c and c 40 sailboat

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• Sailboat Reviews

C&C 40 Used Boat Review

A well cared-for edition of this highly successful racer-cruiser offers good value. its fin-keel model will mean draft restrictions, and a short-handed couple will need to consider headsail furling and a solid reefing setup..

While C&C did not invent the racer/cruiser, the Canadian-based company remained dedicated to the concept of the dual-purpose boat during its halcyon days in the seventies and eighties of the last century. With the notable exception of a few pure cruisers—the relatively low-performance Landfall series in 35, 42, 43, and 48, and a racer-based cruising boat (the Landfall 38), and a real oddball (the Mega 30)—most C&Cs paid at least lip service to modern trends in racing boats.

In some cases, C&Cs boats were closely designed to the racing rules. The C&C 38 was a somewhat modified older IOR (International Offshore Rule) one-tonner. The later C&C 41 was a development of several C&C custom IOR boats. And the C&C 37+ was designed to be competitive under the International Measurement System (IMS) handicapping rule.

Some 200 C&C 40s were built, and many of them did a lot of racing. It’s not unusual to find a 40 with very complete electronics, a full hydraulic rig control package, and a big inventory of racing sails. Since the designs days as a serious racing boat are pretty much over—although you can certainly compete at the local level—many owners interested in racing have unloaded C&C 40s at near fire-sale prices.

In general, the C&C 40 is a well-built boat, in the same class as other boats from the company. The construction is not particularly high-tech, however, and some boats may have suffered under the strains of very heavy racing.

In particular, wed recommend careful examination of the hull bottom in the way of the keel, and the attachment of structural components in the way of the mast and rudder.

Newer designs from C&C have taken advantage of higher-tech materials such as molded interior and hull support modules, and in general are probably stronger per pound of structural weight than older boats such as the C&C 40.

Nevertheless, a C&C 40 that surveys cleanly can be an excellent value for club racing, and-with some re-working of the deck layout-for shorthanded cruising in areas where the deep draft is not a problem.

A 40-FOOTER BECOMES A MAINSTAY

The C&C 40 entered production as a 1978 model and was phased out in 1983, replaced by the higher-performance C&C 41—a bigger, much faster, slightly lighter, and more powerful boat. When it was rolled out, the 41 managed to come in cheaper than its C&C 40 progenitor.

While the 40 was an IOR design, it was not heavily optimized to the rule. In the late 1970s, custom IOR designs featured not only somewhat tortured hull shapes to fool the rule into thinking they were slower than they were. In many cases, they had grapefruit-sized bumps at critical measurement spots. By comparison, the hull of the C&C 40 was undistorted, fair, and conservative.

This lack of distortion was reflected in the boat’s IOR rating. A reasonably optimized custom 40-foot IOR design of the late 1970s rated about 10 feet lower than her overall length. The C&C 40, at 39.6-feet long, typically rated from 29.5 to 30.5, depending on the keel and rig configuration of the boat. Continued below/

The company was initially formed through the merger of several Canadian boat builders: Belleville Marine Yard, Hinterhoeller Ltd., Bruckmann Manufacturing, and the design firm of Cuthbertson & Cassian Ltd., with the aim of creating a powerhouse in sailboat design and manufacturing. C&C Yachts quickly established itself as a builder of high-performance sailboats made of fiberglass, offering a range of sailing cruisers and racing boats that varied in size from 21 feet to 67 feet. The company was known for its innovative designs, including the introduction of fiberglass sailboats, which marked a significant advancement in the industry.

The 1970s were particularly successful for C&C, as it became one of the largest sailboat builders in the world. However, the company faced challenges in the 1990s, including a devastating fire in 1994 at its Niagara-on-the-Lake (NOTL) plant, which led to significant financial losses and eventually the closure of the plant in 1996. Following the closure, C&C Yachts went through a series of ownership changes. In 1997, a joint venture was formed with Tartan Marine, leading to the development of new C&C models, including the C&C 99, 110, and 115, which were well received in the market. However, the early 2000s brought further challenges, and in 2013, US Watercraft announced it had acquired the rights to the C&C brand from Tartan. Unfortunately, US Watercraft entered receivership in 2017, ceasing all operations by the summer of 2018, marking the end of C&C Yachts’ production under that ownership.

Despite these challenges, the legacy of C&C Yachts lives on through the continued presence of its boats in the sailing community. The company’s innovative designs and contributions to the sailboat industry have left a lasting impact, with many of its vessels still actively sailed and cherished by enthusiasts around the world. Tartan Yachts, having acquired C&C in the late nineties, experienced success with the brand, launching nearly 400 Tartan-built C&C’s over a 10-year production run before eventually licensing the C&C brand to another builder. Today, C&C Yachts remains a symbol of quality and performance in the sailing world, with a rich history that reflects the evolution of sailboat design and manufacturing.

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With a rating as high or slightly higher than that of custom boats, which most likely were lighter and had better weight distribution, the C&C 40 was reasonably competitive under the IOR in her first year, marginally competitive by the second, and a good club-level racer by 1980. Top-flight IOR boats then had a serious competitive life of two years or less, which was a major factor leading to the near-demise of the rule.

Fortunately for the C&C 40, the Measurement Handicap System (MHS, later renamed the IMS) began to grow in popularity after 1980, giving the boat a new lease on competitive life, at least at second-echelon levels of competition. The boat was handicapped fairly by IMS, which meant it would do neither better nor worse racing under the rule than the crew sailing it.

