use a variety of construction techniques in the process, including both traditional construction techniques and milled blocks.

November 2021

The hull enters the shipyard. Potential becomes reality.

The Mondolfo shipyard is where innovative thinking, cutting-edge technology and Pershing's signature craftsmanship converge. This is where all the yachts of the GTX Series are born.

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Copyright© 2024 Ferretti S.p.A

Ferretti S.p.A.

Tax code and VAT no. 04485970968 Registered Office Via Irma Bandiera, 62 – 47841 Cattolica (RN) Italy REA no. RN 296608 - Companies Register no. 04485970968 Share capital € 338.482.654,00 fully paid-up PEC: [email protected]

Concept Design by Craq Design Studio

Development by Yodigito

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Dreams of duck boats foster a winning attitude among Red Sox’ three big prospects

PORTLAND, Maine — “What’s a duck boat?”

Earlier this year, Red Sox prospect Marcelo Mayer interrupted a conversation with assistant director of player development Chris Stasio and teammates Roman Anthony and Kyle Teel for clarification. The group was discussing the documentary “ Four Days In October ” and the remarkable experiences of championship teams in Boston.

But when Stasio mentioned the rides on duck boats through the city, Mayer and Anthony were perplexed. (Teel, who’d been on a Duck Tour during a family trip to Boston as a child, was not.)

As the players heard from Stasio about the parade of champions on amphibious vehicles, they became captivated.

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“Every time when we see him, we’re like, ‘You ever been on a Duck Boat? Let’s go!’ ” said Mayer, who now has a duck boat as the wallpaper on his phone.

The prospects could have taken a Duck Tour during the Rookie Development Program in Boston in January. There also are duck boat tours in Portland, Maine.

But Mayer, Teel, and Anthony are resolute that they will not go on such a trip until they have earned one as World Series winners with the Red Sox. They regularly discuss their hopes of doing so.

“It became this ongoing joke that obviously isn’t much of a joke,” said Anthony. “We just pump each other up with it every day.”

“It’s freaking cool,” Teel said about taking a champion’s ride through the city. “That’s why we’re talking about it.”

In a way, of course, the whole line of conversation is preposterous. Anthony is still 19 — he turns 20 next week — and in his second full season of pro baseball. Teel, 21, is less than a year removed from being drafted out of the University of Virginia. Mayer, also 21, is in his third full pro season.

They’re all in Double A, with plenty of development in front of them before they’re even ready for the big leagues. Nonetheless, it is telling that the top three prospects in the Red Sox system are forging an identity built around team success.

“There’s expectations and there’s noise,” Anthony said. “As a group, when you go into it and just try to build off of each other each day and just try to go out there and win — and win where we are right now — it takes the pressure off. Not that there is any to begin with, but it takes that outside noise away.

“It’s a lot easier to play when you’re going out there and the goal is just to win. I think that’s why we’ve won a lot lately. And it’s fun, it’s really fun, regardless of where you are, to be a part of a team that’s winning.”

Teams don’t always appreciate that notion in the minors. Often, winning is treated as an afterthought for players striving to reach the big leagues, and rightly so.

In 2013, the Sox’ Low A full-season affiliate (then in Greenville) went 51-87. Yet it was a hugely successful year, given that Mookie Betts had an offensive breakthrough that redirected his path from relative obscurity to stardom.

A case can be made that the foundation of the 2018 World Series title was laid in no small part after Betts left Greenville, when he played — and won — with minor league teams that featured several future big league teammates.

Betts was part of a wave of prospects whose grouping elevated both individual and collective performances, playing for dominant teams in both High A and Double A. The success those young players experienced in the minors became a critical reference point.

Once in the big leagues, Betts, Travis Shaw, Brian Johnson, Jackie Bradley Jr., and others drew on shared experiences to reassure each other during times of struggle. Those dynamics contributed to a culture in which young, homegrown Red Sox players pushed and pulled each other to a title.

The Sox are hopeful that something similar might be at work in Portland, with results that could be felt for years to come.

“They want to win together. They want to do this together,” said Stasio. “I think that’s real. They’re not focused on poking their head in the big leagues or being an All-Star, accomplishing individual goals. Their goal is to win in Boston as a group and have a special experience with our group.”

Early in 2024, they’re doing that. Portland is 16-11, in first place in the Eastern League. Each win is celebrated with Teel — known to teammates as “DJ Base Monkey” — spinning decks.

Evaluators who have gone through Portland suggest the heralded trio is living up to its billing, even with offensive numbers that have been somewhat dampened by the typical arctic conditions at the start of a Portland season.

Mayer is hitting .276/.316/.448 with three homers, again hitting rockets. Teel, less than 50 games into his pro career, looks like a near-lock to be an everyday catcher based on his mature plate approach (.244/.361/.415) and defensive ability. Anthony has been crushing the ball, with results in May (.333/.467/.542) that have started to align with the quality of his at-bats.

“It’s a really [expletive] good team,” said a rival evaluator, noting that the talent base extends to include Nick Yorke, Wikelman Gonzalez, Eddinson Paulino, and others.

Day to day, the work by the prospects is specific and purposeful, whether it’s on swing decisions, defense, or attention to game details. But underlying those efforts is a collective ambition, one that is admittedly audacious.

“The city of Boston wants championships more than anything. We want them just as bad, maybe even more,” said Mayer. “We talk about it every single day — trying to win championships in Boston, bring championships to the city, bring joy to the fans.

“We see it as a challenge. Obviously if you want to win World Series, you’re going to have to deal with a lot of pressure. So in a way it’s good that we have it now, because it’s not going to go away.”

Alex Speier can be reached at [email protected] . Follow him @alexspeier .