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Derived from C&C's Redline 41, this design had a long and successful production run. It lacks some of the amenities of 'full-volume'modern boats belowdecks, but is a tough, fast, seakindly boat offshore.
Sailors over the years have invested large sums and enlisted eminent designers in search of the “dual-purpose boat,” that rare craft that rewards her owner equally with racing performance and cruising capabilities. Season after season the major builders snatch up the rights to prize-winners, conduct focus groups, and expend marketing dollars on racer/cruisers, and cruiser/racers, in hopes of making the twain of racing and cruising meet. When we checked with owners of the venerable Newport 41, we found her to be not only a widely traveled cruiser but a boat that, though designed in the ’60s, can still gather some silver on the PHRF and Beer Can circuits.
The surprise didn’t last long; the Newport 41 began life from the parent molds of the Redline 41 from Cuthbert & Cassian. In its heyday, C & C was one of the sport’s foremost builders of production racing boats. When she was designed in 1967, the Redline was queen of that C & C stable. Today’s boats have gotten longer on the waterline, shorter in the ends, wider in the beam, and flatter on the bottom. Fashion, technology, and function have all made them that way. So, too, have the rules under which they race. The N-41 is a good yardstick to measure the distance that boats have come.
The Redline 41 was designed to the CCA Rule. (CCA stands for the Cruising Club of America. For a quick description of what that rule was intended to foster, see the PS Advisor in the June double issue of this year.) Those salts who were around at the time (and even some who have come along since) tend to romanticize that rating system as “open” in terms of the types of boat that it encouraged. It was criticized for rewarding beamy centerboarders like three-time Newport-Bermuda winner Finisterre, and even the good old days had their bad old rulebeaters… but today CCA boats are generally regarded as “healthy” boats. They were markedly heavier than the boats (IMS, IOR, et. al.) that have come since. They had narrow hull forms with smoother sectional shapes. The philosophy of “if it doesn’t break, it’s too heavy,” prevalent in today’s engineering of performance boats, had yet to take hold.
As the Redline 41, the boat was at the top of the heap in her day. Then C & C recouped its investment in her (making room at the top for the C & C 61) and sold the tooling to Enterprise Yachts of Santa Ana, CA. Their version of the boat was something of an “all things to all people” creation. Their ad copy emphasized that she had “several major series wins to her credit,” but went on to describe how she sleeps seven in comfort and luxury and is distinguished by an interior offering sumptuous standards of finish and function. And back then, in 1970, the complete boat sold for $29,995!
But Enterprise didn’t sell enough of them to make a go of it, and the molds for the 41 passed to Capital Yachts, Inc., an operation in Harbor City, CA, started by Bay area builder/sailor Jon Williams in late 1972. Capital added several inches of freeboard to the hull and put a greater accent on wood below, but the Newport 41 (as they introduced her) was still very much a boat that you could race, particularly offshore. With Capital’s additions, and time, by 1983 a nicely equipped boat cost $85,000.
For the next 14 years Capital turned out roughly a boat a month. This early racer/cruiser formed the backbone of a line that included several smaller boats. She continued to be built right up until 1993, when Capital closed its doors.
Design C & C produced a startling variety of race-pointed designs over its three decades in business, but one hallmark of them all was minimum wetted surface. From easily driven swept-back keels through semicircular sectional shapes, smooth waterlines, and sweetly harmonized buttocks, the C & C hull shape was drawn to make a minimum of fuss as it passed through the water. Though decidedly heavier than the boats of today, and carrying a smaller, less efficient sailplan, the Newport 41 still has excellent “manners” because she’s so easily driven.
A key factor in that performance is her narrow 11’3″ beam (another design element that makes her easier to sail than some of her broader-beamed rivals). The hull is somewhat veed forward (owners report dry decks in seas up to three feet), regular and relatively tubular through the midsections, and tucked up slightly at the counter. The beam, however, is carried well aft for sail- carrying power and to provide an antidote to pitching. After 15 degrees of heel the counter adds a foot or more of waterline length and boosts the boat’s top-end speed potential. Sail carrying power also comes from full stern sections which explains why the boat’s best point competitively has been off the wind.
The Newport 41 is stiff. She tends to lie down onto her sailing lines and stay there. Credit that to her 8,215 pounds of ballast. That’s a lot of weight to be lugging. Some modern 40-footers don’t weigh that much altogether.
