Viking 64 Convertible for Sale

Viking 64 Convertible Specifications

The defining technical feature of the Viking 64 Convertible is its hull construction. Viking pioneered the use of vacuum-infused resin technology for sportfishing yachts, and the 64C takes that process to its most advanced expression. The hull is built using engineered e-glass and carbon fibre fabrics saturated with vinylester resin through a vacuum-infusion process — not hand-laid, not spray-chopped, but precision-controlled infusion where the resin-to-fibre ratio is calculated and maintained to engineering tolerances. End-grain balsa and closed-cell foam core materials are used throughout the hull bottom and topsides. The result is a hull that is approximately 15–20% lighter and significantly stiffer than an equivalent hand-laid fibreglass structure. That weight saving translates directly to speed, fuel efficiency, and ride quality — the three metrics that matter most in offshore sportfishing.

The MAN V12-1900 CR is a 24.24-litre, 12-cylinder common-rail diesel producing 1,900 horsepower at 2,300 RPM. These are the most powerful engines available in Viking’s production convertible range. The common-rail fuel injection system delivers precise fuel metering at pressures exceeding 1,800 bar, resulting in cleaner combustion, lower exhaust emissions, reduced noise, and a flatter torque curve than mechanically injected predecessors. Each engine weighs approximately 3,350 lbs and drives through a ZF 3050A marine gearbox with a 1.767:1 reduction ratio to 34″ × 44″ five-blade NiBrAl propellers. The MAN V12 platform has an established service record in the Viking fleet, also powering the 68C and 72C models, giving the 64C owner access to a well-understood engine with a mature parts and service infrastructure.

The 64C’s 1,600-gallon fuel capacity is a deliberate engineering choice. At a cruise speed of 36 knots consuming approximately 155 gallons per hour, the 64C achieves a practical range of approximately 370 nautical miles with the standard 10% fuel reserve. That range covers northeast canyon runs from Montauk or Ocean City, south Florida to the Bahamas and back, and virtually any tournament day from port to fishing grounds and return. The combination of speed and range means the 64C can reach distant fishing grounds, fish a full day, and return — all in conditions where slower boats would need to leave the night before or stay overnight.

Performance & Handling

Power delivery: The twin MAN V12-1900 diesels produce a combined 3,800 horsepower — a power-to-weight ratio of approximately 21.6 lbs per horsepower at half-load displacement. The 64C reaches a top speed of approximately 43 knots at wide-open throttle (2,300 RPM) and cruises at approximately 36 knots at 2,050 RPM. The time-to-plane from idle is under 12 seconds with clean bottoms, and the acceleration from trolling speed to cruise is immediate and linear — critical when running between fishing spots during a tournament day. At trolling speed (6–8 knots), fuel burn drops to approximately 20–25 GPH combined, giving extended fishing time without range anxiety.

Hull performance: The resin-infused hull’s weight advantage over conventional hand-laid fibreglass is felt most dramatically in head seas. The 12.5-degree transom deadrise provides stability at rest — essential for comfortable drift fishing — while the hull transitions to an 18-degree deadrise amidships, with a sharp entry and pronounced Carolina flare forward that slices through offshore chop rather than pounding through it. Viking’s proprietary strake and chine design knocks down spray and maintains directional stability at speed in quartering seas. Owners report confidently running at 30+ knots in 4–6 foot head seas — conditions where many 60-foot-class competitors are throttling back to 20 knots or less. The hull tracks straight and true at speed, with minimal helm correction required in beam seas, and the vacuum-infused structure dampens impact and vibration in a way that measurably reduces crew fatigue during long offshore runs.

Tournament performance: Speed is a tournament advantage that compounds throughout the day. The 64C’s 43-knot top speed and 36-knot cruise mean the boat reaches the fishing grounds before the fleet, giving the crew first lines in the water. When the bite moves — and it always moves — the 64C can relocate 10 miles in under 20 minutes at cruise. Over a 5-day tournament, that speed advantage translates to hours of additional fishing time compared to boats cruising at 28 knots. The elevated Palm Beach Towers tuna tower provides the captain with the sightline to spot birds, weed lines, colour changes, and bait activity at distance — the intelligence advantage that separates tournament winners from the fleet.

