kalik 40 sailboat review

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Concept (Kalik) 40?

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Does anyone have any knowledge of Concept 40 sailboats? I''ve having a hard time finding any info on them. Your help is much appreciated. Jeff  

Believe they were built in Asia for a Dutch (?) outfit. Gary Mull did the 40 footer, if I remember correctly, which has a reasonably quick PHRF rating for a boat of that vintage. (Also see Pearson 37 for similar performance.) The Kalik 40 has very nice lines, but the one I saw (a while back, to be sure) had teak decks, and the attendant leaks. This can be a major headache.  

Yes, I''ve heard this as well. Originally manufactured in Belgium as Kalik, later moved to Korea (?) as Concept. Gary Mull designer. Anyone know how to find out more? Perhaps, even locate a copy of brochure or how to find out more about Gary Mull? I''ve searched the web with little result. Any help would be great!!!!  

Hi there, some time ago I looked at a Kalik 40 for sale here in the SF Bay area. Also couldn''t find out much info about it. A quick checkout did turn up similar problems as mentioned in the other post: leaky teak decks, springy sections especially around the cockpit, as well as forward of the chainplates. Overall I liked the looks of the boat, but thought that the build quality wasn''t great. Have you tried talking to the broker/owner about info? They should have at least some. Enjoy... Chris  

Thanks for the feedback. While the boat does have teak decks there is no leaking. Boat also appears to be build very solidly, no flexing. In fact, it appears to be very solid. I''ve spoken to the broker, but he didn''t have much more than what''s been stated above. There are a few Concept 40s around locally, all appear in great shape. Haven''t seen a Kalik yet. Perhaps quality improved. Thanks again, Jeff  

Hi, I've have a 1982 Concept 40. Boat very solidly built as 2 surveyors have attested ("brick __house", etc.) I replaced all deck hardware which was very marginal to begin with. Sails extraordinarily well. Have also replaced original teak decks with faux teak. And replaced Pathfinder diesel which was problematic. Classic good looks and interior. Currently for sale. Jim in Ventura  

http://www.boatdesign.net/forum/archive/index.php/t-2189.html  

Hi I was reading your comments on changing the pathfinder. I have a Kalik 40 and have to change the engine. I was wondering if you got the engine out through the stairs or cut a hole in the cockpit. Thanks for any help. [Edited by Mod because the Quote Tags got muddled]  

David 1893 said: Hi I was reading your comments on changing the pathfinder. I have a Kalik 40 and have to change the engine. I was wondering if you got the engine out through the stairs or cut a hole in the cockpit. Thanks for any help. Click to expand...

Hi @David 1893 The thread you are replying to was from 2006. It might be better to start a new thread in Diesel | SailNet Community And, Welcome to SailNet Mark  

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• Sailboat Guide

Kalik 40 is a 39 ′ 7 ″ / 12.1 m monohull sailboat designed by Gary Mull and built by Kyung-Il Yacht (KOREA) between 1979 and 1981.

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)

Also called CONCEPT 40. Similar to the OCEAN 40. Other keel options: Deep keel 6.25’ Very deep keel 6.67’. Thanks to Mike Brown, KALIK 40 owner, for supplying photo.

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Kalik 40 Sailboat (Gary Mull) Owners & Info

By SV Odysseus , May 3, 2023 in MarineTalk

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Sv odysseus 0.

HI, I am in the market looking for a new boat and I have came across a Kalik 40 sailboat for sale in my region and am looking for information and owners. As I have noticed that there is very little info online on these sailboats. I have found the saildata page of course as well but what I am looking for is peoples sailing experience with them, in particular offshore and ocean passages. It seems that these boats are from NZ originally and there a several in my region and I have found they can be found all over the world so obviously they have made such sails and passages. I am looking mainly for actual knowledge of both sailing capabilities in these areas as well as build construction as it seems they are prone to soft decks and the one I am looking at has some decking issues but wont know the true extent till I view th boat today, but they sound very repairable from our conversation. Any info would help.

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Hi SV Odysseus,

The   Kalik 40 is a  12.1 m  monohull sailboat designed by Gary Mull and built by Kyung-Il Yacht (KOREA) between 1979 and 1981. The same design was also  called CONCEPT 40. or OCEAN 40.

The New Zealand built version based on a similar design is known as Chico 40/42, and around 25 hulls were built by Keith Eade in the early to mid 80's. The NZ boats were built to ABYC standard and are still considered a very strong, sound, capable and comfortable yacht for offshore passages. Hull construction is sandwich with foam core, decks are also sandwich construction with balsa core localised ply wood core for high load points.  The design is now over 40 years old so performance is unremarkable compared to newer designs. The Chico 42 is the same hull but with a sugar scoop stern/boarding platform.