Toting all of that lead weight definitely limits the 41’s speed potential, especially with only 750 sq. ft. of rated sail area. The weight does some good things, too, though. The boat’s motion in a seaway is “old fashioned” and “substantial.” She doesn’t let the waves push her around. And she stands churchlike until the breeze gets near 20 apparent, without the need for a reef.
Accommodations Expectations were different for offshore racers when the Newport 41 was born. It was thought that heads would have doors, that pipe racks belonged in outlet stores, and that a boat should offer sailors something solid to keep them safe from wind and wave.
Consequently, the N-41 is far from stripped out. Her cockpit is a good example of the thinking that went into offshore racers of her vintage. It’s big enough, the well is deep enough, and the functions are spread enough so that five or even six can race the boat with efficiency and space. On the other hand, the benches are long enough (67″) to rest on, if not stretch out. The helmsman’s area is separate enough to allow concentration, yet big enough for comfort.
One of the most unusual aspects of the boat’s interior is her offset engine. To reduce pitching (and to create a mega-locker in the space beneath the companionway) the inboard (originally gas but later standardized as a 35-hp. diesel) is tucked beneath the galley counter on the port side. This necessitates an off-center prop (whose drag would be lessened if it had some deadwood to hide behind) but it opens up that space below the shallow (three-step) companionway stairs. “I’ve got room for two inflatables in there, and maybe a few outboard motors, too,” brags one owner. Most owners rate the engine installation “better than average” for access and some have experimented with folding or feathering props to reduce the drag. Gains of 0.4 to 0.9 knots are reported.
Some owners rate their interiors “Chevrolet” for interior aesthetics. Others like what they have better than modern boats from the lower half of the price range. Several report that varnishing the teak below has brightened things up a lot. While the matched-grain precision of some of the high-priced boats isn’t evident, Capital is reported to have done an honest job of fit and finish that makes the boats quite pleasant places in which to live.
There are, of course, problems:
“The settee in the saloon is too small.” “The pointy end of the platform double is too narrow.” “We’ve had two fires on our alcohol stove.” “Ventilation is only fair.”
These are owner critiques of an interior that seems otherwise to do a good job of filling the bill. The nav station (starboard) and galley (port) are not only big, they’re placed for optimal communication abovedecks. The head to port, and hanging lockers to starboard form a nice divider separating the forecabin from the saloon, enhancing cruising privacy. There’s a quarterberth to starboard. One owner labels it “claustrophobic,” but as a combination catch-all and secure sea berth, quarterberths are the best. We’d love to see them make a comeback against “aft staterooms” on smaller boats touted as comfortable offshore boats. Some boats also have a pilot berth to starboard, in place of lockers—another snug bunk when underway and heeled over.
Construction Inch-thick fiberglass through the bilge area made up for what the builders of the ’60s and ’70s lacked in sophisticated mastery of their materials. The boat is heavy because she is heavily built. You might, today, to overstate an extreme example, build a boat twice as strong that weighed half as much. However, these boats have been around since the ’60s—we’ll see in 40 years or so how boats being built today have fared.
“My wife and I frequently sail ours on 1000-mile cruises.” “Ours has been sailed to Hawaii.” “My boat has raced over 20,000 offshore miles.” “I do my own deliveries to Mexico and back. We’ve run into some tough stuff and racked up over 8,000 nautical miles.”
These testimonials are evidence that the old-fashioned technique of layering cloth, mat, and roving into a “brick outhouse” has produced some sturdy boats.
The decks are balsa-cored, but plywood is used extensively at the edges of the deck and in spots where hardware is attached. Sometimes not enough attention was paid to sealing the core. Several owners report having had to redo their decks, either in spots or entirely. Others report leaks around the chainplates. The hull/deck joint, however, appears to be have been done well. The deck is dropped onto an inward-turning flange in the hull. That joint is bedded with sealant and mechanically fastened with bolts on 4″ centers. That seam is then sealed with the signature C & C aluminum toerail.
“We’ve had our boat for six years without a single deck leak,” a San Diego sailor reports.
Performance The Newport 41 is at her best upwind in a breeze. She tacks in 80 degrees and stands up well under full sail, chomping along on her sailing lines at about 25 degrees of heel. A cruising sailor who doesn’t race his 41 says, “When other boats have to power to weather, I can sail and enjoy it.”
