Pershing's Grace Sells in Under Six Months at a EUR 3.35m Ask

How long did it take to sell the Pershing Grace, and who handled it?

Grace, a 2016 Pershing 108, sold in under six months after being listed on 30 March 2026, with the deal reported on 28 August 2026 at a last asking price of EUR 3,350,000.

Three brokers are named on the deal, which is more than usual for a single-yacht sale and worth noting on its own. Adil Satir of Asmira Marine and Maurizio Magri of Magrimar introduced the buyer, while Cem Kuskonmaz of Nautique Yachting represented the seller. Nautique Yachting also held the listing from the start, under a different individual - Onur Erardag was named as the listing broker back in March - which suggests a handover or a team sale inside the same brokerage rather than one broker running the deal start to finish.

Five months from a fresh listing to a reported sale is a reasonable clip for a 30-metre-plus performance motor yacht, though SuperYacht Times does not publish the final agreed price, only the last asking figure. That is a normal and honest gap in brokerage reporting - final sale prices are rarely disclosed - but it means the EUR 3.35m figure describes what the seller was asking when the deal closed, not necessarily what changed hands. The sale also closes out a listing that ran through the busiest part of the Mediterranean charter season, which is itself informative: a seller did not need to wait for a quieter winter market to find a buyer, and the brokers involved did not need to cut the price mid-listing to get there, at least as far as the public record shows.

What kind of yacht is the Pershing 108 Grace?

Grace is a GRP-built Pershing 108 with interior and exterior design by Fulvio De Simoni, twin MTU engines giving a 35-knot cruise and 42-knot top speed, and accommodation for eight guests across four cabins.

The layout is built around a full-beam master stateroom, a VIP suite and a pair of twin cabins that convert to doubles - a sensible spread for a charter-capable private yacht rather than a pure day-boat. Five crew are berthed in five cabins, which is generous relative to the eight-guest capacity and points to a boat specified for proper cruising rather than marina-hopping. Naval architecture was handled in-house by Pershing, with Fulvio De Simoni responsible for both the interior and exterior styling - a single-studio design credit that is simpler to verify than the four- and five-name credit lists increasingly common on new-build superyachts.

Performance is the point of the model line: twin MTU engines give Grace a 35-knot cruising speed and a 42-knot top speed, figures that have not moved between the March listing and the August sale report, which at least suggests the propulsion claims were not revised or challenged during the sale process. A metallic-finish hull built entirely in GRP is standard Pershing practice for the era and does not by itself say anything about condition after nine years - that depends on maintenance history, which is not published here or, typically, in any brokerage listing. Outside, the sundeck and aft cockpit are set up for the water-toy-and-tender routine that defines this class of yacht in practice as much as any spec sheet does, and both SuperYacht Times reports note a beam of 6.7 metres - a genuinely wide platform for a 33-metre performance hull, which is part of how the interior fits a full-beam master and still leaves room for guest and crew circulation.

What does Grace's sale timeline say about the market for used performance yachts?

One yacht selling in five months is a data point, not a trend, but it is a useful one for an owner of a similar-vintage performance flybridge model who is deciding whether now is a reasonable time to list.

A nine-year-old design with a well-documented builder, a single named design studio and German engines from a manufacturer with wide service support is close to the easiest kind of used yacht to sell with confidence, because a buyer's surveyor and financing bank both have plenty of comparable transactions to check the numbers against. That is different from a small-yard one-off or a first-of-class model, where the absence of resale comparables is itself a real cost to a future seller, not just an inconvenience. An owner comparing a Pershing 108 against a less-established rival at the same size and price point is, in effect, also comparing how easy each boat will be to move on again in five or ten years.

None of that is visible in the two-line brokerage announcement, which is exactly why it is worth writing down rather than leaving buried in a listing site. The Grace sale does not prove the 30-metre performance segment is liquid generally - one transaction cannot - but it does confirm that a well-known model from an established builder, correctly priced, still moved inside half a year in August 2026's market, which is itself useful context against a slower story elsewhere in the brokerage press this month. Keeping naval architecture in-house at Pershing rather than outsourcing it also matters here in a quiet way: a buyer's questions about hull warranty, structural history or a past repair have one company to go back to, not a naval architecture studio that may or may not still exist in its original form nine years after delivery - a real consideration on any yacht old enough to have changed hands once already.

What should a buyer double-check before trusting Grace's published specifications?

SuperYacht Times' own two reports on Grace disagree with each other on both her length and her tonnage, a reminder that even routine brokerage figures deserve a second look before they are repeated as fact.

The March listing gave Grace as 32.9 metres and 176 GT; the August sale report gave her as 33.23 metres and, in one place on the same page, 178 GT. Both figures come from the same publication and the same byline, so this is not a case of two outlets disagreeing - it is the same source publishing two different numbers for the same yacht five months apart. Neither figure carries an independent surveyor's sign-off in what is public, and a difference of a third of a metre or two GT is not going to change a buyer's decision, but it is a small, concrete example of why this desk treats brokerage-listing numbers as a starting point for verification rather than a settled fact, even when the source is a reputable trade publication.

What is genuinely not published is the more important gap: the final agreed sale price, the yacht's engine hours, and any refit or major-systems history since her 2016 delivery. A buyer working from the public record alone knows what Grace was asking, not what she sold for, and knows her factory specification, not her actual condition after nine years of use. That is the ordinary state of affairs for a private brokerage sale, not a defect specific to this transaction, but it is worth an owner remembering before treating any single reported figure - asking price, cruising speed, or GT - as more precise than the brokerage industry's own reporting of it actually is. It is worth noting what the two reports do agree on, since that is instructive too: crew capacity (five, in five cabins), guest capacity (eight, in four cabins) and the propulsion figures are identical in both, five months apart. Consistency on those numbers and disagreement on length and tonnage suggests the discrepancy is a rounding or data-entry issue on two specific fields rather than a sign that the whole listing was rewritten from scratch - a distinction that matters to how much weight a buyer should put on the gap.