This boat has good all-around performance upwind and downwind, in both light and heavy air. Despite a wide maximum beam, the boats ends are fairly well balanced, and the rudder was deep enough to stay in the water in all but a flat-out broach.

CONFIGURATIONS

You’ll find a number of different keel and rig combinations in the C&C 40. As designed, the boat has a high-aspect-ratio fin keel drawing 7 feet, with an I (height of foretriangle) dimension of 53 feet. This configuration is reasonable for all-around performance, but is a little lacking in power for lighter air. A rig 2 feet taller was introduced, and to increase sail-carrying ability, it was usually coupled with a 4-inch deep, 300-pound lead shoe bolted to the bottom of the keel. Stability of the two versions was virtually identical: The addition to righting moment from the shoe was almost exactly offset by the heeling moment of the taller rig.

The tall-rig, deep-keel version is on the average about three seconds per mile faster than the standard rig, standard keel model.

With a draft of 7 feet or more, the C&C 40 is not a boat for gunkholing, nor is it a good cruiser for areas of shallow water. A keel/centerboard variation was also built, drawing about 4 feet, 9 inches with the board up, 8 feet, 6 inches with the board down. To maintain the same stability as her deeper-draft sisters, the centerboard boat carries an additional 885 pounds of ballast, making her noticeably slower in light air. The IMS velocity prediction program showed the standard rig, centerboard model to be about four seconds per mile slower than the standard-keel, standard-rig version in 8 knots of breeze. In 16 knots of wind, all three configurations are virtually identical in speed.

In areas traditionally known for heavy air, a keel-shoe coupled to the standard rig has proven to be a powerful and competitive combination.

RACING PEDIGREE

Like many IOR boats from the mid- and late 1970s, the C&C 40 has a very high-aspect-ratio mainsail: about 3.5:1 with the standard rig, almost 3.65:1 with the tall rig. The result is a mainsail of just over 300 square feet, but a 100-percent foretriangle of about 440 square feet. This means lots of headsail changes, since reefing the mainsail has relatively little impact on total sail area.

With a racing crew of eight, headsail changes are no big deal. However, for a cruising couple, wrestling down a No. 1 genoa of over 650 square feet are no fun. For shorthanded cruising, a modern headsail furling system is an absolute must. We’d also forget the 150- percent genoa for cruising, using a 130-percent genoa—about the size of a racing No. 2—which can be effectively reduced to about 100 percent. It’s not realistic to expect more reduction from a single sail. In winds of 10 knots or more, the loss in speed from the smaller genoa is virtually meaningless when cruising: The C&C 40 is still faster than 90 percent of the 40- footers out there.

RIGGED RIGHT

C&C rigs are generally well designed, with masts of reasonably high-performance characteristics. This allows good mast control for racing. Tensioning the babystay pulls the middle of the mast forward, flattening the mainsail in heavy air. With all the shrouds in a single plane, the mast can assume a fair bend from top to bottom.

Most of these boats are equipped with a hydraulic backstay, with the babystay adjusted by a traveler on a track mounted atop the cabin. Boats that have been set up for racing may also have hydraulics for the babystay and vang. Without hydraulic mast controls, it’s virtually impossible to take advantage of the spar’s sail-shaping capabilities.

If you intend to use the boat only for cruising, and you install a headsail furling system, it would be almost imperative to add an inner forestay, particularly if youre headed offshore. The existing staysail track in the middle of the foredeck is not really strong enough for the attachment of a true heavy-weather staysail or storm jib.

The deck layout is definitely designed for racing. Halyard and spinnaker gear winches are mounted atop the deckhouse, aft of the mast. This works fine on a racing boat, keeping the center of gravity low, making it possible for one person to jump the headsail or spinnaker halyard while another tails, out of the way, further aft.

For shorthanded cruising, however, mast-mounted winches are superior. When reefing the mainsail with mast-mounted winches, one person can ease off the halyard, hook in the reefing tack, crank down the clew, and grind up the main halyard, all without moving. With deck-mounted winches, its back and forth between the mast and the deck if one person has to do the whole job.

YANMAR 3QM-30 or WESTERBEKE 30

Several different engines were used in the C&C 40. Early models usually had a Yanmar 3QM-30. Later boats typically were fitted with a Westerbeke 30, although some boats were equipped with the more powerful VW-based Pathfinder engine. The VW engines are expensive to maintain, and a timing belt failure can cause severe damage so if there is any doubt about the condition of the belt, replace it, and continue to replace it every 1,000 hours.

All the engines are capable of driving the boat to hull speed in calm water.

The engine is mounted under the bridgedeck, just below the companionway. You must remove the companionway ladder and the front of the engine box to get access to the front of the engine. You can get at the port side through the quarterberth.

The boat handles extremely well under power, thanks to a big rudder well aft, very little wetted surface, and a propeller mounted just forward of the rudder. Most boats are equipped with Martec folding props for racing-not the best installation for handling in reverse-but since the propeller is so far aft, the boat handles very predictably when moving astern. For cruising, we would rather see a feathering prop, which is an expensive but worthwhile retrofit.

C&C never skimped on the interiors of its racer/ cruisers, and the 40 is no exception. The interior is built up of teak-faced ply, rather than incorporating a fiberglass liner with molded furniture bases.

The oiled teak ply makes for a darkish interior, which could be lightened considerably by varnishing both the ply and its solid teak edging. A nice combination is to use satin finish varnish on the ply, glossy varnish on the solid teak trim. This is time consuming, of course, but it can noticeably brighten a drab interior.