The NZ Navy still have 3 immaculate examples of the Chico 40.

We have owned our Chico 42 for 11 years,  lived aboard for the last 5 years and covered quite a few miles around the NZ coast.

To my eye the Kalik is quite different to the Chico 40/ 42. Its clearly built to a different rule with much more pinched ends .Put Second Chance beside Carenza if you can find it and its very obvious. . Still a great boat like any Mull , different animals.

have you seen the thread on sailing anarchy?

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• Sailboat Reviews

Affordable Cruising Sailboats

Practical sailor reviews nine used boats over 35 feet and under $75,000..

In a search for a budget cruiser, Practical Sailor examined a field of used sailboats costing less than $75K and built between 1978 and 1984. We narrowed the field to boats with sufficient accommodations for four people and a draft of less than 6 feet. One way to approach a used-boat search is to look for sailboats with informed, active owners associations and high resale values. Practical Sailor’s quest for recession-proof cruisers led us to the Allied Princess 36, Bristol 35.5C, Endeavour 37, S2 11.0, Freedom 36, ODay 37, Niagara 35, C&C Landfall 38, and the Tartan 37. The report takes a more in-depth look at the Tartan, C&C Landfall, and Niagara.

Let’s say you’re looking to buy a boat for summer cruising along the coastal U.S. or on the Great Lakes, one that, when the time is right, is also capable of taking you safely and efficiently to Baja or the Bahamas, and perhaps even island-hopping from Miami to the West Indies. Like most of us, your budget is limited, so a new boat is out of the question. Let’s set more specifics:

• Passes a thorough survey by a respected surveyor and has been upgraded to meet current equipment and safety standards. (These are old boats, after all, prone to all sorts of potentially serious problems.)
• Fun to sail inshore (which means not too heavy and not too big).
• Sufficient accommodations and stowage to cruise four people for two weeks.
• Popular model (active owners support group for help and camaraderie) with decent resale value
• Under $75,000.
• Monohull (multihulls violate the price cap, anyway).
• Draft of less than 6 feet (for the islands, mon).

In the February 2008 issue, we examined 30-footers from the 1970s , which is just above the minimum length for the Big Three: standing headroom, enclosed head, and inboard engine. Too small, however, to satisfy our new criteria. So we need to jump up in size. As we culled through the possibilities, we found a fairly narrow range of boat lengths and vintages that satisfy the criteria. Of course, there always are exceptions, but basically it is this: 35- to 38-footers built between 1978 and 1984. Bigger or newer boats that meet our criteria cost more than $75,000.

Heres the list of nine models we came up with: Allied Princess 36, Bristol 35.5C, C&C Landfall 38, Endeavour 37, Freedom 36, Niagara 35, ODay 37, S2 11.0, and the Tartan 37. All were built by reputable companies in the U.S. or Canada, with underwater configurations ranging from full keels with attached rudders to fin keels and spade rudders. Displacements are mostly moderate.

Below we present notes on six of the finalists. Details of our 3 favorites are linked to the right of this page.

ALLIED PRINCESS 36

Allied Yachts developed an excellent line of cruising sailboats in the 1960s, including the first fiberglass boat to circumnavigate, the Seawind 30 ketch, which later was expanded to the 32-foot Seawind II. The handsome Luders 33 was the boat in which teenager Robin Lee Graham completed his historic circumnavigation. Arthur Edmunds designed the full-keel Princess 36 aft-cockpit ketch and the larger Mistress 39 center-cockpit ketch. None of these boats are fancily finished, but the fiberglass work is solid and well executed. They’re ocean-worthy, and affordable. The Princess 36 was in production from roughly 1972 to 1982. Wed look for a later model year; prices are under $50,000.

BRISTOL 35.5C

Bristol Yachts was founded by Clint Pearson, after he left Pearson Yachts in 1964. His early boats were Ford and Chevy quality, good but plainly finished, like the Allieds. Over the years this changed, so that by the late 1970s and early 1980s, his boats were between Buicks and Cadillacs in overall quality. This includes the Ted Hood-designed 35.5C. Its a centerboarder with a draft from 3 feet, 9 inches board up to 9 feet, 6 inches board down; a keel version also was available (named without the “C”).The solid fiberglass hull was laid up in two halves and then joined on centerline. It had an inward-turning flange on the hull, superior to the more common shoebox hull-to-deck joint. The 35.5C is very good in light air, but tender in a breeze. Pick one up for around $60,000.