The Mark II version differs from the Mark I with a reconfigured rudder that adds over two feet to her waterline. It has marginally more sail area, apparently from the lowering of the boom by more than a foot, thus increasing her P dimension without having to change spars. This change, which would seem to be around 15 sq. ft. or so, given the E measurement, doesn’t seem to be reflected in the Mark II’s stated and rated sail area.
As you might expect, she’s at her worst in winds under 10. In British Columbia, where drifting is a way of life, one owner reports that his 150% “balloon jib” is a good antidote.
Balance, maneuverability, and seakindliness are other areas in which the N-41 deserves high marks. “Sports car” steering comes from her deep rudder. Self-tending ease on the helm comes from her long, even lines and gradually faired sections. The heft and solidity of a deep, heavy boat make her motion something that sailors of all kinds can appreciate.
The standard offset propeller is less of a success. Not only is it a source of considerable parasitic drag under sail, but it makes the helm a hair-trigger proposition under power. “Backing is an experience,” said one owner. ” It’s best accomplished at higher speeds with ‘lock to lock’ adjustments.”
Those who have fitted feathering or folding pros enjoy less drag and better control in reverse.
Owners say the engine will push the boat up to and over seven knots.
Conclusions The N-41 makes an excellent case for the fact that a boat that was designed intelligently and built well in the first place has a good chance of standing the tests of time.
One evidence of the thoroughness with which this boat was built and supported is the owner’s manual supplied by Capital Yachts—a manual to put others to shame. It attempts, and in fact mostly succeeds, in instructing a new owner not only about the construction and fittings of boat, down to fairly minute detail, but what to carry in her, how to tune and sail her, and more. We downloaded the old manual to get details about the boat, and ended up reading large sections of it. It’s a conscientious gift of experience from builder to buyer.
Speed and maneuverability are significant virtues in a cruising boat, and the N-41 has retained them. Sailors who enjoy racing but are less happy about the expense, discomfort, and “to the edge” design of today’s racing boats will find the Newport 41 to their liking.
There are several websites available for Newport owners, with the central one at SailNet. See http://webhost.sailnet.com/newport/ .
At press time there are six Newport 41s for sale at www.yachtworld.com . Asking prices range from $48,900 to $75,900, with a median at about $60,500. Selling prices, as always, will be somewhat lower.
Also With This Article Click here to view “Newport 41 Owners’ Comments.”
RELATED ARTICLES MORE FROM AUTHOR
Thanks for the good work and info.
Darrell, a recently found letter from Geo Cuthbertson will dispute the legend that the Newport 41 was a refried Redline 41. To quote George: “So, Newport 41 was two years later and a ton lighter, being a considerably shallower hull, i.e.they were two separate and distinct designs”. If you’d like an e-copy I would be happy to send. From my observations, having both the lines of the N41 (1968) and Red jacket (1965), I would suggest that the N41 hull is closer to Red Jacket (with a different keel, rig and cabin and about 3-4″ more freeboard) than the Redline. Cheers, Peter Cohrs, Kingston , Ontario
PS.. I was inspired by this article to acquire a Newport 41, which I did, a 1986 MkII (after a Corvette and a Frigate). there IS a Redline 41 at Kingston Yacht Club, and while there are similarities, they aren’t the same hull. Why I doubted my observations and skepticism, I’ll never know. George’s letter settled it.
There are differences that can be attributed to production line changes, design changes, and simply construction technique changes most likely. To say they are not the same design is a little ridiculous. The molds came from the c&c redline, they are designed from Sparkman and Stephens offsets. You will find differences in hulls even within the c&c production line itself along with the various models they produced. The table of offsets is close enough on the newport 41 to the c&c 41 that I would say calling them different hull “designs” is a little crazy. True that no boat has the same hull as any other boat though…. hah.
So, John. What you are saying is that Geo. Cuthbertson has written a letter of lies, and that the N41 C&C lines are plagiarized from S&S. That’s a pretty bold and ignorant statement. In addition to GHC’s letter, I SPOKE with Henri M. Adriaanse, who DREW the N41 lines at C&C. Henri made it crystal clear than the N41 was not a RedLine- period. He said It would have been very impractical and expensive to modify the RL moulds to the N41 shapes. Also the N41 was designed to have extra volume for cruising “stuff”, and be lighter, for California airs. So, Henry’s account validates GHC’s letter. Furthermore, I have overlaid the N41 lines with the lines of Red Jacket, and other than the extra freeboard, cabin trunk, rudder and keel, the lines are damned near a match. It appears as though the N41 is a cruising variant of Red Jacket. I’ve offered this drawing and observation to Henri, JohnKelly Cuthbertson and Rob Mazza (C&C des’r and part time c&C historian) and none have turned the idea down. The N41 is certainly not a RL41. I think you should retract you accusation of C&C plagiarization. In any case, I will forward this to JohnKelly.
