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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 “Wooden ships and iron men” had been replaced by fiberglass boats and kids, as Cal 40s, sometimes crewed by teams of teenagers, crushed the competition in the Bermuda Race, the Transpac and many others.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 .

26 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.

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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• Sailboat Guide

Cal 40 is a 39 ′ 4 ″ / 12 m monohull sailboat designed by C. William Lapworth and built by Jensen Marine/Cal Boats between 1963 and 1971.

• 2 / 4 Annapolis, MD, US Cal 40 $7,000 USD View
• 3 / 4 Annapolis, MD, US Cal 40 $7,000 USD View
• 4 / 4 Annapolis, MD, US Cal 40 $7,000 USD View

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)

The accolades for this particular boat are many. Certainly one of the most influential designs and successful racing boats ever. With 160 built, it was also a commercial success for Jensen Marine. Less mention is made of the man, George Griffith, who actually commissioned the design, and agreed to back the construction of the first ten boats.

This added note from Robert VanderPol II: “There is a single example of a raised deck Cal 40 similar to the Cal 25 & 28. Jensen Marine was promised a number of orders. All but one backed out at the last minute and only one was built and delivered.”

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World’s coolest yachts: Cal40

• Helen Fretter
• October 7, 2022

We ask top sailors and marine industry gurus to choose the coolest and most innovative yachts of our times. Stan Honey nominates the Cal40

The Cal40 has iconic status in the United States and was a game-changer in the 1960s as a true racer/cruiser. Designed by Bill Lapworth, it has a radical flat-bottomed hull and separate rudder and keel, and was famed for its downwind surfing performance.

“The Cal40 revolutionised yacht design,” says Honey. “All ocean racers that came after had the fin keel and spade rudder that the Cal40 proved in the mid-1960s, dominating the sport including the Transpac, Bermuda Race, SORC etc. The Cal40 remains competitive in racing and an easy-to-sail, well-mannered cruising boat, perfect for a couple.

A Cal40 surfing into the finish of the Transpac. Photo: Betsy Senescu/Ultimate Sailing

“One aspect of owning a Cal40 is that everywhere you go folks come by the boat and tell stories about how they used to race on a Cal40 and that they love the boat. They have friends and admirers everywhere. It’s like driving a 1965 Mustang, everybody has fond memories. The Cal40 changed the design of offshore sailboats, like the ’65 Mustang changed the design of cars, forever.”

Make sure you check out our full list of Coolest Yachts.

Cal40 stats rating

Top speed: 22 knots LOA: 11.99m/39.3ft Launched: 1963 Berths: 6 Price: $30,000-$80,000 Adrenalin factor: 70%

Stan Honey is one of the world’s most accomplished navigators, having won the Trophée Jules Verne and Volvo Ocean Race , and set 24-hour, transpacific and transatlantic records. He’s navigated on Playstation , Groupama 3 , Comanche , and the J Class Hanuman . He and his wife, Sally, also cruised and raced their Cal40 Illusion for 30 years.

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Caliber 40 lrc

The caliber 40 lrc is a 40.92ft cutter designed by michael mccreary and built in fiberglass by caliber yachts (usa) since 1995..

The Caliber 40 lrc is a moderate weight sailboat which is slightly 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 excellent. There is a good water supply range.

Caliber 40 lrc for sale elsewhere on the web:

Full tour of this Caliber 40 lrc for sale by Learning the Lines

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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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Fin w/spade rudder

Specifications CAL 40

1963 - 39.33 ft / 11.99 m - C. William Lapworth - Jensen Marine (USA)

CAL 40 Sailboat Data

Hull Type: Fin w/spade rudder Rigging Type: Masthead Sloop LOA: 39.33 ft / 11.99 m LWL: 30.33 ft / 9.24 m S.A. (reported): 700.00 ft² / 65.03 m² Beam: 11.00 ft / 3.35 m Displacement: 15,000.00 lb / 6,804 kg Ballast: 6,000.00 lb / 2,722 kg Max Draft: 5.58 ft / 1.70 m Construction: FG Ballast Type: Lead First Built: 1963 Last Built: 1971 # Built: 108 Builder: Jensen Marine (USA) Designer: C. William Lapworth

Information from  sailboatdata.com .

Type Engine: Diesel HP: 50 Hull Speed: 7.38 kn

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