Breeze has just come off a four month cruise in the Bahamas. Because of this, she is truly cruising ready. She is resting in a slip in Annapolis and is available for showing with advance notice.
For the first 36 years, she was lovingly cared for by her first owner, Herman. He made many large improvements to the boat as detailed on sailing breeze dot com. The decks are fiberglass now and have zero leaks. The New Found Metal 316 stainless steel portholes are also replacements and have zero leaks. The hard dodger was custom built and is a huge asset when doing off shore passages. It keeps the sailor safe and comfortable in the roughest of weather.
Since purchasing her in 2017, I have upgraded all refrigeration/freezer components, added AIS and a new antenna, replaced the water maker with a DC unit so you can make water while motoring or from renewables, added a 400w wind gen, increased solar to 750w and a long list of other improvements. Many of the work done was required because she had not been cruised for the three years before I purchased her. She is in far better shape now than she was when I purchased her for $150k four years ago. Ive put over $50k into her improvements. Because she is coming up to a standing rigging job, Im happy to part with her for $10k less than I paid. The price is firm and she is worth every penny.
Feel free to reach out for any further questions. Would love to know your dreams for Breeze for her next life.
Equipment: * 1982 Passport 40 * 65 HP Pathfinder Diesel 2002 with about 2000 hours * Two phase, double Racor fuel filter system * 3kw diesel generator Next Generation (new capacitor and belts) * 2018 750W of solar mounted with three separate charge controllers * 3kw Magnum inverter/charge controller * Xantrex battery monitor * 6 6v house batteries T105 in series/parallel * 2 12v starter batteries * Marine Elegance electric head in forward (new discharge pump 2021) * 30 gallon holding tank * 2018 PowerSurvivor 80 watermaker (3 gallons per hour at 8amps 12v) (2018) * 130 gallon water capacity between two tanks * 130 gallon fuel capacity between two tanks * Water/fuel level indicators * 4 burner propane stove & oven * 2x full aluminum propane tanks * 2018 all running rigging and blocks replaced * 100 amp alternator on primary drive engine * Hard dodger with auto safety glass * Teak decks removed and re-glassed * Teak handrails replaced with stainless * Portholes replaced with New Found Metals 316 Stainless (10 total) * 3 deck hatches rebuilt 2018 * 350 feet primary anchor rode (200 feet chain, 150 feet rope) w/ 55lb Spade anchor * 225 feet secondary anchor rode (75 feet chain, 150 feet rope) w/ Bruce anchor * Maxwell 2200 anchor windlass (new stainless foot pedals 2018) * New barrier coat and copper coat in 2018 * 2018 Highfield 310 classic hypalon dinghy with 20hp Tohatsu 4 stroke outboard (2018) * Jabsco hand pump head in rear quarter berth fully rebuilt in 2017 (good while under way) * New upholstery in solon 2018 (grey) * Cruised Bahamas 2017/2018, Eastern Caribbean 2018-2020 ending in Colombia * Diesel heater (I have not used it, so it would need a servicing) * Ocean Breeze A/C unit with ducting throughout (new electronics 2017) * Reinforced fiberglass knees at deck/hull joint * Staysail added * Two reefs in main, second reef run aft to cockpit * All lines color coded and run to cockpit for easy sail handling * 6 person life raft (new 2017) * EPIRB (new battery 2018) * Engine compartment fire suppression device and two fire extinguishers * Garmin 7610 chart plotter (upgraded in early 2021 due to a recall) with optional wind meter * Radar, wind meter (new 2018) and depth transducer with Garmin * Vesper Marine AIS XB 8000 (2018) with wifi function and NMEA communication to chart plotter * New in 2019 Shakespeare Galaxy 5400 antenna run to Vesper Marine VHF antenna switcher * Ultrasonic antifouling device (2018) * New in 2018 Cool Blue compressors for both fridge and freezer with new holding plates; 2 inches of additional insulation added to freezer, then glassed in * WH autopilot with hydraulic control arm run to quadrant * WebWatch wifi repeater and cell repeater (2018) * New rear chain plate 2018 * Froli sleep system for both pullman berth and rear quarter berth * 6 additional pfd’s * Symmetric spinnaker with pole * Magnum radiant heat marine bbq * Fishing gear negotiable (2 offshore rod/reels, lures, bait net, hand lines, gaff, speargun, etc) * 2020 new cockpit speakers * 2021 new shower sump * 2020 new strip LED lighting * Full canvas and Isinglass enclosure for cockpit * Edson outboard mount
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)
The Passport 40 comes from the first generation of performance cruisers for which its designer, Robert Perry, has generally been credited with when he introduced his groundbreaking Valiant 40. The Passport 40 has a similar underbody to the Valiant but most strikingly different a first glance is the use of a transom over Perry’s usual double-ended stern.
Introduced in 1980, the Passport 40 has become one of Perrys more successful 40-footers. With their sensible interiors, quality Taiwanese build and sailing characteristics described as nimble, fast and sea-kindly, it’s no wonder.
The Passport 40 project was kicked off in 1978 when Wendell Renken of Passport Yachts wrote from Taiwan to Perry commissioning a design for a 40-footer. The request as Perry recalls was for an interior based on his previous work on the Freeport 36 with Islander Yachts. It’s interesting to note that Perry accepted the commission by asking for a hefty upfront fee instead of the usual designer’s fee and commission arrangement after noting the dubious nature of the letter’s stationary, “Yacht Builders, Frozen Foods, and Eel Farms.”