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The Newport 41 Sailboat Specs & Key Performance Indicators
The Newport 41, a masthead sloop, was designed by C&C Design and built in the USA by Capital Yachts Inc. There were several versions produced; the original MkI which was derived from the C&C 1965 design “Red Jacket” , the MkII (which is described here), the MkIII and the 41S.
Published Specification for the Newport 41
Underwater Profile: Fin keel with skeg-hung rudder
Hull Material: GRP
Length Overall: 41'0" (12.50m)
Waterline Length: 32' 3" (9.83m)
Beam: 11'3" (3.43m)
Draft: 6'3" (1.90m)
Rig Type: Masthead sloop
Displacement: 18,000 lb (8,165kg)
Designer: C&C Design
Builder: Capital Yachts Inc. (USA)
Year First Built: 1982
Published Design Ratios for the Newport 41
Sail Area/Displacement Ratio: 17.5
Ballast/Displacement Ratio: 45.6
Displacement/Length Ratio: 240
Comfort Ratio: 31.8
Capsize Screening Formula: 1.7
read more about these Key Performance Indicators...
Summary Analysis of the Design Ratios for the Newport 41
1. A Sail Area/Displacement Ratio of 17.5 suggests that the Newport 41 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.
2. A Ballast/Displacement Ratio of 45.6 means that the Newport 41 will stand up well to her canvas in a blow, helping her to power through the waves.
3. A Displacement/Length Ratio of 240, tells us the Newport 41 is a moderate displacement cruiser, which means she'll carry all your cruising gear without it having a dramatic effect on her performance. Most of today's sailboats intended for offshore cruising fall into this displacement category.
4. Ted Brewer's Comfort Ratio of 31.8 suggests that crew comfort of a Newport 41 in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.
5. The Capsize Screening Formula (CSF) of 1.7 tells us that a Newport 41 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0.
More about the Newport 41 sailboat...
The Newport 41 was designed by C&C Design, one of the most renowned names in performance sailing, and built by Capital Yachts in California from 1977 to the early 1990s. The Newport 41 retains the sleek lines, narrow beam, and fin keel of the Redline 41, but adds more comfort and amenities below deck. The Newport 41 is a masthead sloop with anodized aluminum spars, a spade rudder, and a wheel steering. The boat has a displacement of 18,000 lbs and a ballast of 8,215 lbs, giving it moderate stability and stiffness. The sail area is 741 sq ft, with a mainsail of 299 sq ft and a genoa of 442 sq ft. The boat has a PHRF rating of 114, which means it can still compete well in club racing and cruising events.
Accommodation The Newport 41 can sleep up to seven people in three cabins. The forward cabin has a double V-berth with a curtain for privacy. The main cabin has an L-shaped settee with a fold-down dinette table on the port side, and a straight settee on the starboard side. There is an optional pilot berth above the starboard settee for extra sleeping space. The aft cabin has a single berth on the starboard side, with a hanging locker and storage drawers.
The galley is located at the foot of the companionway on the port side. It is U-shaped and equipped with a three-burner alcohol stove, a sink with manual fresh water pump, and ample counter space and storage cabinets. A pressurized fresh water system and a seawater pump were optional features.
The navigation station is located at the foot of the companionway on the port side. It has a large chart table with drawers and shelves, an electrical panel, and space for instruments and radios. The head is located aft of the forward cabin on the port side. It has a molded fiberglass shower, a marine toilet, a sink with vanity, and storage lockers.
The interior of the Newport 41 is finished with teak wood trim and teak and holly sole. The upholstery is vinyl or fabric, depending on the model year. The boat has four fixed ports and four opening ports for ventilation and light, as well as two translucent deck hatches. The headroom is about 6'2" throughout the boat.
Hull and Deck The hull of the Newport 41 is made of fiberglass with balsa core sandwich construction for stiffness and lightness. The deck is also fiberglass with balsa core, except for high-stress areas where plywood core is used. The hull-to-deck joint is bonded with fiberglass tape and secured with stainless steel bolts. The deck has a molded nonskid surface for traction and safety.