The cabin sole is teak and holly-faced ply, and the teak veneer is so thin that it chips easily, particularly at the edges when you pry up the floor boards. There are plenty of berths for racing, and too many for cruising. The V-berths forward can be made into a double with an insert, and the quarterberth is wide enough to form a very tight double or a very big single.

Interior layout is fairly prosaic: V-berths forward, settees and pilot berths both port and starboard in the main cabin, quarterberth aft. Some early boats were built with a split quarterberth, with a narrow inboard berth and a narrower pilot berth outboard, tucked under the side deck. This is a particularly useless arrangement for cruising, and we wouldn’t be too happy getting stuck in either of those berths when racing, either.

The head compartment is good-sized, and is accessible from either the main cabin or the forward cabin. We’re not sure you really need two doors mere inches apart to get into the head, but perhaps the additional privacy for head access from the forward cabin is important to some people. We’d rather have the separation that a solid bulkhead between head and forward cabin would provide.

Main cabin storage is sacrificed to get in the two pilot berths. If you’re planning long-distance racing with a big crew—or weekending with lots of friends—the pilot berths are nice. But the lower third of the pilot berths is recessed behind a longitudinal bulkhead which serves as the shroud anchorage. There will be no air circulation around your lower body in this berth.

Space over your feet is further reduced in the pilot berths by a locker tucked into the upper part of this longitudinal bulkhead. The result is a pair of berths that would be okay in cooler climates, miserable in the tropics.

Ventilation below is generally inadequate for anything but cooler climates. While there are good-sized aluminum-framed hatches over both the forward and main cabins, plus a small hatch over the head, the only provision for ventilation in bad weather is a pair of cowl vents in dorade boxes at the aft end of the main cabin.

C&C racer/cruisers have good galleys. The galley—aft on the starboard side—is the classic U shape, with double sinks and a large bin in the forward counter; a large, well-insulated icebox under the aft counter; and the stove in the middle, at the base of the U.

The builder was a pioneer in the use of propane aboard boats, and that’s what you’ll find as a cooking fuel in virtually all C&C 40s. It’s a good installation, with gas bottles located in small lockers on either side of the helmsman’s seat at the aft end of the cockpit.

The nav station opposite the galley has its own seat (you don’t sit on the quarterberth) and a big chart table. The bookshelf outboard is usually sacrificed for navigation and communication electronics, leaving you no place for your navigation texts. In fact, that single 2-foot shelf is the total amount of book shelving in the entire boat!

If you’re thinking of cruising, you may want to sacrifice one or both of the main cabin pilot berths, replacing them with storage lockers and shelves. Otherwise, there’s little readily accessible storage space in the boat.

In these days of tri-cabin layouts in 30-footers, it’s unusual to find the basic two-cabin layout in a 40-foot boat. In fact, virtually every 40-foot cruising boat built since the early 1980s has a three-cabin interior.

VARIATIONS ON THE THEME

With the racing competitiveness of the C&C 40 waning in the eighties, and its desirability as a cruising boat limited by lack of a good owner’s cabin with a double berth, a major re-thinking of the boat was required if it was to continue in production. This resulted in the short-lived aft cabin version of the C&C 40. In the last year of production, the deck was re-tooled, and the interior redesigned to create a tri-cabin boat with a stateroom aft.

The new interior was a mixed success. The pilot berths were eliminated, replaced by much-needed storage. The galley lost some space—it became L-shaped, giving up one leg of the old U—and was shifted slightly forward and to the port side. The nav station was flopped to starboard.

Aft, to starboard, is the head. On the port side aft is the owners cabin, with a double quarterberth, hanging locker, and a seat. A doorway through the starboard bulkhead gives access from the owners cabin to the head, and there’s another doorway to the head from the main cabin.

In order to accommodate this new arrangement aft, the companionway was shifted forward, so that you must climb on top of the deckhouse to get to the companionway, a sliding hatch in the deck. This deck layout is similar to that used on some older Swans, and it’s a poor solution for a cruising boat, since it basically eliminates the possibility of a full-width dodger over the front of the cockpit. You can install a dodger, but it will be so far forward as to offer minimal protection to the cockpit, and it makes climbing down the companionway a gymnastic effort,

With the aft-cabin C&C 40, you still have a high performance boat, and you still—unless you opt for the centerboard—have a boat that draws at least 7-feet. The deep-draft, high-aspect-ratio fin keel and small mainsail are not the best combination for most cruising.

On the plus side, the aft-cabin boat has significantly more privacy, eliminates unneeded berths, and has much more storage space.

Ventilation and light below are also much better in the aft-cabin boat, although the big hatch over the main cabin is lost to the main companionway. In addition to the large hatch over the forward cabin, there are two small hatches over the main cabin, plus small hatches over both the aft cabin and the head. There are also additional fixed ports in the deckhouse, adding light to the main cabin.

Added a solent stay for offshore sailing and hoisting storm sails. This makes it much easier to balance the boat in winds of 35 knots or greater. Relatively easy DIY and performed flawlessly during gales en route to Bermuda. No running backs needed.

Added a 15-gallon bladder fuel tank between engine and steering gear, an increase from 20 to 35 gallons-a large improvement in relative terms; this was another easy DIY.

Latched and sealed the anchor locker for offshore sailing to keep water out.

Added icebox insulation.

Increased house battery bank to 400 amp-hours.

Upgraded alternator and installed a smart charger. Added fans to the pilot berths.

Despite its heavy interior, the C&C 40 was a reasonably competitive racing boat when introduced in the late 1970s. On the plus side, the interior was comfortable enough for cruising when the racing was over-as long as deep draft and a big rig don’t intimidate you.

