ct 41 sailboat review

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Review of CT 41

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat is equipped with 7 berths.

The CT 41 has been built with different keel alternatives.

Unknown keel type

The boat can only enter major marinas as the draft is about 1.82 - 1.92 meter (5.97 - 6.27 ft) dependent on the load. See immersion rate below.

The CT 41 is equipped with a long keel. A full keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space.

CT 41 can only enter major marinas as the draft is about 1.83 - 1.93 meter (6.00 - 6.30 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard diesel engine at 48 hp (35 kW).

The transmission is a shaft drive. A shaft drive will in the long run require less maintenance than other types of drive e.g. a sail drive.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for CT 41 is 1.59, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for CT 41 is about 304 kg/cm, alternatively 1705 lbs/inch. Meaning: if you load 304 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1705 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for CT 41 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

The Ct 41 is a 41.0ft masthead ketch designed by William Garden and built in fiberglass by Ta Chiao (TAIWAN) since 1972.

It accomodates 6 people in 2 cabins plus salon..

The Ct 41 is a heavy sailboat which is under powered. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat. The fuel capacity is good. There is a good water supply range.

Ct 41 for sale elsewhere on the web:

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CT-41 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of CT-41. Built by Ta Chiao (TAIWAN) and designed by William Garden, the boat was first built in 1972. It has a hull type of Long Keel and LOA is 12.5. Its sail area/displacement ratio 13.97. Its auxiliary power tank, manufactured by 454 L, runs on undefined.

CT-41 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about CT-41 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the ct-41.

CT-41 was designed by William Garden.

Who builds CT-41?

CT-41 is built by Ta Chiao (TAIWAN).

When was CT-41 first built?

CT-41 was first built in 1972.

How long is CT-41?

CT-41 is 9.91 m in length.

What is mast height on CT-41?

CT-41 has a mast height of 12.89 m.

Member Boats at HarborMoor

1974 Ta Chiao CT-41 Technical Specs

General data about ta chiao ct-41.

Engine and Power Specs

Dimensions And Wieght

Detailed Specifications

Features And Equipments

Other equipments.

Engine And Mechanical Specs

Ta Chiao CT-41

• Ta Chiao provided us with the latest version of its CT-41 service repair manual
• Find All mechanical and electrical parts and accessories of Ta Chiao CT-41 Sail here

Ta Chiao CT-41 competitors

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1984 C&C 41 world cruiser?

• Thread starter Prestonrockstar
• Start date Apr 22, 2020
• Brand-Specific Forums

Prestonrockstar

Hi everyone, I currently sail an Ericson 27 and am looking at upgrading to my endgame boat. Under a tight budget, I'm looking at a C&C 41 1984. I've been reading some mixed reviews from other than C&C owners about whether its really a blue water cruiser or not. While I am a long way from crossing an ocean, I'm just curious, could this boat be a competent ocean crosser? I know anything can float across an ocean with the right people handling it, but some are just made better for it and make it easier. In the next 10 years, I would likely switch to a boat a bit more live aboard layed out, but for now the C&C has the price that's right with a good amount of space. If any owners would be willing to toss their experiences, confidences, or lack thereof regarding ocean crossing a 41, I sure would love to hear it before I buy it! Thanks, Preston  

the boat was designed for C&C as a pure IOR racer in the early 80's. now you can answer your own question. you are the 'rockstar', Preston, put your full rockstar racing crew on it and have a great crossing. it's design is at the totally opposite end of the spectrum from say 'shorthanded cruiser' sailing. IOR boats were known to be quite squirrely downwind, narrow on the ends and wide in the middle. comfort was not part of the design. take lots of pictures and post them here. we like pictures here on SBO.  

kappykaplan

jon hansen said: SPO Click to expand

I'm not a racer. Which is why I'm not well versed in IOR boats. Spending days and days researching online slowly finding good tid bits. I will likely only use this boat for crusing the Puget Sound, San Juan's, BC, and Alaska, with my kids. All coastal stuff and inland waters for the majority of it, and essentially single handed. When you say "quite squirly downwind", are we talking you just have to keep your hand on it, keep your eye on it, constantly making those little adjustments..or are we talking suit up, strap in, and sh** your pants when it suddenly jibes without warning type of squirely?  

in a blow, downwind they are extremely demanding. the second of your choices  

they are nice boats. designed to win races. with a full race crew aboard.  

