Viking 58 for Sale, a Two-Generation Buyer's Guide

Two very different boats wear the 58 badge

Anyone searching for a viking 58 for sale will find two boats under the same name. The original 58 Convertible ran from 1991 to 2000, and Viking sold more than 110 of them. It is the model that turned the New Gretna builder into a sportfishing heavyweight after the luxury tax nearly sank the company in the early 1990s, and its era also produced the 58 Valhalla of 1996, the first enclosed bridge convertible Viking built.

The second-generation 58 Convertible premiered at the 2018 Fort Lauderdale International Boat Show and is still in the 2026 lineup between the 54 and the 64. It is not a facelift. The hull, deck, interior, construction method and engine room are all new, and the only real link is the job description: a three-stateroom convertible an owner can run himself and still fish in serious tournaments.

Price is the obvious difference. A good 1990s 58 costs about one-tenth of a late-model boat, which makes it one of the most affordable ways into a 58-foot tournament hull. It also comes with 25-plus years of systems aging, which is what this guide helps you weigh.

The 1991 to 2000 original, fairbody and all

Viking's own brochure for the first 58 describes a deepened forefoot with a sharp entry, reverse chines for tracking and a steady fishing platform, flared bow sections to keep the bridge dry and an aft-planing fairbody that gets her up quickly. Ample tumblehome in the transom reduced wash when backing down. These are the classic Viking hull traits of the period, and the old 58 still rides well in a head sea.

The interior was a three-stateroom, three-head plan on an 18-foot beam, with a king-size bed in the midship master, a walk-around queen in the forward guest suite and over-under bunks in the third cabin, all trimmed in satin-finished golden Burmese teak. The cockpit carried a walk-through transom door, a tuna-sized recessed fishbox, a molded-in tackle cabinet with top-loading freezer and a bait-prep center with sink. Up top, the raised wraparound helm sat aft so the captain could see the cockpit, with seating for about a dozen guests forward.

Factory power varied over the decade, and most surviving boats have had at least one round of major engine work or a repower. Ask exactly what was done, when and by whom, because that single fact defines the value of an original 58 more than paint or electronics.

What changed in the 2018 boat

The new 58 is resin infused, with end-grain balsa sandwiched in fiberglass and hybrid carbon-fiberglass fabrics, and the bulkheads are composite as well. Viking refined the running surface with computational fluid dynamics and kept weight at about 80,400 pounds with standard fuel. Lonni Rutt, Viking's head of design, admits the old boat had the bigger engine room, but the new one trades that space for more accommodation volume and a larger cockpit with a mezzanine.

The design brief was deliberately owner-operator. Viking fitted one 21.5 kW Onan generator where two would fit, a Seakeeper 9 where a Seakeeper 16 could go (Viking's current spec sheet lists Seakeeper 10 or 18 options), and a 700-gallon-per-day Sea Recovery watermaker so a small crew is never tied to the dock. The result is a boat with fewer systems to maintain than the 64 or 68, which matters if you plan to run it without a full-time captain.

The 165 square foot cockpit and how it is rigged

Viking calls the 58 cockpit the largest in its class at 165 square feet, 12 square feet more than its nearest competitor at launch. It is teak covered on most boats, with flush rod holders, rounded coaming bolsters, fresh and saltwater washdowns and a walk-through transom door with a lift gate.

Fish storage is split by job. A full-length insulated fishbox runs down the starboard side of the sole, two in-deck storage boxes sit to port, and the forward box is rigged as a livewell. A second livewell is built into the transom. The mezzanine adds a freezer and a tackle cabinet, and refrigerated bait boxes, drink coolers and more freezer space are built into the mezzanine steps. A teak rocket launcher with 11 rod holders was on the test boats.

This is a real tournament cockpit. A team can run a chair or a stand-up setup, keep two livewells going for a sailfish or kite-fishing event, and still have a full-length box for a bigeye or a big wahoo. The mezzanine seating under the bridge overhang is where guests watch the spread in the shade.

• 165 sq ft cockpit, teak or nonslip
• Full-length insulated starboard fishbox, two port storage boxes, forward box rigged as livewell
• Transom livewell and lift-gate tuna door
• Mezzanine with freezer, tackle cabinet and refrigerated bait storage
• Optional Palm Beach Towers tower and Release Marine rocket launcher

Bridge and three-stateroom interior

The bridge is a walkaround center console layout with a teak helm pod, single-lever controls and lounge seating on three sides, enough for half a dozen guests. Sightlines to the cockpit and over the bow are clear, which is what you want when a single operator is backing down on a fish.

Inside, a pocket door slides open from the mezzanine to a saloon with about 7 feet of headroom, a walnut interior in high gloss or satin, Sub-Zero refrigeration and Miele appliances. The companionway sits on centerline. The master is amidships to port with a queen, the VIP forepeak has a centerline queen or crossover berths, and a third stateroom to starboard has side-by-side bunks. Two heads serve the three cabins.

Test numbers with MAN and MTU power

Standard power is a pair of 1,400 hp MAN V12 1400CRM diesels, with MAN options at 1,550, 1,650 and 1,900 hp and an MTU 10V2000 M96L option at about 1,600 hp. Hull No. 1 had the MTUs, and Yachting recorded a 36.5-knot cruise burning 129 gallons per hour for a 424-nautical-mile range, and 42.5 knots at wide open throttle on 176 gallons per hour.

Marlin magazine saw 41.8 knots and about 401 nautical miles of range at 35.7 knots with the same package, and Power and Motoryacht called 33 knots the optimum cruise in sloppy conditions. The optional 1,741-gallon fuel tank adds roughly 15 percent more range, which is worth having for Bahamas or Gulf canyon trips. Viking has not published test figures for the standard MAN 1400s, so expect somewhat less speed than the MTU numbers.

Owning a 58, old or new

A second-generation 58 run by an owner with a part-time mate costs about $280,000 to $480,000 a year once you add insurance, dockage, fuel, Seakeeper and engine service and a yearly haul. Hire a full-time captain and the top of that range is easy to pass.

Original 58s cost less to insure and dock but more to keep alive. Fuel tanks, exhaust, wiring, air conditioning and teak joinery are 25 to 35 years old, and a thorough refit can reach several hundred thousand dollars. The best values are boats where a previous owner already paid for repowers or a full systems refit and kept the receipts.