The Westerly Owners' Association - Definitive Guides

The Oceanmaster 48, the 490, the Ocean 49

(First published in WOA magazine No. 60, Spring 1998)

Flagships are difficult things. Westerly's biggest step up in size had been from the Conway 36 to the Sealord 39 in 1983. Even then the difference was remarkable, as the extra three feet involves a 14% weight increase (only 8% longer), and considerable extra stress on rig and hull.

With the jump from 41ft. to 48ft., one’s whole thinking has to change. Winches are twice the size, the main takes twice as long to raise (not to mention the anchor), and the boat behaves and is used in completely different ways. This is a difficult thing to deal with, but Westerly coped remarkably well, with only the original anchor windlasses being seriously undersized.

Under power, Oceanmasters show all the usual characteristics of the modern Westerly, being easy to manage in astern, tight in turns and generally well mannered and responsive. However, different techniques do need to be applied, and I wouldn’t recommend single handed driving in more than 20 knots of breeze. The most noticeable difference is in what happens when you engage reverse gear and apply revs. Not much at all, really! With about 13 tons of inertia to overcome, the “egg whisk” effect comes into play, reminding you to increase revs gently, as the boat has to start moving before the prop can start to get a proper grip.

The standard 48 came with a Volvo MD22, 59 hp diesel, although a 78 hp Perkins Prima M80 was on offer later. The Perkins became the standard engine on the 490 in 1993, and a jolly good thing too, since an extra 50% of available power goes a long way to overcome inertia!

Under sail, they are surprising boats, reminding us all just how good a designer is Ed Dubois. With that big rudder, shortish keel and uncomplicated shape, she behaves as expected, doing what she is asked when she is asked (allowing a trifle for the inertia problem). However, her wide hull and high topsides should indicate an aversion to heavy weather and big seas. Quite the reverse! Although I haven’t had the pleasure myself, delivery skippers report her to revel in storm force winds, giving confidence by being fast, handy and capable.

The interiors are truly sumptuous. From the start they were offered with an owner’s version with the biggest stateroom you ever did see, while the charter version had two decent sized double cabins aft with a corridor outside. The after heads has the luxury of a separate shower stall and access to the engine room (a term I use advisedly).

Both versions have an excellent galley along the walk-through to the after end and a terrific round ended saloon table with a removable middle for easy access. The chart table is set forward and to starboard, and would not be out of place on a ship. Forward are two more double cabins, one with bunk berths and the other with a double bed. Naturally there is also a heads and shower here too. The 49s offer four basic layouts allowing three to four cabins and a restyled saloon.

To get down to the history, the first Oceanmaster 48 appeared at the 1989 Southampton Boat Show. Perfect timing as this was the height of the Thatcher boom, and if memory serves, 16 had been sold by the end of that year. Sadly, by the end of 1991, production had slowed to a trickle, and the last true Oceanmaster (No. 22) was built in 1991. No. 23 was much customised and No. 24 was most of the way towards being a “490”.

During 1992 the 19th Oceanmaster was taken into the factory for a major re-fit to upgrade the quality of finish, and was re-badged “490”. She was on display at the London Boat Show of 1993, and Westerlys had a CAD program operating on a computer to allow prospective purchasers to play with the interior layout to see what could be achieved.

The formula of a large, centre cockpit, semi-customisable yacht at very reasonable cost has been a winner, notwithstanding the dip in her fortunes in the recession years of 1992 to 1994. In these three years, only two were built, and it was largely due to the enthusiasm of Serge Paris that they were able to spring back to life in 1995 (again re-badged - “Ocean 49”). Serge has had three, an Oceanmaster and two 49s, the last of which was shown at the Southampton Show in 1996.

Serge’s enthusiastic search for perfection has been a major force in Westerly’s move up market with the interior finish and quality of the 49s.

The first 48 sold on value for money, at £161,000 including VAT for a basic boat. By the end of 1990 the price had crept up to £184,000, and the beginning of 1991 saw a 12% price hike to £206,000. There followed two more years of gradual price increases before a convulsive leap in 1996, from £230,000 to £311,000. They are now asking £344,275 (although I understand discounts are available!). (Written 1998, Ed.)

All this quality and price escalation has caused a deal of confusion in the marketplace as to secondhand prices. Generally the 48s have fetched between £135,000 and £160,000 in the last few years, but now that we are back into a strong and rising market we expect to achieve between £150,000 and £175,000. Some silly prices are being asked of early boats at present, and they have all been gathering dust as a result. Only boats built after 1992 are likely to fetch more than £200,000. (Written 1998, Ed.)

Now that Westerly’s are part of the Bowman Group, we should be able to look forward to an un-interrupted spell of attention to detail and quality, lifting the 49 towards the standards of Oysters. However, looking at the standard of finish of the first of the new 43s, one has to conclude that such sunny optimism is sadly misplaced. Let’s hope for the best though, for there is no doubt that the 48/490/49 is a stunning boat.