Westport 112 Raised Pilothouse Review and Used Buying Guide

How the Westport 112 became the default 100-footer

In 1998 very few American marinas had berths for yachts over 100 feet, and the semi-production superyacht barely existed as a category. Westport, a Pacific Northwest yard that had moved from commercial boatbuilding into yachts, was selling its 92-foot series well, and its owners wanted more crew space and larger staterooms. The answer was the Westport 112 raised pilothouse, drawn by Seattle naval architect Jack Sarin around a cored composite hull.

The first boat, Ubiquitous, turned out to be prophetically named. Power and Motoryacht counted at least 65 hulls completed with more in build, and Yachting later cited nearly 70. No other yacht over 100 feet has been built in anything like those numbers, and that volume is the single most important fact for a buyer. It means parts, knowledge, crew experience and comparable sales exist for this yacht in a way they simply do not for one-off builds.

Westport has since moved on to newer designs, most recently the W117 at 35.76 meters, but the 112 remains its signature product and the boat by which every American raised pilothouse is measured.

Jack Sarin's hull and the Westport way of building

The 112 is a semi-displacement yacht that can plane, built in fiberglass with Airex and foam coring. That construction keeps half-load displacement to about 275,000 pounds on an actual 111 foot 8 inch hull, which is light for the size and the reason a pair of mid-sized MTUs can push it to the mid 20s. The beam is 23 feet 9 inches and the draft just 5 feet 6 inches on Westport's 2016 sheet (a later sheet lists 6 feet), shallow enough for the Bahamas, the Intracoastal Waterway and Pacific Northwest anchorages that keep deeper yachts offshore.

Westport's sales team describes the boat as an SUV on the water, and the phrase fits. Systems are deliberately simple and the exterior is easy to maintain. Through at least 2015 every 112 used MTU 16V2000s of the same footprint, with variants swapped only to meet changing EPA rules, but by 2017 Westport's specification sheet listed twin 1,900 hp Caterpillar C32 ACERTs, so check which engines a late hull carries. Hulls built after about 2004 commonly have a 16-inch Wesmar bow thruster with four control stations, a 65 kW Northern Lights generator, Naiad stabilizers and a VIC monitoring system.

Because the yard engineered the boat for worldwide use, many hulls were built with 50 and 60 cycle electrical capability and enough air conditioning for the Middle East. That makes the 112 an easier yacht to move between the US, the Caribbean and the Mediterranean than many American builds.

The country kitchen and the four stateroom plan

The main deck runs from a large aft cockpit with dining for eight into a full-beam salon, a formal dining area and then the feature that sells more 112s than anything else, the country kitchen. Instead of a hidden crew galley, the 112 has a large U-shaped galley with an island, bar stools and a dinette, where owners and guests gather with the chef. Experienced buyers walk in, smile and stop arguing.

Below, the original 1998 plan remains the most popular. A full-beam master sits amidships with a settee, a VIP is forward, and two mirror-image guest staterooms sit between them, each large enough to pass for a VIP on smaller yachts. From 2012 Westport offered a five stateroom version with an on-deck master in place of the country kitchen, aimed at buyers in Europe, Asia and the Middle East. It sold, but most American buyers kept the kitchen.

The flybridge typically carries a Jacuzzi, a bar, a hardtop helm area and space for chaise lounges aft, with a crane for PWCs or a tender on many hulls.

• Full-beam salon with formal dining for eight
• Country kitchen with island, dinette and bar seating
• Four en suite guest staterooms as standard
• Optional five stateroom, on-deck master layout from 2012

Crew requirements and the quarters that keep crew happy

Westport put real thought into crew space. Aft of the engine room, the boats Power and Motoryacht reviewed have three crew cabins: one with an en suite and walkaround queen for the captain, one with side-by-side twins and one single. Westport's later specification shows two crew staterooms, each with a private head, for up to four crew. Fit and finish rivals the guest staterooms, and that matters for retention, which is the hidden cost driver of any yacht this size.

Most 112s run with four or five crew. A private program usually has a captain, a mate who doubles as engineer, a chef and one or two stewardesses. Some owners in the Pacific Northwest run with three and add day help for guest trips, but for charter or extended cruising four to five is the right number. In 2026 that team is likely to cost several hundred thousand dollars a year in salaries alone, with the captain the largest single line.

MTU 16V2000 performance and real-world range

Later MTU hulls carry twin 16V2000 diesels of about 2,000 hp each, while earlier boats have 16V2000 variants rated around 1,800 hp, and some late hulls were specified with 1,900 hp Caterpillar C32s. Westport quotes a 22-knot cruise and a 24 to 25 knot top speed, and Power and Motoryacht cited 26 knots for the 2,000 hp boats, depending on load and bottom condition. At 12 knots Westport quotes about 2,500 nautical miles from roughly 5,500 gallons of fuel, although listings for some hulls quote a more conservative 1,800 nautical miles at that speed.

Westport does not publish a fuel curve. Burn at a fast cruise is heavy, while the builder's 2,500 nm range at 12 knots on 5,480 gallons implies little more than 25 gallons per hour at that speed, which is why range-minded owners slow down. Most owners settle into long runs at displacement speed and use the extra power to beat weather or close a gap between ports. The hull is not a bluewater passagemaker in the trawler sense, but 112s have cruised the Mediterranean, New Zealand and the length of the Americas with professional crews.

Running costs and charter prospects

The 10 percent rule works well on the 112. A boat worth $6 million costs roughly $550,000 to $900,000 a year to operate, depending on crew size, cruising area and how hard it is used. Salaries take about half, then maintenance, insurance, dockage and fuel. Haul outs, bottom paint, running gear service and generator overhauls are predictable because thousands of these tasks have already been done on sister ships.

Charter is viable but competitive. Weekly rates for 112s in the Bahamas, Florida and New England vary widely with age and refit, and they are quoted plus expenses. The four stateroom layout limits guests to eight or nine, which is fine for families but less attractive than newer five stateroom yachts for groups. Owners who charter 6 to 10 weeks a year can typically recover a meaningful share of running costs.

• Crew salaries: the largest single cost, typically several hundred thousand dollars a year
• Maintenance and yard reserve: about $120,000 to $220,000 per year
• Insurance: roughly 1 to 1.5 percent of hull value
• Dockage for 112 feet in South Florida or New England: $60,000 to $150,000 per year

Refits, resale value and buying smart

Westport's in-house brokerage has said owners sometimes sold a 112 for close to what they paid, and a decade ago the yard noted used examples from $5 to $10 million against a new price of about $13 million. In 2026 the realistic range is about $3.2 million for an early boat needing work to $9.5 million for the latest, best kept hulls.

The 112 is a favorite refit platform because the bones are good and the layout does not need to change. A 2023 project on the 112 Montrachet at Safe Harbor Lauderdale Marine Center replaced the HVAC system, lightened the interior with beadboard and white fabrics and updated every head in six months without moving a bulkhead. That is the template: buy a mechanically sound early hull, spend $700,000 to $1.5 million on interior, AV and HVAC, and own something that feels close to new for half the price.