• Deck, Hull-to-deck Joint, and Keel Merit a Close Look

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Classic Plastic: C&C 40

• By Andrew Burton
• Updated: May 25, 2017

Back in the day, it was not uncommon for a crew to turn up at a sailboat regatta and sleep on the boat it was campaigning. After the racing was over, often the owner’s family would arrive and cruise home. The sport has changed, but many of the wonderful true racer/cruisers of the ’70s and ’80s remain. The boats built by C&C Yachts in Canada are some of the best of that breed.

At nearly 200 launched, the Rob Ball-designed C&C 40 was one of Cuthbertson and Cassian’s most successful models. With a beautiful spring to her sheer, rakish stem, reverse transom and rounded cabin house that gently tapers into the foredeck, the C&C 40 looks fast just sitting on her mooring. But her wolfish exterior hides a sheep. The varnished teak interior is comfortable for a boat of this size and pretty standard for those times. There’s a large V-berth forward, aft of which a hanging locker sits to starboard opposite a roomy head and shower with two doors allowing access from the saloon or forward cabin.

The saloon features a centerline table with a pair of leaves that fold out of the way for passage forward. Long settees on either side are flanked by narrow pilot berths. A small hanging locker to port is a good place to store a couple of sets of wet gear. Immediately aft is a user-friendly U-shaped galley with ample storage for food and utensils, a large icebox, and a three-burner gimbaled stove with an oven. To starboard is a large, comfortable nav station separated by a partial bulkhead from a quarter berth big enough for two — if they’re good friends. Good lighting from fixtures and three large deck hatches alleviates the cavelike feel found in many teak interiors.

In the 1970s, reliable rope clutches hadn’t yet been invented, so the more performance-oriented boats, such as the C&C 40, boasted a plethora of winches, starting with oversize primaries and secondaries on either side on the cockpit coamings for the standard 150 percent genoa and the spinnaker. Up to four more graced the aft end of the cabin house for traveler, mainsheet and other controls. Six more were clustered around the mast for the halyards, pole controls and baby stay. Most 40-footers today carry far fewer winches: maybe a pair for halyards forward, mainsheet and main halyard on the house aft and the four (if that) on the coamings for sheets.

Potential problems with the boat mostly center on the balsa core that makes the hull and deck feel so solid. This needlessly scares a lot of potential buyers. The Canadian C&Cs have a well-deserved reputation for quality, so you will rarely find any issues with the hull. However, it’s worth hiring a good surveyor to test both the hull and deck with moisture meter and hammer. Most boats will test positive in a few deck areas, which, unless extensive, shouldn’t be a deal breaker.

C&C 40s were sold in three sailing configurations: a keel centerboard version with 5-foot draft, the standard 7-foot deep keel and a tall-rig, deep-keel version that added 18 inches to the mast and 6 inches to the draft. A three-cylinder 27 hp Yanmar diesel engine was standard and pushed the boat along at a little under 6 knots in calm water. Fortunately, the 40 is such a good sailer that even in light air it’s usually faster — and always more fun — to sail.

My wife and I find Peregrine , our C&C 40, to be quick, easy to handle and a joy to steer as we expand our home waters. We forgo huge racing jibs and set a 110 percent blade jib or an asymmetric spinnaker from a sock to pull us along. And we never fail to pause at the oars and admire our beautiful boat as we row ashore.

Former CW associate editor Andrew Burton is a delivery skipper who has logged more than 350,000 offshore miles.

• More: 31 - 40 ft , c & c yachts , classic plastic , monohull , racer / cruiser , sailboat review , Sailboats
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1982 C&C 40

Introduction

About the 1982 c&c 40.

The C&C 40 is a very popular Canadian-made Racer/Cruiser. It’s well known for having a great balance of sailing performance and speed for the race course combined with all the appropriate cruising amenities to make long voyages comfortable and safe.

With plenty of creature comforts including a full galley, BBQ, Sigma diesel heater, spacious head, and plenty of berths for visiting family and friends this C&C 40 is ready for cruising.

ElleLuminous is a great choice for cruising and club racing in the PNW. The current moorage may be assumable pursuant to the marina manager’s approval.

Accomodations

A classic interior made for heading offshore with a safe and convenient gally, and plenty of comfortable sleeping berths when underway.

At the foot of the companionway to starboard there is the U-shaped galley with a gimballed propane stove and oven, a very large top-loading Alder Barber refrigerator (2010), a double SS sink with hot and cold pressured water, as well as ample storage in draws and cabinets.

To port is a full-sized pilot berth (6’3”) which could be considered a double, and just ahead of this is the large chart table.

Going forward we move into the salon which features opposing setees whose backrests lift up to give wider bunks. Above these on both sides are located pilot berths which provide excellent storage or great sleeping accommodation for kids in particular. All salon bunks are 6,6” long. There is also a center line folding table, and heating is provided by a Sigmar, diesel-fired, bulkhead-mounted cabin heater.

All cabinetry, joinery, and bulkheads are of teak, and the cabin sole features a lined teak and holly finish.

In the bow is a large hanging locker to starboard across from the head. There is a good-sized V-berth forward with separate storage.

The large head has a manual marine toilet with a holding tank and macerator(2010)

All hatches and windows were replaced in approximately 2010

Force 10 three burner propane cooker with oven and gimbals, new 2009

Sigmar diesel heater

Attwood 6-gallon water heater (under quarter berth). Works off of shore power or engine.

