ericson 41 sailboat for sale

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• Sailboat Reviews

Ericson 41, Used Sailboat Review

Solidly built, this early bruce king design has stood the test of time..

The Ericson 41s history follows a storyline typical of many early fiberglass designs inspired by the Cruising Club of America (CCA) rules. Ray Handy and others from Columbia Yachts started Ericson in the early 1960s with the introduction of the Ericson 26 and Ericson 30. Soon, Bruce King and the Kohlmann brothers, Gene and Don, were on board, and in 1966, the company sea-trialed a foam core plug that would be used to make the mold for the Ericson 41. Ultimately, 50 E-41s were built between 1967 and 1972. Decent boatbuilding and a bad business sense put Ericson on financial rocks by the late 1960s, and the Kohlmann brothers would play key roles in the companys resurrection and future financial ups and downs.

The Ericson 41 was more of an update of traditional yacht design than a radical departure from it. A graceful sheer, lean beam, and overhangs inspired by the CCA racing rules gave rise to a boat that is as easy to look at as it is to sail. Ironically, anyone visiting this years round of sailboat shows will have had a hard time missing the renaissance in lean, low freeboard, long-ended sailboats that are being built by some of the best builders in the country. Its nice to see that classic lines and utilitarian simplicity still have appeal.

As with most trends in marine architecture, when form and function are part of the styling equation its more likely that the boat will leave a lasting impression, but in the long run, the builder makes or breaks the deal. Ericson, based in Santa Ana, Calif., was part of a populist shift in boatbuilding fed by low prices for fiberglass, resin, hardware, and other materials, and even lower labor costs.

Hand-laid, molded, fiber reinforced plastic (FRP) construction had simplified boat building, and more middle-class sailors were stepping aboard 35-40 footers than ever before. To help make the dream come true, a few corners were cut, but ultimately, these boats of the 1960s were a legitimate paradigm shift. With plenty of feedback from the owners and crews who have sailed these boats for decades, the final evaluation of their worth is self-evident. The E-41 was built in an era of trial-and-error engineering and FRP boat building, and the team at Ericson got it mostly right.

The E-41s lean, 10-foot, 8-inch beam, rounded sections, cutaway forefoot, and fin keel reduced its wetted surface and skin drag, adding to the boats light-air capability. A separate spade rudder and modest 6-foot draft helped nudge the boat into a new era, especially when stacked up against much heavier frame-and-plank cousins designed by Sparkman & Stephens, Phillip Rhodes, and Bill Tripp during the early- to mid-1960s. This is a boat that can be sailed across the Bahama Banks and negotiate the Intracoastal Waterway, but still packs a limit of positive stability (LPS) that approaches 140, attesting to her willingness to recover from a deep capsize, an important attribute in a passagemaker.

The Ericson-41 featured in this review has been owned by our new technical editor, Ralph Naranjo, and his wife for thirty years. It has a roller furler on the headstay with a 120-percent genoa that reefs to serve as a working jib. Years ago, he added an inner forestaysail that continues to see considerable use. The inner forestay can be quickly moved out of the foretriangle to make tacking easier when coastal sailing. Spectra running backstays (added to counter loads on the inner forestay) make setting and tying off the backstays simpler. For light-air sailing, Naranjo favors a radial clew drifter/reacher that sets via hanks on a removable secondary headstay. A spinnaker, storm jib, and storm trysail make up the remainder of the sail inventory. Its a cruiser for those who love to sail and are content with the trade- offs associated with simplicity and ease of handling.

AccomModations

The layout aboard the E-41 is fairly standard for the era. While narrow by todays standards, the beam can be an asset in heavy weather and Ericsons efficient use of furniture does not detract from overall useful space. To port of a user-friendly, four-step companionway ladder lies a functional U-shaped galley. To starboard is a chart table and quarter berth. The saloon provides a spacious dinette that converts to a comfortable double berth, and a pilot berth is stacked above the starboard settee, which extends out to make another berth. Just forward of the mast is an enclosed head compartment to port with hanging lockers to starboard and a comfortable V-berth. Adding a few opening ports and upgrading to modern hatches adds considerably to the comfort below.

The trim work is mahogany, as is the veneer of the plywood. Finish options range from varnish or sealer to paint on the bulkheads and bright finish on the trim. A big plus for this boat is that it is stick built free of pans and liners so its easy to access, clean, and inspect most of the hidden recesses.

The large cockpit and relatively wide sidedecks underscore the E-41s primary role as a sailboat, and although the original winches, tracks, and blocks are Stone Age by todays standards, the deck plan is all set for a modern gear make-over. The winch pedestals are strong and well-fastened, but if new blocks or tracks are to be added, its important to carefully check into how the loads will be spread. The deck will likely need reinforcement, or worse, repair. Backing plates and core replacement with G-10 or another stiffening material may be necessary.

