farr 400 sailboat

• Multihull Sailor
• Real Estate

The Farr 400: A wolf in wolf's clothing

• Author: Ralph Naranjo

The new Farr 400 is all predator, a no-holds-barred one design that can ghost through 5-knot holes and still stand tall in 25-knot gusts. As the heir apparent to the Farr 40, this all-carbon lightweight speedster reveals an up-tick in commitment to performance and an upgrade in the commitment to technology.

Bruce Farr calls his latest vision a “refined one design,” a boat that sheds compromise in order to focus on the job at hand. And the tasks he’s referring to include dramatic upwind sailing and quick-to-plane off the wind action. From a design point of view, there’s a threefold amalgam in play: a low-drag hull shape with a lean flattened canoe body that’s more surfboard than sailboat; foils that are tuned to excellent performance on all points of sail; and a rig, sail plan and deck layout that takes lessons learned from the GP 42 and the TP 52 and parlays them into an even more ergonomic design. In short, it’s a finely honed racer that behaves like a well tuned musical instrument.

As important as what the Farr 400 design incorporates is what it has shed, and the first of these “sacrifices” is extraneous weight and windage. Some may view the low freeboard and reverse sheer line as a little extreme, but it’s another logic-based design decision. Why carry more weight and windage than necessary? Farr and associates intentionally created a Category B offshore racer, not an ocean-crossing Category A platform in the interest of engineering a more single-purpose race boat. Concerns such as how to mitigate the effects of trough diving in 20 foot seas didn’t have to drive the equation. Nor was there a need to stick a faux cruise boat interior into what’s essentially a full-cabin sail bin. Yes, there are pipe berths triced up port and starboard, a stove, mini sink, toilet and room for a substantial cooler. But even Spartan minimalists would underrate the 400’s role as a comfy cruiser. The concerted effort to save weight via an aviation approach to composite engineering makes sense, as does the design team’s quest to keep the vertical center of gravity as low as possible though weight savings aloft, rather than simply casting a bigger bulb. The resulting 59 percent ballast ratio adds an impressive secondary righting moment that’s reassuring during on-the-edge encounters. 

CONSTRUCTION

The new Farr 400 is a major leap forward in boatbuilding that’s technically closer to what’s coming out the doors of Boeing’s composite shop than what we see from most production shops. The all carbon and epoxy hull is comprised of an SP/High Modulus resin infused sandwich structure with a carefully engineered grid that’s bonded and tabbed in place. The structure adds fore and aft and transverse stiffness in addition to picking up and spreading rig and keel loads.

Finite element analysis has been used to define the high load hot spots and extra reinforcement has been placed where it’s most needed. The attention to detail lavished on the project during the composite fabrication process shows up in all of the interior nooks and crannies. Small but vital features such as how carbon chainplates have been fabricated and bonded to the hull are further testimony to top tier craftsmanship as is the uniformly tapered and exquisitely bonded hull-to-deck joint. Premier Composite Technology LLC, the Dubai based builder of the Farr 400, gets a solid A for superior workmanship.

The appendages have seen as much of a technological upgrade as the hull itself. A two piece prepreg carbon fiber rig from Southern Spars teams up with C-6 carbon fiber standing rigging to create a light, durable alternative to the aluminum billet and stainless tradition that held sway for decades. The double-spreader rig has a 22 degree sweepback, and the boat’s ability to bring the breeze forward eliminates deep reaches and runs that can jam spreader tips into the mainsail.

The high modulus ferrous metal keel foil is sheathed with an FRP skin and carefully faired. The lead bulb forms an inverted T-shaped terminus at the end of the keel foil, while Jefa bearings provide a smooth articulating surface for the carbon fiber rudder stock. The keel, rig and rudder live up to the same close-tolerance, high-tech standards seen throughout the boat. Even the Dyneema lifelines and carbon-fiber stanchions fall into this cutting edge composites theme.

The easy to remove keel and rudder and two-part mast really pay off when it comes time to box up the boat and head down I-95 on a trailer sprint to Key West. The Farr 400 and its cradle have also been engineered so that the hull can be tilted to about 80 degrees and fit in the same footprint as a conventional 40-foot container. This is a big plus when it comes to shipping the boat to an overseas regatta.

First impressions are often lasting ones, and when I stepped aboard the Farr 400 nothing seemed out of place. Designed with a crew of eight in mind, Farr Yacht Design has refined the grand prix deck layout spreading out tasks and hardware in an effort to expedite sail trim, boat handling and overall efficiency. Hardware billing went to Lewmar and Spinlock, and the blocks, winches, clutches, tracks and leads all follow a keep–it-simple theme that emphasizes user friendliness. Each major piece of hardware is large enough to handle the loads imposed, yet small enough to add as little weigh as possible. This pas de dux is a tough balance, especially when picking hardware capable of handling a wide wind range.

