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Nearly 200 launched, the Rob Ball-designed C&C 40 was one of Cuthbertson and Cassians’ most successful models. With a rakish stem, dramatic beam of nearly 13’, reverse transom and rounded cabin house that tapers into the foredeck, the C&C 40 looks fast just sitting at the dock. The varnished teak interior adds richness to a boat of this size. A large V-berth forward, aft- a hanging locker sits to starboard opposite a roomy head and shower with two doors allowing access from the saloon or forward cabin. A centerline table with fold down leaves allows for passage forward. Long settees on either side are flanked by narrow pilot berths. Immediately aft is a user-friendly U-shaped galley with ample storage for food and utensils, a large refrigerator, and a three-burner gimbaled stove/oven. To port is a large nav station separated by a partial bulkhead from a quarter berth big enough for 2 good friends. Good lighting from fixtures and three large deck hatches provide excellent ventilation and light. The C&C 40 continues to be one of the most popular cruiser/racers ever built. She enjoys a well deserved reputation for safety and strength, quality, comfort and performance. Well known as a fast, comfortable, capable cruising boat combining good looks with high performance. Her timeless design still turns heads and wins races. With a large and warm interior that is as inviting as it is functional, she is a great family cruiser with a good turn of speed. This is a powerful, very fast cruiser, easy to handle, the 48” Destroyer wheel makes you feel securely in command, 48% ballast to weight ratio- and stable- I have never had the toerails touch the water. Safe, brilliantly handles heavy weather. Set up for single- handing with all lines led aft to the cockpit. Very active C&C Sailboat Owner’s Assoc. on Facebook
Equipment: New AC pump New Kuumo Water heater 6.5 gal 120v and engine-driven New foot pump in galley and in head New Freshwater pump and new Shower Sump Pump New Bilge Pumps (2)- 1850 gph and 5,000gph New manual bilge pump in cockpit Added fresh water shower in cockpit Replaced 6.5 gal holding tank with 15 gal holding tank Replaced fixed forward windows with opening ports P and Stbd Replaced 110V outlet in head with ground fault interrupt (GFI) Replaced diverter valve and relocated to under sink cabinet in head Replaced Joker valve and all toilet plumbing Added LED lighting to each cabinet, the engine room and throughout the boat Isotherm refrigerator with new cooling plate Added 12v outlet to the cockpit steering binnacle and vee-berth New Garmin touchscreen plotter at helm station Davits added with new block and tackle to effortlessly raise and lower dinghy New raise/lower motor mount for outboard with block and tackle to facilitate handling OB Custom varnished wood treads for swim ladder New Lewmar 72mm triple blocks on Main sheet Newer 150%Genoa plus Kevlar #3 150% light Air Genoa Hood Roller Furling Built in Microwave behind refrigerator Custom built extension on port settee to accommodate 2 adults. New Masthead light Either Steady or Distress Strobe New running lights New 12v oscillating cabin fans in salon Extensive refit in 2015 custom painted gray spars and hull, new standing and running rigging, interior cushions and covers, varnished teak interior Lewmar electric anchor windlass, 75’ 3/16 chain, 150’ rode 10’6”dinghy
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
A more accurate formula devised by Dave Gerr in The Propeller Handbook replaces the Speed/Length ratio constant of 1.34 with a calculation based on the Displacement/Length ratio.
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311
Hull Speed = Max Speed/Length ratio x √LWL
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
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
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
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 Beam1.33)
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 C&C 40-2 is a completely different design from the earlier C&C 40.
A keel/centerboard model was also offered.
Disp: 17985 lbs./8157 kg.
Ballast: 8795 lbs./3989 kg.
BU: 4.75’/1.45m
BD: 8.5’/2.59m
Deeper Keel: 7.5’/2.29m
TALL RIG:
I: 55.00’/16.76m
J: 16.60’/5.06m
P: 48.50’/14.78m
E: 13.30’/ 4.05m
Tot. SA(100%): 779 sq.ft./72.37 m2
A number of updates and modifications were made to this basic design during it’s production run.
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