The systems onboard original boats were minimal, and any original wiring will likely need replacing. Aboard most boats, the batteries were stored under the aft quarter berth, and although a few boats came with Atomic 4 gasoline engines mounted under the cabin sole, most owners opted for diesels aft, and the V-drive associated with this option proved to be a mixed blessing. The diesel was installed just aft of the companionway ladder, and the drive shaft angled rather sharply downward on its way to the fixed mounted V-drive. When Naranjo rebuilt the original Westerbeke 4-107 that his hull number 23 was equipped with, he found much more wear on the valve train components of the highest cylinder where the oil flow was most reduced. To compensate, he increased oil flow to the rocker arm assembly by drilling the rocker arm oil delivery holes to 1/8-inch diameter and by slightly increasing the oil pressure.

The V-drive tends to leak oil into the bilge, and the whole drive train arrangement is less than ideal. But the problem can be minimized with good alignment and the replacement of the shaft seal on the V-drive when it starts to become a problem. A few owners have eliminated the V-drive altogether, modifying the engine beds, adding a strut, new stern tube, and turning the engine around. Its a big job, but the boat has gained a following of owners who are serious about longterm ownership, and flip-flopping the engine or switching to a V-drive mounted on the engine block is worth considering if you intend to repower.

Performance

Contrary to many boats seen in marinas today, the E-41 is at its best under sail. Although it has been slightly overshadowed by the legendary performance of the Cal 40, the E-41 has distinguished itself well enough on the race course and in the minds of sailors to still be sought after as a classic cruiser capable of offshore as well as coastal challenges. It is the right size vessel for a shorthanded crew, whether it be in light air or when a gale blows the water sideways. The boat was built in an era that preceded reliable headsail and mainsail furlers, electric winches, and a host of other mechanical gear that today boosts a shorthanded crews ability to cope with larger sail plans. The boats light-air efficiency and easy conversion to a double-headsail sail plan allow a short-handed crew to do away with the heavy number one and two genoas and still hold onto good upwind and off-the-wind performance. The double-headsail sail plan and reasonable 715 square feet of working canvas make foredeck work easy. A big, but easy-to-handle, 160-percent, 2.2-ounce drifter/reacher can tune up light-air performance. The Ericson was built during a period when such light-air sails were the answer to near calm conditions, and the engine was held as the very last resort.

So whats an Ericson 41 worth? Today, many owners lavish tender loving care on their boats. Those who have bought new sails, re-rigged, repowered, and professionally painted might expect $75,000 when its time to sell. The cosmetically neglected boats that hit the market with worn out gear may be priced as low as $30-$40K. Either rendition may be a good buy, depending upon whats left to be done.

Naranjo has owned his E-41 for three decades, sailed it around the world, and grown more than familiar with its strengths, as well as its quirks and idiosyncrasies. Hes made deck core repairs and major upgrades, but ultimately the boat has stood the test of time. The hull and deck are sound, the original mast and engine are in-place, and the boat has a proven track record as a capable daysailer, weekender, coastal cruiser, and ocean-going passagemaker.

• Hits and Misses
• Critic’s Corner – Ericson 41
• Ericson’s Boat Design
• Ericson 41 in Context
• Constuction Details

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• Sailboat Guide

1969 Ericson 41

• Description

Seller's Description

Maybe the best looking 40 footer in Southern California. Great sailing machine. Well known, timeless design. Full refit. Excellent turn-key condition. Priced to sell at 50K/obo. Motivated seller. Socal delivery and temporary dockage possible. Full details at www.ericson41.weebly.com

Equipment: www.ericson41.weebly.com

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)

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41' ericson yachts for sale.

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• By Ralph Naranjo
• Updated: July 31, 2002

This popular mid-1960s Bruce King design features long ends, low wetted surface, a short waterline and an impressive stability index. The sloop is lean by modern standards, but her easily driven hull shape needn’t be put on its ear to sail efficiently – as did a whole generation of thin-waisted racers and cruisers built to the CCA rule.

The split-molded hull with an integral keel and encapsulated ballast shows good attention to glasswork detail. The thickness of the laminate and the resin/fiber ratio are more than adequate. Most of the deck is a plywood/glass sandwich that has held up quite well. Unfortunately, the coachroof and the bow and stern areas of the deck were balsa cored, and over the years they have tended to suffer from moisture intrusion and rot. I have spent considerable time remedying these problems aboard my 41 Wind Shadow.

