COMPANY PRESENTATION January 2018

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DISCLAIMER FORWARD-LOOKING STATEMENTS & INFORMATION

This presentation contains forward-looking statements and forward-looking information within the meaning of

applicable securities laws. The words “expected'', “estimated”, “scheduled”, “could”, “anticipated”, “long-term”,

“opportunities”, “potential”, “continue”, “likely”, “may”, “will”, “positioned”, “possible”, “believe”, “expand” and

variations of these terms and similar expressions, or the negative of these terms or similar expressions, are intended to

identify forward-looking information or statements. But the absence of such words does not mean that a statement is

not forward-looking. Forward-looking information is based on the opinions, expectations and estimates of management

of Pyxis Tankers Inc. (“we”, “our” or “Pyxis”) at the date the information is made, and is based on a number of

assumptions and subject to a variety of risks and uncertainties and other factors that could cause actual events or

results to differ materially from those projected in the forward-looking information. Although we believe that the

expectations and assumptions on which such forward-looking statements and information are based are reasonable,

you should not place undue reliance on the forward-looking statements and information because we cannot give any

assurance that they will prove to be correct. Since forward-looking statements and information address future events

and conditions, by their very nature they involve inherent risks and uncertainties and actual results and future events

could differ materially from those anticipated or implied in such information. Factors that might cause or contribute to

such discrepancy include, but are not limited to, the risk factors described in our Annual Report on Form 20-F for the

year ended December 31, 2016 and our other filings with the Securities and Exchange Commission (the “SEC”). The

forward-looking statements and information contained in this presentation are made as of the date hereof. We do not

undertake any obligation to update publicly or revise any forward-looking statements or information, whether as a result

of new information, future events or otherwise, except in accordance with U.S. federal securities laws and other

applicable securities laws.

This presentation and any oral statements made in connection with it are for informational purposes only and do not

constitute an offer to buy or sell our securities. For more complete information about us, you should read the information

in this presentation together with our filings with the SEC, which may be accessed at the SEC’s website

(http://www.sec.gov).

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COMPANY EMERGING GROWTH - PURE PLAY PRODUCT TANKER COMPANY

► Focus on modern medium range (“MR”) product tankers with “eco” features

►Young tanker fleet of six IMO-certified vessels - weighted average age of ~6.9 years

►Management may pursue a sale or other long-term strategy relating to small tankers

Growth Oriented

with Attractive,

Modern Fleet

► Long-standing relationships with first-class customers worldwide

►11% of available days in 2018 are covered, exclusive of options

►Positioned to capitalize when charter rates improve

Reputable Customer

Base & Diversified

Chartering Strategy

►Disciplined fixed cost structure creates greater earnings power when rates improve

►Competitive total daily operational costs to peer group

►Moderate capitalization with low cost, long-lived bank debt

Competitive Cost

Structure &

Moderate

Capitalization

► Strong mgmt. team with 100+ years of combined industry and capital markets experience

► Founder/CEO has proven track record and is a major shareholder

►Board members consist of respected industry figures and/or with significant experience

Experienced,

Incentivized

Management

& Prominent Board

► IMF’s global annual growth of 3.9% should result in demand outpacing supply through 2019

► Lowest MR2 orderbook since 2000 with scheduled deliveries of 2.7% / yr. for 2018-19

► Increased scrapping expected – 5.8% of the MR2 fleet greater than 20 years old

►New environmental regulations could affect older vessels leading to further scrapping and

slow steaming

Favorable Industry

Fundamentals

Create Attractive

Entry Point

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FLEET & EMPLOYMENT OVERVIEW POSITIONED FOR UPSIDE OPPORTUNITIES

Our mixed chartering strategy provides upside opportunities through spot trading when rates improve and

stable, visible cash flows from time charters

Vessel Shipyard Vessel

Type

Carrying

Capacity

(dwt)

Year Built Type of

Charter

Anticipated

Redelivery Date (1)

Pyxis Epsilon SPP / S.Korea MR 50,295 2015 Time May 2018

Pyxis Theta SPP / S.Korea MR 51,795 2013 Spot N/A

Pyxis Malou SPP / S.Korea MR 50,667 2009 Spot N/A

Pyxis Delta Hyundai / S.Korea MR 46,616 2006 Time May 2018

Northsea Alpha (2) Kejin / China Small Tanker 8,615 2010 Spot N/A

Northsea Beta (2) Kejin / China Small Tanker 8,647 2010 Spot N/A

Total 216,635 Avg. Age

6.9 Years

Fle

et

De

tails

Fle

et

Em

plo

ym

en

t

Ov

erv

iew

(1) These tables are dated as of January 22, 2018 and show gross rates and do not reflect commissions payable.

(2) Management may pursue sale or other long-term strategy for small tankers.