Fuel management: At 36-knot cruise, the 64C burns approximately 155 GPH combined (roughly 77.5 GPH per engine). At wide-open throttle (43 knots), consumption rises to approximately 220 GPH. At trolling speed (6–8 knots), consumption drops to approximately 20–25 GPH. A typical tournament day — a 60-mile run out, 8 hours of trolling, and a 60-mile run back — will consume approximately 500–600 gallons, well within the 1,600-gallon capacity. Viking’s fuel system includes crossover manifolds, Racor 900 series fuel/water separators, and a fuel polishing system to ensure clean fuel delivery to the MAN common-rail injectors.

Layout & Accommodation

Cockpit: The cockpit is the operational centre of any serious sportfishing yacht, and the 64C’s approximately 176 square feet of unobstructed fishing space is one of the largest in the 60–65 foot class. The flush teak deck provides maximum working area for fighting fish. Standard equipment includes a Release Marine fighting chair on a flush-mounted pedestal, Rupp hydraulic outriggers, flush-mounted rod holders along the gunwales, in-deck insulated fish boxes with a combined capacity exceeding 500 quarts, a transom door with hydraulic lift-gate for fish landing and diver access, a refrigerated live well, tackle centres with cutting boards, storage drawers, and fresh/raw-water washdowns. The mezzanine seating area, positioned above the engine room access hatch, provides an elevated observation platform for the crew with integrated drink holders, Sunbrella cushions, and a refrigerated drink cooler. Viking extended the flybridge overhang specifically to shade the mezzanine below — a detail that reflects the company’s understanding of how tournament crews actually use the cockpit during a long fishing day.

Flybridge and tower: The fiberglass hardtop flybridge houses the primary helm station with a raised helm chair providing 360-degree visibility, an electronics console capable of mounting four to six large multifunction displays behind hinged acrylic weather doors, an L-shaped settee for observers, and a wet bar with sink and refrigerator. The standard Palm Beach Towers aluminium tuna tower — built by Viking’s own PBT subsidiary — adds a second elevated helm station with engine controls, steering, and dedicated outrigger controls. The tower station provides the elevated sightline essential for spotting bait, birds, weed lines, and colour changes at distance. The tower is custom-fitted to each 64C hull during construction, ensuring structural integration rather than aftermarket adaptation.

Salon and galley: Stepping through the salon door from the cockpit, the open-plan salon features an L-shaped Ultraleather settee to port, a teak dining table, and a 55-inch entertainment display. The galley is positioned on the starboard side with Sub-Zero refrigerator and freezer drawers, a four-burner electric cooktop (concealed beneath a Corian countertop), a convection microwave, dishwasher, and sink with garbage disposal. Viking’s in-house cabinetry shop produces the teak joinery throughout — the finish quality is exceptional, with hand-fitted doors, dovetailed drawers, and a UV-resistant satin coating. Amtico flooring, frameless windows with upholstered valances concealing air-conditioning registers, and 96,000 BTU of chilled-water air conditioning ensure the interior is a genuine refuge from the offshore environment.

Staterooms: The below-decks accommodation comprises four staterooms and three heads. The full-beam master stateroom is amidships with a queen-sized island berth, cedar-lined hanging lockers, a vanity, and a private en-suite head with separate stall shower. The forward VIP stateroom features a queen-sized berth with en-suite head. Two additional guest staterooms — one with twin berths and one with over/under bunks — share a third head. A laundry centre with stacked washer/dryer is located in the companionway. The layout accommodates a full tournament crew or a family with genuine comfort for multi-day trips.

Crew quarters: A dedicated crew cabin with its own head is accessed from the cockpit via a separate companionway, maintaining separation between crew and guest spaces. The crew cabin sleeps two and includes storage, ventilation, and lighting suitable for professional crew on extended charter or tournament circuits.

