cal 40 sailboat specs

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The Cult of the Cal 40

The classic 1960s ocean racing legend.

The  Cal 40  is a roughly 39-ft 4-in fiberglass production racing and cruising sailboat, of which about 155 were built in Costa Mesa, California, starting in 1963. The first mass-produced sailboat that was capable of sustained surfing on waves, the Cal 40 dominated ocean racing during the 1960s like no other design before or since. It’s the original longboard, a Southern California surfing machine that is capable of sustained 15-knot downwind speeds.

The Boat That Changed Everything

This breakthrough design ushered in dramatic changes in offshore racing, from the moment that Cal 40 #2,  Conquistador, won the 1964 Southern Ocean Racing Conference, the marquee big boat series at the time. “Wooden ships and iron men” had been replaced by fiberglass boats and kids, as Cal 40s, sometimes crewed by teams of teenagers, crushed the competition in the Bermuda Race, the Transpac and many others.

The Cal 40 was created as the combined work of three men. George Griffith, a successful racing sailor and member of the Los Angeles Yacht Club, reportedly drew the outline of a new kind of racing yacht hull on the back of a napkin, and showed it to his friend, naval architect C. William Lapworth. Griffith observed that sailing dinghies, like the International 14 class, were extremely maneuverable with their rudders hanging on their transoms, unlike the typical 40-footer of 1962, which was a full-keeled, heavy beast with the rudder swinging on the back of the keel.

Radical Ultralight Hull

Griffith’s sketch showed a flat-bottomed, radically ultralight hull, lithe and canoe-like in shape, but with a brutal, trapezoidal 6,000-pound wing stuck to the bottom. And behind this wing of a keel, way back, was a separate “spade” rudder. The design that Bill Lapworth created, at 15,000 pounds, was considered questionable, radically light and dangerously underbuilt by many of the yachting authorities, not to mention its being built out of the avant-garde new boatbuilding material of fiberglass, referred to as “extruded snot” by the esteemed L. Francis Herreshoff.

Griffith and Lapworth unsuccessfully shopped their design around to several California boatbuilders, experiencing polite rejection until they showed the plans to Jack Jensen, who agreed to build the boat on the condition that Griffith could guarantee orders for at least ten boats.

Fast forward to the present, and today the Cal 40 has attained true ‘cult’ status as a design that is sought after, restored and passed down through multiple generations of families. Try searching for Cal 40s that are for sale on Yachtworld and other sites, and you’ll likely come up empty. Folks spend multiple years and a quarter of a million dollars restoring Cal 40s and fitting them out with the latest sails, gear and electronics.

Standing the Test of Time ​

The Cal 40 has endured because it is not only a relatively quick downwind raceboat, but also a sweet-sailing light cruiser that, in the words of Cal 40 owner  Stan Honey , “has no bad habits.” It steers beautifully under autopilot — plus it is rare to find a tiller-steered 40-ft sailboat, especially one with a light helm.

​Cal 40s have twice achieved the record of being the biggest one-design fleet ever in the biennial Transpac Race, with 14 boats in 1966 and 2005. And the boat continues to rack up trophies in big ocean races too, as San Francisco Bay-based Cal 40s have continued to place well.  Azure, Rodney Pimentel’s Encinal-based program, has been consistently near the top of the fleet in Bay, coastal and Pacific races.  Green Buffalo  and  Red Head , from Richmond Yacht Club, have won at the top level. And no list of modern-era Cal 40 accomplishments is complete without mention of the husband/wife team of Stan Honey and Sally Lindsay Honey onboard  Illusion .

​Many Cal 40 restorations are underway, or have happened recently.  Fred Cook ’s complete down-to-bare-glass rebuild of  Sequoia , documented in a great series of videos, is the most famous one. He’s worked with Cree Partridge, Jim Antrim, Kame Richards and other top East Bay pros to create a virtually brand-new boat.

​A Swell Cal 40 Voyage

Perhaps the most well-known Cal 40 belongs to  Liz Clark , who has been roaming the Pacific aboard Cal 40 #68,  Swell . On what she calls, “a sailing surfer’s voyage of awakening,” Captain Clark has pushed the boundaries of solo cruising and sustainable living, all while attracting notice for her exciting adventures and sponsorship from the likes of Patagonia and North Sails. We have a copy of her excellent narrative, a book called  Swell , onboard Shaman .

27 Comments

I own #120, ‘Mahalo’ and have since 2007. Yes, spent lots of $$ but she was in great shape after two Transpacs in ’03 and ’05 as ‘Flying Cloud’. She’s small by modern standards but just a blast to sail. I don’t race but I love to sail a boat well and a 40 is just a joy. She’s a great cruising boat now too.

First I would like to thank Latitude 38 for providing the magazine over the years but its especially great now when away from the water! I did the Transpac last year on Bob Hortons Cal 40 “Highlander” from Tiburon. What a great ride out there on the Pacific, I can vouch for the surfing which became competitive on the boat to see who who get the highest speed, I won by topping out at 18.9 knots on a wave at about 3-4 in the morning!, We could gauge how fast we were going by the noise of the water and how high water was spraying above the lifelines.

I like Cal 40s fine, but not the V drive most of them have.

I remember sailing with Jon Andron and his father Mort on their Cal 40 out of Santa Barbara in 1966-69. I was living aboard my boat GJOA in the SB harbor then. A fast boat ,but many “old school” sailors did not trust the FRP boats and I remember wondering if those boats would just fall apart while racing. How times changed.

We love the Cal40 here on Monterey Bay as well where we have a group of solo sailors we call “The Usual Suspects” who enjoy slugging it out on a regular basis. The Cal40 is extremely well suited for solo sailing/racing with it’s long tiller, accessible trim lines, and ability to easily steer with one’s foot while grinding in the jib after tacking. Just ask Steve Gann on his Cal40, Boomer, who (at 78 yrs young) still has enough tricks up his sleeve to teach us “youngsters” a thing or two!!!

