New Videos of The Viking 92 Enclosed Bridge & Viking Yachts 75 Motor Yacht

The Viking 92 Enclosed Bridge

http://www.bluewateryachtsales.com/new-models/157/

The Viking 75 Motor Yacht

http://www.bluewateryachtsales.com/new-models/158/

Contact Hank Sibley for more information:

Hank Sibley
hsibley@bluewateryachtsales.com
Sales Professional
Hampton, VA
804.337.1945 (Mobile)
757.723.0793 x305 (Office)
757.723.3329 (Fax)

The Viking 52 Sport Tower Rolling Down the Line

Rolling down the line at Viking Yachts

With all this snowy weather, let’s turn up the heat and take a peek at two white hot boats moving down the line at Viking. This is 52905, a 52 ST (Sport Tower) rolling on Line 3. The boat is built with our popular 52 Convertible resin infused hull, which also incorporates Aramid and E-glass fiberglass along with strategically placed foam and end-grain balsa cores in its lamination process. The three-sided fiberglass deckhouse delivers sport coupe style, and keeps the command bridge center stage and close to the 142 square foot cockpit with its twin mezzanine seating and transom fishbox.

Rolling down the line at Viking Yachts

The 17 ft. 6 in. beam affords ample room for a center helm with electronic stowage in a raised pod forward, three helm chairs, U-shape seating around a table, and to port, a molded console with stowage and refrigeration. The deckhouse is molded from two parts and designed with two sizeable overhead areas to stow fishing rods and other bulky tackle.

Rolling down the line at Viking Yachts

Following 52905 is hull number six, showing the makings of the master stateroom forward, and the forward starboard stateroom. Depending upon the owner’s plan, two and three stateroom layouts are offered, and either version provides two heads, a spacious salon with a galley, and a laundry center.

Rolling down the line at Viking Yachts

Before the molded, composite command deck/engineroom ceiling is installed, this aft view showcases a pair of MAN V12 1400 CRM engines, which deliver a high 30 knot cruise and a top end of 40 knots plus.    

White is Right
Rolling down the line at Viking Yachts

An example of Viking‘s legendary attention to detail, bronze seacocks, sea valves and strainers for all thru-hulls below the waterline are finished in bright Awlgrip white.

Beat the Clock
When will the ice melts

This freezing weather is even worse than hearing Vanilla Ice rap his “Ice, Ice, Baby” folly. So we have created an Ice Challenge of our own. Out on the water in our frozen basin we have a video cam observing a clock that will stop when the metal object sinks into the water signifying we are ice free. Click on this link to check it out!

 

http://myemail.constantcontact.com/White-as-Snow.html?soid=1102437387203&aid=9PIFF3pXwNY.

http://www.bluewateryachtsales.com/new-models/170/

Power & Motoryacht Boat Test The Back Cove 41

Back Cove 41

Photography By Billy Black

Pure Joy

The practical Back Cove 41 appears to be a traditional Down Easter, but technology and construction set her apart.

I was feeling the way I always do when a boathandling jackpot’s bearing down. The feeling’s a little paradoxical really, part pins-and-needles, part sporty anticipation. Not that there was much current to worry about—the tide was flooding Marker 1 Marina, in Dunedin, Florida, and we were close to high-water slack by the looks of the nearby seawalls. And the wind was no biggie either—it was light, just a ruffle now and then.

But the slip I was headed for? The darn thing was squeezed into a crowded little corner, with a gelcoat-eating concrete pier on one side, a prickly ol’ sportfisherman on the other, and a fairway out in front that was, due to a miasma of bow pulpits and swim platforms, not even remotely wide enough to pivot our brand-new Back Cove 41 freely for a proper backdown. Indeed, the slip was such a bear that earlier that morning, just as we were about to depart for a sea trial in nearby St. Joseph Sound, Back Cove skipper Dave Weaver had advised: “Better let me take her out of here, Bill—dealing with a slip like this is bad news—lotta potential for screw ups.”

But now Weaver’d changed his take on things apparently. As I eased our test boat back through the marina, with the sea trial on the sound over and done with, he was making nary a move to get behind the wheel again, most likely because he’d seen just how deeply the boat and I had bonded over the past couple of hours. “Go ahead and put her in the slip,” he suggested. “You got it.”

Bonding with the 41 had been easy. For starters, the boat had lots of oomph, thanks to a single 600-horsepower Cummins QSC8.3 diesel turning a big, 28-inch wheel through a deep, torque-boosting 2.39:1 gear ratio. On a virtually flat stretch of the sound, I’d measured a top hop of 27 knots and—even more significant for long-distance cruisers—a super-economical 1.5-gph fuel burn at a displacement-type speed of 7.5 knots.

The driving experience had been cool, too. Running attitudes were optimum throughout the rpm register, rising steadily from zip to 4 degrees at wide-open throttle. Turns were broad (as is typical of a single-engine powerboat), with an average tactical diameter of about four boat lengths. And the control interface was smooth and unencumbered. All I had to do was switch the optional Lenco automatic trim tabs on and I could drive with free-form simplicity, using just the wheel and the throttle.