The fee proved no impediment and the boat was duly penned and then built by King Dragon boatyard in Taiwan. It was after all the boom years for Taiwanese boatbuilding with exchange rates and cheap but good quality craftmanship favoring the exchange. The Passport 40 was introduced in 1980 and production continued for just over a decade through to 1991 with a final tally of 148 boats built before the design was tweaked into the Passport 41 with an extra foot incorporating a reverse transom and swim platform. The design was eventually massaged into the Passport 43 which had the stern extended even further and five extra feet added to the rig which was revised to two spreaders. Including the Passport 41 and Passport 43 at total of 163 boats were built.
Perry has penned some fantastic boats in his career, the Passport 40 shares company with the Valiant 40 and the Baba 40 as being his most popular in the 40-foot range so it’s interesting to note all three share the basic hull lines which the Valiant 40 pioneered. Where Perry makes a departure from his usual formula of that era is the choice of a standard transom instead of his normal canoe stern.
The sheerline line is sweeping and handsome. Below the waterline a cruising fin keel drawing 5′ 9″ and a skeg hung rudder, their profiles looking very similar to the Valiant 40. There is a shoal draft option that draws a useful 5′ 3″.
Passport 40s came with a sloop rig as standard equipment, though almost all boats have been fitted with a inner stay, usually the removable type producing a double headsail cutter style rig more suited for crossing oceans. John Kretschmer mentions in Sailing Magazine that the original design objective was to allow the boat to be sailed under a single mainsail alone.
Above deck the Passport 40 has a sensibly designed cockpit for seagoing action, there’s room for up to four with wide seats and a coaming that’s trimmed in teak, large cockpit drains, and plenty of cockpit locker space. All the sail control lines are fed back into the cockpit and the main winches within easy reach of the helm to ease single handing.
The side decks are relatively wide with a molded in bulwark that provides for a secure feel when moving to the fore-deck. You’ll notice a fair amount of teak; from the caprail to handrails to the eyebrows on the coachroof. Deck fittings tend to be solid and of top quality, the original boat had a single bow roller as standard, but many have opted for double rollers and have since updated with a electric windlass.
Down below the interior feel is really nice. The joinery, finished in teak, is superb, though the sheer quantity of teak can be a bit dark for some. It’s said most Passport 40 interiors were semi-custom in nature so expect some variation here, roughly half of the boats were configured with a pullman berth placed forward with a head at the forepeak and the other half with a traditional v-berth layout. The pullman berth arrangement tends to be more practical as the berth situated a little back is more comfortable and the head at the forepeak doesn’t mind if it gets seaspray from an open forward hatch. All boats feature a seagoing quarter berth sleeping two in the starboard aft cabin.
The U-shaped galley to port is large and dominates the main saloon area. It’s functional with plenty of pantry space, large refrigeration bins, and features twin sinks not too far from the boat’s centerline. The nav station to starboard varies between boats and can be found facing in forwards, aft, or outwards.
Further forward, the living space includes a large L-shaped settee (U shaped on some) surrounding a large teak table to port and a single settee opposite, again, there is plenty of storage behind the settees.
The engine is located under the saloon table and provides good access. Owners have reported the engine removal and replacement is particularly easy on the Passport 40.
Like most GRP boats built in Taiwan of that era, the Passport 40’s hull was built strong and heavy with lots of polyester resin and glass. Renkin in particular had the hull built thicker than Perry’s design spec, arguing the solidity was what buyers loved.
The ballast was of iron encapsulated in GRP. Decks were originally cored in marine ply with resin barriers to limit potential for rot damage from leaks. Later boats moved to Airex foam coring. The hull-to-deck joint is bonded and through-bolted on an inward flange on the raised bulwark, there’s also a steel strip embedded into the bulwark for mounting the stanchions. Over time this strip has been made refitting more difficult. On most boats the mast is keel stepped. Bulkheads and internal furniture are fiberglassed into the hull.
The Passport 40 has all the sailing characteristics of a good passage-maker. They are beautifully balanced, fast, yet preserve crew energies by being seakindly with a soft easy motion. They perform quite well in light winds and really come to life when the weather picks up, especially on the beam. Downwind they track well enough for the speed lovers to fly spinnakers under self steering with no problems. You can expect routine 130-140 miles days in the trades, but with fair winds and 24/7 hand steering we hear of numbers as high as 190, even 200 miles per day have been clocked.
The Passport 40 has held its value well since its introduction, testament to its original build quality and owner appeal. Many boats on the market have been well looked after. That said, there are some standard things to inspect for on the Passport 40:
For further research it’s worth contacting other owners on the Passport 40 email list run on Google Groups.
As of 2010, the asking price of Passport 40s are in the range of $110k-$190k USD.
» Passport 40 owners email list on Google Groups
» Sailing Magazine’s review of the Passport 40 by John Kretschmer
» Yacht Design According to Perry: My Boats and What Shaped Them, by Robert H. Perry (Ch 9)
» Sailing Magazine’s review of the Passport 40 by John Kretschmer
» Passport 40, Evolution of the Valiant 40 by Jordan Yachts
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