The cockpit is aft with a raised counter reverse transom that provides easy access to the water or a dinghy. The cockpit coaming has winch pockets for convenience. The helm station has a pedestal-mounted wheel steering with brake, engine controls, compass, and instrument pod.
The boat has a stainless steel bow pulpit, stern rail, stanchions, lifelines, handrails, cleats, chocks, and chainplates. The boat also has a perforated aluminum toerail that can be used to mount sheeting blocks or other hardware.
Mast and Rigging The mast of the Newport 41 is deck-stepped and supported by stainless steel wire standing rigging with swaged terminals. The mast has two sets of spreaders and internal halyards. The boat has a masthead sloop rig with a genoa on a roller furling system or hanked onto the forestay. The mainsail has slab reefing or optional in-mast or in-boom furling systems. The boat also has a spinnaker pole and gear for downwind sailing. The sail controls are led to the cockpit through turning blocks and organizers to two-speed self-tailing winches on the coachroof or on the coaming. The boat has a mainsheet traveller on the coachroof and a backstay adjuster for tuning the rig.
Keel and Rudder The keel of the Newport 41 is a fixed swept fin keel with lead ballast. The keel has a draft of 6'3" and provides good upwind performance and stability. The rudder of the Newport 41 is a spade-type rudder with a stainless steel stock and a fiberglass blade. The rudder is controlled by a wheel steering with a cable and quadrant system. The rudder has a balanced design that reduces the helm pressure and improves the manoeuvrability of the boat.
The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.
Other sailboats in the Newport range include:
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41 C & C Newport MK II
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A freinds brother is considering purchasing a 41' C & C Newport Mk II Joy '76; Many new upgrades; Perkins 40 hp; Artful Dodger; Full sail inventory; Fast, fully equipped and a real "joy" to sail. In Homer. The asking price is $73,000. Any thoughts?
I looked closely at one about 18 months ago in very good shape: electric winches, good interior, decent engine, good shape cosmetically. I think it was around $50k. $73k seems like a lot for a 1976 boat, unless a restoration had been done that is really amazing. The other thing is that the boats were designed by C&C but built by Newport, and that might lead one to think about build quality issues at the hull-deck joint, the lay-up of the hull, chain plates, etc. One last thing, the 6' 3" draft might give some pause. It is a pretty boat, however, and there were some good articles about them online.
Not sure where Homer is... $73K does indicate that this boat had better be pristine, but they are pretty boats - although IIRC the MkIIs went from the more C&C looking windows to the typical Newport window pattern, and I think the looks suffered for it... Classic C&C sheerline, rather narrow by todays standards, and you've also got the "big jib/skinny main" syndrome that was typical of the day. Check that the winches are up to the task - those large headsails will need some power and often the winches provided were marginal. Should be a great upwind boat.
I have raced on these boats and spent some time in the bowels of their bilges and lockers. While there seems to be a variety of opinion about the build quality of these boats (so much so that there may actually have been a wide range of build quality in the boats themselves) , the ones that I knew personally had serious build quality issues. They do sail very well upwind but were really squirelly downwind. The $75,000 sales price seems to be nearly double what they typically go for (the two deals on Newport 41s I was asked to comment on by potential buyers ended up with sales prices such that one was around and the other well below $40K. The more expensive of these boats was an 80 or 81 boat that reportedly had been carefully restored and upgraded with a newly rebuilt engine, fresh awlgrip, relatively new upholstery, nicely varnished woodwork both on the interior and exterior, a great sail inventory and modern electronics.). Respectfully, Jeff
I agree, $73K for a '76 Newport 41 in Homer, Alaska is too much. But then I have found quite a few boats for sale in Alaska that were asking way more than the average for the same boat elsewhere. Could this be due to the fact there are fewer sailboats in Alaska, so the owners there think with supply/demand it warrants asking so much? Of course, if you don't live in Alaska, that's an awful long way to go to buy one. Whenever I've come across a boat for sale up there, I always figured it should be LESS than the average asking price due to the remote location and relatively small window for delivering it south. All in all, however, the N41 is a pretty decent boat for the money - if you're buying one in the typical price range that JeffH mentioned. It's not an offshore passage making boat, but can be a fun, lively coastal performance cruiser.
is this boat still up for sale? I have seen this boat in Homer. As far as the price take a good look on internet for information. Larry
had the N-41MK2 for 23 years in my family.... sadly sold her 2003, the buyer got a great boat and a great deal... me not so much!