The asymmetric halyard and deck layout contributes to the mission, but off centerline hatches can be an issue in a deep knockdown. Once again the Farr team met one design challenge with another example of solid engineering. In this case the boat’s high ballast ratio and powerful secondary righting moment reduces the risk of a mast-dousing knock down that could lead to a down flooding problem caused by an offset hatch.

The boat’s wide beam is carried aft and a large open-transom cockpit expands the playing field. It also allows for room to take care of sail handling and trimming task without the crew elbowing each other due to awkward winch placement. A good example of this form and function partnership can be found in the way the deck has been set up for the backstay handler. Twin backstays bookend the square-headed mainsail, and each leads to its own canted self-tailer aft of the helm. The added space gives the backstay handler more room to work and a more efficient angle at which to make those vital runner swaps. The layout also provides helmsmen with the choice of either a windward or leeward perch regardless of whether the boat is steered with twin wheels or a tiller.

Trimmers love the carbon fiber primaries powered by a pedestal situated on the centerline near the forward end of the cockpit. Versatile line leads allow it to be used for conventional headsail sheeting, mainsail hoisting, and even raising the drop keel, so that the performance enhancing nine and a half foot draft turns into a marina friendly draft of about six and a half feet.

The real fun lies in going for a ride in a sailboat that can outwit the wind. Our first light air test sail in flat water conditions near Annapolis, led to a few stints of the knotmeter exceeding the anemometer’s true wind readings. It’s clear that the new boat is agile and responsive. Sail designer Dave Flynn and the local Quantum loft crew had been fine tuning the Farr 400 and little things like outboard and inboard sheeting options made sense. The sails were all esoteric biased laminates—in keeping with the boat’s prepreg carbon spars, high modulus fiber standing rigging and Formula One racecar like hull laminate. The sum total of this commitment to technology paid off in the light air.

The first hard to ignore fact of life was how effectively the boat brought the apparent wind forward. The delta between true and apparent wind direction displayed on the instruments was impressive, and as a 5-knot true wind felt like a 10-knot gust, the acceleration was ballistic. The twin wheel helm had little drag, almost a neutral helm in the light conditions, and I’m sure that steering would be equally facile aboard the tiller-steered version. Tacking was crisp and efficient, and while the pedestal driven primaries seemed like overkill in the light air, the grinder earns his keep when the wind fills in.

Off the wind, the slightly down-swept centerline carbon sprit is the right tool for the job at hand. It projects the tack of the asymmetric spinnaker just far enough forward to be in clean air and afford a cloud full of sail area. Leads are versatile enough to use either the multipurpose winch or the pedestal-driven primary for spinnaker needs. The jibes can get exciting, but good helm control and trimmer timing gets the sail from side to side with little drama.

A few days after our light air sail, I had a chance to chase after the Farr 400 in a RIB, and a good part of the time we were both on a plane. The breeze was a steady 18-20 knots, and although the crew had its hands full, the smiles all around said a lot about the experience. The boat was stiff, pointed high and the crew seemed comfortable hiking against the padding on the lower dyneema lifeline. I was most impressed by how well the deck layout contributed to the top mark transition from beating to reaching, and how quickly and effortless the asym to jib change unfolded at the bottom mark. This new tricked-out one design has been initially tagged with a reasonable ORC 526 GPH and what some would call a punishing IRC 1.248. But with 13 boats already sailing at press time, a one design future seems to be in the cards. The Farr 400 is built for speed, but it’s also built to make the boat handling as user friendly as possible. The two add up to an A-plus rating overall and a fun factor that is off the charts.

Specifications:

HEADROOM 5ft 6in

BERTHS (6ft 6in x 2ft) four pipe berths aft (7ft 6in x 1ft 10in) two berths forward

LOA 38ft 8in

LWL 36ft 5in

BEAM 11ft 3in

DRAFT 9ft 6in

DISPLACEMENT 8,624lb

BALLAST 4,796lb

SAIL AREA 1,098ft2 (upwind) 2,530ft2

FUEL/WATER/WASTE (GAL) 11/20/Chemical toilet

ENGINE: Volvo D1-30 (27 HP) with saildrive

ELECTRICAL 50AH (engine), 80AH (house)

DESIGNER Farr Yacht Design

BUILDER Premier Composite Technologies LLC,Dubai

U.S. DISTRIBUTOR Farr Yacht Sales LLC, Annapolis, MD, 410-267-6550, [email protected]

PRICE Base boat (tiller, no cradle, no electronics) $395,000

Ballast Ratio: 60 percent

Sail Area/Displacement Ratio: 40

Displacement-Length Ratio: 84

www.farr400.com

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The Farr 400 is a 38.71ft fractional sloop designed by Bruce Farr and built in carbon fiber or composite by Premier Composite Technologies since 2010.