Then finally, the 41’s close-quarters handling characteristics had seemed pretty straightforward and confidence-inspiring as well, based on the half hour I’d spent maneuvering her on the edge of the sound, using a channel marker as a reference. Like any other single-engine vessel with a left-hand-turning wheel, she’d backed to starboard in slow-mo mode, swung to port through 360 degrees with just a couple of forward-reverse gear changeups, and taken a few  more changeups when swinging in the opposite direction, an issue her two standard-issue, Side-Power proportional thrusters, one forward and the other aft, had dealt with quite handily.

“I’ll keep an eye on the stern for you,” said Weaver, as I stopped the 41 a good ways short of our slip and began a slow turn to port, so I could sneak the boat’s nose into a vacant spot between two bow pulpits on the far side and start sidling sideways. With full left rudder, I juiced the throttle ahead for just a second to energize the rotation I’d started and then, after pulling the stick back and centering the rudder, applied a perfect whiff of stern-thruster action.

“Whoa,” I commented, enjoying the precision of it all, “this is lovely.”

Getting the transom lined up with the mouth of the slip was tricky and, at one point, I had to walk the boat sideways several feet with the thrusters, while simultaneously inching either forward or astern with the main engine to stay clear of various obstructions. But man oh man—when I eventually got the 41 safely parked in that dicey little slip, without having brushed a piling, swim platform, or bow pulpit even slightly, I experienced a serious shot of gratitude. And what’s more, I experienced a serious shot of admiration, too—the 41’s simple, thruster-augmented powerplant had performed spectacularly, with none of the roar, turbulence, and clumsy drama that pod-type propulsion systems often generate. Cool!

The tour of the 41 that followed was instructive. In the engine room, accessed via a guttered (and drained) cockpit hatch, I gladly encountered two sets of see-through, cross-linked poly fuel and water tanks. Sure, modern electronic or even mechanical fuel gauges work pretty well. But sighting a tank’s levels by eye is fail-safe reliable. Some other features I was glad to see included a bonding system comprised of #6 wire instead of the smaller #8 wire you commonly encounter, even on larger vessels; a giant, easy-to-understand fuel manifolding system; and, of course, oodles of elbow room, a trait that most, but certainly not all, single-engine powerboats share.

I ran into one engineering detail I didn’t much care for, though—access to the raw-water strainer for the genset (in a lazarette space immediately abaft the ER and accessed through a second cockpit hatch) was, to say the least, limited. “They need to move it out from behind the genset,” I told Weaver, “to a spot where it’s easier to clean and maintain.” He agreed, rather heartily I thought.

Aspects of construction I noted while checking out the ER were indicative of modern, highly sophisticated boatbuilding methods. Both the hull and the foam-cored longitudinals and athwartship members inside it, for example, had been simultaneously resin-infused in one shot—there was no secondary bonding. In addition, Corecell had been used to further boost panel strength, thereby making the hull’s bottom rock solid; Coosa board had been substituted for Corecell in way of all through-hull fittings to nix compression; and Weaver said a vinylester-impregnated skin coat had been applied to prevent print-through as well as osmotic blistering.

I was totally down with the practicality and elegance of the 41’s interior. Up forward and to starboard on the main deck, I found a set of cushy Stidd helmchairs, each mounted atop a stout fiberglass molding with a good bit of stowage (as well as an air-conditioning unit with plenum) inside. In addtion, there was a small, L-shaped lounge opposite to port, an ample, U-shaped dinette farther aft to starboard and, just across the way, a long, chef-worthy galley with a cooktop, under-counter refrigerator, and a microwave oven, all nicely ensconced in some finely crafted, made-in-the-U.S.A. cabinetry. A feature I especially liked here was the door to starboard of the two Stidd seats—nothing facilitates docking a boat (or casting off, for that matter) like easy travels between helm station and side deck. And one more feature I especially liked—virtually everything I was looking at was standard. The 41’s got very, very few options.

Only a couple of steps took Weaver and I down to the accommodation space where there was an island-queen-equipped master all the way forward, with a shower-stall-accoutered head adjoining on the starboard side. Across the hallway, to port, was a somewhat less ample dayhead which also serves the guest stateroom, a comparatively large and luxurious space with a double bunk (running athwartship beneath the saloon sole), plenty of standing headroom, an opening port, hanging locker, a couple of drawers, and more fine made-in-the-U.S.A. cabinetry.

“Nice warm, bright interior,” I concluded, as we finished up, “but what really floats my boat is this baby’s dockside handling—I mean, with those two proportional thrusters and that big wheel she’s as maneuverable—maybe even more maneuverable—than a podster. And, by comparison, she’s gonna be both simpler mechanically and cheaper to buy and maintain.”

“Yup,” he replied, with a grin, “That’s just about it in a nutshell.”

Back Cove 41.

 

http://www.bluewateryachtsales.com/new-models/163/

Contact Hank Sibley for more Information:

Hank Sibley
hsibley@bluewateryachtsales.com
Sales Professional
Hampton, VA
804.337.1945 (Mobile)
757.723.0793 x305 (Office)
757.723.3329 (Fax)

Yachting Magazine’s Drone Video: Viking 62 Convertible

Great Video of The Viking 62:

We will have our Stock Viking 62 on Display May 2015;

http://www.bluewateryachtsales.com/new-models/150/

Please Contact Hank Sibley at Bluewater Yacht Sales for more information:

Hank Sibley
hsibley@bluewateryachtsales.com
Sales Professional
Hampton, VA
 
804.337.1945 (Mobile)
757.723.0793 x305 (Office)
757.723.3329 (Fax)

Bluewater Yacht Sales Connect with us on Facebook Bluewater Yacht Sales on Twitter Bluewater Yacht Sales on YouTube
New Models

View My Listings

Why Buy or Sell Your Boat with Bluewater Yacht Sale

Regulator 41 _Offshore Life

Regulator unveils plans and specs for their biggest and baddest model yet: the 41
I
Regulator 41

Regulator Announces New 41′ Center Console

Available with Triple or Quad Yamaha F350 V8s

The Miami International Boat Show was the site for Regulator’s official public release of the all-new 41 and they also began taking orders for this newest model set to splash Summer, 2015.
Regulator 41 Specs
  • Length: 41′ 3″
    (w/ Bracket & Engines): 47′ 3″
  • Beam: 12′ 6″
  • Deadrise: 24 degrees
  • Fuel Capacity: 600 gallons
  • Dry Weight: ~20,700 pounds

Boasting the Most Livewell & Fishbox Capacity in its Class

Regulator 41 Options
  • Optional tower with dual helm station
  • Convertible casting platform/table/sunbed
  • 80 gallons of livewell space
  • 960 quarts of fishbox capacity
  • 1060 quarts of storage boxes
  • Integrated starboard dive door
  • Boarding ladder that stows in deck hatch
  • Oversized helm with center captain’s station
  • Aft mezzanine seating with built-in coolers
  • Available Heat & Air Conditioning
  • LED TV with DVD/CD & Premium Soundsystem
  • Yamaha HelmMaster Joystick Controls
View New Model
Regulator Sales Event
Take advantage of special offers, promotions and incentives offered by Regulator and their partners, Yamaha and Raymarine. Earn up to $22,745 in savings when you purchase any new Regulator by combining factory incentives along with the Yamaha Reliability Starts Here Sales Event and the Raymarine Gear Up promotion. Now is a great time to buy your new Regulator, so contact your Bluewater Sales Professional or visit one of our 10 offices to learn more about this exciting promotion before it ends March 31st, 2015!

Bluewater’s Extensive Regulator Inventory

14 New Regulators Available Across 5 Mid-Atlantic Offices

Regulator 34

Regulator 34

3 Vessels in Stock

Regulator 28

Regulator 28

4 Vessels in Stock

Regulator 25

Regulator 25

4 Vessels in Stock

Regulator 23

Regulator 23

3 Vessels in Stock

View All of our Regulator Inventory
New Model Brands

Contact Hank Sibley for More Information:

Hank Sibley
hsibley@bluewateryachtsales.com
Sales Professional
Hampton, VA
 
804.337.1945 (Mobile)
757.723.0793 x305 (Office)
757.723.3329 (Fax)

Bluewater Yacht Sales Connect with us on Facebook Bluewater Yacht Sales on Twitter Bluewater Yacht Sales on YouTube
New Models

View My Listings

Why Buy or Sell Your Boat with Bluewater Yacht Sales?

Viking Yachts Miami Boat Show Display 4800 Block on Collins Avenue and accessed through Ramp 8

Miami Say You Will Like us on FacebookView our videos on YouTubeFollow us on Twitter
Visit us at the show

The 27th Annual Miami Yacht & Brokerage Show in Miami Beach gets underway Thursday, February 12th for a five day run through Presidents’ Day, February 16th along Collins Avenue and the Viking fleet will be awaiting your arrival. Fourteen exciting new Vikings, including the Miami Beach premiere of the 75 Motor Yacht and the 52 Open will be among the headliners of our display. Following our impressive VIP Boat Show Preview two weeks ago at the Viking Yacht Service Center in Riviera Beach, the Miami Yacht & Brokerage Show is an excellent venue to take a relaxing stroll aboard our product line in a fabulous tropical setting.  Virtually every model we build will be on hand including the popular 42 series with Cummins diesels and the proven Zeus-pod drive propulsion system.  The mid-range fleet is represented by the 4655 and 52 Convertibles and the 6266, and 70 Convertibles showcase both Open Bridge and Enclosed Bridge configurations.    

 

Our display is located at the 4800 Block on Collins Avenue and accessed through Ramp 8. Admission is free and we hope to see you there. 

Viking