Viking’s New Flagship



The Viking 92 EB - first float
The Viking 92 EB – First Float

On the heels of its milestone 50th Anniversary on April 1, 2014, the Viking Yacht Company made history again last week with the launch of its new flagship 92 Enclosed Bridge Convertible at its manufacturing facility on the Bass River in New Gretna, New Jersey.

More than two years in design and development, the Viking 92 EB is the largest resin infused convertible sportfishing yacht to be built in the United States.



The New Viking 52 Sport Tower


  One of three new models for the 2015 model year, the  (Sport Tower) project is quickly moving along and on schedule for the boat’s launch and inaugural appearance at the Viking Yacht Dealer Meeting in September. The 52 ST will draw on our popular and excellent running  hull, but then breaks new ground in its class with an exciting and eye-catching cockpit and command bridge layout crowned with a sleek and stylish three-sided fiberglass deckhouse.

One of three new models for the 2015 model year, the Viking 52 ST (Sport Tower) project is quickly moving along and on schedule for the boat’s launch and inaugural appearance at the Viking Yacht Dealer Meeting in September. The 52 ST will draw on our popular and excellent running 52 Convertible hull, but then breaks new ground in its class with an exciting and eye-catching cockpit and command bridge layout crowned with a sleek and stylish three-sided fiberglass deckhouse.

Viking Yachts


The foredeck and deckhouse component is currently in build as shown here in the mold. When this unit is completed, a highly polished overhead liner will add a finishing touch and also incorporate locking rod stowage to keep fishing tackle secure yet close at hand, as we have similarly done on the Viking 42 ST.


Viking 52 ST


Our $1 million five-axis profiler was used to build all of the plugs for the molds for this new model, including this single unit that creates the cockpit and the command bridge deck. The profiler easily defines the mezzanine, seating, and in-deck fish boxes in absolute detail. Molded nonskid areas are in black.

On the Line at Viking


The cockpit and command bridge deck mold is strikingly complex, yet the details are discernible when visualized right side up.  To the right, the inverted shape is the pod for the electronics box at the helm. The recessed arc behind it is the base and standing platform for the centerline helm seat. To the left, the fish boxes, the steps to the command bridge and the mezzanine stowage compartments are readily seen.

52 ST


The Viking 52 ST will have its world’s premiere at the 2014 Fort Lauderdale International Boat Show

How to Tweak Your Props to Make Your Boat More Efficient

Pitch, Perfect and Otherwise

Chasing the elusive sweet spot can be good for your engine.

carbon fiber propellerMost boaters would like to go a little faster and burn a little less fuel, but some take this desire to a whole new level. They shell out good money for the latest hull coating, fuel additive, or other gizmo in hopes of eking out another knot or two. Do they succeed? It’s hard to tell. Product advertising argues convincingly that they do, but there’s a dearth of true head-to-head comparison testing, and anyway, even in the best of cases, the gains are usually relatively meager: For the average boater, a ten-percent improvement in top speed works out to maybe three knots (less at cruising speed); the same improvement in miles per gallon barely registers.

The key is return on investment: Does the modification produce an improvement that justifies its cost? That is precisely the question you need to ask before you start messing with your propellers. Specifically, how can you tell if your boat is running the right props, and is it even worth the time and effort required to find out?

To answer that, start with this premise: The right prop is the one that allows an engine to turn at the speed at which it produces maximum horsepower, and no more. Look at a horsepower-output graph and you’ll see that maximum horsepower occurs at a pretty specific data point in the rpm range. That’s the sweet spot. Below it the engine isn’t making full power; above it output declines, often dramatically.

If a gasoline engine is mispropped, it’s obvious: just look at the tachometer. If the engine is rated at 4800 rpm and the tach reads 5200 rpm, you’re losing speed and efficiency, and you probably need more prop. Diesels are different; they’re governed, which means their maximum rpm is limited, either mechanically or electronically. So the tach could indicate a diesel engine is at its rated rpm when it’s not making full horsepower because it’s not fully loaded.

To tell if you have the right prop on your diesel-powered boat you need to determine engine load. Before the advent of electronic engines, this was a matter of trial and error: Run boat, note rpm and speed, change to props with more pitch or cup, run boat again, and if you get more speed, repeat until speed drops off. Obviously, all those props, haulage, runs, and wrench turning could get costly, so absent evidence of a substantial performance issue (like your buddy’s identical convertible blows past you at every Bimini start) most owners usually contented themselves with the props that came on the boat.

Electronic engines changed everything because somewhere in the blizzard of data that they spit out probably lies engine load. (I say “probably” because not all electronic diesels offer load data.) Call that up, take your boat out and run her up to WOT, and see how close this number comes to 100 percent. An engine may not reach that threshold, but anywhere above 95 percent is usually acceptable to anyone short of the fanatic described earlier.

Whether your engines burn gasoline or diesel, they should be propped so that they reach the desired threshold under real-world conditions—that means with all your stuff aboard, plus a couple of people and tanks that are at least half full. Boatbuilders, of course, can’t do that, so they usually underprop their prototypes just a bit so that when the production versions are loaded up, the engines hit that sweet spot.