The Farr 400 is an ultralight sailboat which is a very high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally very small. There is a very short water supply range.

Farr 400 for sale elsewhere on the web:

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40' Farr 400 2011

The Farr 400 can be easily and inexpensively transported, clearly differentiating this class from others, promoting bigger fleet sizes and lower operating costs. The keel and rudder can be quickly removed. The overall beam and length are constrained to allow the hull to be tilted to fit within the dimensions of a 40 foot flat rack container for shipping. Construction utilizes the latest materials and techniques to maximize performance within reasonable ownership costs, including infused carbon fiber hull and deck. The composite sheathed metal fin keel with lead bulb is retractable from its high performance 2.9 m sailing draft to 1.98 m to improve harbor access and docking, and is easily removed for transportation.This Particular Farr 400 has been used as part of an intensive racing program in Michigan over the past 3 years by its current owner.

Helm: Tiller

Sail Inventory:

JI-north 3dl (practice)

JI-quantum fusion (race) 

J2-doyle strati's carbon Technora (race)

J3.5-north 3dl

FRO- Doyle carbon laminate

A1.5- Doyle

A2&A3-north Supper Cote 60

Features / Upgrades:

Nexus Electronics

M.O.M (Man Overboard Modules)

Carbon Fiber Standing Rigging

2011 Triad triple axle trailer with electro hydraulic brakes

Specifications

• Price USD: $ 129,000

Macatawa, Michigan, United States

• LOA: 40 ft 8 in
• Display Length: 40 ft
• Beam: 109' 4"

Racing Sailboat

• Water Capacity: --
• Fuel Capacity: --
• Engine Details: Volvo Penta
• Engine 1: 0.00 HP
• Days on Market: INQUIRE

Not all boats listed online are listed with United, but we can work on your behalf. For more information on this vessel or to schedule a showing, please contact a United Yacht Sales broker by calling our main headquarters at (772) 463-3131.

Interested In This Yacht?

Contact to learn more!

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Inquire about this Yacht

Design № 724

FARR 400 ONE DESIGN

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AMERICA'S CUP

The design objectives for the FARR 400 are to produce a fun, state-of-the-art, very high performance, easily managed keel boat of around 40 foot LOA with anticipated broad appeal for Inshore, One-Design, IRC or PHRF racing, and with usable interior space and capabilities to race offshore.

The boat can be easily and inexpensively transported, clearly differentiating this class from others, promoting bigger fleet sizes and lower operating costs.  The keel and rudder can be quickly removed.  The overall beam and length are constrained to allow the hull to be tilted to fit within the dimensions of a 40 foot flat rack container for shipping, whether directly on the flat rack or on its own dedicated trailer on the flat rack.  The boat can be transported on the road without exceeding driving restrictions in most regions, on its own dedicated trailer or with the flat rack on a truck or trailer.   The carbon mast separates into two sections and all components fit completely within the transport system footprint.

The thoroughly modern hull shape incorporates moderate beam and light displacement, with an emphasis on power, low drag and exceptional handling characteristics.  The deep retractable bulb keel and a near 60% ballast ratio produce a deep VCG and high stability.  These, combined with the ample rig size and large asymmetric spinnakers set off an elegantly arranged centerline retractable prod, will provide exceptional upwind performance in all conditions and exciting performance and speed downwind and reaching.

The asymmetric deck layout follows modern Grand Prix race boat practice, for high efficiency and fast maneuvers.   A primary grinder pedestal system allows for high speed spinnaker gybes, sail hoists, and string line spinnaker drops.  These efficiencies combined with the high stability hull form and ballast package allow the boat to be raced successfully with an intended crew of 8.

All the spars, spreaders and shrouds are carbon, by Southern Spars.  Swept spreaders and twin masthead backstays make for safety and allow a big headed mainsail.

Construction utilizes the latest materials and techniques to maximize performance within reasonable ownership costs, including infused carbon fiber hull and deck. The composite sheathed metal fin keel with lead bulb is retractable from its high performance 2.9 m sailing draft to 1.98 m to improve harbor access and docking, and is easily removed for transportation.  The steering system and carbon rudder have been designed to accommodate both tiller and twin wheel steering.

All areas of the design have been carefully developed with great attention to detail as a result of extensive collaboration between designer and builder.

Click to enlarge.

Description

Displacement:

Hull material:

Rig material:

11.80m/38.71ft.

3.42m/11.22ft.

2.90m/9.51ft.

4,130kg/9,105lbs.

2,464kg/5,432lbs.

