Viking 48 Convertible

Source: David Lockwood, Boatpoint Magazine

The Viking 48 is a lean, lithe, offshore sprinter with true long-ranging abilities, writes David Lockwood

I’ve often wondered how those gung-ho American boaters get 50 and 60ft battlewagons airborne for their glossy brochures. Now I know.

The secret lies in a lot of horsepower, a steep sea, some guts and glory. And a good grip on the wheel or, as it was for my crew, white knuckles on the grabrail on the flybridge.

But what I also know after performing said leaps of faith in the dashing Viking 48, with twin Caterpillar C18 1015hp engines, is that it delivers crisp landings, a dry ride, and absolute offshore integrity. At more than $2 million I guess you would expect such qualities. As with the Viking 56 I fell in love with last year, it all gets back to engineering.

Unlike a lot of boats, the Vikings are engineered for going fast at sea. This is something more and more of us are coveting these days, what with the paucity of time, our ever-expanding horizons and distant fisheries, and the need for speed that is an intrinsic part of human nature. The Viking 48 is the kind of fast, flash and eminently fishable 48-footer that you buy when you realise time is running out.

You could own another 48 flybridge and a unit on the Gold Coast for the same kind of bucks, but when you want to head into the fray on a gamefishing trip or a family passage somewhere you will feel the difference. Crisp landings, indeed. And considering our penchant for large flybridge cruisers on both Australian coasts, the Viking 48 ought to find a home with someone who wants the Rolls Royce of offshore boats.

POWER TO WEIGHT
Unlike a lot of American boat brands that lose their identity under the ownership of multinational marine companies, Viking is still family owned. Brothers Bill and Bob Healey founded the company in 1964 and today, with four production lines, it builds over 100 yachts a year from 45 to 74ft. An interesting new Viking 82 motoryacht is also on the drawing board.

Viking employs computer-aided manufacturing techniques, including a five-axis milling machine and closed-form moulding of components. Ignoring engines and appliances, some 90 per cent of each Viking is said to be designed and manufactured in-house. On the engineering front, the hulls are handlaid, with structural-steel engine beds to isolate vibration and ensure drive train alignment, Delta-T fan-forced engine room ventilation, underwater exhausts and more.

But it’s the exceptional power to weight ratio that ensures the dynamic performance. Loaded with 3830lt of fuel and 663lt of water, and with the C18 1015hp upgraded motors (900hp V8 MANs base), the 48 Convertible displaces 25,605kg. That’s only about 1000kg more than the loaded Bertram 45 with twin 700hp Cats, or the laden Riviera 47 with twin 660hp Cummins. The Viking is more of a lean, lithe, offshore sprinter.

The weight savings stem from the construction, with a fully composite, vacuum-bagged hull above and below the waterline, solid glass around all the through-hull fittings and shafts, foam-cored decks and stringers, and balsa-cored bulkheads. Oversized props, Michigan four-bladers in pockets or tunnels, give maximum cruising speeds and there are high-speed stainless steel rudders and power-assisted hydraulic steering for off-the-wheel control. The in-house-designed hull is a warped-plane design with 15 degrees of deep deadrise at the transom.

With a wide cockpit and well-spaced motors, the boat was bound to back up well and it will stick with fast running fish if that’s your thing. Meanwhile, all the wiring is cut to length using a device that also labels each wire with its function and location every 20cm. The engine room was fully lined and sprayed in high-gloss white AWLgrip, two-pack paint to assist with maintenance. What an engine room.

HEART AND SOUL
The Viking 48 Convertible’s engine room will instantly win over those accustomed to production-boat standards. More in keeping with a custom boat – and a good option for those who don’t want to wait for one – the 48 can easily be put into 2C working-boat survey at relatively minimal cost, according to agents Euroyachts.

The engine room has watertight bulkheads, a rubber-sealed door leading from the cockpit, with engine—start and engine analogue gauges at the companionway so you can perform pre-departure checks and warm the motors without having to head up to the bridge. The engines also have dedicated, push-button block heaters for this very purpose, without even needing to press their ignition switches.

All the surrounding engine room walls are cored, which helps reduce running noise, as do the underwater exhausts, and there’s a rubber mat on which to walk while performing engine checks. Though the engine room is not as spacious as the 56 you could still crawl around the outside of the big C18 Cats. Importantly the dipsticks, fuel filters and coolant reservoirs were on the centreline. There was a fuel-priming system with pump for each engine and trolling valves on the 2:1 ZF gearboxes. Let me tell you, the boat really jumps when you put it in gear.

All the seawater pumps have strainers, but the engines have only external grills. Ventilation comes from the Delta-T system with 24V fans that can be operated manually and which start automatically with the ignitions. There is also an emergency engine-driven bilge pump system, decent 3in shafts, and access panels to every single engineering item throughout the boat. Serviceable? You bet. The electrical system on the Viking 48 Convertible was unique, all 24V and 240V, but designed in such a way that the 13.5kVa Onan generator powers the whole ship and needs to be left running virtually the whole time you are aboard. But thanks to the generator water and air-con water being fed into the engine exhaust there’s no annoying trickle. And once started the generator was amazingly quiet.

There were two battery chargers, one for house supply and one for the engine banks (but no invertor fitted), voltage isolators throughout, but the boat’s waterpump and bait-tank pumps are only 240V. Water, incidentally, is filtered and there’s plenty of it in an integral 669lt fibreglass tank. But I’d want a desalinator at this level. The modest 190lt holding tank and big fuel supply are also carried in integral GRP tanks and there’s a transfer pump with dash control to shift diesel from the forward to aft tank.

If none of this engineering stuff makes any sense, no worries, everything is labelled and accessible, with diagrams supplied.

What’s more, the specifications look like War and Peace. And take it from me: the engineering is a highlight and totally convincing for those of us who like to use their boats as second homes and range about the wide blue yonder.

The other big consideration on a boat like this is refrigeration. The Viking 48 Convertible has a deep, chest-sized cockpit fridge/freezer, insulated and plumbed cockpit fishbox, plumbed icebox in the saloon step, spare subfloor moulded well that could take fish and ice, and a soda box in the bridge. Which is to say nothing of the twin Sub Zero fridge and freezer drawers in the galley. Plenty of chill space for fishing and cruising.

STEM TO STERN
The decks of the Viking 48 are expectantly hospitable and expansive to cater for outdoor pursuits. The cockpit measures more than 12 square metres, with perfect ergonomics for locking your feet under the gunwales while locking horns with a fish, and there are many features built in and out of the way. Though there wasn’t a boarding platform, transom-mounted steps let you clamber aboard after a swim and the marlin door will be accommodating of trophy fish and mermaids.

A portside utility box in the cockpit contained remote fuel shutoffs, a freshwater tap, raw-water connection, and dockside water inlet. There were two gaff or tagpole tubes in the sidepockets, with the TV/phone jack to starboard, along with a 32-amp shorepower connection and Cablemaster for self-stowing leads.

Portside, behind the saloon, was the obligatory bait-prep centre, which contained the aforesaid bait/food freezer or party fridge, a drained cutting board, but there was no sink or freshwater faucet. Storage exists in five tackle drawers. With the lids closed over the tackle centre you have seating for three, plus one under the flybridge ladder that’s shaded under the flybridge overhang.

Underfloor was that big livebait tank, an even bigger transverse fish box and another spare (ice) box, plus access to the AWLgrip-painted lazarette. All the hatch lids lift on gas struts and have decent rubber water seals. A custom Reelax one-off rosewood, heavy-duty gamechair, 18-months in the making, was mounted mid-cockpit.

The gunwales and coamings were nice and clean, with mooring cleats fixed under hawsepipes and a high-volume scupper system that soon drained the cockpit of the water after some spirited reversing at sea.

A remote step box assisted access to the side decks, which have moulded toerails and are backed by handrails. The side decks lead to the foredeck, which has provision for mounting the tender cradle and davit. The bowrail is a stylish, anodised alloy number, to save on weight, and the deck cleats are huge. The chain locker with FW wash and fenders are similarly big, while the outriggers and rodholders are top-quality items from Rupp. And 300W quartz spotlights illuminate the cockpit at night. Top fittings everywhere.

BRIDGE STATION
Though there is just one helm station, surrounded by Strataglass clear curtains, it proved dry in the adverse test conditions. Views were great to all quarters of the boat, so there’s no need for another station. The ladder is rather vertical, though, to reduce its impact on cockpit space, but there were good grabs to assist the passage. On a private boat I would insist on the optional hatch cover over the ladder opening to stop crew falling through.

The helm chairs were high-backed, high-gloss, teak numbers and were set before matching teak accents on a broad dash that had a teak mounting pod for the $1000 Ongaro stainless steel steering wheel and single gearshifts. There was a rocket launcher for stowing fishing rods aft, but the dash fought for attention ahead.

I loved the sprayproof lift-up lids with rubber seals over the electronics that included twin Caterpillar engine-monitoring panels, a Moritz boat-monitoring system, basic Furuno depth and water temperature gauge, and two 10-inch Furuno Navnet screens with GPS plotter, radar and 2kW sounder. The Navpilot lets you conduct handsfree pattern searches as well as straightline passages, and there was a big spread of switchable white/red/blue lights.

Crew seating comes by was of an aft-facing shotgun seat, starboard lounge and full-length, L-shaped lounge forward of the console that can together take six guests. The latter also converts into a crew or captain bed and has rod storage inside. There’s room to mount a fridge in the bridge, too, and I liked the clear curtains with built-in vent panels so you don’t have to zip open the front clear panes. All smart stuff for long-range cruising.

SOPHISTICATED SALOON
Clean, uncluttered, understated but elegant and timeless sums up the saloon, which also contains the galley and dinette on the same level. Picture windows surround the cosy setting and such is the height of the aft saloon window that you can sit and fish in air-conditioned comfort.

The teak cabinet immediately to starboard housed the logical AC/DC panel with LED volt and load display and switches for interesting things like the central vac and separate washer and dryer. There was also a decent bar on the boat, of course.

Natural colours were used throughout, with a faultless high-gloss finish on the teak joinery, plush camel carpet protected by runners, taupe Ultraleather upholstery, plus ducted air-con, and mood and task lighting. The finish was simply five star.

The portside L-shaped lounge can seat four before the coffee table, with provision for a flatscreen television on a teak facia above the dinette, and the boat comes with Bose. Space exists under the lounges to create more rod lockers, which you would want to do, as the interior is free flowing and serviceable and best kept shipshape. Galley gourmands will enjoy the galley being part of the action in the saloon. Traced by big Corian counters, the U-shaped space boasts a big servery, Amtico flooring, storage cupboards everywhere, nifty pullout pantry shelves, and two undercounter Sub Zero fridge drawers and twin freezer drawers, with room for fitting a wine cooler.

Amenities run from a recessed, three-burner electric hob with extractor fan to a small convection microwave oven, which can be upgraded to a bigger unit, I’m told, and a huge sink with garbage disposal. The water tank gauge is nearby. And, of course, one would also fit an outdoor barbecue.

ACCOMMODATION PLAN
The Viking 48 comes in the standard three-cabin/two-head layout, as tested here, or optional tow-cabin/two-head layout. Like me, you might be wondering why. Especially as the former has the master stateroom amidships away from the water that will, inevitably when you are anchored offshore, be slapping on the chines. So three cabins it is. And as it is, all the cabins have oval, shiplike doors for a real big-boat feel.

In the preferred three-cabin version there’s a laundry space off the foyer on the starboard side and the boat’s second head for guests alongside, which are both handy to the saloon living spaces. That head has a big shower stall, Vacuflush loo, custom recessed sink and vanity, and elegance.

The boat’s third cabin, also to starboard, has bunks finished with a gold-waffle woven bedspread, a hatch for fresh air and air-con, plus a cedar-lined hanging space and taupe wallpaper.

Continuing forward, the forepeak cabin had two oversized bunks for oversized adults, designer bedding with a latté-coloured quilt, and plenty more storage.

Lastly, the portside stateroom. Owners get a big island bed with designer bedding and cushions, room around the foam mattress to pull up the covers, Ultraleather bedhead and mirror, plus bedside tables and lots of cedar-lined hanging space. Controls for the sound system, lights, 240V outlets, air-con and room to mount a small television were within arm’s reach of the bed. The ensuite mirrored the guest’s bathroom, with separate shower and smart finishes.

OFFSHORE VIKING
Unlike the Viking 56, this is very much an owner/driver boat that you could easily find a berth for at established marinas. In respect of the owner/driver bit, a bowthruster would be nice. Still, the big four-blade props really make the boat jump, even in slow vessel mode on the gearbox.

Trolling speed at 8kts revealed large pockets in the wake. At fishing speed, the twin C18 Caterpillar 1015hp engines use just 17lt/h. Affordable fishing.

The boat held an unstoppable, heavy-weather cruise of 23.4kts at 1743rpm for 222lt/h and a range of 365 nautical miles with 10 per cent in reserve. And at such speeds the power-assisted steering gave great off-the-wheel handling at sea.

With the big Cats, optimum cruise is more like 28.6kts at 1990 to 200rpm for 286lt/h and a speedy range of 350 nautical miles leaving 10 per cent of the fuel in reserve. A nice fast cruise was clocked at 31.4kts at 2143rpm and flat out the lightly laden boat did 34.6kts. Consumption? Don’t ask.

But the Viking 48 Convertible is engineered for offshore play. It’s the Rolls Royce of flybridge 48s.

It flies. So can you.

HIGHS

• The price is high but the performance is extraordinary
• Fantastic build, true long-range tankage, and a fast, smooth ride
• Class-leading engineering, especially in respect of production boats
• Big deck spaces with terrific ergonomics for offshore play
• The flybridge helm station is mindful of driver comfort
• Classy interior with elegant Euro styling
• Latest appliances and all the mod cons
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• Owner’s stateroom is amidships, where you want it
• Styling is beautiful and the finish is first class

LOWS

• Price premium puts this boat into a rare market and resale is unknown
• Head room around the saloon architrave is about 185cm, which isn’t very high
• Though there’s provision to remove the salon floor, you can’t easily remove a dud engine and it will be easier to rebuild one in situ
• Water pump was solely 240V, so no showers without the generator running, and no invertor fitted for running the AV sans genie
• No cockpit sink or tap for bait-cutting board
• Steep flybridge ladder
• No windlass control in bridge
• No twin double-island bed layout options

Boat Specifications:

VIKING 48 CONVERTIBLE

Options fitted: Engine upgrade, trolling valves, AWL grip engine room and lazarette, Furuno electronics and factory options from in-floor livewell to décor package, hardtop and clears, rocket launcher, Rupp outriggers, and more

GENERAL

Material: GRP fibreglass with cored decks, superstructure and hull sides

Type: Hard-chine planing hull with tunnels and underwater exhausts

Length overall: 15.98m

Hull length: 14.88m

Waterline length: 13m

Beam: 5.03m

Draft: 1.48m (max)

Deadrise: 15 degrees at transom

Weight: Approx 25,605kg (gross w/standard engine)

CAPACITIES

Berths: 7+1

Fuel capacity: 3830lt

Water capacity: 659lt

ENGINE

Make/model: Caterpillar C18s

Type: Vin-line six-cylinder diesel electronic engine w/ twin turbocharging and aftercooling Rated HP: 1015 at 2300rpm

Displacement: 18.1lt

Weight: Approx 1718kg

Gearboxes (make/ratio): ZF 2:1

Props: Michigan machined four-blade bronze props