Adler Barbour fridge freezer 2010 with Danfoss compressor

Jabasco manual marine head and macerator (New 2010)

12-gallon holding tank

Fresh water tanks under each salon berth. (65 gallons total)

Sails, Rigging, & Winches

The mast has two spreaders and is supported by 5/16 rod rigging as well as fore and backstays where there is a Harken roller furler on the forstay (2009), 1/4” wire baby forstay, and a 3/8” adjustable wire backstay. The boom vang was fitted with a new rod kicker in 2014.

The mainsail is Dacron with two reefing points, there is also a 135% genoa on Harken roller furling, a 100% jib, a storm jib, an asymmetric spinnaker, and a symmetric spinnaker. The sails are a mix of older but usable and slightly used.

2 - Barient 32” Two Speed

2 - Barient 23” Two Speed

5 - Barient 22”, Two Speed

Sails include:

1 - Main, Dacron with 2 reef points and full batten

1 - Genoa l30% Dacron on roller furling

1- 100% Jib

1 - Storm jib

1 - Symmetrical spinnaker

1 - Asymmetric spinnaker with Tacker (2020)

Electronics & Electrical

All the standard equipment for you to head out an explore the coast.

4 house batteries - new 2019

One starting battery 2014

30 amp shore power connection

8 amp solar panel

100 A/H alternator with step-down switch.

Xantrax TC40 battery charger

VHF radio; ICOM IC-M504 with DSC

Single Side Band Radio ICOM IC-M802 with DSC

Raymarine ST60 Wind, Speed, Multi-function displays

Raymarine C-80 chartplotter on the binnacle

Raytheon ST4000+ autopilot

Clarion radio with speakers

Hull & Deck

The C&C 40 is sloop rigged and made with a fibre-glass hull with alternating layers of mat and woven roving impregnated with resin, and composite cored deck. It has a round bilge, lead fin keel, and a spade-hung rudder. Through hulls are made of bronze and nylon and were replaced around 2012.

The hull and deck are joined by the substantial aluminum toe-rail which is bolted on using 4” centers. Most of these are accessible from the inside making maintenance so much easier.

The deck was repainted with Kiwi Grip in 2013 but it looks like the prep work was not adequate as the paint is flaking so the decks don’t look great.

The cockpit has a T-shaped configuration having binnacle steering with a 42” wheel, compass, engine controls, a SS arch for a Raymarine C80 navigation display, and a humped helm seat.

In the aft corners are draining propane lockers with propane canisters in each, and good-sized side seat lockers further forward. At the back is a hinged boarding ladder that folds up into the pushpit when not in use.

There is a canvas dodger with handrails on the outside, and the top rail supports a solar panel.

The fore-deck has a recessed locker which includes the electric Lewmar windlass. there is a 20Kg CQR anchor with an estimated 150’ of new 5/16” G4 chain and 200” of rode. or.

Additional Items

To complete the package this C&C 40 comes with a 2009 10’6” Titan rigid hull inflatable tender with Yamaha 8hp outboard.

Additional items include miscellaneous safety gear and spares.

Throwing ring

Victory 3” clock and barometer

Emergency tiller

CO detector

Propane sensor

About C&C Yachts

C&C Yachts was a Canadian sailboat manufacturer known for producing high-quality sailboats. Founded in 1969 by George Cuthbertson and George Cassian, the company gained a reputation for its innovative designs and craftsmanship. C&C sailboats were well-regarded for their performance capabilities, making them popular choices for both racing and cruising enthusiasts. The company ceased production in the early 1990s, but its legacy lives on in the numerous C&C sailboats that continue to sail the world’s waters, admired for their timeless designs and sailing prowess.

ElleLuminous was built by C&C Yachts at Niagra on the lake, Ontario.The C&C 40 was produced between 1977 and 1983. A total of 167 of these were built and is considered to be C&C’s most versatile cruising model.

Specifications

Dimensions & other specs, miscellaneous, accommodations, engine 1 of 1, photo gallery.

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To book a viewing or learn more about this 1982 C&C 40, please contact:

• 250.802.2628
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Disclaimer: Kelly Yacht Sales offers the details of this 1982 C&C 40 vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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1980 C&C 40

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1980 C&C 40 boat for sale

The C&C 40 is one of the most popular Canadian made Racer/Cruiser ever built. Its well known for having a great balance of sailing performance and speed for the race course combined with all the appropriate cruising amenities to make long voyages comfortable and safe.

The current owners have had Starlady for over 25 years. They have been to Mexico and back, all over the Pacific North West and their pride of ownership is obvious when you enter this well cared for vessel.

Starlady has been upgraded as needed over the years including a new Westerbeke engine in 2013, Nova Cool refrigeration added in 2014, Campbell Sailer Propeller in 2015, and Simrad chart plotter MNS8 in 2016.

Starlady is rigged for offshore travel including a Monitor wind vane, radar arch with Furuno 16mi radar, 150 watt solar panel, wind turbine and ham radio.

A true four season cruiser with full cockpit enclosure, also has plenty of creature comforts with a full galley, Force 10 BBQ, Fab-All, balanced draft diesel heater, cockpit cushions and plenty of berths for visiting family and friends. With lots of spare parts and most of the tools you will need Starlady is ready to go.

Starlady is an ideal boat for a couple ready to go cruising in the Pacific Northwest.

Specifications

Accomodation.

At the foot of the companion way to starboard there is the U-shaped galley with a gimballed 3 burner propane stove and oven, a top loading 2014, Nova Cool refrigerator, double SS sink with hot and cold pressured water, as well as ample storage in draws and cabinets.