Engine room: The engine room is accessed through the cockpit mezzanine hatch or via a watertight door from below decks. Viking’s engine rooms are legendary in the industry — finished in bright white Awlgrip to a glossy showroom standard, with every wire routed and labelled, 12V and 110V lighting, sound insulation, fire suppression, and sufficient clearance around the twin MAN V12s for service access to all routine maintenance points. The dual Onan 21.5 kW generators, sea strainers, AC compressors, watermaker (optional), and fuel management systems are clearly laid out and accessible. The engine room is not merely functional — it is a statement of Viking’s build quality philosophy and a key part of the brand’s value proposition at survey and resale.

Ownership & Running Costs

The Viking 64 Convertible is a serious financial commitment beyond the acquisition price. Owners should budget for the following annual costs, which assume a boat based in the southeastern US running 200–300 hours per year:

• Insurance: Hull and machinery insurance on a $3–4 million yacht typically runs 1.0–1.5% of agreed value, or $30,000–$60,000 per year. Premiums vary with the owner’s experience, cruising area, crew certifications, and claims history. Named-storm coverage (hurricane season) may require an additional rider or higher deductible. Protection & Indemnity (P&I) liability coverage is additional.
• Engine service: MAN V12-1900 engines require service at 250, 500, 1,000, and 2,000-hour intervals. The 1,000-hour service is the most comprehensive — including injector testing, valve adjustments, turbo inspection, and cooling system overhaul — and can cost $15,000–$25,000 per engine. Annual engine maintenance (assuming 250 hours/year) typically runs $20,000–$40,000 for the pair, including oil changes, impellers, filters, belts, and zinc anodes. MAN service must be performed by factory-authorised technicians.
• Dockage: A 64-foot sportfisher requires a slip of at least 70 feet (accounting for tower and pulpit). Annual slip fees in South Florida range from $30,000–$60,000 depending on marina and location. Northeast marinas with premium tournament access (Ocean City, Montauk, Cape May) can exceed $50,000. Liveaboard or year-round wet storage adds utility costs.
• Crew: Most 64C owners employ at least a captain and mate, whether full-time or seasonal. A qualified sportfish captain in the US commands $80,000–$130,000 per year plus benefits; a mate earns $50,000–$80,000. Full-time professional crew adds approximately $130,000–$210,000 annually in direct compensation. Owner-operated boats save this cost but require the owner to hold appropriate licences and maintain the vessel between trips.
• Fuel: At 155 GPH at cruise and diesel prices averaging $4.50–$5.50 per gallon, a 250-hour season consumes approximately 25,000–30,000 gallons, costing $112,000–$165,000. Fuel is typically the single largest variable operating cost.
• Haul-out and bottom maintenance: Annual haul-out for bottom paint, running gear inspection, zinc replacement, and through-hull service on a 64-footer costs $15,000–$25,000 depending on yard rates and the condition of the bottom. Propeller reconditioning adds $2,000–$4,000.
• Electronics and rigging: Tournament electronics (radar, sonar, satellite comms, FLIR cameras, autopilot) require periodic software updates, transducer replacement, and eventual full upgrade cycles. Budget $5,000–$15,000 annually for maintenance and incremental upgrades.

Total annual budget: A realistic all-in annual ownership cost for a Viking 64C running 250 hours per year is approximately $350,000–$550,000, excluding capital expenditure items such as major engine overhauls, electronics refits, or cosmetic renovations. This figure includes fuel, insurance, crew, dockage, maintenance, and haul-out. Owner-operated boats with no paid crew and conservative running hours can bring the total closer to $200,000–$300,000 annually.

How to Buy a Viking 64 Convertible

New pricing: The Viking 64 Convertible carries a base MSRP of approximately $3.5–$3.8 million. A fully rigged tournament boat — with Palm Beach Towers tuna tower, full Garmin or Furuno electronics package, Release Marine fighting chair, upgraded Seakeeper gyro stabiliser, custom paint, and tournament-grade outrigger and dredge systems — typically reaches $4.0–$4.5 million or more. Viking’s production schedule and dealer network mean new-build wait times vary from 12 to 24 months depending on specification and slot availability. Viking does not negotiate pricing — the brand’s market position supports firm retail pricing on new builds.