Absent an errant encounter with something immovable, props don’t change much over time, so if your boat isn’t as fast as she used to be, the first place to look is not pitch or diameter but all that stuff you keep bringing aboard or the green beard that’s growing on your hull.

But let’s say that for some reason you suspect your boat has the wrong props. How do you determine the right ones? The answer is again trial and error, which as we’ve determined, gets expensive. If you’re lucky and the deficit in load and/or rpm is small, a prop shop can probably correct it by adding cup to the blades. (Cup is the convexity at the end of each blade.) If the deficit is big, you’ll need to find a prop shop with an inventory of loaner propellers. This could get expensive too, but a good prop guy can intuit what a boat needs in a very short time.

But make no mistake: We’re usually talking small changes. Do not expect your 30-knot cruiser to become a 35-knot cruiser after changing props. A 31.5-knot cruiser is more like it. On the other hand, if your engines aren’t hitting their sweet spot, you’re not only missing the performance you should be getting, you could be damaging your engines.

Three things determine the speed at which an engine turns a propeller: the marine gear’s reduction ratio and the propeller’s diameter and pitch (including the amount of cup). All three interact, and figuring out the right combination is a job properly left to boatbuilders and engineers. The only parameter you need to worry about is pitch (and cup), and most of you probably won’t ever need to do that.

How to Keep Your Props Clean ▶

How to Tweak Your Props to Make Your Boat More Efficient.

Bluewater Yacht Yards Makes Power & Motoryacht’s List of Most Favorite Boatyards

Bluewater Logo

Bluewater Yacht  Yards

Power & Motoryacht reader Kelly Flynn writes:
“I nominate Bluewater Yacht Yard in Hampton, Virginia. My experience has been excellent—quality customer service since the first time I went there, and they have always treated me with a very friendly, professional manner. Yard manager Craig Messick loaned me a spanner wrench as they ordered one overnight for me so I could clear a nasty air conditioner sea strainer. My 2007, 59-foot Grand Banks trawler Irish Rover was in excellent condition, but they patiently answered all of my systems questions. I also saw the care they put into bottom painting and the all-important surface prep of the hull that an owner seldom sees. A stay in their Bluewater Marina showed me the cleanest and best bathrooms on the Chesapeake Bay, and dockmaster Frances Rossi treated Irish Rover as her own, as well as the other dock employees. I have seen many marinas, but none better.”

Click here to nominate your favorite boatyard employee. ➤


Favorite Boatyards – Photo 4.

Viking 92: One Big Boat

Viking 92 EB


On the subject of taking up space, this recent image of the Viking 92 Enclosed Bridge Convertible reveals its true size in comparison to the Viking 62 Convertible on its port side. At every level, the 92 EB is an incredible work in progress with our shipwrights tending to seemingly endless tasks on the bridge, in the salon, and on the mezzanine. Unseen shipwrights are dealing with mechanical installations in the lazarette and engineroom.

But the view also details how far the work has progressed. It was only last summer when we were crafting the plugs to create the many molds needed to build this boat. From this vantage point the dual level mezzanine is apparent, as are the dual staircases to the upper level. The installation of the enclosed bridge glass windows lends an accurate height measurement. The physical height of the shipwrights provides a true life scale. The excitement surrounding this epic new model, the largest in our 50 year history, resonates throughout the plant. With its mid-August delivery date, the summer of 2014 at the Viking Yacht Company will be one to remember.