If I were looking for a Bluewater boat in the age and size that you cite, I'd be looking for an 1986 Island Packet 38.  

IOR boats were designed to beat the IOR handicap rule. fast for their rating. chubby boats were given a break, so they made them chubby. they have that weird bustle at the waterline in the stern to beat the rated waterline measurement. they have huge rudders to try and control them off the wind. the have narrow mains with huge jibs with the mast placed farther aft. none of these things say "comfort", none of these things say "easy to handle". fun boats to sail in lighter air and/or a race crew aboard. back in the 80's my friends loved racing their C&Cs. and they won.  

keep small jibs up front and she'll be fine. that vessel can do what you want. of course. they were nice boats. they were designed as pure racers. everything is give and take. my boat is very easy to sail and is very comfortable and safe and SLOW by todays standards. it has long overhangs with lots of extra buoyancy but that extra overhang is known to be grabbed by a following wave and thrown into a broach when sailing dead down wind. however in 46 years with the boat i have never broached it. it's designed as a coastal cruiser not a trade wind runner. you asked about crossing oceans Preston in the OP., leapfrogging the coast from your home is a different set of priorities.  

DayDreamer41

We have one that docks next to us, they race and we race, we go out with 2, 3 or 4 crew, they go out with at least 6 better with 8. Is it fast sure is, the only time we see them is at the line. I know the C&C's had wet core syndrome so if you go that direction make sure you have it review very closely. She has beautiful lines as well, but blue cruiser I wouldn't put that high on my list.  

If you are interested I have a dock neighbor who is selling his Passport 40 1987 which has been meticulously kept, this is (2) owner boat is absolutely beautiful, never has seen salt water, the owner spends more time polishing than sailing. It is currently out of the water, I believe that his wife took ill causing the need to sell, a truly unfortunate thing. If you are interested I can send you the link to the ad, it is priced to sell at 129K  

Sailfanatic

The right first step in boat buying is to buy a boat that the designer designed for the purpose that you intend to use it for. The right second step is to buy a boat whose PO has equipped and maintained it for the same purpose you plan to use it for. The C&C 41 may be called a racer/cruiser but it was designed to race. so few of its parameters support use as a cruising boat. No tankage, big jibs, hard to handle, little storage, etc. open cockpits with destroyer wheel. Simply a dead end as a cruising boat, akin to asking "I can get a used NASCAR vehicle cheap, can I use it as a daily driver?".. You would be going in a completely different and correct direction if you were to consider the C&C Landfall series, where the designer built into the boat the characteristics to make a competent cruising boat.  

Thank you! Nothing I found online in my research was clear enough. Lot's of people happy with their C&C 41's using as cruisers. None of them talked about handling or anything. (maybe they motor everywhere). My hopes of having found a cheap cruiser have been dashed! But that's a good thing! I didn't know anything about IOR until now.  

HI, looking for a C&C 41 that will take you around the world?? I'll tell you where you can find one. There is an older version for sale in Canada on Yachtworld. Here is a picture of that same boat sailing in conditions that you will hopefully never encounter! I have no connection to the boat - nothing in this for me. It has a new repower, and the price will save you a lot of $$$'s for the things you need to add.  