Used pricing by year: Since the 64C entered production in 2019, used examples span a relatively narrow range of model years. A 2019–2020 model in good condition with 500–1,000 engine hours trades in the $2.8–$3.3 million range. A 2021–2022 model with low hours (under 500) commands $3.2–$3.8 million. Late-model 2023–2025 examples with minimal hours often list within 10–15% of new pricing. Viking’s strong value retention means discounts on used 64Cs are modest compared to other yacht brands — expect 15–25% depreciation over the first 3–4 years for a well-maintained boat, versus 35–45% for most competitors in this size range.

Inspection Priorities for a Used Viking 64C

• Engine hours and service history: The MAN V12-1900 is a reliable, well-proven engine, but its complexity and cost of service mean that documented maintenance history is critical. Request complete MAN service records from factory-authorised technicians. Oil analysis reports at every service interval are the gold standard. Engines under 1,000 hours with documented service are excellent. Engines between 1,000–2,000 hours should have completed the comprehensive 1,000-hour major service. Above 2,000 hours, inspect closely for wear indicators: turbocharger condition, injector performance, coolant analysis, and transmission oil condition. The 2,000-hour major overhaul is a significant expense — budget $60,000–$100,000 per engine if approaching that threshold.
• Hull and running gear: Viking’s resin-infused construction is extremely durable, but inspect for any signs of core moisture around through-hulls, transducer installations, and underwater fittings where holes were drilled after initial construction. Moisture meter readings across the hull bottom are standard procedure. Inspect propeller shafts, struts, cutlass bearings, rudders, and the 34″ NiBrAl propellers for wear, cavitation damage, and alignment. Running gear on sportfishers absorbs significant stress from high-speed operation, hard reversing during fish fights, and encounters with debris and lobster pot warps.
• Electronics age and condition: Tournament sportfishers carry extensive electronics suites — radar, multifunction displays, sonar, FLIR thermal cameras, satellite communications, autopilot, and AIS. Electronics age rapidly in the marine environment. Assess the generation and condition of the installed equipment. A full electronics refit on a 64-footer can cost $80,000–$150,000. Factor this into the purchase price if the installed equipment is more than 5–7 years old.
• Tournament rigging value: A fully rigged tournament 64C may carry $150,000–$250,000 in aftermarket equipment: custom outriggers, dredge systems, Release Marine fighting chair, teak cockpit upgrades, Seakeeper gyro stabiliser, underwater lights, and bait prep stations. This equipment adds genuine value but only if properly installed and maintained. Verify installation quality and condition.
• Tower condition: Inspect the Palm Beach Towers aluminium structure for corrosion at weld joints, base plate mounting areas, and hardware attachment points. Saltwater sportfishers subject towers to severe corrosive stress. PBT towers are built to high standards, but any aluminium structure in a marine environment requires inspection.

Value retention: Viking Yachts are among the strongest value-retention brands in the marine industry. The 64C benefits from limited production numbers, Viking’s dominant market position (44% of all pre-owned sportfish yachts sold in 2024 were Vikings), and a deep, loyal owner base. A well-maintained Viking 64C with documented service records and current electronics will command a significant premium over comparable competitors at resale. A Viking is not merely a depreciating asset — it is as close to an investment as a sportfishing yacht can be.

Viking 64 Convertible vs Competitors

The 60–65 foot sportfishing convertible segment is where production builders meet the custom yards — a rarefied category where hull construction, engine power, and tournament pedigree define the competitive hierarchy. Viking’s resin-infused construction, MAN V12 power, vertical integration, and unmatched tournament culture give the 64C a combination of build quality, performance, and resale strength that competitors must address individually. Each alternative brings its own strengths to the comparison.