Coastal cowboys wrangle through Oregon Inlet

By Lee Tolliver
The Virginian-Pilot
© May 11, 2014
Brynner Parks let out a deep sigh of relief as he peeled his fingers off the helm.
He throttled down the diesel engines on his sportfishing boat and contemplated the best way to describe another day of fishing out of Oregon Inlet.
It didn’t have much to do with catching fish.
“I tell everybody when I pull back into the slip that I did my job,” said Parks, a charter captain for nearly 40 years who now runs the Smoker. “I got you home.”
Just that makes for a successful day.
“Fishing is a bonus,” Parks said with a laugh. “It really is.”
Oregon Inlet was in bad shape a few weeks ago, and earlier in the year, and late last year. It has been often through the years. Skippers deal with shoaling, ever-changing channel locations, river-rapid tides and howling winds. They can rarely relax while navigating parts of the inlet whose reputation for danger has earned names such as Hell’s Gate.
“It’ll make you pucker,” Capt. Chris Stine said on the Bi-Op-Sea.
But coastal cowboys brave the conditions to keep doing what they love.
They couldn’t pay the bills if they didn’t.
“We evaluate it ourselves all the time, and we know what we’re doing,” Parks said, as other captains pulled into their Oregon Inlet Fishing Center slips sporting the same “whew” facial expressions. “It can be dangerous and sometimes treacherous, but I wouldn’t call it scary.
“I know people are talking about the inlet. But we’re open for business and going fishing. And fishing is starting to get pretty good.”
So is the inlet.
Over the past week, Army Corps of Engineers dredges have been trying to clear the way for hundreds of boats that depart daily underneath the Bonner Bridge.
Charter boats, private watercraft and commercial vessels from the fishing center, Pirate’s Cove Marina and Wanchese, N.C., annually pump billions of dollars into the Outer Banks economy, which means the captains have to deal with sometimes hazardous conditions.
“I’ve gotta make a living, man,” said Capt. Billy Maxwell of Tuna Fever.
Local knowledge is the biggest advantage Oregon Inlet captains have. After storms, Maxwell and David Swain of the High Return head to the inlet in a skiff with a depth finder and a long pole marked with 1-foot increments to test the water. They place poly balls – large floating markers – decorated with reflective tape alongside the natural channels, using large brake drums to anchor them to the bottom.
“You hit (the poly balls) with a spotlight, and that channel gets lit up like Dulles Airport,” Maxwell said.
The Corps helps as much as it can.
Three dredges are working the area, and aerial photographs with depth numbers are provided weekly.
“We’ve got better water than we’ve had in months,” Capt. Danny Wadsworth, who runs the Point Runner, said this week. “It’s just not very wide. It doesn’t leave any room for error.”
And errors happen – even for highly experienced skippers. Conditions often make navigating the channel a precision operation.
“You run in and out of this inlet enough, you’re going to bump,” Maxwell said, referring to when a boat touches the bottom.
On Tuesday, it happened to Dennis Endee, a skipper of 20 years who runs the A-Salt Weapon out of Pirate’s Cove. His 56-foot Paul Mann scraped on the way out.
“It’s the first time I’ve hit right there,” said Endee, who bent a rudder and is looking at a couple thousand dollars to fix it. “The current swept me a little to the north of the narrow channel they have cleared, and that was it.”
Endee’s boat was pulled out of the water at Bayliss Boatworks in Wanchese, where owner John Bayliss said he has a boat suffering from nearly $100,000 in damage.
Endee said such incidents cause more hurt to the inlet’s reputation.
“And economically, that’s horrifying,” the New Jersey native said. “The number of boats that don’t bother to come in here for a few nights or for a tournament is staggering, and it’s costing the area an awful lot of money.
“They just need to fix this problem, and it’s an easy fix.”
Captains say a rock jetty on the north side would keep sand from sweeping into the inlet. The plan was approved decades ago and financed. Environmental lawsuits tied up the project in courts.
“I’ve been up and down this entire East Coast,” Endee said, “and every inlet other than Oregon and Hatteras are jettied. … It just doesn’t make any sense.”
Until things get fixed, captains will continue to exit and enter the Atlantic Ocean and its fertile fishing grounds through a swirling world of sand and sloughs.
The other option is to run to Hatteras Inlet, a costly round trip of about 100 miles.
“Hatteras isn’t in much better shape right now,” Maxwell said. “And that eats up any money you can make on a trip.”
Sitting in a chair in the fishing center, Maxwell looked at weekly charts provided by the Corps and marveled at the ever-changing waterway. He glanced at the clock and realized the day’s fleet should be approaching the inlet. Reaching for the VHF radio, he called out and asked how much water incoming skippers had.
“About 10 feet,” Parks barked back. “But it sure is narrow.”
Fishing center General Manager Minta Meekins stood nearby and slowly shook her head.
“I’ve got lots of respect for these guys,” said Meekins, who has worked at the center for nearly 40 years, some 15 in charge. “They just do what they have to do. Sometimes, it amazes me that they go out.”

Let’s Plan to Meet at The Viking VIP in September 2014

Let’s Plan to Meet                             

See you at the Viking Dealer Meeting

The dates of the annual Viking Dealer Meeting at the Golden Nugget Casino in Atlantic City, New Jersey, have moved from June to September and we are excited about the unveiling of three new Viking models, including the92 Enclosed Bridge Convertible, the 75 Motor Yacht and the 52 Open Sport Tower.

While the purpose of the meeting is to provide our dealers with our game plan for the 2015 model year, we also will be setting aside Wednesday, September 10th for customer sea trials with their dealers who will be in attendance. If you would like a sneak peek of these new models before the fall boat show season gets underway, you are urged to contact your Viking dealer, or Gina Waldron now because sea trial slots are limited.  Other Viking yachts also will be available for sea trial, but we request that arrangements must be confirmed in advance.

Silver and Stilts

On the line at Viking Yachts

 Viking’s Carlos Lazaro begins the complicated task of masking the waterline and multiple boot stripes for our new Viking 70 demo. Hull 70725 with its custom silver finish will be delivered at the end of the month in preparation for the upcoming tournament fishing season.


No Topping Palm Beach Towers

Our subsidiary Palm Beach Towers is a busy group with numerous aluminum fabrication and custom fiberglass projects underway throughout the New Jersey plant and in our Florida facilities, the Viking Yacht Service Center and the Viking International Yacht Center in Riviera Beach. Here PBT’s Will Tindall works on the tuna tower for 42243, a Viking 42 Open, which delivers late May.