Love Cal 40’s. Sailed in 81 and 85 on Montgomery Street in TransPac. We won it all in 85. The boat is like a freight train on rails downwind in a blow. I have many wonderful memories. I love it that Cal 40’s are still competitive 6 decades later.

How about running some of the old stories about the Cal-40. One such story that comes to mind was about Stan Honey doing the single-handed transpac in his Cal-40. Something about him beating the time of all previous Cal-40’s that had ever done the trip.

Splendid summary, thank you! It is extraordinarily impressive that almost 50 years later the Cal 40 remains an icon: a formidable racing boat that is also a sea-kindly and practical cruising boat without bad habits

It is, perhaps, worth remembering that the Cal 40 did not spring fully formed from George Griffith’s imagination onto that cocktail napkin. The same George Griffith had collaborated with the same Bill Lapworth on a prototype for the Cal 40 which was also built in Cost Mesa. This was the Lapworth 36. George Griffith took delivery of hull #1. It shared many of the same characteristics, and 71 boats were built to become a premiere one design fleet on the West Coast. It too, was radically ultralight by the standards of the day at less than 11,000 pounds. It shared the same rig and sail plan, and many of the same hull and under-body characteristics. The L-36 still had a keel hung rudder so it was the spade rudder that was the quantum leap on the Cal 40. Like the Cal 40, a well maintained Lapworth 36 remains a formidable racing boat as well as a sea-kindly and practical cruising boat without bad habits.

Full disclosure: my Father had #71 built. It is still in our family, and I expect my sons to be sailing her for many decades to come.

So additional articles must follow to describe the “cult” group of Cal 20s, 29s and other Lapworth models such as the Pearson 44, etc…. the man knew how to conceptualize racing vessels way beyond the design of the times.

What about the 40’s hot little sister the Cal 39 (pic in 2-11-18 Lec Lat, Ode to Wet Bottom Girls), or “The Other Woman” Knot A Clew.

Little? I believe the Cal 39 is both longer and heavier. Ask Saildata.com

Unfortunately, SailData.com indicates that only 107 CAL-40’s were built, but I apparently have hull #168 and I believe the above information is correct that 170 were built. Perhaps SailData.com transposed the 7 and the 0 in their count. I have come across a few other errors in their data, albeit they are a very useful source most of the time.

The Cal 39 is certainly a fine yacht, but it is fundamentally an offshore cruiser with good performance rather than a racing design that can also be cruised comfortably.

Guess I could tell a few “old” Cal 40 stories. In the ’67 Transpac (not ’66 as written in the article above), there were 14 Cal 40s on the start line. HOLIDAY TOO, #24, won class and overall, the youngest crew to do so, and a record that still stands despite MORNING LIGHT’s professional attempt at besting it. Before the 2007 Transpac, and movie of the same name, Robbie Haines of the MORNING LIGHT Disney project called me up and wanted all HOLIDAY TOO’s ’67 crew birthdates. I thought this a little strange without an explanation and refused his request. Another memory: Before the 2003 Transpac Stan Honey invited George Griffith and Bill Lapworth aboard ILLUSION for a little visit while tied up at the Griffiths’ dock in Alamitos Bay. As we sat around in the cockpit, a little contentiousness erupted. George told how Lapworth had designed the rig to be 18″ shorter, but George held out for the “tall” rig, saying Lapwoth’s “stump” would have “killed” the boat. Then the subject of who designed the Cal 40’s spade rudder, of which both Lapworth and Griffith claimed credit, arose, and was not resolved before our friendly little reunion broke up. Good times. -skip

Good to read about the history and accomplishments, past and present, of the wonderful Cal 40. My family and I have enjoyed owning Chaparral, hull number 135, for more than two decades and agree whole heartedly with the positive statements and comments about this tried and true class of great sailboats. In over 50 years on the water, Chaparral has proven the point of being an excellent racer and cruiser by performing well in off shore racing, including crewed and single handed Transpacs, as well as sailing around the world in 16 months, with her previous owner, Hans Vielhauer. Cal 40s may be old, but they certainly are good, and so much fun to sail.

Jim Quanci’s beautifully maintained Cal 40 ‘Green Buffalo’ has a few miles and many wins under her keel! I enjoyed following GB out of the gate in the 2012 SHTP, which Jim and GB won. And of course GB has also competed successfully in several Pac Cups, and many Bay races. She’s a Cal 40 worth watching!

Can anyone fill in the history of Sally and Stan’s Illusion? There was a black Cal 40 on the East Coast by that name in the early ’70s – owned by Commodore Montesano and raced by him and Bus Mosbacher. Maybe you’ve enjoyed a famous Montesano Cooler on the lawn at Larchmont. Yup – one and the same. I raced on the East Coast Illusion as a junior and have wondered if it’s the same boat. Thanks for any ideas.

Yes Sally and my Cal40 ILLUSION is the same boat as owned by Bus Mosbacher and Vince Monte-Sano. We sailed ILLUSION around to the East Coast to do the Bermuda Race in 2020 which was cancelled. Our fallback was two terrific summers cruising in Maine. We’ll be racing ILLUSION in the upcoming Newport Bermuda Race in June 2022. Interestingly ILLUSION’s first Bermuda Race was in 1966 raced by Mosbacher and Monte-Sano in which she came second to the Cal40 Thunderbird. The seven Cal40’s swept the results that year.

I am the keeper of hull 147 (I think) under the name EnFin, located on the Great Lakes. Although her specific history has gaps, it’s believed she’s lived in the fresh water of Lake Ontario for all of her life. In my opinion the Cal-40 has the best cockpit and is…. sparse down below. The cramped galley and curved floor can be difficult to get used to, but in a >15kn beam reach she makes it tough for boats far lighter and newer to keep up.