ENDEAVOUR 37

The Endeavour Yacht Corp. was founded in 1974, and its first model was a 32-footer, built in molds given to it by Ted Irwin. Yup, the Endeavour 32 has the same hull as the Irwin 32. Its second model was the Endeavour 37, based on a smaller, little known Lee Creekmore hull that was cut in half and extended. Its not the prettiest boat in the world, and not very fast, but heavily built. Owners report no structural problems with the single-skin laminate hull. It has a long, shoal-draft keel and spade rudder. What helped popularize the Endeavour 37 was the choice of layouts: an aft cabin with a quarter berth, a V-berth and quarterberth, and a (rare) two aft-cabin model. Production ended after 1983. Prices are around $50,000.

After the Halsey Herreshoff-designed Freedom 40 that reintroduced the idea of unstayed spars, several other designers were commissioned to develop the model line-up. These included David Pedrick and Gary Mull; the latter drew the Freedom 36, in production from about 1986 to 1989. While the early and larger Freedoms were ketch rigged, models like the 36 were sloops, which were less costly to build and easier to handle. To improve upwind performance, a vestigial, self-tacking jib was added. Thats the main appeal of these boats: tacking is as easy as turning the wheel. The 36s hull is balsa-cored, as is the deck. Balsa adds tremendous stiffness, and reduces weight, which improves performance. The downside: Core rot near the partners on this boat could lead to a dismasting and costly hull damage. Interior finishing is above average. These boats sell right at our price break: low to mid-$70s.

This low-profile family sloop was second only to the ODay 40 in size of boats built by ODay under its various owners. Founded by Olympic gold-medalist George ODay to build one-designs and family daysailers, subsequent ownership expanded into trailer sailers and small- to medium-size coastal cruisers. Like the others, the 37 was designed by C. Raymond Hunt Associates. The center-cockpit is a bit unusual but some prefer it. The cruising fin keel and skeg-mounted rudder are well suited to shallow-water cruising, and the generous beam provides good form stability. The hull is solid fiberglass, and the deck is cored with balsa. Owners report it is well balanced and forgiving. Early 1980s models are on the market for less than $40,000.

Built in Holland, Mich., the S2 sailboat line emerged in 1973 when owner Leon Slikkers sold his powerboat company, Slickcraft, to AMF and had to sign a no-compete agreement. The 11.0 was the largest model, introduced in 1977. The designer was Arthur Edmunds, who also drew the Allied Princess 36, though the two are very different. Edmunds resisted some of the bumps and bulges indicative of the International Offshore Rule (IOR), but still gave the 11.0 fine ends, and a large foretriangle. Two accommodation plans were offered: an aft cockpit with conventional layout of V-berth, saloon, and quarter berth and galley flanking the companionway; and an unusual center-cockpit layout with V-berth forward immediately followed by opposing settees, and then galley and head more or less under the cockpit. The master suite is in the aft cabin, of course. The hull is solid fiberglass and includes the molded keel cavity for internal ballast; the deck is balsa-cored. Overall construction quality is rated above average. Prices range from about $30,000 to $50,000.

NIAGARA 35: a handsome cruiser with Hinterhoeller quality.

Austria-born George Hinterhoeller emigrated to Canada in the 1950s and began doing what he did all his life: build boats, first out of wood, then fiberglass composites. He was one of four partners who formed C&C Yachts in 1969. He left in 1975 to again form his own company, Hinterhoeller Yachts. The company built two distinct model lines: the better known Nonsuch line of cruising boats with unstayed catboat rigs, and the Niagara line. About 300 Niagara 35s were built between 1978 and 1995.

Canadian naval architect Mark Ellis designed the Niagara 35 as well as all of the Nonsuch models. He gave the 35 a beautiful, classic sheer with generous freeboard in the bow, swooping aft to a low point roughly at the forward end of the cockpit, and then rising slightly to the stern. The classic influence also is seen in the relatively long overhangs; todays trend is to lengthen the waterline as much as possible, with near plumb bows, discounting the old belief that overhangs were necessary for reserve buoyancy. So the Niagara 35 has a somewhat shorter waterline than the others in our group of nine, but as the hull heels, the overhangs immerse and sailing length increases. The short waterline also accounts for the 35s moderately high displacement/length ratio of 329. There is a direct correlation between the D/L and volume in the hull, and for a cruising boat, there must be sufficient space for tanks and provisions. Unfortunately, tankage in the 35 isn’t that much: 80 gallons water, 30 gallons diesel fuel, and 25 gallons holding tank.

The cruising fin keel is long enough for the boat to dry out on its own bottom should the need arise, like drying out against a seawall in Bali to paint the bottom. (Sorry-just dreaming!) The spade rudder seems a little unusual for a cruiser. When asked about it, Ellis said that it provides superior control to a skeg-mounted rudder, and that skegs, which are supposed to protect the rudder, often aren’t built strong enough to do the job. Circumnavigator and designer/builder/developer Steve Dashew agrees that offshore, in nasty conditions, spade rudders are the way to go.

