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A classic design with great reviews from Sailing World, Spinsheet Magazine, and Practical Sailor. Rugged construction with all around good sailing performance.
Equipment: Traditional layout. Lowrance chartplotter VHF Electronic compass Speed, depth Stereo Portable air conditioner Roller furling 155 Genoa 140 Genoa 90% Jib 125 Pentex Genoa North full batten main Cruising spinnaker with sock 1/2 oz spinnaker 3/4 oz spinnaker Hydraulic backstay adjuster Rigid vang Cockpit Cushions Dodger Cockpit table 22# Danforth anchor 12# Danforth anchor Avon 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 27 (MK I-IV) was one of C&C Yachts most successful model. Almost 1000 were built over a period of nearly 10 years.(Until 1982)
Mark I (hulls 1-167)(shown here)
Mark II (168-452), produced from 1972 to 1974.
Same dimensions as Mark I, except for a taller rig though with same sail area and other minor changes.
Mark III (hull #s 435-915) (1974-1981. (See C&C 27 MK III)
Taller rig than MKII. Hull stretched but beam is the same. Deeper keel with less ballast. Higher aspec rat. rudder. Same interior layout with minor changes.)
Wheel steering introduced as an option in 1976.
Diesel power offered as an option in 1978.
Later, the Yanmar SYP 12 diesel became standard.
Mark IV (916-972) ran from 1981 to 1982.
Same dimensions as Mark III, except the forestay was set back about four inches to accommodate a bow roller (resulting in a reduced ‘J’ measurement.)
Std. auxiliary power became Yanmar 2GM.
(The C&C 27 MK V is totally new design)
Another version (similar to C&C 27 MKI) called the TRAPPER 500 was built in the UK.
An ‘unauthorized’, most likely ‘splashed’, version was built in Germany called the KORNEUBURG 27 or K 27.
C&C 27 MK I available with a taller rig:
I: 35.00’/10.67m
J: 11.80’/3.60m
P: 29.80’/9.08m
E: 9.80’/2.99m
Total SA: (100%): 352.52 ft2/32.75 m2
This listing is presented by SailboatListings.com. Visit their website for more information or to contact the seller.
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