It is the same ILLUSION as owned by Mosbacher and Montesano. Hull number 57. She used to be black. There are half hulls of her in the NYYC Model Room and in Larchmont YC. She used to have sail number 1700, probably because Weatherly, the 12 that Mosbacher sailed in the Cup had sail number 17.

Thanks Stan, that connects the dots and brings back lots of happy memories. Glad to know you’re continuing the fun. Good luck in June. TK

I crewed on an L40 owned by Dr. Ed DuBois out of Marina del Rey back In 1968 and 1969. It was a lot of fun even tough we weren’t very competitive. I’d love to know if that boat is still around. I have no remembrance of the name or numbers of the boat. Ryan Anderson

Was the Dubois L40 also named Duboius? I was best friends with Larry Dubois back then.

I remember racing against Laughing Sally in Puerto Rico early 1970s. Dick Doran was the helmsman. It was the most dominant and professional boat during those days. In 1970 won Antigua.

I’m the current care taker of 1970 built Cal-40 Jubilee. Almost done with a full refit here on the Gulfcoast near the Florida Alabama line. I was really enjoying the ride until starting on the long journey of redoing outside and in. Everything except the engine and transmission have been changed out. About to rig and step the mast soon. Hope to have her ready to go fall of ‘23.

Take good care! I learned to sail on Jubalee in the 80’s in Houston. She’s special. I’ve heard a photo of her was in the Charleston yacht club for a while.

There used to be a small plaque or something on the bulk head commentating a SORC record she set.

I have (should I say am trustee of? lol) a Cal-40 that is apparently Hull# 168, formerly named ‘Callalou’ or ‘Callaloo’, and now named ‘Innisfree’ likely after the Irish poet Yeats’ poem of the same name. I’ll keep her name as is. She needs some deferred maintenance caught up and rehabilitation. The teak is in need of cleaning and oiling and the cockpit backboards will most likely need replacing. The power plant is not original. She has a Westerbeke W-33 now, which was derived from a Perkins block; some parts are interchangeable. The engine starts and runs fine now with a new waterpump. I am eager to get her sailing again as I think she has awesome lines, not to mention all of the Cal-40 history and accolades I am learning more about. Any help with photographs of original cabin layouts, maintenance issues to look for, etc., will be greatly appreciated. Thank you in advance.

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Caliber 40 LRC

This well-built cruising boat with an attractive wood interior has loads of room but sails marginally to windward and has a few problems with its tanks..

Brothers George and Michael McCreary, and Marshall Jones, formed Caliber Yachts Inc. as a backyard boatbuilding company in 1979. No strangers to the sailing world, the brothers grew up racing and cruising Florida and the Caribbean.

Following high school, Mike earned a degree in engineering, with a specialty in naval architecture, from the University of Michigan. He served his apprenticeship on the production line at Gulfstar Yachts, and as a designer for Endeavour Yachts.

George, who manages the business side, received a degree in business administration and marketing from the University of Florida, after which he spent three years working for Morgan Yachts.

Jones began studying the production side of the business immediately following graduation from high school when he went to work at Com-Pac Yachts.

Without bank financing, Caliber Yachts began building boats one at a time, producing its first, a 28-footer, in 1981. By 1985 the company was sufficiently solvent to build a factory, and introduce a 33-footer. A 30, 35, 40, and 47 followed. The Long Range Cruising (LRC) line began in 1994.

George, who acts as company spokesman, says the construction and design of the LRC is similar to earlier models. The primary difference is expanded tankage for fuel and water.

The Caliber 40 LRC has a projected cruising range of 1,484 miles when motoring at 7 knots with a Yanmar 50 diesel running at 2,500 rpm.

George is tightlipped about information he considers proprietary—the company’s gross sales, annual production, and number of employees or dealers, for example.

Design Michael McCreary designed the 40 LRC, which is most often compared to an Island Packet.

It has a relatively fine entry, bowsprit and bobstay, straight sheer, reverse transom, and flat coachroof. The displacement/length ratio is a moderately hefty 281, indicating it has the hull volume to carry necessary cruising stores. A Valiant 40 is 256, a Sabre 38 224, and a J/40 176.

Ballast of 9,500 lbs. is 44% of displacement. McCreary says its limit of positive stability is 138°, well in excess of the 120 figure many consider minimum for offshore sailing.

The underbody shows a long cruising fin; you could also call it a full keel with a cutaway forefoot and a monster “Brewer bite.” The rudder is skeg-mounted for protection and tracking.

Shrouds are led to chainplates mounted inboard of the toerail, and the genoa track is close to the cabin for narrow sheeting angles.

McCreary claims the boat tacks through 85°-90°, but we were unable to approach those tacking angles during our test sail, nor have we heard from any owner capable of tacking through less than 96°, including one who invested $6,000 on flat cut, laminated sails.

Sail area is 739 sq. ft., with a sail area/displacement (SA/D) of 15.3; that compares to a Valiant 40 at 15.5, falling in the general range for offshore cruisers.

The company has built 130 40 LCRs since its introduction in 1994.

Construction McCreary would not provide a complete lamination schedule for publication because he considers the information proprietary and subject to misinterpretation. He said that buyers or owners who want that information should contact him directly.

However, he described the lay-up in general terms.

Hand lay-up of the solid glass hull begins with molds sprayed with isophthalic-neopentyl gelcoat, followed by a skin layer of .75-oz. split-strand fiberglass set in vinylester resin to prevent blistering.

The keel shape is part of the hull mold with a cavity for the iron and concrete ballast that is glassed over.

Though no molded liners or pans are used except in the heads (an appropriate application to deal with moisture from showers and toilet leaks), the hull is stiffened by the bonding in of a molded Integral Strength-Grid System™ that incorporates water and two fuel tanks.

The deck is cored with Marine Tech plywood cut into 2-7/8″ squares bedded in alternating layers of 1.5-oz. mat and 24-oz. roving. McCreary says that wood is used because it resists compression when deck hardware is installed, which he considers a shortcoming of balsa and foam cores. (Many builders using balsa or foam omit it where hardware is to be installed, and use wood or solid resin/glass.)