The interior joinerwork is anchored to gussets and partial bulkheads that have been bonded securely to the hull, making much of the joinerwork structural and allowing access to the boat’s inside skin. As on many production boats, bulkheads meet the deck in a more or less fashion. By epoxy-bonding lengths of 2-inch x 2-inch mahogany to the underside of the deck and the bulkhead, greater load sharing can be achieved on a refit basis.

The Sparcraft double-spreader rig and external halyards yield poetic simplicity and allow a do-it-yourselfer to maintain the lot with minimum hassle and cost. The rig is a natural candidate for runners opposed by an inner forestay set six feet back from the headstay chainplate and the cutter upgrade.

A tie rod or other stiffening member linking the hull and foredeck should be added if an inner forestay is installed.

Areas to keep a sharp eye on include the mast step, the chain plates and the rudder Ñ Achilles heels for many production-built vessels. Because the problems that arise in these areas involve straightforward fixes, this boat remains a good option in the used-cruiser market.

Under sail the Ericson 41 is pure delight. Her ability in 12 knots or less of breeze is significant, and I have found this relatively benign-sounding attribute to be a huge advantage both inshore and offshore. In a blow she behaves well with two reefs and an inner forestaysail. When things get even worse a storm trysail and storm jib are true value added. In such conditions, the boat’s unique ability to remain under control, even when roller-coastering down the face of steep waves, is most appreciated.

The Westerbeke 4-107 was the auxiliary most commonly installed aboard the E-41. It’s a good, long-lived workhorse at the core, but the Walter V-drive and drive-shaft/prop-shaft combination often need some looking after and careful alignment. The significant downward angle of the prop shaft and the position of the prop itself well forward combine to make the boat a little finicky when backing. Also, assume that the only boats you’ll pass under power will be anchored. Anyone faced with repowering may want to turn the engine around and do away with the V-drive altogether.

Belowdeck, Bruce King shows how a good designer optimizes space and maximizes habitability. It’s not a case of how much the E-41 has in the cabin, rather how efficiently the simple layout works. The U-shaped galley to port and a nav station to starboard lie at the foot of the companionway. The roomy starboard quarter berth, the port settee and the starboard pilot berths are great for seagoing. In port, the forward V-berths and convertible saloon table provide comfortable double berths for guests.

A brokerage E-41 in reasonably sound shape, lightly fitted out with basic sailaway amenity, should tip in between $50,000 and $60,000.

Ericson 41 Specifications

LOA: 41’4″ (12.6 m.) LWL: LWL 29’2″ (8.9 m.) Beam: 10’8″ (3.3 m.) Draft: 5’11” (1.8 m.) Ballast: 8,200 lbs. (3,720 kgs.) Disp: 17,800 lbs. (8,075 kgs.) Sail area: (100%) 715 sq.ft. (66.4 sq.m.) Mast above water: 54’0″ (16.5 m.) Ballast/Disp: .46 Disp/Length: 320 SA/Disp: 16.8 Fuel: 55 gal. (208 ltr.) Water: 85 gal. (322 ltr.) Holding: 20 gal. (75 ltr.) Auxiliary: Westerbeke 4-107 Cabin headroom: 6’2″ (1.88 m.) Designer: Bruce King

• More: 41 - 50 ft , before 2000 , Bluewater Cruising , Coastal Cruising , ericson , monohull , Sailboat Reviews , Sailboats
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The Ericson 41 is a sailboat designed by Bruce King and built by Ericson Yachts from 1968 to 1971. It is a classic cruising sailboat that is highly regarded for its comfort, performance, and seaworthiness. The boat is 41 feet long with a beam of 10.6 feet and a draft of 5.9 feet. The hull is made of fiberglass and has a moderate displacement, which makes it easy to handle and provides a stable and comfortable ride. The Ericson 41 has a spacious and well-laid-out interior, with accommodations for up to six people in three cabins. The boat has a full galley, a head, and a large saloon area that is perfect for entertaining or relaxing.

The Ericson 41 is a capable offshore cruiser, with a reputation for being seaworthy and fast. It has a masthead sloop rig with a large mainsail and a genoa, which provide excellent sail handling and performance.  The Ericson 41 has a solid reputation as a reliable and comfortable cruising sailboat that is equally at home racing or taking the family out for a weekend sail.

LOA: 41.33 ft LWL: 29.17 ft Beam: 10.67 ft Draft: 5.92 ft Displacement: 17800.00 lbs Ballast: 8200.00 lbs Hull type: Fin Keel Hull construction: FG Rigging type: Masthead Sloop

Ericson 41 for sale in the last 12 months

Below you'll find the latest Ericson 41 listings for the last 12 months. We compare the listing price with boats listed in the past and the color coding indicates if the price is good (green = below the average listing price) or more on the expensive side (red = seller is asking more than the average listing price).

Listing details