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SOLD, as of LABOR DAY, 2022. All the best to those searching. PRICE REDUCED on this unique SLOOP version of legendary (https://www.cruisingworld.com/sailboats/40-best-sailboats/) cruising sailboat. NEW engine/trans. GREAT sail plan. GOOD hull. Great VALUE.
This is a 1980 Fort Myers built Whitby 42, hull 201 laid June 1980, CG registered with known history. She was on the hard at the marina/yard where I am; Covid happened, I needed something to do and the Whitby 42 is a good refit; solid boat, easy to work upon and active community (https://www.whitbybrewersailboats.com/) with lots of knowledge. Too, the Fort Myers boats are good candidates: all stainless tanks, hull cored with synthetic above waterline instead of balsa, and, this one is a sloop. Given age/condition of equipment (40yrold heads; incandescent lights, frozen pumps) boat was stripped of all equipment, wiring and hoses, then cleaned and the idiosyncrasies of prior owners removed. Goal was a solid basic boat well below average price so new owners could equip and get some sweat equity. She is now in the water; she motors, sails and has basic systems for living: she is NOT a project boat but there are projects to customize to your interests.
PRICE REDUCTION: $53000/OBO; the best VALUE Whitby on the market. This is $20K BELOW current AVERAGE ASKING PRICE (its 80K on SL.com and 73K if include YW as of August). And there is about $20K of value (engine, roller furling, bottom job) put into the boat. I note, too, there is no sales tax on boats in North Carolina which is her registered home, so more savings.
If you are interested in a great VALUE on a legendary, spacious (really spacious!), easy to sail cruiser to begin your adventures on the water this is a very good opportunity. I looking forward to talking with interested parties, and wish all the best in your boat search.
Equipment: ENGINE. The ENTIRE engine/drive train is NEW (10 hours). The 80hp Lehman and trans was torn down completely and professionally re-manufactured (not overhauled). Transmission was gone through and given new seals. The propeller shaft was polished and sits within new cutlass bearing and stuffing box. Hoses/belts are new as are all heat exchangers.
SAILS and RIGGING. She is a CUTTER rigged SLOOP with bowsprit Main has ROLLER FURLING. Staysail is self-tacking and has Highfield lever for a REMOVAL if sailing as sloop. All control lines lead to cockpit. Chain plates were removed, inspected and polished; rigging was inspected by rigger and judged fine for coastal cruising. Sails are Mack-Shaw and in good shape; all are mid-weight cruising sails; foresail is a 130; Staysail is hank-on.
HULL Above water line the hull was sanded and repainted. Below water line old paint was peeled, hull sanded, barrier coat (PPG professional) applied, then painted hard and soft ablative bottom paint. No blisters were found. Above water line this hull coring is a SYNTHETIC and NOT balsa as some suggest. There are no soft spots in the deck.
OTHER EQUIPMENT/WORK: *Anchor is 40kg CQR on about 150ft chain. There are more spare anchors, chain and rode (u pick). *Mast was rewired with all LED and new RG8 cable for radio. New windex. Srtbd rear stay has isolaters for SSB. *Hydraulic steering system purged and refilled. NOTE: while the boat is 23K lbs the hydraulic steering will permit a wheel autopilot. * Small hard dinghy with oars and outboard (3hp two stroke). Dinghy lifts on extra heavy davits with block and tackle that could easily accommodate larger dinghy/RIB. * Basic electronics: ST60 anemometer: Garmin chartplotter, Garmin depth and West Marine VHF. *Blue Sea 12V panel fed by 2 group 27 batteries, Salon and rear berth given LED lights. Junction boxes permit easy expansion of 12V system *110 outlets all rewired with basic 110 panel supporting 3 runs of outlets: port forward, port rear and galley (2 outlets) *Nuetral gray salon cushions are practically new, and come with beige cushion covers. Both colors match existing color pallet. *Composting head *water heater (elec and engine) * 50 Watt solar panel with charge controller. There are much larger panels available, along with stainless fittings for installation.
Beyond all this I have access to a lot of other stuff collected over the years that you might want to make this your dream boat: choice of stoves, battery chargers, big solar panels, spare sails, more line, extra bilge pumps, flat screen TV, sunbrella, upholstery fabric and sewing machine…..you get the idea.
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)
From BlueWaterBoats.org:
The Whitby 42 is a rugged-looking, full keeled, heavy displacement cruiser designed by Ted Brewer in 1973 but lacking the “Brewer bite” that improved the performance of her sisterships, the Brewer 12.8 and Brewer 44. Although the most commercially successful of Ted Brewer’s designs, and considered a good value, liveaboard shoal water cruiser, opinion is that the Whitby 42 is not as rugged as she might suggest. Although she has completed serious offshore passages, weaknesses in her construction mean that she is not the preferred choice for serious blue water sailors. Not renowned for performance under sail, the accommodations are perhaps the real attraction of this center cockpit cruiser as well as the 5′ draft which is excellent for shoal waters.
The first Whitby 42 splashed out of the yard in Ontario, Canada in 1973. Whitby Yachts, owned by Kurt and Doris Hansen, went on to build 200 hulls from 1973 to 1983. Previous to this, Whitby Boat Works had built the Alberg 30 and Alberg 37. With the 42′ construction quality gradually improved until 1983. Production then shifted south to Fort Myers Shipyard in Florida where another 32 of these ketches were built along with the Brewer 12.8 and Brewer 44. The Myers versions have a reputation as having the highest quality construction. The 12.8 design substituted a cutter rig instead of the Whitby’s ketch rig, added a Brewer bite to the full keel and added a centerboard. The hulls are lighter and stronger, and the weight savings are used to increase ballast and stability. The Brewer 44’s are a stretch version of the 12.8’s.
The Whitby 42 has a modern center cockpit aft stateroom with walk through arrangement. Forward is a large V-berth. There is a forward head with shared shower. In the salon, a L-shaped settee dinette arrangement is offset by two swivel chairs. The swivel chairs illustrate that the Whitby 42 was geared more as a liveaboard than a serious offshore cruiser. A U-shaped galley is aft to port. The walkway has low headroom due to the cockpit lockers. The aft cabin has a full width bunk with en-suite head.
The hull has balsa cored topsides like many Canadian manufacturers of this vintage. Below are alternating layers of mat and woven roving with polyester resin. The hull and deck is secured on most by pop rivets. Enlaid is a molded liner to stiffen the hull and provide interior structure though at the expense of hull access. She has a ketch rig. The engine was a great 67 HP Ford Lehman that provides plenty of punch.
Sailing performance, though better than a Westsail 42, is still a bit of a weakness. Not only does she have a rather full keel with connected rudder, but her buttocks are more rounded so she is more tender than her rugged looks and heavy displacement might suggest. Without a bowsprit she has wicked weather helm. Otherwise she is a stout boat for the trades with her shoal draft of 5-feet able to access the shallowest of harbors.
Owners advise buyers to examine the water tanks which are oddly fiberglass with an aluminum top plate. Another problem is the keel fuel tank which sits down deep in the bilge. The hull to deck is often secured by stainless steel rivets although many took up the option of through bolts. The mizzen mast does not have a solid glass radii and is prone to compression. Look for 42’s with a bowsprit to reduce weather helm and increase performance.
» Kretschmer, John. “Whitby 42.” Used Boat Notebook. Pages 164 – 167.
» Hornor, Jack. “Whitby 42.” Boat US.
» The Whitby – Brewer Sailboat Association. The Whitby Owners Forum
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