Extra layers of glass are laminated around the perimeter of the cabin and cockpit, and radiuses are reinforced with 18-oz. Fabmat.

The Quad-Seal Deck to Hull System™ is sturdy and well done. The deck and hull flanges are bonded with 3M 5200. The inside seam is bonded with copolymer tape. An L-shaped aluminum toerail covers the exterior seam; it is also bonded with 3M 5200 and fastened with stainless steel carriage bolts on 6″ centers. A stainless rubrail covers the seam between toerail and hull.

Caliber seems to have a name for everything, including conventional bonding of bulkheads to the hull. Caliber calls its method The Multi-Bulkhead Bonding System™. Furniture and cabinetry are bonded in the same manner. A built-up plywood interior bonded to the hull and deck is in many ways preferable to a one-piece fiberglass pan interior.

Chainplates are through-bolted to bulkheads as well as the deck. Caliber calls it the Double-Lock Chainplate System™.

The molded rudder is constructed of a stainless steel plate welded to a 2″ diameter stainless steel stock encapsulated in fiberglass. When released from the mold, fiberglass tape is laid over the seam to prevent leaks, and the appendage is then faired and sprayed with gelcoat.

Loads on the rudderstock are handled by three supports: a solid stainless steel shoe attached to the bottom of the skeg, a bronze stuffing box at the waterline, and an upper bearing.

To offset the potential for contamination of fuel or water, boats are equipped with “Duel Diesel and Dual Fresh Water” system control panels with independent piping and filters.

However, while at the fuel dock the owners of our test boat complained that the fuel and water fillers are not marked, and are so close to each other that spilled fuel could enter the water filler.

Several owners think the boat’s holding tank incorporates a major design flaw. The 110-gal. integral tank is in the bow below the anchor locker. The aft side of the holding tank extends from the bottom of the hull to the deck, doubling as a watertight collision bulkhead.

The design provides structural integrity, but McCreary confirmed that when pumping out the tank it is critical that vent screens are clean; otherwise, a clogged vent may create sufficient suction on the holding tank wall to cause delamination of the hull. After talking with several owners, we think McCreary has understated the problem.

One owner experienced the problem when flushing the toilet while sailing offshore.

“As I pumped I heard a scary cracking sound in the holding tank,” he said. Upon inspection, he found the vent micro-screens were clogged. “When I opened the Y-valve I heard a major ‘whoosh’ as pressure was released,” he said.

Another owner said a more damaging result occurred under similar circumstances when the screen clogged and the top of the holding tank split away from the hull, creating an 11″ long crack, not to mention a horrible mess.

Additionally, a full holding tank adds 912 lbs. of weight in the bow, according to McCreary; coupled with anchor and rode, we think that is excessive. The holding tank also services the aft head, so waste may accumulate in hoses under the saloon.

The vacuum problem may extend to water and fuel tanks equipped with the same screens. One owner reported the inability to pump water from a tank, though the water pump was operating properly. The screens require cleaning or replacement.

Deck The T-shaped cockpit is comfortable, with 7′ 6″ seats and high backrests.

A port lazarette is 32″ deep and has a 16″ wide shelf and scallops for organizing spare lines. It also provides access to the aft end of the engine, batteries, and steering controls. There is space for the installation of a cabin heating system and genset.

Other features include an ice chest and vented propane locker with room for two 10-lb. bottles.

The transom platform has a built-in swim ladder.

For sail handling, two-speed Lewmar 48 winches are located on the coaming within reach of the helmsman, but the mainsheet traveler, mounted on the coachroof, requires a shorthanded sailor to leave the helm to trim the main. Two Lewmar 30s are mounted on the cabin top with triple rope clutches for sail control lines.

The untapered Selden mast has single spreaders.

The test boat was equipped with an optional inner forestay for setting a staysail. Tension on the stay is controlled by an uphaul inside the mast attached to a stainless sliding car to which the stay is attached. When not in service, the stay is secured out of the way to a padeye on deck.

The headstay and upper shrouds are 3/8″; the backstay and lower shrouds are 5/16″. The split backstay eases boarding but a single backstay would allow for an integral adjuster to control sail shape.

With wide decks, lifelines, handrails and slotted toerail, movement about the boat is easy and safe.

A double-roller stainless steel bowsprit moves ground tackle well forward of the stem and furling gear. The split anchor locker on our test boat carried a 30-kg Bruce, 200′ of chain and 200′ of rode in one compartment, and a 25-lb. Danforth and rode in the other.

Accommodations Joinerwork is nicely done; the 40 LRC looks like a traditional cruising boat—teak and holly sole, teak hull liners and bulkheads.

Headroom is 6′ 2″ throughout.

The master stateroom forward has an offset double berth measuring 6′ 4″ x 4′ 4″. It’s a nice change from the usual V-berth, though the person sleeping outboard has to climb over his or her partner to get out.

We like the head in the bow, but it won’t be as comfortable to use at sea as the aft head. There is a separate shower stall.

The L-shaped dinette settee to port is 6′ 2″ long, and converts to a double berth. The starboard settee is 6′. The dinette table folds down from the bulkhead.

In the galley, the fiberglass sink is located on centerline, where it should be to prevent water from flooding through the drain. The stove/oven is Force 10 and there’s room for a microwave. The 11 cu. ft. top loading icebox drains into a sump pump box at the mast step.

The nav station is aft of the galley. The navigator faces a large electrical and instrument panel outboard and communicates with the helmsman by opening a port beside his seat.

To starboard is what McCreary calls a “day head,” with doors from the saloon or aft berth. The head measures 42″ x 36″ and has toilet, sink and a shower; one dealer referred to it as a “telephone booth.”

The aft stateroom berth measures 6′ 7″x4′ 4″. There’s a cedar-lined hanging locker. Storage space below the berth is shared with an 11-gallon water heater.

