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 √LWLA 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)
Called the 110 EXPRESS when first introduced.
Shoal Draft version:
Draft=4.83’/1.32m Disp.=11200 lbs. /5080 kgs. Ballast=4500 lbs./2041 kgs.
There were actually 4 different keels:
In 2001 a redesigned ‘High Performance’ keel: (DRAFT 6.50’/1.981m) became standard and the deep keel option was dropped.
The standard rig was a triple spreader Offshore Spars rig with rod rigging.
A 5 foot sprit was an option. (SPL = 20.0/6.096m’)
The standard rig was changed to a double spreader Selden rig with wire rigging but the triple spreader rig was still an option.
Vinylester resins were used in the hull construction prior to 2002.
In 2002 the hull construction was changed to post cured epoxy.
Beginning with the 2004 model year the triple spreader aluminum mast with rod rigging was now an option and a carbon fiber mast with wire rigging became the standard mast. Rod rigging was an option on the carbon fiber masts. Despite the C&C 110 now having a slightly lighter carbon fiber mast, the post cured epoxy boats are still 250-500 lbs. heavier than the vinylester hulls with the aluminum triple spreader mast.
Thanks to Ted Drossos for providing corrections and additional information.
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