Construction

George Hinterhoeller and his associates at C&C Yachts were early advocates of balsa-cored hull construction, because it reduces weight, increases panel stiffness, and lowers costs. The worry, of course, is delamination of the core to the inner and outer skins should water penetrate through to the core. This is why quality builders remove balsa coring wherever through-hulls or bolts pass through the hull or deck, and fill the area with a mix of resin and reinforcements. Hinterhoeller was such a builder, but core integrity still deserves close inspection during a pre-purchase survey.

All bulkheads are tabbed to the hull and deck with strips of fiberglass, and this is an important detail for an offshore boat. Many mass-produced boats have molded fiberglass headliners that prevent tabbing bulkheads to the deck; rather, the bulkheads simply fit into molded channels in the headliner, which do not prevent them from moving slightly as the boat flexes in waves.

Hardware quality is good. One owner described the chocks and cleats on his Niagara as “massive.” Hatches are Atkins & Hoyle cast aluminum, which are about as good as you can buy. And the original rigging was Navtec rod. Owners report no structural problems.

Performance

With its moderately heavy displacement, conservative sailplan, and relatively large keel, the Niagara 35 is not a speed demon, and does not point as high as a boat with a deep, narrow fin keel. But thats not what were after here. The 35s specs are just about what we want for a versatile cruising boat. Owners say performance picks up quickly as the breeze fills in. If the sailplan were larger, for improved light-air performance, youd have to reef sooner, and reefing is work.

The long keel has another advantage, and that is improved directional stability over shorter keels, which means less effort at the helm. We tend to think that a powerful below-deck autopilot can steer any boat, but autopilots struggle, too. A boat thats easy for the crew to hand steer also is easy for the autopilot to maintain course.

A lot of Niagara 35s were equipped with Volvo saildrives rather than conventional inboard diesel engines. Advantages of the saildrive: improved handling in reverse and lower cost. Disadvantages: potential corrosion of aluminum housing and not as much power. Various inboard diesels were fitted: Westerbeke 27-, 33-, and 40-horsepower models, and a Universal M35D, all with V-drives. Owners rate access somewhat difficult.

Accommodations

Two interior layouts were offered: the Classic, in which the forepeak has a workbench, shelves, seat, and stowage instead of the usual V-berth; and the Encore, which has an offset double berth forward, and quarter berth and U-shaped galley aft. The saloon in the Classic, with settees and dining table, is farther forward than usual; the head and owners stateroom, with single and double berths, is aft. Both plans have their fans.

Headroom is 6 feet, 4 inches in the main cabin and 6 feet, 2 inches in the aft cabin. Berths are 6 feet, 7 inches long; a few owners say berth widths are a bit tight. A couple of thoughts on the double berths offered in these two plans: V-berths are subject to a lot of motion underway and so do not make great sea berths, but at anchor, ventilation via the forward hatch makes them far more comfortable than a stuffy aft cabin, where its much more difficult to introduce air flow. Offset double berths do not waste outboard space like V-berths do, but the person sleeping outboard must crawl over his/her partner to get out of bed.

Thirty-year-old boats should be surveyed thoroughly. Nothing lasts forever, but boats well maintained last a lot longer. Pay particular attention to the balsa-cored hull and deck. If either has large areas of delamination, give the boat a pass, because the cost to repair could exceed the value of the boat.

A few owners expressed concern about the boats handling off the wind, which surprises us somewhat. A test sail in lively conditions should answer that question.

We much prefer the inboard. If you prefer the saildrive, look for signs of corrosion and get a repair estimate.

Niagara 35 Conclusion

The Niagara 35 is a handsome, classically proportioned cruising sloop from one of the best builders of production boats in North America. It is not considered big enough these days to be a circumnavigator, but certainly large enough for a couple to leisurely cruise the Bahamas, Caribbean Sea, and South Pacific. We found asking prices ranging from around $54,000 to $89,000, with most in the $60,000 range.

C&C LANDFALL 38

As noted, George Hinterhoeller was one of four partners who formed C&C Yachts in 1969, at Niagara-on-the-Lake, Ontario. The others were Belleville Marine, Bruckmann Manufacturing, and the design firm of George Cuthbertson and George Cassian. From the beginning, the emphasis was on performance. Indeed, the 40-foot Red Jacket won the 1968 Southern Ocean Racing Circuit (SORC).

In 1973, Cuthbertson retired to his Ontario farm, citing burn-out. Eight months later, he was back as president of C&C Yachts, telling staff that they ought to pursue more multi-purpose racer/cruiser models. C&C became the dominant boatbuilder in North America, with models ranging from the C&C 24 to the C&C 46, with models just about every 2 feet in between. The Landfall cruiser series was introduced in 1977, with the Landfall 42. It was followed by the Landfall 35, 38, and 48. Production of the 38 ran from 1977 to 1985, with about 180 built.