Attachments

Jim Maddrey

Prestonrockstar said: Thank you! Nothing I found online in my research was clear enough. Lot's of people happy with their C&C 41's using as cruisers. None of them talked about handling or anything. (maybe they motor everywhere). My hopes of having found a cheap cruiser have been dashed! But that's a good thing! I didn't know anything about IOR until now. Click to expand

Kind of an old thread, but I'll put my two cents in. The OP sounds like me. He wants a nice boat, but he doesn't want to spend every last cent on it. Someone mentioned an Island Packet. I assume they missed the tight budget part. Those old C&Cs are fantastic boats, but they are race horses, which would explain why they can be had cheap. Hardcore racers with deep pockets will be looking at the newer stuff. I think he should look at older Pearsons and Hunters. They can be cheap, especially the Hunters and they are great cruisers. I looked at and damn near bought an '88 Hunter Legend 35. Looked to be in pretty good shape and I could have had it for 10 grand. Is it as good a boat as that C&C 41? No, but I would guess that it has way more room inside than the C&C, despite being 6 ft shorter. And with a little upgrading, I think it would be just fine wandering off shore if he wanted.  

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Sailboat Review: Dufour 41

• By Herb McCormick
• September 17, 2024

When it comes to a discussion of the great European naval architects of contemporary times—and it’s a long list, indeed—certain names immediately pop to mind. Many are French. Philippe Briand made his mark creating boats for a roster of production builders (Baltic, Jeanneau, CNB) before pivoting to the superyacht set (Perini Navi, Royal Huisman). Jean-Marie Finot was more or less the father of an era of the best Vendée Globe solo round-the-world racers ever to compete in that grueling contest. Marc Van Peteghem and Vincent Lauriot Prévost (VPLP Design) are the current masters of offshore multihulls. The talented tandem of Jean Berret and Olivier Racoupeau are ubiquitous as the creators of many French brands, and sit at the forefront of their profession. 

To me, however, one of the more underrated European ­design mavens, and one who definitely belongs in that rarefied grouping, is Umberto Felci. While Felci was born in Milan and still operates from his base in Italy, I’ve always considered him a huge influence in French ­boatbuilding­—largely because of his longtime association with Dufour Yachts, where he’s been the principal designer for some 15 years. 

During that time, I’ve sailed many a Felci boat, as he’s been a consistent presence in Cruising World ’s annual Boat of the Year contest . He has won multiple times with his Dufour entries, including the 560 Grand Large (2014), the 382 Grand Large (2015), and the 520 Grand Large (2018). All of these Grand Large boats shared a similar DNA, and the Dufour booths at the major boat shows were easily ­recognizable for their similar lines and matching beige canvas dodgers and sail covers. The only huge difference across the fleet was their respective sizes.

All that changed in a big way in 2019, after the Fountaine Pajot group acquired Dufour and decided to make each new offering a singular model in form and styling. Which brings us to Felci’s newest design, the Dufour 41. 

Aesthetically, it’s safe to say that the bright-blue Dufour 41 at this past year’s Annapolis Sailboat Show in Maryland was one of the more distinctive-looking yachts on display. It has a rounded bow, ample beam, and not one but two chines, both carried almost the entire length of the boat—one just above the waterline, another just below the reverse sheer line, which is accentuated by prominent molded bulwarks. This boat looks and feels much larger than its 41 feet length overall. Forward, an integrated bowsprit for the ground tackle and the tack point for the asymmetric kite heightens the futuristic vibe. As does the series of three sleek windows in the hull (along with the additional pair of windows overhead in the coachroof). There is not a stick of timber to be found anywhere. 

Topsides, the ­combination of wide side decks and outboard shrouds makes for easy egress when moving forward or aft. The emphasis on “outdoor living” is underscored by a generous cockpit with twin wheels (but, as with all Dufours, a single rudder, which makes backing down easier and with more control). There’s also wraparound seating, including a cushioned daybed, as well as a drop-down transom, which doubles as the porch/platform for the barbecue well aft. All this is revolved around a table—a pretty sweet, comfortable layout that lends the impression of lounging aboard a much bigger boat. 