11% of anticipated available days for 2018 are covered, exclusive of options

Vessel 2018

Jan. Feb. Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov. Dec.

Pyxis Epsilon $16,250 / Day

Pyxis Theta N/A

Pyxis Malou N/A

Pyxis Delta $14,325 / Day

Northsea Alpha N/A

Northsea Beta N/A

Fixed Employment

Charterers Optional Period

Open Days

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STRONG RELATIONSHIPS QUALITY VESSELS & OPERATIONS BLUE CHIP CUSTOMERS ATTRACTIVE

LENDING TERMS

CUSTOMERS SENIOR LENDERS SHIPYARDS

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SENIOR MANAGEMENT

► Joined Pyxis affiliates in 2013; 19+ years experience in strategic corporate shipping transactions

► Previous 5 years securities and M&A partner at Watson Farley & Williams with particular focus in the

shipping industry

► Advised on complex international corporate shipping transactions in New York offices of Orrick,

Herrington & Sutcliffe LLP and Healy & Baillie, LLP and in New York and London offices of Weil, Gotshal

& Manges LLP since 1997

► Former member of Board of Governors & Vice President of the Connecticut Maritime Association

► Joined Pyxis affiliates in 2008; 25+ years of experience in the shipping industry

► Co-founder of Navbulk Shipping S.A., a start-up dry bulk company

► 5 years as Financial Director of Neptune Lines, a car carrier company

► 16 years in various financial and operational positions for other ship owning and services companies

► 25+ years of experience in owning, operating and managing within various shipping sectors,

including product, dry bulk, chemical, as well as salvage and towage

► Founder of Pyxis in 2015 and Pyxis Maritime Corp. in 2007

► For the last 16 years, Managing Director & Principal of KONKAR SHIPPING AGENCIES S.A., an Athens-

based dry bulk owner-operator established in 1968

► Joined Pyxis affiliates in 2015; 35 years of commercial, investment and merchant banking experience

► Previous investment banking positions include Nordea Markets (Oslo & NY)–Global Sector Head-

Shipping, and Oppenheimer (NY)–Head of Energy & Transportation

Antonios “Tony”

Backos

SVP for Corporate

Development, General Counsel &

Secretary

Konstantinos

“Kostas” Lytras

Chief Operating

Officer

Valentios “Eddie”

Valentis

Chairman & CEO

Henry Williams

CFO & Treasurer

DECADES OF EXPERIENCE

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PYXIS ORGANIZATIONAL STRUCTURE LEAN, EFFICIENT, SCALABLE ORGANIZATIONAL STRUCTURE

Administrative, Commercial &

Ship Management Services (1)

Administrative, Commercial &

Ship Management Fees

(1) As an affiliate, provides the commercial management for the fleet and supervises the crewing and technical management performed by ITM for all our vessels

(2) Provides technical management for all our vessels

Technical

Management (2)

Quality, Cost Effective Ship Management ►Streamlined structure minimizes costs and allows management to focus on creating

long term shareholder value

►Very competitive ship management fees @ $750/day/vessel provide safe and efficient

operating results compared to peers

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►Expand fleet by targeting balanced capital structure of debt and equity

►Maintain commercial lending and expand capital markets relationships

►Meet charterers’ preference for modern and eco tankers, which offer more

operating reliability and efficiency

►Maintain high standards ensuring high level of safety, customer service and

support

►Continue solid margins and ship level financial discipline within Pyxis

►Focus on acquisition of IMO II and III MR2 class product tankers of eight

years of age or less built in Tier 1 Asian shipyards

►Prudently grow company size as soon as practical

Grow the Fleet

Opportunistically

Maintain Financial

Flexibility

Focus on the Needs

of our Customers

COMPANY STRATEGY FOCUS ON QUALITY, GROWTH, SERVICE & FINANCIAL FLEXIBILITY

►Employ mixed chartering strategy between time and spot

►Maintain optionality – spot exposure offers upside during periods of market

strength

►Diversify charters by customer and staggered duration

Utilize Portfolio

Approach to

Commercial

Management

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PRO-FORMA CAPITALIZATION AT SEPTEMBER 30, 2017

At September 30, 2017

In ‘000 USD ACTUAL PRO-FORMA*

Cash and cash equivalents, including restricted cash $ 5,604 9,904

Bank debt, net of deferred financing fees 67,804 67,804

Promissory note 2,500 5,000

Total funded debt $ 70,304 72,804

Stockholders' equity 44,959 49,259

Total capitalization $ 115,263 122,063

Net funded debt $ 64,700 62,900

Total funded debt / total capitalization 61.0% 59.6%

Net funded debt / total capitalization 56.1% 51.5%

• Weighted average interest rate of total debt for the nine months ended September 30, 2017 was 3.68%

Pro-forma recent developments:

• PIPE Offering: Issued 2.4 million restricted shares of common stock, resulting in $4.3 million net proceeds

• Maritime Investors Promissory Note: Increased outstanding balance from $2.5 million to $5.0 million

Moderate

leverage at

low interest costs

No bank balloon

payments

scheduled until

Q2 2020

* Excludes scheduled bank principal payments of $1.7 million since September 30, 2017

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MANAGEMENT INCENTIVIZED TO ACHIEVE GROWTH FOUNDER/CEO’S SUBSTANTIAL SHAREHOLDINGS

► Common shares listed on NASDAQ Capital Market under trading symbol “PXS”

► The shareholder base as of January 22, 2018:

Maritime Investors Corp. & other affiliate of our CEO 17,007,445 (81.5% of outstanding)

Public Float 3,870,448 (18.5%)

Total Shares Outstanding 20,877,893 (100%)

► Our Founder/CEO’s substantial shareholdings and interests are aligned with our shareholders

MARKET OVERVIEW PRODUCT TANKER INDUSTRY

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REFINED PRODUCTS OVERVIEW

Petroleum Products

Bitumen

Fuel Oil

Cycle Oils

Diesel/Gasoil

Kerosene

Gasolines

Clean Condensates

Naphthas

Other Bulk Liquids

Vegetable Oils & Organic Chemicals

Dirty

Products

Clean

Products

Crude

Most products tankers can switch

between clean and dirty products

when the tanks are carefully cleaned.

Gasoil is a good clean up cargo when

switching from dirty to clean products.

More sophisticated product tankers

work at this end of the market, some

with the ability to carry products and

certain chemicals.

Crude tankers carry only crude oil and

fuel oils.

Non-oil substances now covered by

revised IBC Code. To carry chemicals,

an IMO Certificate of Fitness is

required.

PRODUCT CARRYING VERSATILITY

Veg Oil/Light Chemicals

Source: Drewry, January 2018

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1,500

1,700

1,900

2,100

2,300

2,500

2,700

2,900

3,100

3,300

600

650

700

750

800

850

900

950

1,000

1,050

1,100

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017E

Seaborne Product Trade - Million Tons (Left Hand Scale)

Ton Mile Demand - Billion Ton Miles (Right Hand Scale)

CHANGING TRADE ROUTES & PETROLEUM REFINERY LANDSCAPE CREATING INCREMENTAL DEMAND

Source: Drewry, January 2018

* Compound annual growth rate

Increases in Demand due to Changing Trade Routes & Refining Landscape

3.6% CAGR* in million tons of seaborne trade

4.3% CAGR in ton mile demand

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Increases in Long-Haul Routes

EVOLVING TRADE ROUTES WITH TON MILES INCREASING

• Growth in net refining capacity expected to further drive demand for product tankers

• Lower crude / feedstock prices generate incremental refinery demand

• Arbitrage between markets create further opportunities

• Emerging, growing markets in South America and Africa have little to no refining capacity

• U.S. exports to South America have grown at CAGR of ~15.2% from 2007 to 2017

R R

New Refineries R

Source: Drewry, January 2018

15

0

1

2

3

4

5

6

United States Saudi Arabia India

U.S. HAS BECOME MAJOR EXPORTER OF REFINED PRODUCTS

Mill

ion

Ba

rre

ls p

er

Da

y

Increase in refinery capacity due to proliferation of shale oil production

Source: Drewry, January 2018

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REFINERY CAPACITY ADDITIONS FURTHER AWAY FROM END USERS BOOSTING TON-MILE DEMAND

Expected Petroleum Refinery Capacity Additions Driven by Non-OECD Growth & Exports

Mill

ion

Ba

rre

ls p

er

Da

y

0.0

0.5

1.0

1.5

2.0

2018 2019 2020 2021 2022

Source: Drewry, January 2018

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MR2 ORDER BOOK AT LOWEST LEVEL SINCE 2000

• Total MR2 vessel orderbook has fallen from a ~48% high in 2007 of the then existing fleet to 6% (98

MR2 vessels) of the worldwide fleet, lowest since 2000

• MR2: Low ordering – 52 MR2’s in 2017 (3.2% of global fleet)

• Limited capacity additions scheduled beyond 2018 due to continued financial

problems/restructurings/closures at shipyards and limited availability of cost-effective capital

• Worldwide MR2 fleet is expected to grow at an average of 2.7% (gross) per annum in 2018 and 2019,

without giving effect to scrapping of older vessels and slippage of deliveries

Expected Delivery Schedule

Nu

mb

er

of

Ve

sse

ls

0

10

20

30

40

50

60

Medium Range 2 (MR2)

2018 2019 2020 2021+

Source: Drewry, January 2018

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MR2 SCRAPPING EXPECTED TO INCREASE