The C&C Landfall 38 is directly related to the earlier C&C 38. We wrote in our original 1983 review that the older hull design was “…modified with slightly fuller sections forward, a slightly raked transom rather than an IOR reversed transom, a longer, shoaler keel, and a longer deckhouse for increased interior volume.” The spade rudder is not everyones first choice on a serious cruising boat, but it does provide superior control. And the Landfalls have a higher degree of finish inside, along with layouts more suited to family cruising.

The Landfalls perform very well, thanks to lightweight construction and speedy hull forms. The Landfall 38s displacement/length ratio of 272 is the lowest of the three compared in this review.

Notable drawbacks: a V-berth that becomes quite narrow forward, and as noted in the 1983 review, “a hull that rises so quickly aft that C&Cs normal gas bottle stowage at the end of the cockpit is eliminated.” This on a cruising boat no less, where a hot meal is often the highlight.

Like nearly all the C&C designs, the Landfall 38 is attractively proportioned with sleek lines and a modern look, even several decades later. It appears most dated in the raked bow, but this better suits the anchoring duties on a cruising boat anyway.

Materials and building processes used in C&C Yachts are very similar to those of the Niagara 35, namely because of Hinterhoeller. Practices he established at C&C continued after he left, at least for the short-term. So what we said about the Niagara 35s balsa-core construction also applies to the Landfall 38, where it is found in the hull, deck, and cabintop.

The hull-deck joint is through-bolted on 6-inch centers, through the teak toerail, which gaves the Landfall series a more traditional look than the distinctive L-shaped anodized aluminum toerail Cuthbertson designed and employed on the rest of the C&C models. The joint is bedded with a butyl tape, which does a good job of keeping out water, but doesn’t have the adhesive properties of, say, 3M 5200. On the other hand, if you ever had to remove the deck-heaven forbid!-it would be a lot easier.

Deck hardware is through-bolted with backing plates or large washers, although some of the fasteners come through on the underside, where the core transitions into the core-less flange. We also saw this on our old 1975 C&C 33 test boat. It means two things: water migrating down the fastener after the bedding fails can contact a little bit of balsa, and uneven stresses are placed on the fastener, which above deck can cause gelcoat cracks.

Proper bronze seacocks protect the through-hulls, and hoses are double-clamped for added security. The mast butt is not deep in the bilge where it can corrode in bilge water, but rests on two floor timbers in the sump, above any water that would typically collect.

The external lead-ballast keel is bolted through the keel sump in the hull. Its run is flat, and the boat can sit on its keel, allowing it be careened against a seawall for bottom painting, prop repairs, or other work in locales where boatyards are rare.

In our earlier review, we noted that the engine compartment has no sound insulation, despite its proximity to the owners berth, but gluing in some lead-lined foam is within the capability of most owners.

Despite being 2,000 pounds heavier than the C&C 38, the Landfall 38 is still a quick boat. Its old PHRF rating of 120 is just a little higher than the Cal 39 at 114, and less than the Tartan 37 we’ll look at next.

The mast is a little shorter than that of the C&C 38, but as with most boats of the IOR era, the Landfall 38 has a large foretriangle of 385 square feet. A 150-percent genoa measures 580 square feet, which is a handful for older crew. Roller furling with maybe a 135 percent genoa would be a logical way to minimize the effort required to tack this boat.

Strangely, the Landfall 38 did not come standard with self-tailing winches; a highly recommended upgrade. The main halyard, Cunningham, and reefing lines are led aft to the cockpit, while the headsail halyards run to winches on deck near the mast.

The boat is stiff and well balanced. Owners like the way it handles and appreciate its speed.

The standard engine was a 30-hp Yanmar diesel. The early Yanmar Q series had a reputation for being noisy and vibrating a lot. At some point, C&C began installing the Yanmar 3HM which replaced the 3QM. Power is adequate. The standard prop was a solid two-blade. Engine access leaves a lot to be desired.

The interior is pushed well into the ends of the boat to achieve a legitimate three-cabin accommodation plan. The standard layout was a V-berth forward with cedar-lined hanging locker. The berth narrows quickly forward so that tall people might not find enough foot room. Moving aft, there is a dinette and settees in the saloon, U-shaped galley and large head with shower amidships, and a double berth in the port quarter, opposite a navigation station. In rainy or wild weather, youll want to close the companionway hatch and keep weather boards in place so that water doesn’t spill into the nav station. Installing Plexiglas screens on either side of the ladder will help.