Access to wiring, plumbing, through-hulls and tank inspection ports throughout the boat are from inside cabinets or behind fascias.

The top step on the companionway ladder opens to provide access to the top of engine; if desired, the entire ladder/box can be removed.

One owner complained that the engine compartment is inadequately insulated; he added lead-lined foam insulation but is still dissatisfied with engine noise in the saloon.

Performance Our test sail was with a Seattle couple that has owned four boats prior to the 40 LRC, most recently a light displacement, fin keel 36-footer.

“We didn’t want a full keel,” they said. “But we wanted a good shape, aesthetics, and a full-batten main and cutter rig so we could reef and sail with the staysail in 40 knots of breeze.

“The first thing we had to adapt to was the difference in feel and stiffness of this boat. It’s not as much fun as our old 36, but it is easier to sail.”

We tested the boat in 0-12 knots of apparent wind on calm waters, setting a 135% genoa on a Harken furler.

Considering its displacement, it is no surprise that in less than 6 knots of wind the boat moves only with assistance from the “iron genny.” When windspeed reached 6 knots it made 2-3 knots; at 7-9 knots of breeze we accelerated to 4.5 knots. Then, in 9-12 knots of wind, we sailed at 5-5.5 knots to within 60° of the apparent wind. On a broad reach, we managed to hit 7.2 knots in 10-12 knot puffs.

Additional performance information came from another Seattle owner who has logged more than 4,000 miles on his boat. A racer-turned-cruiser, he has pushed the boat hard and has computerized performance data. He replaced the factory main with a flat cut, large roach Spectra sail.

“I wanted to find out just how seaworthy the boat is, and how well she sails,” he said. “We sailed 250 miles to weather during a 36-hour trip up the west coast of Vancouver Island. Carried a 120% jib and full main sailing into 5-6 foot seas in steady 15-20-knot winds. I had a mapping program calibrated to my GPS and found that the best tacking angle we could produce was 112°.

“Going to weather in winds over 20 knots we furl the jib and hoist an overlapping staysail. We added sail track inside the Dorades to improve pointing and found that when wind speeds reach 20 knots we point 5° higher with the staysail, improve our VMG, and are more comfortable.

“On the return downwind we noticed a tendency to roll to windward in heavy seas, even with shortened headsail.”

Following an offshore passage from San Francisco to San Diego a cruising couple echoed his sentiments.

“When beam and broad reaching in winds around 25 knots the boat will round up if I have too much sail up,” the husband said. “When on a broad reach it gets even worse because the rollers hitting the stern push the stern to leeward, so it’s important to shorten sail early. On the other hand, I don’t think this was any worse than any other boat I’ve sailed on.”

A number of owners said they have fitted a feathering Max-Prop to the 50-hp. Yanmar diesel, which improves maneuverability, especially in reverse, and reduces drag under sail.

Warranty The company’s one-year warranty is too short, considering the price and intended use of the boat. The warranty for blistering is extended to five years if the bottom is epoxied during construction.

However, Chester Kolascz, a dealer who has represented the company for eight years in Michigan and also represents two other mainstream builders, said: “My service department likes Caliber best because it has the least amount of warranty work of any of the three.”

Conclusion The design and construction of the Caliber 40 LRC make it suitable for offshore use. In decent winds it should give 150-180-mile days. Upwind performance is typical of moderately heavy cruising boats; odds are she’ll be motorsailed on long coastal trips to weather. On balance, she’ll cover fewer miles than lighter-weight competitors, but will provide a more comfortable ride in heavy seas.

Among owners contacted, the company gets mixed reviews regarding post-sale service. In one instance the company shared the expense of a repair more than one year after expiration of the warranty.

Base price seems a fair $204,950, FOB Clearwater, Florida. For comparison, a Cabo Rico 40 is close to $400,000, a Catalina 40 Mk II and a Jeanneau Sun Fast 40 about $170,000, and the C&C 121 Express about $220,000.

Contact- Caliber Yachts, 4551 107th Circle N., Clearwater, FL 33762; 813/573-0627.

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Cal 40: The 1960s US classic that deserves restoration

• September 8, 2021

The Cal 40's traditional appearance belies her lightweight design and her surprising scarcity value, writes Rupert Holmes

Photos: PPL Photo Agency

The traditional styling of this boat, with its counter stern and raked bow, might lead onlookers to assume it’s a typical heavy long keeler from the early 1960s.

However, it’s a lightweight design with the potential to surf at speeds of 15-16 knots for sustained periods. Of course, when the Cal 40 was first launched in 1963 there were many naysayers, who couldn’t believe that such a light boat could be engineered to withstand the rigours of the ocean.

Yet the design won the 1965, 67 and 69 TransPac races, having sailed 2,250 miles from Los Angeles to Hawaii. Cal 40s also took positions 1, 3, 4, 5 and 6 in the 1966 Newport to Bermuda race.

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So what was the secret to this boat’s success? Designer Bill Lapworth drew a radically flat bottomed boat by the standards of the early 1960s, with well balanced ends and a fin keel with a relatively long chord length.

The fairly narrow transom means the Cal 40 rolls downwind far more than today’s broad stern designs, but remains on course as it does so and the big spade rudder is easily able to retain control, even when sailing on autopilot.

Accommodation is in a traditional layout, with a good size forecabin, plus heads and stowage space between that and the saloon. This has two settees with pilot berths outboard and a folding central table.

There’s also a reasonable galley, large chart table and a pair of snug quarter berths. The Cal 40 has gained a semi-cult status over the years.

Well known owners include Volvo Ocean Race winning navigator and multiple sailing speed record holder Stan Honey and his wife Sally Lindsey Honey, a double winner of the USA’s Yachtswoman of the Year award.

Prices vary considerably, but even tired examples are becoming more expensive, while very well equipped and maintained boats can change hands for much higher figures than most boats of this era.