Viking 64C vs Jarrett Bay 64

Jarrett Bay is the premier American custom sportfishing builder, operating from Beaufort, North Carolina. A Jarrett Bay 64 is a fully custom, cold-molded yacht built one at a time to the owner’s exact specification — every hull shape, interior layout, and engineering detail is bespoke. The cold-molded construction (hand-laid fibreglass over laminated plywood or foam core, vacuum-bagged) produces a hull that is exceptionally strong and can be customised in ways that Viking’s production process does not allow. However, a custom Jarrett Bay 64 starts at approximately $5–$6 million with a 2–3 year build time, versus $3.5–$4.5 million and 12–24 months for a Viking 64C. The Viking counters with production consistency, the MAN V12-1900 power advantage (Jarrett Bay typically uses CAT C32A engines at 1,622–1,925 HP), the Palm Beach Towers integrated tuna tower, and dramatically stronger resale value on the brokerage market. Jarrett Bay appeals to owners who want a one-of-one custom yacht with a Carolina pedigree; the Viking appeals to owners who want the best production sportfisher in the world with the strongest resale behind it.

Viking 64C vs Hatteras GT63

Hatteras (founded 1959, New Bern, North Carolina) is Viking’s oldest and most direct American competitor. The GT63 is a modern express-style sportfisher with twin CAT C32A engines producing up to 1,925 HP per side. The Hatteras uses a resin-infused construction process similar in principle to Viking’s, but Viking’s proprietary techniques and longer experience with the process are widely regarded as producing a stiffer, lighter structure. The GT63’s express layout (no enclosed flybridge) appeals to owners who want a sleeker profile and the helm closer to the cockpit action, but it sacrifices the air-conditioned enclosed flybridge, the second helm station elevation, and the protected observation area that Viking’s convertible layout provides. The Hatteras GT63 is a capable offshore platform, but Viking dominates on resale value — 44% of pre-owned sportfish sales versus Hatteras’s 28% in 2024. The Hatteras appeals to buyers who prefer CAT engine service availability (CAT dealers significantly outnumber MAN dealers in the US) and the express-style layout; the Viking appeals to those who demand the convertible configuration, MAN V12 power, and the market’s strongest resale.

Viking 64C vs Riviera 64 Sports Motor Yacht

The Australian-built Riviera 64 Sports Motor Yacht represents a different philosophy — a dual-purpose platform that combines fishing capability with luxury cruising accommodation. The Riviera features twin MAN V12-1550 engines (1,550 HP per side), a three-stateroom interior with substantially more luxurious fit-out than the Viking, and a design ethos that emphasises onboard living as much as fishing. The Riviera is wider, heavier, and slower than the Viking 64C (approximately 37–38 knots top speed versus 43 knots), and its cockpit, while functional, is designed as a versatile outdoor living area rather than a purpose-built tournament fishing platform. The Riviera appeals to buyers who want a yacht that fishes during the day and entertains in style at the marina. The Viking 64C is for owners whose primary mission is offshore tournament fishing and who want the fastest, toughest, most capable production sportfisher in the 60-foot class. Riviera’s resale performance in the US market does not match Viking’s dominance.

Viking 64C vs Spencer 64

Spencer Yachts, based in Wanchese on North Carolina’s Outer Banks, is a boutique custom builder producing approximately 2–3 hulls per year. The Spencer 64 is a cold-molded custom sportfisher with a fanatical following among serious East Coast tournament anglers. Spencer’s cold-molded construction — multiple layers of Okume plywood saturated with epoxy, sheathed in biaxial glass, and vacuum-bagged — produces a hull that is exceptionally light and stiff. Spencer boats are typically powered by CAT C32A or MAN V12 engines and can match or exceed the Viking 64C on raw speed. A new Spencer 64 starts at approximately $5.5–$7 million with a multi-year build queue. The Spencer’s advantage is the fully bespoke nature of the build: every element is custom-tailored to the owner’s fishing programme, from cockpit layout to engine room configuration. The Viking counters with production efficiency (shorter delivery time, lower cost), its in-house subsidiary network (PBT towers, AME electronics), and dramatically superior resale liquidity. Spencer owners accept the price and wait time for a one-of-one custom yacht; Viking owners get 90% of the performance with stronger resale and faster delivery.

For detailed market comparisons between the Viking 64 Convertible and other sportfishing models, visit the Hulls.io Market Intelligence tool.