Oddly, there is no place to install fixed-mount instruments outboard of the nav table; that space is given to a hanging locker, but could be modified. Other than this, about the only other shortcoming is that the toilet is positioned so far under the side deck that persons of average size cannot sit upright. And, the head door is louvered, which compromises privacy.

There is not a lot to complain about with the Landfall 38 that we havent already said: the V-berth forward is tight, theres no sitting upright on the toilet, theres no place to install electronics at the nav station, and the nav station and aft berth invite a good soaking through the companionway.

Construction is above average, but have a surveyor sound the hull and decks for signs that the fiberglass skins have delaminated from the balsa core. Small areas can be repaired, but our advice is not to buy a boat with widespread delamination.

Landfall 38 Conclusion

The Landfall 38 is an excellent family boat and coastal cruiser. Its popularity in the Great Lakes region is not surprising. Island hopping to the Caribbean is also within reach, but any longer cruises will likely require more tank capacity and stowage. Standard tankage is 104 gallons water and 32 gallons of fuel. Prices range from around $55,000 to $65,000.

TARTAN 37: shoal draft and S&S styling.

In the early years of fiberglass boat construction, the major builders-Columbia, Cal, Morgan, Tartan, and others-commissioned well-known naval architects to design their models. Today, this work is more often done by a no-name in-house team over which the company has more control. Tartan Yachts of Grand River, Ohio, relied almost exclusively on the prestigious New York firm of Sparkman & Stephens; they’d drawn the Tartan 27 for the company’s antecedent, Douglass & McLeod, and were called on again to design the Tartan 37, which had a very successful production run from 1976 to 1988.

The Tartan 37 has the modern, clean, strong lines that typified S&S designs. The bow is raked, and the angle of the reverse transom is in line with the backstay-an easily missed detail that nevertheless affects the viewers impression of the boat. Freeboard is moderate and the sheer is gentle. In an early review, we wrote: “Underwater, the boat has a fairly long, low-aspect ratio fin keel, and a high-aspect ratio rudder faired into the hull with a substantial skeg.” In addition to the deep fin keel, a keel/centerboard also was offered. A distinctive feature is how the cockpit coamings fair into the cabin trunk. Its displacement/length ratio of 299 and sail area/displacement ratio of 16.1 rank it in the middle of the 9-model group (see table, page 9), so while it looks racy, its not going to smoke the other nine.

From its beginning, Tartan Yachts set out to build boats of above average quality, and this can be seen in both the finish and fiberglass work. Some unidirectional rovings were incorporated in the hull laminate to better carry loads; like the vast majority of boats of this era, the resin was polyester. Vinylester skin coats, which better prevent osmotic blistering, had yet to appear. Some printthrough is noticeable, more on dark-color hulls. The hull and deck are cored with end-grain balsa, which brings with it our usual warnings about possible delamination. The hull-deck joint is bolted through the toerail and bedded in butyl and polysulfide. Taping of bulkheads to the hull is neatly executed with no raw fiberglass edges visible anywhere in the interior. Seacocks have proper bronze ball valves. One owner advises checking the complex stainless-steel chainplate/tie rod assembly, especially if its a saltwater boat.

Shortcomings: Pulpit fasteners lack backing plates. Scuppers and bilge pump outlets have no shutoffs.

Under sail, the Tartan 37 balances and tracks well. As noted earlier, its not a fireburner, but not a slug either. Its no longer widely raced, but the few participating in PHRF races around the country have handicaps ranging from 135-177 seconds per mile. The Niagara 35 now rates 150-165, and the C&C 38 126-138.

The deep fin-keel version points a little higher than the keel/centerboard because it has more lift, however, the deep draft of 6 feet, 7 inches is a liability for coastal cruising.

Because of the large foretriangle and relatively small mainsail, tacking a genoa requires larger winches and more muscle than if the relative areas of the two were reversed. For relaxed sailing, jiffy reefing of the main and a roller-furling headsail take the pain out of sail handling.

The 41-horsepower Westerbeke 50 diesel provides ample power. Standard prop was a 16-inch two blade. A folding or feathering propeller reduces drag, thereby improving speed. Access to the front of the engine, behind the companionway ladder, is good. Unfortunately, the oil dipstick is aft, requiring one to climb into the starboard cockpit locker-after you’ve removed all the gear stowed there.

The layout below is straightforward with few innovations: large V-berth forward with hanging locker and drawers; head with sink and shower; saloon with drop-down table, settee, and pilot berth; U-shaped galley to starboard; and to port, a quarterberth that can be set up as a double. To work at the navigation station one sits on the end of the quarterberth. This plan will sleep more crew than most owners will want on board, but its nice to have the option. Pilot berths make good sea berths but often fill with gear that can’t easily be stowed elsewhere.