Cal 40 specification

LOA: 12.00m / 39ft 4in LWL: 9.25m / 30ft 4in Beam: 3.35m / 11ft 0in Draught: 1.70m / 5ft 7in Displacement: 6,800kg / 15,000lb Ballast: 2,700kg / 6,000lb Sail area: 65m2 / 700ft2 Current market value: £50,000-£120,000 / $68,000-$164,000

The Caliber 40 is a 40.92ft cutter designed by Michael McCreary and built in fiberglass by Caliber Yachts (USA) since 1992.

The Caliber 40 is a moderate weight sailboat which is under powered. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is average. There is a good water supply range.

Caliber 40 for sale elsewhere on the web:

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• Caliber 40 LRC

The Caliber 40 LRC Sailboat Specs & Key Performance Indicators

The Caliber 40 LRC, a robust long-range cruiser sailboat, is a creation from the drawing board of Michael McCreary, an American designer. This sailboat exemplifies a blend of endurance and comfort for long-distance sailing.

It is built by Caliber Yachts, a company established and located in Clearwater, Florida. Caliber Yachts is renowned for its commitment to quality and durability, focusing on crafting vessels that cater to serious cruisers. 

Brothers George and Michael McCreary, together with Marshall Jones, formed Caliber Yachts Inc. as a backyard boatbuilding company in 1979. Without bank financing, Caliber Yachts began building boats one at a time, producing its first, a 28-footer, in 1981. By 1985 the company was sufficiently solvent to build a factory, and introduce a 33-footer. A 30, 35, 40, and 47 followed. The Long Range Cruising (LRC) line began in 1994. The Caliber 40 LRC has a projected cruising range of 1,484 miles when motoring at 7 knots with a Yanmar 50 diesel running at 2,500 rpm.

Published Specification for the Caliber 40 LRC

Underwater Profile:  Fin keel with skeg-hung rudder

Hull Material:  GRP

Length Overall:  40'11" (12.5m)

Waterline Length:  32'6" (9.9m)

Beam:  12'8" (3.9m)

Draft:  5'0" (1.5m)

Rig Type:  Cutter

Displacement:  21,600lb (9,798kg)

Designer:  Michael McCreary

Builder:  Caliber Yachts (USA)

Year First Built:  1995

Published Design Ratios for the Caliber 40 LRC

The Caliber 40 LRC sailboat, with its design ratios, offers a unique set of sailing characteristics ideal for long-term cruising.

• The Sail Area/Displacement Ratio of 15.3 suggests that while it might not be the fastest vessel, its performance is balanced, tailored more towards steady and reliable cruising rather than speed. This is slightly underpowered compared to high-performance boats but is typical for sturdy cruising designs prioritizing safety and comfort over racing capabilities.
• The Ballast/Displacement Ratio of 44 indicates a strong ability to resist capsizing and maintain stability in heavy winds. This high ratio points to a stiffer, more powerful vessel. However, it's crucial to remember that this metric doesn't account for the exact placement of ballast, which can significantly affect stability.
• With a Displacement/Length Ratio of 281 , the Caliber 40 LRC falls into the 'Heavy Displacement' category, which means it's designed to handle more adverse sea conditions robustly, albeit at the expense of requiring more sail area to reach its designed hull speed.
• A Comfort Ratio of 32.4 places this boat squarely within the range typical for moderate bluewater cruising boats. This indicates a vessel that should provide a relatively comfortable ride in various conditions, mitigating the excessive motion that can fatigue crew members during extended passages.

Moreover, the Capsize Screening Formula at 1.8 strongly underscores the boat's suitability for ocean passages, suggesting it has a lower propensity for capsizing compared to many other vessels, a critical factor for serious bluewater cruisers.

It's important to note the theoretical nature of these design ratios. While they provide valuable insights, they are general indicators and can't entirely capture all nuances of a boat's performance and comfort. Specifically, the Ballast/Displacement Ratio does not consider the vertical center of gravity, which is crucial for actual stability, and Ted Brewer's Comfort Ratio may not favor modern vessel designs that are beamy and light but still capable in heavy seas. Thus, while these ratios provide a useful framework for evaluating vessel traits, they should be considered in conjunction with real-world performance and sea trials.

More about Design Ratios...

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

Press Reviews for the Caliber 40 LRC

Practical Sailor tells us "The design and construction of the Caliber 40 LRC make it suitable for offshore use. In decent winds it should give 150-180-mile days. Upwind performance is typical of moderately heavy cruising boats; odds are she’ll be motor-sailed on long coastal trips to weather. On balance, she’ll cover fewer miles than lighter-weight competitors, but will provide a more comfortable ride in heavy seas. Read more... 

Other sailboats in the Caliber range include:

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Stephens Waring Yacht Design

Spirit of Tradition Yachts Designed In Maine

Home » News » SWD News & Stories » Keeping Up With The Cal 40

Keeping Up With The Cal 40

Posted on March 25, 2022 and filed under SWD News & Stories

The Lockheed C-130 Hercules first launched in 1955 as a cold war crusader but has gone on to become a staple of modern aviation. Because of its unique adaptations and innovations including upgraded engines, revised wing shape, and avionics, it will become the first military aircraft to stay in continuous service for a hundred years. Photo credit: Lockheed Martin

It’s been a while since we had a good stir-of-the-pot to get us fired up about something other than politics and the news for a minute.  So we figured why not throw our paw in the familiar beehive of that argument for a full re-imagining of a dear, beloved classic: the Cal 40.

This isn’t our first soiree into the merits of putting new life into a design released the same year that JFK was assassinated, and the Sabin oral Polio Vaccine was first distributed with a lump of sugar to kids across the US.  In fact, we’ve jumped into the deep end twice and received a massive response (the good, the bad, and the ugly) each time.