To port is a good sized pilot berth (6’3″) which could be considered a double, and just ahead of this is the large chart table and navigation station

Going forward the salon features opposing bunks with a central table with two folding leaves. Above the bunks are sea berths to port and starboard which provide excellent stowage or sleeping accommodation for guests. All salon bunks are 6,6″ long.

Heating is provided by a Fab-All balanced draft diesel heater which provides warm dry heat for a cozy cabin all year long as well as a single fan bus heater below the navigatin station.

All cabinetry, joinery and bulkheads are teak, and the cabin sole features a lined teak and holly finish.

Up front is a large hanging locker to starboard and a king sized V-berth with separate storage and shelves.

To port is a full sized head with toilet, sink with foot pump, hot and cold pressure water and shower.

Navigation Equipment

• VHF Radio Uniden Model: Oceanus with DSC and remote
• Furuno Radar 16 mi.
• Single Side Band Radio Yaesu, Model: FT900
• Simrad 8″ touchscreen chartplotter
• Depth Sounder Horizon Model: DSl50
• Standard Horizon wind instrumentation diplays
• Autopilot Raymarine Model: ST4000+
• 4″ Ritchie Powerdamp compass
• Monitor Wind Vane
• Includes a full suite of nautical charts

Hull, Deck and Rigging

The C&C 40 is sloop rigged and made  with a fibreglass hull with alternating layers of mat and woven roving impregnated with resin, and composite cored deck. It has a round bilge, lead fin keel and a spade hung rudder.

The hull and deck are joined by the substantial aluminum toe-rail which is bolted on using 4″ centers.

The cockpit has a full canvas enclosure with stainless steel frame as well as a substantial radar arch. Large steering wheel, compass, engine controls, wind vane self steering as well as Autohelm offer self-steering options. There is a propane BBQ, MOB pole,  life ring and storage for the tender’s 8hp Tohatsu engine

Deck has stainless steel lifelines from bow to stern, grab rails on the cabin top and pleaty of room to get to the bow.

The mast uses rod rigging and has NavTech hydraulic backstay, boom vang and outhaul.

Harkin roller furling on head stay. 5/16″ S/S solid backstay with hydraulic tension adjust. Staysail [cutter] with adjustable track on the coach top. Running backstays used for offshore cruising

• 2 – 56Barient 32″n Two Speed, main sheet
• 2 – Barient 28″, two speed, Spinnaker
• 2 – Barient 23″, Cabin top, port side
• 1 – Barient 23″, Cabin top, starboard side
• I  – Barient 21″, Cabin topo starboard side
• 6 –  Barient 22″, secured on coach cabin with 3 on each side of the mast

Sails include

• 1 – Main, Dacron with 2 reef points and full batten
• 1 – Genoa l30% Dacron roller furling
• 1- 100% Blade, 14 oz – Dacron
• 1 – Tri-radial spinnaker
• 1 – 150% Sailcloth #2 foresail with hanks that needs to be cut to fit on roller furling.
• 2 6V Golf Cart house batteries (2017)
• One 12 V starting battery
• 30 amp shorepower connection
• 150W solar panel
• Air X Marine wind turbine – up to 15 amps
• Amp hour meter
• Rule 800 G.P.H. bilge pump
• Whale gusher manual bilge pump in cockpit.
• emergency tiller
• Navigation lights
• Anchor light.
• 8′  2008 Titan Rigid inflatable tender with 8 hp Tohatsu 4 stroke.
• 24″ throwing life-ring with line
• 35lb CQR 150′ 5/16 galvanized chain and 200′ nylon rode.
• Lots of spare parts and tools

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Edwards Yacht Sales

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1994 C&C 37/40+

• Marco Island, FL, US

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Sleek and unique and priced to move!

This professionally maintained C&C 37/40+ is sleek inside and out. The low profile cabin, wide deck, sail inventory and ample cockpit makes this vessel a racing captain's dream. From its teak and holly sole to the leather salon seating, teak appointed cabinets and full galley will thrill any first mate. And the accommodations including a center island queen size aft berth, full separate shower and spacious V berth will delight both.

• Centerboard - 4'9" up - 8'6" down ( island hopper delight)
• Sail inventory includes: mainsail, Genoas: 155%, 130%,100% and spinnaker  
• Full bottom service and painted 1/2016
• Spacious center island aft berth
• Head with full shower
• Total engine service 9/2016
• Air Conditioning and Heating

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

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The cockpit is large and roomy with easy access to all the lines. All the winches have been serviced and repacked in the last year. The custom cockpit cushions and fold down winged table. attached to the binnacle, provides the perfect setting for Alfresco dining with friends and family. The walk thru transom with attached swim ladder makes boarding the boat from a tender a breeze.

When it comes to sailing the boat - get ready for a ride. This boat was design to move. All running rigging has been inspected and upgrade where needed. The standing rigging has been professionally inspected and has been giving an excellent rating. The low profile cabin with wide uncluttered decks, with double level life lines makes moving about easy and safe.

 Sail Inventory:

• Genoa: 155%
• Genoa 130% 
• Genoa: 100%
• Spinnaker 

  Anchors:

• 1 - Danforth
• 1- Fortress

Speed is one thing; comfort another - Descend into it.

Proceed down the companionway and land upon the beautiful teak and holly sole, looking to your left you encounter the louver door leading into the only head on board.

 For a head the space is generous. The vanity, with its three mirror arrangement- that extends over the Jabsco head, are located adjacent to the shower with its full length Plexiglas door.

As you glance into the main salon the wood walls and cabinets, along with the leather seating, engulfs you with a warm content feeling. The chart table with its leather seat and backrest provides a comfortable the area that allows you to plot your course,  program your autopilot and track and communicate with others boaters. And when the navigation duties are done it's a great space of using your laptop to update your adventures on Facebook - or if you have to: work.

Right pass the chart table is a leather two seat lounge, which runs right up to the bulk head that separates the main salon from the forward cabin. The forward cabin has a hanging closet, drawers for storage and a  nice size V berth with a comfortable mattress. The forward cabin has a vanity with a small personal sink. above the sink is a folding louver window door.

Heading back into the salon on the right side is a settee with a double sided winged table. When the wings are down the mobility around it is easy. When they are up they create a large dining area that  brings the people sitting in the lounge to the table.

The "L" shape galley is next. Meal preparation is made simple in this space. The molded double deep double sink with cutting board tops along with a cutting board over the stove adds to the counter space.

The lightweight boards are effortlessly removed to provide access to the sinks and burners. The three burner stove/oven combo are attached to the boat via  swinging brackets that permits using the appliance while underway. Next to the stove is the top loading refrigerator/ freezer unit.

Turning aft from the galley you will encounter another beautiful louver door that leads to the aft cabinet. The first things that strikes you as you enter into this cabin is the center island queen size berth.

The cabin has plenty of storage: shelves , drawers and hanging closet.

The generator is a Fischer Panda 4kW

The vessel's engine is a Yanmar 3JH2E 29kW - 22 hps with 1750 hrs.

The boat has two tender engines included ( no tender)

• Mercury 6hp
• Torqeeoo 1000 S/L electric motor 
• Raymarine C- Series Chartplotter
• Navtrac TX GPS
• Navico H800 Autopliot
• Standard Horizon Matrix VHF with AIS 
• GX 2100 RAM 3 with remote Access

If you are a racer looking for comfort or a cruiser looking for speed. If you're desires are to  island hop the Caribbean in style, then this 1994 C&C 37/40+ Centerboard edition is what you have been looking for. 

The boat has been professionally maintained. The hull was inspected and painted in 1/2016. at that time the centerboard mechanism and hinged pin was examined and serviced. The rod rigging with the hydraulic backstay  is in excellent condition and the Yanmar 3JH2E engine  has only 1,750 hours and had a marine mechanic serviced it in 10/2016. The cutlass bearing, drip-less stuffing box and steering quadrant  has all been replaced in the last 24 months. The head has been upgrades to Jabsco 29090 unit in 10/2016. The running rigging is in great shape. The sails are in decent shape - so they won't be needing to be upgraded for some time.

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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C&c 37/40+ 1994.

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• Sailboat Guide

C&C 40-2 AC

C&C 40-2 AC is a 39 ′ 6 ″ / 12.1 m monohull sailboat designed by Robert Ball and C&C Design and built by C&C Yachts starting in 1977.

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)

AC = Aft Cabin.

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Former Oklahoma C Creed Humphrey Signs Record Contract Extension

John e. hoover | 2 hours ago.

• Oklahoma Sooners

An Oklahoma legend just got paid, and the Sooners’ reputation as O-Line U just got another bump.

Creed Humphrey , who played center at OU under Bill Bedenbaugh from 2018-20 and was a two-time Big 12 Offensive Lineman of the Year, reportedly signed a massive contract extension with the Kansas City Chiefs on Thursday that made him the highest-paid center in NFL history.

ESPN Sources: Chiefs and Pro Bowl center Creed Humphrey reached agreement on a four-year, $72 million extension, including $50 million guaranteed. Humphrey now becomes the highest-paid center in NFL history. Deal negotiated by Ken Sarnoff and Andy Simms of 1 of 1 Agency. pic.twitter.com/AooEM0HMwb — Adam Schefter (@AdamSchefter) August 23, 2024

The four-year extension locks him to the Chiefs through 2028 and is worth $72 million in all, including $50 million guaranteed.

Humphrey, 25, was a second-round pick out of OU in the 2021 NFL Draft. He’s been voted to two Pro Bowls and has helped lead the Chiefs to two Super Bowl victories in his three NFL seasons.

Earlier Thursday, it was reported that former Sooners tackle Trent Williams was closing in on a new deal with the San Francisco 49ers that would make him the NFL’s highest-paid offensive lineman — again.

BREAKING NEWS: The #49ers are near completing a re-worked contract with LT Trent Williams, per source. Contract will bring Trent back atop the highest paid OT’s in the #NFL , while adding a significant amount of guaranteed $. Deal to be announced soon. #FTTB pic.twitter.com/Wda9JkCnCD — 49ers & NFL News 24/7 (@49ersSportsTalk) August 22, 2024

Williams, 36, has been selected to 11 Pro Bowls and is a three-time All-Pro selection. In 2021, he signed a six-year, $138.06 million contract with the Niners that made him the highest-paid offensive lineman in football. His new deal apparently will put him back at the top of the NFL’s list of top-paid blockers.

When Williams got his original contract with the 49ers, he supplanted another Sooner atop the list of the league’s highest-paid o-linemen.

In 2019, former OU tackle Lane Johnson signed a four-year, $72 million contract extension with the Philadelphia Eagles, with $54.595 million guaranteed, that made him the highest-paid offensive lineman in the NFL at the time.

Currently, Johnson’s $20 million a year ranks tied for ninth among all NFL offensive linemen, while Williams’ $23.01 million per year ranks fourth behind Detroit’s Penei Sewell ($28 million), Houston’s Laremy Tunsil ($25 million) and the Giants’ Andrew Thomas ($23.5 million). Only Sewell is ahead of Johnson among NFL right tackles, according to AZ Central .

Bedenbaugh, who arrived at OU in 2013, didn’t coach Williams (who played at OU from 2007-09 before becoming the fourth pick in the 2010 NFL Draft), or Johnson (who was a Sooner from 2009-12 before he was the fourth pick in the 2013 draft).

But Bedenbaugh has coached Humphrey and more than a dozen other OU offensive linemen who have plied their college success into an NFL careers. He also frequently gives (and receives) accolades on social media from his former players and others.

Thanks big man! I have been fortunate to coach great men! https://t.co/V4zuCWR3fr — Bill Bedenbaugh (@OU_CoachB) August 22, 2024

Bedenbaugh on Wednesday received a verbal commitment from one of the top-rated players in the 2025 recruiting class. Offensive tackle Michael Fasusi of Lewisville, TX, is a consensus 5-star prospect and a top-five tackle in the nation. 

Fasusi is OU’s highest-rated o-line commit in the last 25 years and if he signs with the Sooners would be ranked No. 1 by recruiting services among Bedenbaugh’s OU pupils.

On Wednesday, Pro Football Focus revealed that Sooners Tyler Guyton and Walter Rouse were the NFL’s top two rookie offensive linemen so far during the 2024 preseason. Guyton was a defensive lineman, tight end and backup tackle at TCU but became a two-year starter for Bedenbaugh, while Rouse was a four-year starter at Stanford but was intent on becoming a neurosurgeon before spending the 2023 season with Bedenbaugh. 

JOHN E. HOOVER

John is an award-winning journalist whose work spans five decades in Oklahoma, with multiple state, regional and national awards as a sportswriter at various newspapers. During his newspaper career, John covered the Dallas Cowboys, the Kansas City Chiefs, the Oklahoma Sooners, the Oklahoma State Cowboys, the Arkansas Razorbacks and much more. In 2016, John changed careers, migrating into radio and launching a YouTube channel, and has built a successful independent media company, DanCam Media. From there, John has written under the banners of Sporting News, Sports Illustrated, Fan Nation and a handful of local and national magazines while hosting daily sports talk radio shows in Oklahoma City, Tulsa and statewide. John has also spoken on Capitol Hill in Oklahoma City in a successful effort to put more certified athletic trainers in Oklahoma public high schools. Among the dozens of awards he has won, John most cherishes his national "Beat Writer of the Year" from the Associated Press Sports Editors, Oklahoma's "Best Sports Column" from the Society of Professional Journalists, and Two "Excellence in Sports Medicine Reporting" Awards from the National Athletic Trainers Association. John holds a bachelor's degree in Mass Communications from East Central University in Ada, OK. Born and raised in North Pole, Alaska, John played football and wrote for the school paper at Ada High School in Ada, OK. He enjoys books, movies and travel, and lives in Broken Arrow, OK, with his wife and two kids.

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VESSEL REVIEW | Sinichka – Electric commuter boats designed for Russia’s Moskva River

A series of three new electric monohull commuter ferries have already begun operational sailings on the Moskva River in the Russian capital Moscow.

Built by Russian shipyard Emperium, sister vessels Sinichka , Filka , and Presnya – all named after rivers in Moscow – are being operated by the Moscow Department of Transport and Road Infrastructure Development (Moscow Deptrans). They are the first units of a planned fleet of 20 vessels that will serve the capital city and other nearby communities. The new ferry system will be the water transport system to be operated on the Moskva River in 16 years.

Each vessel has a welded aluminium hull, an LOA of 21 metres, a beam of 6.2 metres, a draught of only 1.4 metres, a displacement of 40 tonnes, and capacity for 80 passengers plus two crewmembers. Seating is available for 42 passengers on each ferry, and the main cabins are also fitted with USB charging ports, wifi connectivity, tables, toilets, and space for bicycles and scooters. The cabin layout can be rearranged to allow the operator to adjust the distances between the seats and to install armrests of varying widths.

An open upper deck is also accessible to passengers and is the only area on each ferry where smoking is allowed.

The ferries are all of modular construction with each ferry's wheelhouse, main cabin, and other structural elements being built as complete, separate components. This enables the ferries to be easily dismantled for transport to anywhere in Russia by rail and then quickly re-assembled within seven days.

The ferries are also ice-capable. Recently completed operational trials on the Moskva showed that the vessels can also easily navigate under mild winter conditions with broken surface ice, though year-round operations are planned for the entire fleet.

The ferries are each fitted with 500kWh lithium iron phosphate battery packs that supply power to two 134kW motors. This configuration can deliver a maximum speed of 11.8 knots, a cruising speed of just under 10 knots, and a range of 150 kilometres.

Emperium said the transfer of rotation of electric motors to the propeller is carried out by direct drive. As a propulsion installation, a pulling rotary propeller-steering column with double screws is used. The installation of double pulling screws, with similar power, allows an operator to increase the efficiency of the propulsion system to deliver a slightly higher speed or to reduce energy consumption. This arrangement also provides the ferries with enhanced manoeuvrability necessary for navigating in close quarters.

The batteries themselves have projected service lives of 10 to 12 years and are fitted with safety features such as built-in fire extinguishers and gas vents. Quick-disconnect features allow the batteries to be easily removed for replacement or maintenance.

Some of our readers have expressed disquiet at our publication of reviews and articles describing new vessels from Russia. We at Baird Maritime can understand and sympathise with those views. However, despite the behaviour of the country's leaders, we believe that the maritime world needs to learn of the latest developments in vessel design and construction there.

Click here to read other news stories, features, opinion articles, and vessel reviews as part of this month's Passenger Vessel Week.

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