All the related equipment is first-rate. There’s B&G instrumentation, including the chart plotter and autopilot; a Quick vertical windlass with helm controls for the Delta anchor; and a Side-Power (Sleipner) bow thruster, which I reckon is a luxurious touch on a 41-footer. Our test boat was set up with a nice set of Elvstrøm sails, including a traditional mainsail (an in-mast furling mainsail is available) with a cool stack-pack arrangement that tucks into itself and is secured with shock cords. For our Boat of the Year trials, we test all the emergency rudders, and the one on the 41 was exceptional. 

Construction is straightforward and robust. The hull is vacuum-infused with solid glass below the waterline and a foam core above. There are a pair of molded-in channels for the plumbing and electrical wiring. The plywood bulkheads are laminated to the hull. The keel is cast iron. And, as with every Dufour going back to the company’s origins, a wine rack is stashed under the floorboards. 

Ardizio Design is ­responsible for the belowdecks accoutrements, accommodations and floor plan. Its team used those aforementioned chines and, more specifically, the voluminous interior that the chines created, to wide advantage. As with Dufour’s other models, there are three packages of features, trim and equipment—on the 41, these are labeled Adventure, Ocean and Performance—depending on how the boat will be used (basic sailing, dedicated cruising or racing). With the 41, there are also two interior options: either three or four staterooms. Both have a straight-line galley to starboard, with the dining table and wraparound settee to port.

Our test boat had the three-stateroom layout, with a spacious master forward and a pair of double-berth staterooms aft. It also had three heads, which, to be honest, seems like a bit of overkill on a 41-foot boat. The second head, in the center of the boat, can be replaced with stowage, which is the setup I’d prefer. 

The 41 sports a double-­spreader rig with swept-back spreaders and a self-­tacking jib. The double-ended German-style mainsheet, anchored at midboom, is easily trimmed with a pair of electric winches (an optional electric winch for the mainsail is ­available). There’s no traveler; after all, this is a cruising boat. 

Under power, the 50 hp Volvo Penta with a saildrive configuration had us zipping along at better than 6 knots. This was one of the quieter boats, decibel-wise, in the 2024 fleet. But we were all itching to hoist the sails, and we were not disappointed. At first, in a fitful breeze that was just filling in, we still made over 5 knots in 6 to 8 knots of wind. Soon enough, the pressure built into the 10- to 12-knot range, just in time to hoist the boat’s big asymmetric kite. On a tight reach, we made an effortless 7.5 knots, and the helm was just delightful, with only a light three-finger touch required for full control. 

Those Grand Large prizewinners from years past were, of course, all Felci designs. While this new Dufour looks absolutely nothing like its older siblings, it sails just as well, if not better. Felci may have changed the recipe under the company’s new regime, but he hasn’t forgotten that what we really want is pretty simple: We want to go for a fine sail.

Dufour 41 Specifications

Did You Know?

French boatbuilders were pioneers in fiberglass-sailboat manufacturing. Naval architect/engineer Michel Dufour joined their ranks in 1964 with the launching of the Sylphe, a radical (for its time) 21-foot pocket cruiser with a masthead rig and fin keel with attached ballast bulb. More than 400 were built in a 10-year production run.

Dufour has ramped up its introduction of new models in the past five years, and now has nine in production ranging from 37 to 61 feet, with a 44-footer on tap to be introduced in the United States this fall. Of that collection, the company’s 41, 470 and 530 are all available with electric auxiliary-propulsion options.

Dufour has laid out an aggressive growth strategy, planning to introduce two models each year for the next several years, and replacing its entire fleet within four years. As for the 41, a company representative said that about a third of the run will go to private owners, a third will be purchased by charter operators, and a third will go into charter-management programs.

Herb McCormick is a CW editor-at-large and was a 2024 Boat of the Year judge.

• More: Boat of the Year , dufour yachts , Print September 2024 , Sailboat Reviews , Sailboats
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CT-42 (Mermaid)

CT-42 (Mermaid) is a 41 ′ 4 ″ / 12.6 m monohull sailboat designed by Ta Chaio and built by Ta Chiao starting in 1975.

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)

According to the builder’s brochure, this is a ‘modernized’ version of the CT-41 which was, in turn, based on the William Garden designed SEA WOLF.