Naive question: is the cost for your friend to sail or transport a boat of this size to your area from the lower 48 high enough to preclude the larger market in the Puget Sound area? $70K would let choose from a LOT of boats in that larger NW region, including more-evolved rudder 'n' keel designs from the 80's. (Small confession: we were also once interested in a good looking N-41, but were dissuaded by the problematical build quality of Newport boats in general.) L
olson34 said: (Small confession: we were also once interested in a good looking N-41, but were dissuaded by the problematical build quality of Newport boats in general.) Click to expand...
The N41 was not the same build quality of the other smaller Newport /capital yacht boats, fast, very strong and tough offshore if you can deal with the less than Saber joinery work down below. The glass layup is well over one inch think below the waterline. Some upgrades were needed with cockpit drainage, stronger ports/storm shields ect. I think the fellow that bought mine is on a extended round the world cruise
As a present '83 Newport 41 MKII owner I can only say good things. We bought her in 06 and have just recently completed our offshore trip through the Pacific where she is lying in NZ. She is unfortunately for me up for sale again. I know you can find cheaper Newports on the west coast. In terms of build quality, you'll have to check her out obviously. Our '83 hull deck is bolted every 4 inches. The hull below the water line is well over an inch solid glass. Our ST56 Primary Lewmars are fine with our massive Laminate genoa. As we were taking her offshore, we replaced our chainplates as they were, well, not up to snuff. You could easily lift the boat by our new ones. We also installed an inner Forstay for a storm Jib which is easily removable and spectra running backs which added significant rigidity to a somewhat flexible mast. Not a big deal coastally but in 30 foot seas it was nice to know she was supported. We raced her casually around the buoys and in a distance race in Tonga and did quite well amongst many a beneteau or hunter or even our rival, an oyster 56. She handled great one race when coming out of the lee of one of the islands. The Hunter we were trailing was way over powered and delayed putting a reef in. Our Newport had no such issue with more sail area and we quickly took the lead. Sorry I'm rambling........ She's a great boat. 76 may be a bit to ask unless she has new rigging, and engine. Good luck all the same! R4L
Hi RL4 Not sure if you sare about, but would like to catch up with you and your N41. I am in Auckland. D
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From there, the molds were sold to Capital Yachts, the company that built most NEWPORT 41's until the early 1990's. At some point, a MkII model was introduced that featured a redesigned rudder and coachroof. (The photo above is of a MKII version.) Determining specific dates between one version and another has proved to be difficult.
Sailboats Over 40ft; used_sailboats; Newport 41 Derived from C&C's Redline 41, this design had a long and successful production run. It lacks some of the amenities of 'full-volume'modern boats belowdecks, but is a tough, fast, seakindly boat offshore. By. Darrell Nicholson - Published: November 10, 2003 Updated: November 6, 2019. 5.
The Newport 41 is a masthead sloop with anodized aluminum spars, a spade rudder, and a wheel steering. The boat has a displacement of 18,000 lbs and a ballast of 8,215 lbs, giving it moderate stability and stiffness. The sail area is 741 sq ft, with a mainsail of 299 sq ft and a genoa of 442 sq ft.
The Newport 41 is a family of American sailboats that was designed by C&C Design as International Offshore Rule (IOR) racer-cruisers and first built in about 1972. [1] [2] [3] Production. The design was built by Lindsay Plastics and later by Capital Yachts in Harbor City, California, United States. Capital built the various models from about ...
The Newport 41 is a 41.0ft masthead sloop designed by C&C Design Group and built in fiberglass by Capital Yachts Corp. since 1977. The Newport 41 is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.
Newport 41 is a 41′ 0″ / 12.5 m monohull sailboat designed by C&C Design and built by Capital Yachts Corp. starting in 1977. ... 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. Formula. D/L = (D ÷ 2240) ÷ (0.01 x LWL)³ D: Displacement of the boat in pounds. LWL ...
The Newport 41 mk iiia is a 41.0ft masthead sloop designed by C&C Design Group and built in fiberglass by Capital Yachts Corp. since 1984. The Newport 41 mk iiia is a moderate weight sailboat which is a good performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.