Carbon/epoxy sandwich

51.18ft/15,60m

14.60ft/4.45m

52.99ft/16.15m

19.03ft/5.80m

19.03ft/17.84m

22.38ft/6.82m

MORE INFORMATION

Farr 400s for sale (FarrYachtSales.com) >

Farr Yacht Design

100 Severn Avenue, Suite 101

Annapolis, MD 21403

©  2018

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• Sailboat Guide

Farr 400 is a 38 ′ 8 ″ / 11.8 m monohull sailboat designed by Bruce Farr and built by Premier Composite Technologies starting in 2010.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

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

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

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

Displacement / Length Ratio

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

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

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 Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

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)

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With all the emphasis on high-performance one-design classes today it has sort of become an arms race to get the most high-tech and fastest boat. Now we can add to that the convenience of having the entire boat fit into a standard 40-foot shipping container so they can be easily transported to any race venue worldwide. The Farr office's entry into this league is the new Farr 400, and it is a very interesting high-tech package built entirely of carbon fiber by Premier Composite Technologies in Dubai. Consistency from boat to boat is achieved by using the SP/High Modulus Smartpac design system, ensuring identical materials for each boat. I got a set of lines for the boat before I read the designer's comments. The boat appeared a bit slab sided but that's not unusual today. Then I read that the boat had to go into a standard 40-foot container. The boat goes into the container turned at what appears to be 90 degrees on a special cradle. There is a chine in the hull starting at about station 7.5 and getting more pronounced as it goes aft. You don't see any chine forward. The bow sections are on the full side with no hollows and a half angle of entry of 15 degrees. The D/L is 83.9 and the L/B is 3.45. I wonder what the L/B would have been if the boat didn't have to fit into a container? I suspect not much higher. The reverse sheer is quite pronounced and gives the boat a very distinct look. The sections are arclike and there is no deadrise. There is nothing about this hull shape that doesn't say speed. The keel is retractable using the primary winches and removable for shipping. The fin is cast iron and the long, skinny bulb is lead. The ballast-to-displacement ratio is 60%, indicating very light construction as you would expect with a carbon hull. Draft with the keel down is 9 feet, 6 inches. The deck plan is asymmetrical in its layout with the companionway off to port. This puzzled me a bit and I assumed it had something to do with making the deck more efficient for one way around the course. So I picked up the phone and called the Farr office. In fact, the reason for the asymmetric layout is pragmatic and has more to do with having room to work around the keel trunk below. Lines exiting the mast go to winches on the starboard side. The double-ended mainsheet goes under the deck all the way aft, then back forward to exit the deck just forward of the secondary winches. Spinnaker, jib sheets and spinnaker halyard lead to the pedestal-driven primaries. It looks to me like that droopy angle on the bowsprit conforms to the deck centerline and eliminates the need for a bobstay. The rig shows a square-head main and twin backstays. The carbon fiber mast is split for container compliance. All standing rigging is carbon fiber. The spreader sweep is 22 degrees. Sail area off the wind is 2,530 square feet.

LOA 38'9"; LWL 36'5"; Beam 11'3"; Draft 6'6" (keel up), 9'6" (keel down); Displacement 9,105 lbs.; Ballast 5,432 lbs.; Sail area 1,098 sq. ft.; SA/D 40.29; D/L 83.9; L/B 3.45; Auxiliary Volvo-Penta 27-hp; Fuel 11 gals.; Water 20 gals.

Our Best Estimate of the sail-away price o.b.e. $470,000

Farr Yacht Sales 613 Third St., Suite 22, Annapolis, MD 21403 (410) 267-6550 www.farr400.com

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• AMERICA'S CUP
• CLASSIFIEDS
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Farr 400 – Pretty purposeful – Part I

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Sailboat specifications

• Last update: 25th March 2020

Farr 400's main features

Farr 400's main dimensions, farr 400's rig and sails, farr 400's performances, farr 400's auxiliary engine, farr 400's accommodations and layout.

Similar sailboats that may interest you:

16 Jan Farr 400

The Farr 400 is available for: Sponsor: Yes Charter: Yes Sale: 2024

Boat Specs: Designer: Farr Yacht Design Sail #: USA406 Length: 40' 8" Build Year: 2011 Beam: 11' 3" Displacement: 4,130 KG Draft: 9' 6" Oakcliff Crew #: 2 Total Crew #: 10

Rating: ORC: _____

Sail Inventory: JI-north 3dl practice JI-quantum fusion race J2-doyle strati's carbon Technora race J3.5-north 3dl FRO- Doyle carbon laminate A1.5- Doyle A2&A3-north suppercote 60

Other Equipment:

- Volvo Penta Saildrive - Nexus Electronics - M.O.M (Man Overboard Modules) - Carbon Fiber Standing Rigging - 2011 Triad triple axle trailer with electro hydraulic brakes

Cost: $12,000 per week/event, plus expenses*