Ferretti 620 11111

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Then, of course, there is the crew cabin. Instead of the usual impossible European ladder into a dungeon, this has a nearly impossible stairwell from the corner of the cockpit that leads to a quite civilized (but tiny) cabin with single berth, head and shower. For owners on this side of the pond, it’s a good place for a teenager. Or that slim Italian who can get down those narrow stairs.

The bridge, however, has very comfortable stairs from the cockpit, making access safe and secure. Once there, the helm is tucked to starboard with a double-wide bench seat, and the instruments are in a fold-up pod that closes for weather protection. Opposite is another double-wide, and the entire forward area to the venturi windscreen is a huge sun pad.

Behind the companion seat is a wet bar with space for a barbecue, and a wraparound couch and fiberglass table that fills the after end of the bridge. One item of concern that I’ve mentioned several times is the radar mounted on the low spoiler just behind the couch. This is right at head level and well inside the 13-foot safety zone recommended by Furuno for radar emissions. As I wrote before, you can turn the radar off when anyone is on the bridge, but that’s where you’ll want to be in case of fog. On the other hand, you may be able to put a raw steak on the flybridge table and cook it to your preference by changing the range on the radar. I don’t know, but it seems worrisome.

Power for our test 620 was a whacking great pair of 1,100-horsepower MAN diesels, offered as an option instead of the standard 900-horsepower MANs normally ordered for the American market. The bigger diesels are V-10s, and they seem to be very quiet, with less vibration than V-8s.



The engine room is a delight, with nearly full headroom, rubber nonslip on the walk-around areas and full gelcoat in the bilge. Access to the engines is excellent, with dipsticks mounted facing inboard, oil and water filters close at hand, and a protected sight gauge for the fiberglass fuel tank, which separates the engine room from the crew quarters. The standard genset is a 21.5 kW Onan, which is a change from the usual Kohler found on Ferrettis, and it makes a compact and quiet package in its sound shield.

We didn’t have any seas to challenge our test, but since the 620 hull is an extended version of the successful Ferretti 592, I have no qualms that it is soft-riding and dry. And, to put it succinctly, it hauls. We topped out at more than 32 knots, plenty rapid for a 62-footer weighing in the neighborhood of 37 tons, which I take to be a testament to her slippery hull lines. At an easy cruise of 2000 rpm, we were still knocking off over 25 knots and the engines weren’t breathing hard.

We may not be carrying a cargo of Dom Perignon to Monte Carlo, but Americans will nonetheless find a great deal to love about the Ferretti 620. She is absolutely perfect for how most of us use our yachts, and she is solidly built, thoughtfully equipped and thoroughly luxurious. Don’t miss this Italian beauty.

LOA: 61’7”
LWL: 52’6”
BEAM: 17’3”
DRAFT: 4’11”
DISPL.: 82,673 lb.
FUEL: 978 gal.
WATER: 140 gal.
ENGINE OPTIONS: 2 x 900 hp MAN diesels
ENGINES TESTED: 2 x 1,100 hp MAN diesels
BASE PRICE: Upon request

Test conditions: Speeds were measured by GPS off Fort Lauderdale, Florida, with calm seas and 5-knot winds, with ½ load of fuel, ½ load of water and five people on board. Fuel consumption was calculated by the electronic engine-monitoring system. Sound levels were measured at the lower helm.

RPM    Knots     GPH    dB(A)
600           6.8     8.9       62
900         10.8    17.2      62
1200        12.9    22        62
1500       15.9     45       62
1800       21.8     64       64
2100        28.3    89       68
2350       32.2    116      70

Ferretti Group of America, 954-462-5527; www.ferretti-yachts.com