Global Fleet Age Distribution by Tonnage

Source: Drewry, January 2018

• Average age of MR2 fleet is 9.7 years

• 95 MR2 vessels (5.8%) are 20 years old or more

• Less than 1% scrapping in 2017

• Sizeable portion of the fleet is approaching end of its useful life - future supply will affect

replacement ability

• New environmental regulations should drive more scrapping

0%

5%

10%

15%

20%

25%

30%

35%

< 5 Yrs 5-10 Yrs 10-15 Yrs 15-20 Yrs 20-25 Yrs 25+ Yrs

MR2

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► Environmental regulations should lead to increased scrapping

• Force owners to either scrap earlier or make significant vessel capital

expenditures to remain operationally competitive

• 166 MR2 (10.2% of world fleet) are 17 year old +

► Ballast Water Treatment System (“BWTS”)

• Ballast sea water is used to stabilize vessels and ensure structural integrity;

Pumped before/after cargo is loaded/unloaded

• Starting September 2019 at vessel’s next special survey, owners will have to

install approved BWTS, which removes inactive organisms from ballast water

prior to discharge

• Retrofits in older tankers can be challenging and costly

• Depending on vessel, fully loaded installation costs expected to be between

$0.50 million to $0.75 million for a standard MR tanker

► New stricter regulations on sulfur emissions starting January 2020

• Limits reduced from 3.5% to 0.5%

• Owners either i) install expensive scrubber (~$3.0 million+ cost vs. ~$4.0 million

vessel scrap value) to burn current grade of fuel, or ii) pay sizeable premium

(currently ~ $240 per ton or $7,200 per day) to burn marine gas oil (MGO) fuel

and run vessel at slower speed

NEW ENVIRONMENTAL REGULATIONS TO DRIVE MORE SCRAPPING

Source: Drewry, January 2018

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2008-2017 MR2 Avg. Rate

Average $15,155

Low $10,800

High $25,000

Dec. 2017 $14,000

0

5,000

10,000

15,000

20,000

25,000

30,000

Jan-08 Jan-09 Jan-10 Jan-11 Jan-12 Jan-13 Jan-14 Jan-15 Jan-16 Jan-17

MR2 10 Year Average

2008-2017 MR2 Avg. Rate

Average $12,736

Low $1,800

High $32,400

Dec. 2017 $13,600

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2014 2015 2016 2017 10 Year Average

MR2 CHARTER RATES POSITIONED FOR REBOUND

Daily MR2 Time Charter Equivalent Spot Rates (Caribs-USAC)

1 Year MR2 Time Charter Equivalent Rates *

Source: Drewry, January 2018

* Please see Exhibit I - Non-GAAP Definitions

USD

pe

r D

ay

USD

pe

r D

ay

21

15

25

35

45

55

65

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

NB Price NB Price Average 08-17 SH Price SH Price Average 08-17

HISTORICAL LOW MR2 ASSET VALUES CREATE ATTRACTIVE ENTRY POINT

MR2 Asset Prices

USD

Mill

ion

Source: Drewry, January 2018

* Exclusive of higher design specifications, yard supervision costs and spares

Type Dec. 2017 10 Yr. Average Difference

New Build Construction (delivery mid 19) * $33.0 $37.1 (11.0%)

5 yr. old $25.0 $28.8 (13.3%)

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INVESTMENT HIGHLIGHTS EMERGING GROWTH - PURE PLAY PRODUCT TANKER COMPANY

Growth Oriented with Attractive, Modern Fleet

Reputable Customer Base &

Diversified Chartering Strategy

Competitive Cost Structure & Moderate

Capitalization

Experienced, Incentivized

Management & Prominent Board

Favorable Industry Fundamentals

Create Attractive Entry Point

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CONTACT

Pyxis Tankers Inc.

K.Karamanli 59

Maroussi 15125, Greece

Email: info@pyxistankers.com

www.pyxistankers.com

Henry Williams

CFO & Treasurer

Phone: +1 516 455 0106/ +30 210 638 0200

Email: hwilliams@pyxistankers.com

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EXHIBIT I | NON-GAAP DEFINITIONS

Daily time charter equivalent (“TCE”) is a shipping industry performance measure of the average daily revenue performance of a

vessel on a per voyage basis. TCE is not calculated in accordance with U.S. GAAP. We utilize TCE because we believe it is a

meaningful measure to compare period-to-period changes in our performance despite changes in the mix of charter types (i.e.,

spot charters, time charters and bareboat charters) under which our vessels may be employed between the periods. Our

management also utilizes TCE to assist them in making decisions regarding employment of the vessels. We calculate TCE by dividing

voyage revenues after deducting voyage related costs and commissions by operating days for the relevant period. Voyage

related costs and commissions primarily consist of brokerage commissions, port, canal and fuel costs that are unique to a particular

voyage, which would otherwise be paid by the charterer under a time charter contract.