The fold-down table, like most of its ilk, is flimsy. Underway, tables should be strong enough to grab and hold on to without fear of damaging it or falling-thats not the case here. And the cabin sole is easily marred trying to get the pins in the legs to fit into holes in the sole.

Finish work in teak is excellent, though this traditional choice of wood makes for a somewhat dark interior. Today, builders have worked up the nerve to select lighter species such as ash and maple.

Eight opening portlights, four ventilators, and three hatches provide very good ventilation.

The standard stove was alcohol, which few people want anymore, owing to low BTU content (which means it takes longer to boil water), the difficulty in lighting, and almost invisible flame. Propane is a better choice, but there is no built-in stowage on deck for the tank, which must be in a locker sealed off from the interior and vented overboard. (You could mount the tank exposed on deck, but that would not complement the boats handsome lines.)

Theres not much to pick at here, but we’ll try. Centerboards come with their own peculiar set of problems: slapping in the trunk while at anchor, broken pendants and pivot pins, and fouling in the trunk that inhibits operation.

Often what sets apart higher-quality boats from the rest of the fleet is the cost of materials and labor in making up the wood interior. They look better than bare fiberglass, work better because they have more drawers and stowage options, and are warmer and quieter. The unnoticed flip side is that the joinerwork tends to hide problems, like the source of a leak. When all the fasteners are neatly bunged and varnished, it takes courage to start pulling apart the interior!

Checking engine oil is unnecessarily difficult, and to operate emergency steering gear (a tiller) the lazarette hatch must be held open, which could be dangerous. Lastly, the companionway sill is low for offshore sailing; stronger drop boards would help compensate.

Tartan 37 Conclusion

The enthusiasm for this boat is strong. In fact, theres a whole book written about it, put together with the help of the Tartan 37 Sailing Association (link below). You’ll pay in the mid- to high-$60s, which ranks it with the Niagara 35 and Freedom 36 as the most expensive of our nine. While Tartan 37s have made impressive voyages, and are as capable as the Niagara 35 and C&C Landfall 38, like them, its not really a blue-water design. We view it rather as a smart coastal cruiser and club racer. Good design and above-average construction give it extra long life on the used-boat market.

Classic Cruisers For Less Than $75,000

Niagara 35 Sailnet Forum

C&C Photo Album

Tartan Owners

Tartan 37 Sailing Association

RELATED ARTICLES MORE FROM AUTHOR

27 comments.

Great article, but why did you leave out your namesake build – Camper Nicholsons Nicholson 35. Very similar to the Niagara 35, except that it trades the (less than useful – my opinion) quarter berths for two GIGANTIC cockpit lockers. And I find the transverse head on the Nic a civilized alternative to telephone booth head/shower combinations.

While the Nic claims 6 berths, you’ll never find that many on ours. Cocktails for 6, dinner for 4, sleeps 2 is our mantra

This is great information and a good guideline to go by. Thanks for the heads up on theses vessels.

Every time Practical Sailor does a review of boats in the 35- to 38-footers built between 1978 and 1984, they always leave out the Perry designed Islander Freeport 36 and 38. Many people are still cruising in these great boats, and among Islander Yachts designs this one is a wonderful cruiser.

I was also sad to see that. We sail a ’79 I-36, and it is stiff, fast, forgiving, and a very comfortable cruising platform. While many of the 800+ built are ready for the wrecking ball, there are some excellent, well cared for boats available. They are lovely sailors.

Couldn’t agree more, with Islander Freeport 36 & 38 raised coachroof that opens up all sort of possibilities and transom based swim ladder, her utility is unmatched.

These are all nice boats. I have sailed most of them. I owned a Tartan 37 for 4 yrs. As A US Sailing Cruising instructor, I have sailed and cruised hundreds of boat. This is one of the best balanced and behaved boats that I have sailed. She will sail on jib alone with no lee helm and sail main alone with minimal weather helm. Few boats will do this. She tracks quite well in a seaway. There are only 2 instances that you need to put the centerboard down: clawing off a lee shore or racing upwind. Otherwise she is just fine with board up. I have not had problems with the board slapping in a rolley anchorage. I keep the board up tight all the way and no problem. And my boat a 1983 had a built in propane vented locker. Also my dipstick was forward port and easy to reach, but not so for the filter so I remote mounted it forward. S & S did a great job on this design. And a 4 foot draft is wonderful and special feature for a boat that sails so well.

Surprising that the author did not address the obvious question, “if you had to pick one of these for a bluewater cruise, which one would it be?”

I too would appreciate the author’s response to this question.

Every time I star liking one of these I see the word ‘balsa’

Why did you not look at the Catalina 36. They are sea kindly; easy to repair and get parts; there’s a lot of them; and newer ones are in the price range you are talking about.i.e. my 2002, well fitted, is $72500.