In our first article , we put Cal 40 owners on notice that it was time to address the lingering design issues and suggest a path to update these treasured boats for the 21st century.  We outlined an array of points in our brief that called out details including wide-ranging weights across the fleet, dated sails and rigs, cumbersome deck layouts, the (OMG) kooky cockpit ergonomics, and quirky mechanical choices.  We also identified some rigging problems that continue to make us a little seasick when we think about the prospect of amateur sailors taking their Cals hundreds of miles offshore… even on a good weather day.  Other than that, great boats!

The overwhelming response to this first piece (one of our biggest ever) prompted us to draft a follow-up response , where we doubled down on the details and costs of a full Cal 40 reboot. Our full menu of updates included new rigging, sails, keel, rudder, cockpit and sailing hardware, interior, propulsion/systems, and paint.  The whole enchilada, including design fees and labor, came to $350-$375K all in.  A big pill to swallow until we compared it to the price of a comparable custom racer like the The Solo 38P (also a great choice).

Originally created as a daysailer, Solo is all about style, charisma and high performance. A slightly tuned down racing yacht, Solo has conservative draft and a punchy sail plan that promises a lively sailing experience.

So, if our first article outlined the ingredients of the design brief, and the second article the recipe for success –consider this a reveal of baking the cake, itself… at least a rendering of it.

Your Cal 4040 Cake

The Cal 4040 Concept by Stephens Waring. Note, the cockpit arrangement, updated underbody, and the boost in plumage.  

Deck and Cockpit

Almost all practice of design most certainly involves the necessity to iterate and refine. It’s not lost on us, here, that if given the chance perhaps the creator of the CAL 40, C. William (Bill) Lapworth, would have revisited many details of the boat to bring all enhancements possible to the table.  As we carve up this turkey, the way in which we’ve learned to experience sailing and how we aim to dovetail the work with the pleasure of sailing, it’s important to point out that it’s only natural to learn from what has been done before you.

Having that history is a great power.  One of the most important improvements we can make to a design is to focus on the comfort of the crew and operators aboard the vessel.  This has a direct relationship to safety concerns and ergonomic comfort that are intrinsic to the health and stamina of people on board.  We pointed to the Cal 40’s flawed cockpit in our first story, and this project gave us the opportunity to re-imagine how the handling of the boat improved by simply tuning in a thoughtful sailing platform.

The original layout placed a lengthy tiller in the middle of the cockpit well, and positioned the helmsman forward. The parallel and poorly shaped settees leftover then become quickly filled with feet and lines and the remaining elbows flailing about on all sides makes for a glitchy situation – generally causing all kinds of traffic flow and work area issues, at best.

Comparison overlay of the Cal 40 and Cal 4040 Sail Plan.

Our thought here was to parse out a cockpit that shelters the helmsman out of the way of traffic and gives a proper pit area for the management of sail handling.  Note, on the drawing, how we have almost 3 separate sections: settees forward, winches and line pit to the middle, and steering/navigating aft.  All sailing hardware is organized throughout the deck arrangement to provide good access to halyards, sheets, trimming tweaks with good visibility and elbow room for all.

Sails and Rigging

The design of the sail plan is the larger departure in the campaign to update the CAL 40. In our article we propose a taller rig where, proportionately, we have most of the sail area concentrated in the main and a 105% working jib for easy handling and quick tacking.  In light air, or close reaching, a Code 0 or Windseeker style sails are hoisted on top-down furling outside the headstay.  The idea with this  rig configuration is to get away from burdensome sail inventories–those days of multiple overlapping headsails are gone (gladly). And significant handling advantages are realized from the low-drag-high-lift nature of a trapezoid wing shape from the sq. head in the main. Reducing sail inventory is easier work on the crew and this matriculates into a simpler streamlined design brief for the rig — the lower drag wing shape in plan-form greatly reduces heeling forces on the yacht and are able to translate the lift energy more directly into driving force that benefit sailing angle and speed.

In this plan, the rig supports that square-top Main by eliminating the backstay and positioning heavily swept spreaders that locate shrouds and chainplates further aft at deck level and out to the rail of the boat – this wide-angle geometry actually reduces loads delivered into the hull and provides a nice wide shroud base for good support of the spar.  The reduction of all these stresses on the hull and up the rig mean lighter stays, turnbuckles and tube weights. With that staying arrangement, and the lighter, stiffer carbon spar, the overall weight aloft is further reduced compared to the original Cal 40 rig specs. When we match this to a more practical sail inventory, the net result of all these tweaks moves the vertical center of gravity downward, drives the weight of the craft downward, and generally reduces or mitigates certain highly loaded areas on hull and rig. Now, what is wrong with that picture?

The Cal 4040 replaces the inefficient original underbody design with a modern foil-shaped fin with bulb and foil shaped rudder.

The antiquated, under-specified spade rudder is swapped for a deeper, higher aspect modern foil. A plan form like this is a strong and efficient solution for steering under the boost of canvas we have in the proposed sail plan. A rudder like this delivers precision handling in all conditions and is intrinsically linked to the balancing of the boat and drive provided by interacting between sails and keel.

The original keel on a Cal 40 is a monster. By modern-day approaches, its lateral plane area represents nearly 2.5 times the area we would normally anticipate matching to the sail area in the original design. Additionally, that old keel is not fashioned into a quality foil shape, but is more a crude imposter: the unfair surfaces show little symmetry to centerline and appear bent and warped to an approximate foil curvature that is paired to a poorly shaped leading edge. These bullet points add up to a terrible solution that mostly results in drag on the boat.

Cross-section comparison of the Cal 40 and Cal 4040 keel and rudder design.

In the proposal, the dated keel is removed and the boat is fitted with a modern foil-shaped fin that’s more suited to the job of responding to the sail area above.  The design effort becomes two-fold: first is to increase the efficiency of the fin through proper foil-shaping and reduction in the plan-form area; then,  carve a refined bulb shape that concentrates the ballast as low as possible.  The result produces a significant decrease in wetted surface and a more capable fin on all points of sail. Going towards this deeper-draft, updated, keel, we not only reduce ballast weight and retain righting moment, but the added benefit of increased handling capability improves maneuvering and sailing across the board.