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Swan 41 vs CT 38

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Hi, I'm strongly considering: 1974 Swan 41: I'm unable to post links here, but it's listed at oceanicyachts . com 1982 CT 38: I'm unable to post links here, but its' posted at faralloneyachts . com Can anyone weigh in on: 1) the relative cost to maintain for these two boats? I understand it varies tremendously boat to boat, but is there any reason to believe that if these two boats were in similar condition today, one would be more expensive to maintain than the other? 2) relative blue ocean worthiness?  

Interesting. Remember i've not seen either in the plastic. For cruising purposes I'd take the CT but teak deck ? That said .... teak deck on a boat that old freaks me somewhat and then the Swan is eight years older. By the look of it the CT has a much nicer interior for cruising/liveaboard. Personally I do not like the Swan companionway arrangement. Virtually impossible to fit a worthwhile dodger and while that design has its good points ease of access is not one of them. Cost to maintain .... horses for courses .... presumably if you want to keep her original the Swan would be the more expensive. Offshore ..... six of one half a dozen of the other but I'd think the CT would be the nicer boat to sail short handed. I'm sure they are both quite capable. Warwick is/was a fine designer.  

FWIW the 41 was one of the principal boats that established the Nautor Swan label as being "The Best". The CT38 was produced around the time that Ta Chiao was improving their rep from being a builder of "Leaky Teakies". Assuming the teak decks are in comparable condition, I'd take the Swan, no contest. The state of the decks could be a deal breaker though - if they are shot it will be a major job to fix, even just to strip the teak off and paint. To replace the teak will cost as much as the boat these days.  

thanks! you think they would have comparable speed?  

the swan for the sailor, the other for the shore sider, the swan sails magnificently, loves wind ward work, im sorry the other is a leaky risk, I've seen a lot of money spent on theme trying to stop leaks and they arnt the best sailing vessel particuley to wind ward. Both boats really arnt that good of a choice for long term live aboard ocean going, but I no you would enjoy the sailing capability's of the swan, very strongly built.  

Bloke in Sydney we occasionally share an anchorage with has one of the Swan 41s of that age and yep she is a fine boat and he loves to sail her but still I'll stick to what I said earlier. For cruising that companionway is a pain in the butt and unless you are very young and very agile climbing up and down into the cave that is her interior could well lose its attraction quite quickly. The dodger installation problem should also be of concern to a cruiser. One whoops on my part I do confess is that I thought for some reason that the CT was built in the US. Silly thought indeed but allowing for the removal of the teak and presuming for one moment that the deck itself is still solid then I'd still go for the CT .... of the two. Acknowledging my brain slip re the CT's origins one would also figure that by now any sub standard hardware would have already been replaced. Speed wise one would have to think that the Swan would be the more rapid a machine all things being equal. Certainly the Swan would seem to have it all over the CT uphill but really as a cruiser you do pretty much anything you can to avoid more than the occasional bit of windward work. Arriving feeling relatively human is for me a priority and while a floating brick is not my idea of fun no matter how comfortable I'm still of the opinion that the comfort of the CT would make up for any loss when compared to the Swan. btw .... and I'm not prepared to put money on this but weren't those Swans supposed to be a major handful off the wind ?  

The S&S Swan 41 has the manhole style companionway they were so fond of. Everything about those S&S boats was biased towards windward work offshore. Cruising comfort was not factored into their design philosophy. One thing to consider is the Swan is a much bigger boat - about 1/3 larger. SWAN 41 sailboat specifications and details on sailboatdata.com  

The Swan 41 companionway is close enough to the cockpit that you have, in effect, a wide bridge deck and so you could put on a dodger. As well as the Swan 43, we looked at a Hylas (42?) aft cockpit boat and both had about six feet between the cockpit and the companionway. One of them had a mini cockpit at the companionway (Hylas). If you were in the real cockpit where one assumes you would have a dodger you would have to go onto the side deck around the dodger and then walk or crawl to the companionway which would have a pram hood over it. Not appealing at watch change at 0300 when its blowing like snot. Also makes it pretty hard if you were on watch and wanted a snack or a pee. It was a deal breaker for us. What makes a boat good for full crew racing for a day or four is not the same as what you want for a 20 day passage with a couple.  

