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There are about 30 used Westports listed publicly in May 2026, with the heaviest concentration in the 112 range and asking prices from $5.9M for a 2003 112 to $39M for a 2022 130. Westport is the most consistent semi-production tri-deck builder in North America. More than 90 hulls of the 112 alone have been delivered since 2000, which makes the brokerage market for this hull the deepest single-model superyacht market in the world.
This buyer's guide covers what you need to know to buy the right Westport in the right year at the right price.
The Westport range in 2026
Westport builds at Hoquiam and Westport, Washington. The current range is four hulls. The 112, the 125 Raised Pilothouse, the 130, and the 164. Each is a tri-deck composite motor yacht with twin MTU diesels and a charter-friendly layout.
The Westport 112 is the franchise. Hull count is now north of 100. The layout (master on main, four guest cabins below, full beach club, six crew) became the default North American charter platform for the 28m to 35m segment, and remains the most rentable yacht in the Bahamas charter market.
The Westport 130 is the modern flagship for the volume range. Tighter chines than the 112, more glass, more deck space, full-beam master, modern engineering package. Built since approximately 2019. Around 12 hulls in the water as of May 2026.
The Westport 125 RPH is the older sister to the 130 and the right answer for buyers who want the proven platform at lower cost.
The Westport 164 is the brand's largest. Limited hull count. Custom interior detail. Real charter capability at 50m+.
Pricing in 2026
| Model | Year range | Asking range | Notes |
|---|---|---|---|
| Westport 112 (hull #1-30) | 2000-2008 | $5.5M to $7.9M | Detroit 16V92 engines, refit risk |
| Westport 112 (hull #30-70) | 2009-2016 | $7.5M to $11.5M | Volume range. MTU 16V2000 standard |
| Westport 112 (hull #70+) | 2017-2024 | $11.5M to $18M | Current engineering, light refit |
| Westport 125 RPH | 2008-2018 | $13.5M to $19M | Solid intermediate |
| Westport 130 | 2019-2024 | $26M to $39M | Modern flagship, tight market |
| Westport 164 | 2013-2024 | $42M to $68M | Limited transactions, custom interior |
The 112 is the model with the widest spread, and that spread is engine-package driven. The Detroit 16V92 era boats are the entry point but the engine package now has parts and qualified-mechanic constraints. The MTU 16V2000 era boats are where most buyers want to be in 2026.
Closing prices on a 112 typically come in 8% to 12% below ask. The newer 130 trades tighter at 5% to 8% below ask.
Survey priorities
Five items every Westport survey should hit hard.
Engine package and hours. A 112 with original Detroit 16V92 engines past 8,000 hours each is a repower conversation, not a buy conversation. A repower to MTU runs $1.4M to $2.1M depending on shaft and reduction gear work. Price it in or pass.
Stabilizer service. Naiad fins on Westport are reliable but the post-6,000-hour service is significant. Confirm last service date and budget $40K to $80K if overdue.
Generator overhaul. Twin Northern Lights units. Original generators past 10,000 hours each are due. $50K to $70K each installed.
Hull moisture, particularly at the chines and at the through-hulls. Westport hulls hold up well but the older hulls (pre-2008) have shown spot moisture issues at high-stress points. A full moisture survey is non-negotiable on any 112 over 18 years old.
Interior soft goods and AV. Pre-2015 hulls almost always need a soft-goods refresh ($200K to $400K on a 112) and an AV refresh ($120K to $250K). The boats that have already had this work done command a premium that is usually worth paying.
What we would not buy
Three specific Westport situations we would steer a buyer away from in 2026.
The 2000-2003 Westport 112 hulls (the first eight or so) without documented repower and without a documented MARPOL Tier compliance upgrade. These are good hulls with old engines and old compliance, and the deferred cost is north of $2.5M to make them ready for current US and Bahamas operation. The asking prices look like a bargain. They are not.
A Westport 112 that has been in charter for more than six seasons with one captain and no second-opinion engineering audit. The 112 is a workhorse and most charter-fleet hulls are well maintained, but the cumulative deferral on long-tenured single-captain boats is consistently underestimated. A 2010 charter 112 with no major service intervention is a $1.2M to $2M refit risk.
A Westport 164 hull without a current Lloyd's, ABS, or RINA survey. These boats are complex. Buying without an inspection at year five and year ten is a risk we would not take at this price point.
Westport versus the field
The honest comparison set in North America is short.
Westport 112 versus Hatteras 105 RPH. The Hatteras is newer to the segment, has a marginally lower fuel burn, and is priced 12% to 18% below a comparable Westport 112. Westport has the build pedigree and the charter resale data. We cover this in Hatteras yachts for sale.
Westport 130 versus Christensen 130 versus Burger 145. Christensen is the closest comparable on build quality. Burger sits between Christensen and Westport in custom freedom. For a buyer who wants a US-built tri-deck above 35m and is willing to look at custom, all three are worth a parallel run.
Westport 164 versus Trinity 164 (legacy). Trinity is no longer in production and the used Trinity market is thin but priced well. If you want a US-built 50m+ tri-deck and the Westport 164 inventory is limited, the Trinity 164 is the realistic alternative.
Brokers
Westport sells through HMY Yacht Sales, Northrop & Johnson, and Worth Avenue Yachts in the US. HMY has the longest history with the brand on the East Coast. Northrop & Johnson dominates the West Coast and Pacific Northwest channel. We cover HMY in our HMY Yacht Sales review.
For the 164 and the high end of the 130 market, Burgess and Edmiston both maintain Westport CVs, although neither leads the brand the way the US specialists do.
The charter case for a Westport 112
A meaningful share of Westport 112 owners run a charter program. The reason is operationally simple. The 112 has the best name recognition of any single tri-deck in the Bahamas and Caribbean charter markets, the crew structure is straightforward to recruit for, and the charter rate per week is well supported by the broker community.
Realistic charter rates on a Westport 112 in 2026, low season to peak season, run $145K to $215K per week in the Bahamas and Caribbean, with summer Mediterranean repositioning rates in the $135K to $185K range. APA runs 30% to 35%. Crew gratuity adds 10% to 15%. A well-managed charter 112 will book 14 to 22 weeks per year.
The economics work as a partial offset, not as a profit center. A charter 112 generating $2.4M to $3.6M in gross charter revenue typically retains $700K to $1.4M after broker commission, captain commission, fuel APA reconciliation, charter management fees, and the incremental wear-and-tear refit reserve. That offset, applied against $1.6M to $2.4M of fully-loaded annual operating cost, brings the net annual ownership cost down to the $400K to $1.2M range. Better than no charter program, not a return on capital.
If you intend to charter, buy a hull with a charter-friendly layout (full beach club, accessible tender garage, eight-guest cabin configuration if possible) and check the prior charter history. Hulls with established repeat charter clients and a captain willing to stay through transition are worth a premium of $300K to $700K over a comparable hull with no charter history.
What to do next
Read how to buy a yacht and the annual cost of yacht ownership before you commit to a price band. Send any specific listing you are considering and we will give you a candid read on the yacht, the engine package, the service history, and the asking price.
Westport in 2026 is the right answer for a buyer who wants a US-built tri-deck on a proven platform with the densest used market in the segment. Buy the right hull number in the right year, do the engineering survey work, and you will have one of the most reliable large yachts on the water. The wrong 112 will eat your engineering budget for the next five years. The right one will hold value and run smoothly.