An interesting aside: analysis of the fleet illustrates a glaring, wide-range of bare-boat hull weights –nearly 4500 lbs difference across extremes.  This is certainly an issue for racers thinking about viewing the class as a one-design and is most certainly a headache for handicapping. We suspect most of this resides in loose construction management over the production years. Yet, it’s always best to approach the design and build by specifying sensible materials approaches and build techniques that can give us good light structures.

Cal 4040 Updates by Category:

• Revised geometry in hoist and boom length.
• Carbon mast, SS rigging, no back stay.
• Square-top main for more efficient horsepower.
• Solent head, Code zero Headsail in outer position, 105 working jib on inner stay.
• top Main, 105 Jib, Code Zero, A-sail launcher.
• Not too finicky, yet very efficient updated foil with shorter chord.
• All lead concentrated in the bulb.
• Revise structural hull grid for new keel.
• Again, not too finicky, yet efficient, updated plan form.
• Fine-tuned for single/dbl-handed racing, some reconstruction required.
• Sheets & halyards lead to helm for sailing with minimal crew.
• Consider: add wheel steering, and definitely an autopilot.
• Revise layout to remove all unneeded structure. Very light and spare is key.
• Suited for dbl hand racing, no frills.
• Sail drive, 30 hp Volvo or Yanmar.
• Small fridge, with cooktop and galley area.
• Upgraded navigation gear.
• Integrated flywheel genset (IFG)
• Light lithium batteries.
• Consider electric motor/hydrogenerator! Like the big boys and girls in the Open 60’s.

Borrowing from our friends in the aviation industry who brought us the C-130 Hercules (first flight: 1954), the Boeing B-52 Stratofortress (first flight: 1952) and the Boeing 737 (first flight: 1967), all of  which remain aviation stalwarts with no foreseeable plans for retirement, we too believe the Cal 40 can live on in perpetuity.  But like its aircraft brethren, the Cal 40 future requires updates and upgrades to remain relevant, reliable, and radical for the next generation.

Links to previous Cal 40 Articles

The Cal “4040”

Cal 4040 or Solo: You Decide

site by: slickfish studios

Review of Cal 40

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The Cal 40 is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can enter most marinas as the draft is just about 1.71 - 1.81 meter (5.61 - 5.91 ft) dependent on the load.

The boat is typically equipped with an inboard Perkins 4.108 diesel engine

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.4 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Cal 40 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

The Cal 40 is a sloop-rigged monohull sailboat designed by Bill Lapworth and made by Jensen Marine from 1963 to about 1971.

The design may be one of the first recreational sailboats designed to plane while going downwind. It is a popular race boat in California, where the boats were originally built. The Cal 40 is a popular contender in the biannual Transpac race from San Diego to Honolulu.

Source: Wikipedia . Image Credit: Yatco

LOA: 39.33 ft LWL: 30.33 ft Beam: 11.00 ft Draft: 5.58 ft Displacement: 15000.00 lbs Ballast: 6000.00 lbs Hull type: Fin w/spade rudder Hull construction: FG Rigging type: Masthead Sloop

Cal 40 for sale in the last 12 months

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Cal 40 listing prices over time

Listing details.

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• Sailboat Guide

1968 CAL 34

• Description

Seller's Description

🌊 Set Sail on an Adventure with the Amazing ‘68 Cal 34! 🌊

⚡️ MAKE OFFER! ⚡️

Looking for a sailing companion that combines excitement, affordability, and the thrill of exploration? Look no further! Introducing the ‘68 Cal 34, a true gem of a boat that’s ready to conquer the waters and create unforgettable experiences. Don’t mind a bit of interior cosmetic work and some exterior touch-ups? Then this vessel is perfect for you!

✨ Positive Experiences Await ✨

Step aboard and discover the wonders that await you with the ‘68 Cal 34. Despite its age, this beauty has been well-maintained and lovingly cared for. Let the stories of countless adventures inspire you to embark on your own!

🔌 Custom Electrical Work 🔌

One of the standout features of this boat is the impressive custom electrical work performed by the owner. No need to worry about outdated systems here! Everything is up-to-date and ready to provide you with a seamless sailing experience.

🚀 Brand New Universal Engine 🚀

With a brand new Universal engine boasting only 4 hours of use, you can sail with confidence, knowing that reliability is on your side. This powerhouse of an engine will ensure smooth and worry-free voyages as you explore the vast blue horizons.

🎣 Raymarine Sonar Fish-Location System 🎣

Calling all fishing enthusiasts! The ‘68 Cal 34 comes equipped with a state-of-the-art Raymarine sonar fish-location system. Stay updated on the perfect spots for a fishing extravaganza, all while enjoying the thrill of sailing. It’s a dream come true for those seeking the best of both worlds.

🛳️ Countless Unmentioned Features 🛳️

This vessel is brimming with additional features that make it a true standout. To truly appreciate the ‘68 Cal 34, we invite you to see it in person or take a virtual viewing tour. Prepare to be amazed by the hidden treasures waiting to be uncovered.

⛵ Your Perfect Sailing Starter ⛵

Whether you’re a seasoned sailor or new to the world of sailing, the ‘68 Cal 34 is an ideal choice. Offering an affordable price point, this boat presents a fantastic opportunity to kickstart your sailing journey or find a comfortable live-aboard option. With a little bit of cosmetic work, you’ll have a fantastic vessel to call your own.

Don’t miss out on this incredible chance to own a piece of sailing history! Contact us today and let the ‘68 Cal 34 be your gateway to a lifetime of thrilling adventures on the open seas.

Note: Prices and availability are subject to change.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Jack Jensen, founder of Jensen Marine owned and regularly sailed a CAL 34. Later versions (2-34, 34-III) share the same hull but with different rigs and other details. Production of the final version continued until 1979.

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