killarney_sailor said: The Swan 41 companionway is close enough to the cockpit that you have, in effect, a wide bridge deck and so you could put on a dodger. As well as the Swan 43, we looked at a Hylas (42?) aft cockpit boat and both had about six feet between the cockpit and the companionway. One of them had a mini cockpit at the companionway (Hylas). If you were in the real cockpit where one assumes you would have a dodger you would have to go onto the side deck around the dodger and then walk or crawl to the companionway which would have a pram hood over it. Not appealing at watch change at 0300 when its blowing like snot. Also makes it pretty hard if you were on watch and wanted a snack or a pee. It was a deal breaker for us. What makes a boat good for full crew racing for a day or four is not the same as what you want for a 20 day passage with a couple. Click to expand...

Was the first CT38 from Bruce's post also Asian build ? Taiwan ? Hong Kong ? I don't know where CT where/are located. It was the first version I was commenting on. I'd hate to try and crawl under a dodger and down the rabbit hole. Then again I'm old and somewhat croaky. No dispute from me btw that the Swan would be the better boat performance wise but I was presuming that the OP was after a cruising boat ergo my favouring of the CT.  

tdw said: Was the first CT38 from Bruce's post also Asian build ? Taiwan ? Hong Kong ? I don't know where CT where/are located. It was the first version I was commenting on. I'd hate to try and crawl under a dodger and down the rabbit hole. Then again I'm old and somewhat croaky. No dispute from me btw that the Swan would be the better boat performance wise but I was presuming that the OP was after a cruising boat ergo my favouring of the CT. Click to expand...

It is interesting that CT came out with two 38s in the same year apparently that are about as different as they could be. One of the few things my wife insisted on was a proper bed. After looking at boats in the low-mid 40s with aft cockpits it became apparent we needed a centre-cockpit boat. That Hunter companionway is horrible. Did it never occur to them that boats heel?  

Offset companionways have always been a tadge odd in my eyes. Very much from the inside out. That ladder in the Hunter ... oh my. Maybe Passport and Mason also used to do the offset thing. Made for a roomy quarter cabin I guess. Bruce, when we went with the Malo one of the last issues to be decided was sleeping cabin. We very nearly bought a lovely Warwick designed CC with a glorious aft cabin but alas a lousy galley. The Wombet usually comes to bed after me, I usually get up earlier and that counted out any form of Pullman style double. In the end we accepted the quite roomy v-berth of the Malo. Until I can justify an HR48 ( oh lordy will those pigs ever get off the ground) it will have to do.  

Thanks for all the help everyone. To be clear I'm considering the CT38 design posted below, with the following specs. I quite frankly don't know a lot about sailboat design and would really appreciate input on this boat's design in the context of 1)ability to handle ocean passages 2)speed. LOA: 37.7' LWL: 30.83' Beam: 11.48' Listed SA: 628 ftsq Draft: 6.58' Disp: 16775 lbs Ballast: 8526 lb SA/Disp: 15.39 Bal/Disp: 50.82% Disp/Len: 255.56 RIG: I: 45' J: 15.8' P: 39.5' SA(Fore): 355.5ftsq SA(Main): 275.55ftsq Total(calc)SA: 628.05ftsq DL ratio: 255.56 SA/Disp: 15.39 Est. Forestay Len: 47.69'  

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By the specs she'd be a very good ocean sailer - looks like it's basically a detuned IOR racer. Bit light on sail area but that was pretty common on offshore boats back then. If it's in fundamentally good shape, I'd say do it. It's certainly good looking and I expect it has the usual lush teak interior of all Taiwan boats of that vintage. Standard things to check on a Taiwan boat of that vintage - chainplates & turnbuckles (for inferior metal), tanks (for inferior metal), wiring (often substandard), deck core if teak overlay.  