The Newport 41S is an American sailboat that was designed by C&C Design specifically as an International Offshore Rule racer-cruiser and first built in 1974. ... In a 1994 review Richard Sherwood wrote, "perhaps the most unusual aspect of the Newport 41[S model] is the clutter of winches around the mast, all located on the cabin roof. There are ...
S. SailNet Archive Discussion starter. 87689 posts · Joined 1999. #1 · Dec 18, 2006. The Newport 41s seems like an ideal boat for passage making with an MC# of 31.5,a PHRF of 102,and those classic good looks.
This group is for owners of the Newport 41 family of boats. The intent is that in this forum, we exchange histories, maintenance and renovation/repair tips to each other. My experience via the C&C Corvette forum was that there was plenty of helpful information flying around, making fixes etc. much better and easier .
A. ambianceack Discussion starter. 270 posts · Joined 2006. #1 · Jan 7, 2008. A freinds brother is considering purchasing a 41' C & C Newport Mk II Joy '76; Many new upgrades; Perkins 40 hp; Artful Dodger; Full sail inventory; Fast, fully equipped and a real "joy" to sail. In Homer. The asking price is $73,000.
30-40: moderate bluewater cruising boat. Capsize Screening. 1.7. <2.0: better suited for ocean passages. Suggest Improvements. Source: sailboatdata.com / CC BY. Embed. Newport 41 Mk II is a 41′ 0″ / 12.5 m monohull sailboat designed by C&C Design and built by Capital Yachts Corp. starting in 1982.
Great Ocean sailing yacht. Electric primary winches. New engine in 1983. New batteries and new lifelines in 2017. Electric head with new holding tank. Newport 41 - Year Built 1977-Builder: Capital Yachts Inc. Designer: C&C Design-Cuthbertson & Cassian. Dimensions: LOA: 41 feet - LWL: 32.25 feet - Beam: 11.25 feet-Draft: 6 3-Displacement: 18000 ...
6.2'. Florida. $19,900. Description: This 1971 41' Newport built by Capital Yachts Inc. is in good shape and after 30 years of ownership, she must be sold as she is no longer being used. Built by Capital and designed by C and C off of the Redline 41 molds. She offers substantial strength at sea and is not easily pushed around by waves.
1981 Newport 41S Sailboat For Sale in San Diego. This Newport 41S located in San Diego offers a huge amount of value in size for the asking price! A C&C design was a very popular model as a performance racing/cruising vessel when built by renowned Capital Yachts. ... To view this classic Newport 41 please call or email Tom Bossenger to schedule ...
The Newport 41 mk ii is a 41.0ft masthead sloop designed by C&C Design and built in fiberglass by Capital Yachts Corp. since 1982. The Newport 41 mk ii is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.
NEWPORT 41 Mk II. Save to Favorites . Beta Marine. BOTH. US IMPERIAL. METRIC. Sailboat Specifications Definitions Hull Type: Fin with rudder on skeg: Rigging Type: Masthead Sloop: LOA: 41.00 ft / 12.50 m ... Kelsall Sailing Performance (KSP): Another measure of relative speed potential of a boat. It takes into consideration "reported" sail ...
SIZE/SPECS/BUILD 41' long with an 11' beam, a 60' mast, and 8' of draft with a 6' lead keel fin. She was built to be a race boat and sails like a dream (my dad upgraded to a 2021 41' sailing catamaran and attests that the Skylonda sails much faster/better). LIVEABOARD The cabin comfortably fits two to live aboard and sleeps up to eight adults.
A person who provided this information insisted that the year was 1974 though this doesn't jibe with the dating of other versions. Thanks to former Capital Yachts employee, 'poop deck pappy', for providing additional corrections. Newport 41S is a 41′ 0″ / 12.5 m monohull sailboat designed by C&C Design and built by Capital Yachts Corp ...
Though comfortable for cruising, the Newport 41 retains its sleek, aggresive racing lines and fighting mannerisms. The hull has minimum wetted surface, swept back keel, semicircular sectional shapes, smooth waterline, large sail plan-all with idea of moving quickly. The Newport 41 Mk II is bluewater capable and-due to her size, ballast ...
Find Property Information for Lot 25 Hamstead Road, Newport, ME 04953. MLS# 1603914. View Photos, Pricing, Listing Status & More. ... The dock and boat ramp are included in the sale and will remain in as-is condition, ready for your boating and fishing adventures on the lake. ... Listing information is deemed reliable but is not guaranteed. ...
A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls.
A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls.
A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls.