Ancient Vessels
Tall Ships
Pirate Ships
Sailboats
Riverboats
Classic Boats
Classic Yachts
Modern Yachts
Half Hulls   
Ocean Liners   
Cruise Ships   
Merchantmen
Exploration
Tugboats
Civil War
Spanish War
Warships
Aircraft Carriers
Coast Guard
Metal Models
Submarines
Other Types
Large Models
Small  Models
 Clearance deals!
Display cases
Repair Service
Remote Control
COMMISSIONING

   website security

 Paypal payment
Guarantee
View Cart
Shipping
 About Us
Why Us
Contact Us
Work Opportunity

Feedback

News


   256-bit encryption
 $500,000 protection

    
 

 


VIKING SPORT FISHING 74

Designed by the father-and-son team of Bruce and David Wilson, the 74 actually started as a 68/70. But Viking president Pat Healey wanted more proportion and balance.  Thus the 74 was born, in 2004.   The largest Viking yacht to date, the 74 has a 20 feet starboard and weighs 135,000-pound. 



Two 2,030-hp MTU Series 2000 V-16s gives the 74  a top speed of more than 44 mph.
 With an optional 600 gallons of fuel added to the 74’s standard 2,400-gallon capacity, the boat can run for 544 nautical miles.  And if runs at 2,000 rpm (about 37 mph), it can reach 644 nautical miles. 

The 74 comes standard with four staterooms, including the crew quarters.  An optional fifth stateroom is located forward and to starboard.  As with the port-side guest stateroom and the forepeak VIP stateroom, the master offers an en suite head and plenty of stowage in drawers and cabinets. All these quarters are very comfortable and well-appointed.

More information about the 74 can be learnt by calling Viking Yachts at (609) 296-6000.



The purpose of tunnels remains the same as they did on my old boat: to help reduce the draft. Unfortunately, that goal is at odds with the laws of physics, which hold that a certain amount of propeller blade area is necessary for a certain horsepower, speed, and boat weight. If you don't have enough blade area, cavitation is the usual result. Cavitation manifests itself as noise, vibration, prop and rudder erosion, and degradation of performance, with increased fuel burn and reduced speed and range.

So how do you achieve the necessary propeller blade area and avoid all the problems? Generally, a larger prop diameter is more efficient than a smaller diameter, so bigger props are the obvious answer. Putting physics aside for a moment, that extra diameter has a practical downside: It aggravates the draft problem, since propeller tips are the low point on most boats. There's only so much space for props between the bottom of the boat and the bottom of the sea. We can't move the bottom of the sea, but we can move the bottom of the boat. This is accomplished with prop tunnels.

The sides of the tunnels are parallel to the centerline of the boat, and parallel to each other as well for their entire length. The sides do not converge either forward or aft. Looking closely at the black lines drawn athwartship, you can see that at the forward end of the tunnel, the shape of the tunnel roof begins very flat, and then transforms into a progressively tighter radius as we move aft toward the transom. At the point of the propeller location, very near the end of the keel on this example, the tunnel reaches its smallest radius. Aft of this point, from prop to transom, the shape can be maintained as in this Viking, or might converge just a bit to create a slight "nozzle" effect on some boats.

In addition to having the right shape for the tunnel, it is important to have the cleanest, most undisturbed water flowing into and out of the tunnel. This is done by avoiding discontinuities in the hull bottom and locating "bottom clutter," such as thru-hulls and transducers, out of the path of the water flowing into the tunnels. Shaft strut and rudder palms should be mounted flush, in indents molded into the tunnel, if at all possible.

Finally, there's the question of how close the prop should run to the tunnel walls. On installations without tunnels, the guideline is to allow 15 percent of the prop diameter (4 ½ inches on a 30-inch prop) as clearance between the hull bottom and the prop-blade tips, to avoid excessive vibration. With tunnels, this can easily be tightened up to 5 or 10 percent, and some designers have successfully gone to nearly zero without undue vibration. Obviously, this allows a few more inches of prop diameter, for more blade area and efficiency, with resultant speed, range, and efficiency gains and without added draft.

So there you have it: reduced draft and fuel usage, more speed and range, less cavitation and vibration. Tunnels aren't necessary for all boats, but when draft is a problem, they can be the answer.

The photos above show a 24" long Viking 74 model. If you like a similar model or just any Viking ones, at any sizes, just let us know at Services@ModelShipMaster.com.

We can build any powerboats. Accurate and premium quality. Custom model is our specialty. If you can take photos of your boat, we can build the model for you. The process is simple and easy. We need only a small commitment deposit to start the process. The remaining balance won't be due until the model is complete. Please click here for lead time.

Nobody builds better yacht models than ModelShipMaster. Click to learn more: Premium yacht models. Just email us or a quote. 

Other sizes, please email us or a quote: Services@ModelShipMaster.com 

Click to view our other Viking boats: Viking 64, Viking 65, Viking 82.