I agree with SloopJonVB Hull speed is about 7.45 knots using the standard formula  

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Yot 41, un essai transformé pour le chantier Catana qui complète sa gamme

En 2023, le chantier Catana lance une nouvelle marque de catamaran à moteur : YOT. Le premier modèle annoncé et le YOT 31, mais déjà se profile le suivant : le YOT 41. Nous l'avons découvert au Cannes Yachting Festival 2024. Un day boat qui joue la carte de la petite croisière familiale.

Contrairement à son petit frère de 37 pieds, le Yot 41 prend le parti de la circulation centrale. En effet, pour accéder au pont avant du Yot 37, on emprunte les passavants ouverts sur chaque bord. Sur le 41, l'accès au cockpit avant se fait par le milieu, à l'image des bowriders. C'est à la fois simple, mais aussi sécurisant quand en bon père de famille, on voit ses progénitures circuler à bord.

Un passage central

Ce couloir central distribue tout le bateau. En partant de l'étrave, on découvre un grand cockpit avant. Celui-ci est dessiné autour de deux banquettes qui seront très appréciées en bain de soleil. L'avant du bateau, entre les deux coques du catamaran , est réservé au mouillage avec le guindeau et sa baille. La fermeture de ce coffre fait aussi office de tablette , le temps d'un apéro avec des porte-verres autour.

Le passage vers le cockpit, entre les deux consoles, se ferme par une porte basse et par un pare-brise. Ce sera particulièrement intéressant un jour de navigation venteux pour protéger l'équipage. Juste derrière le pare-brise se trouvent les descentes pour accéder dans les coques.

Une cabine dans chaque coque

En effet sur ce catamaran , les espaces couchage se trouvent chacun dans une coque, de façon symétrique. En descendant, on arrive dans une belle cabine avec un couchage double vers l'avant alors que l'arrière découvre un cabinet de toilette (WC et douche séparée). Pas de problème de hauteur sous barreau dans ces coques, et ventilation bien pensée avec des panneaux de pont ouvrants. Dans les cabines, les grands hublots latéraux intégrés à la coque apportent une belle lumière.

Un poste de barre protégé par le grand pare-brise

Juste derrière les deux descentes se trouve le poste de barre et de veille. On trouve ainsi face à la route, 4 places assises. C'est assez rare pour le signaler. Sur tribord se cale le pote de barre avec l'emplacement pour installer 2 écrans de 12 pouces et la possibilité de positionner un joystick . En vis-à-vis sur bâbord, on trouve deux places face à des rangements.

Juste derrière se situe la cuisine avec une méridienne pour le bain de soleil à bâbord. La cuisine en L est bien équipée avec un réfrigérateur, un ice Maker et un grill. Sans oublier l'évier et une poubelle accessible depuis le plan de travail.

Un carré immense

Toujours en allant vers l'arrière se trouve la pièce maîtresse de ce catamaran . Le carré est lui aussi divisé en deux par le passage central. De chaque côté, on trouve en symétrie une table et 2 banquettes. Mais cette table en se baissant transforme l'espace en un grand bain de soleil.

Une fois au mouillage l'équipage pourra baisser les pavois pour agrandir d'autant la surface de ce cockpit. En effet, le bateau qui mesure 4,49 m de large passe à 5,82 m en ouvrant les pavois. Une belle surface pour profiter du soleil et de la mer.

2 x 300 ch en standard

On atteint le tableau arrière du bateau sur lequel trônent deux hors-bord Mercury de 400 ch qui encadrent une plateforme de bain électrique. Ces V10 représentent la puissance maxi pour ce Yot 41. En standard, le chantier propose 2 x 300 ch. Ce catamaran de 12,57 m hors-tout dessiné par J & J design est annoncé au tarif de base de 475 000 € HT. La version que nous venons de visiter est à vendre 767 020 € HT avec toutes ses options.

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