Good article, thanks.

Pearson 365 conspicuously missing from this list.

Excellent article with factors that almost all of us who own vintage older cruising sailboats have considered at one time or another. However, when making my choice and before putting my money down, I also included PHRF as a factor. Without degenerating into a large discussion of pros and cons of PHRF (or any other indexes of performance), I think that you should consider performance in the equation. While livability is important (and I am a comfort creature), the ability to run away from a storm or handle tough conditions, is also important, you don even mention it. Paraphrasing Bill Lee, “faster is fun”. After weighing all of the factors discussed above, and adding considerations for performance, I purchased a 1984 Doug Peterson designed Islander 40 for $65,000 and am still in love with the boat 15 yrs later. It still is a “better boat than I am a sailor” and is also very comfortable. The only drawback is that it draws 7’6″ which in SF Bay, is not a problem. On the “right coast” that might be a problem, but on the “correct coast” it has not been.

Hate to be picky but you left out of this old list a high quality design and blue water capable cruiser designed and made by quality Canadian company–Canadian Sailcraft, namely CS 36 T. A Sailboat 36.5 feet with all the necessary design and sailing numbers needed to be attractive , safe, and fast.

No one likes to see their favorite boat left off a list like this, but it must be done. But my Ericson 38 has almost none of the cons of the boats in this article, and most of the desireable pros. After 13 years of ownership, it hasn’t even hinted at breaking my heart. Great design pedigree, glassed hull/deck joint, ahead of its time structural grid, points high, extremely liveable interior, and the list goes on…so much so that I’m glad I didn’t buy ANY of the boats in the article instead.

Missing are the CSY 37 and 44. Ernest M Kraus sv Magic Kingdom CSY 44 walkover cutter

Very useful article. Thanks! I’d love to see the same framework for a selection of length 40′-50’ft coastal cruisers.

I know that it is hard to include all boats, but you missed a boat that fills all the requirements. I’m speaking about the Bob Perry designed and Mirage built 35. It has all the capabilities and handling characteristics that you would want in a capable cruiser and the speed of a steady over-performing racer-cruiser. It has 6’5″ headroom and all the standard features that are a must in a strong well built beauty with 5 foot draft, light but rigid and strong. Great for the Chesapeake bay or other depth challenging bodies of water.

Great publication through the year’s. Still miss my print version to read on rainy day. Owned a Cal 27 T-2 and Irwin Citation over the years. Sailed on the Chesapeake. The Irwin ended up in Canada. JA

We have a Swallow Craft Swift 33. The boat was made in Pusan Korea in 1980. For a 33′ boat it is cavernous. We live aboard 1/2 the year. I thought it might be a boat you would be interested in looking at. I call it a mini super cruiser.

How about the Pearson 367?

Surely this is a joke. I’ll put the Nonsuch 30 Ultra against anyone.

Good article, but another vote for the CS36T. No better value for an offshore capable, fast cruiser and built to last.

Great article

The list looks familiar to the list I was working with back around 2004. Back then the prices were even higher of course. To fit my budget, I got a great boat… Freedom 32. That is a Hoyt design from TCI. All I really gave up was some waterline. Below deck, the boat is as roomy as many 35-36 footers due to the beam. I find it to be a great boat for me. I do not see a move up to the sizes on this list to improve my lot. I could be tempted by a Freedom sloop over 44′ but that is retirement noise.

which edition of month/year of the PS Magazine is this covered in please, it would be great to know?

A great article, but what about the Young Sun 35 Cutter! a great offshore boat that I have sailed single handed from Canada to Hawaii and back, single handed, in rough conditions, but which was an incredible 30 days each way. Overall 40 ft. and 11 ft. beam. I believe also built by Bob Perry!

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Much appreciated by her first and only owner from new, this Kalik 40 is a good combination for comfort and performance under sail. Fitted with a deep and safe cockpit, the design of the Kalik 40 breathes safety and good seakeeping capabilities. As not much of these fine yachts come on the market, an ideal opportunity for the yachtsman who wishes to extend his sailing horizon.

General - KALIK 40

GRP sailingyacht Kalik 40 ''Qaudriga'', built in 1980/81, commissioned by Jachtwerf Vennenkens BVBA, Belgium, dim.: 12.04 (lwl 9.07) x 3.89 x 1.96 mtr, headway: 19 mtr, design by Gary Mull, grp hull, deck and superstructure, teak (needs partial overhaul), perspex windows, roundbilged hull, fin keel, balanced spade rudder, displacement: 9 tonnes, ballast: 3 tonnes (cast iron), fueltank: 200 ltrs (grp), freshwatertanks: 2 x 225 ltrs (grp), sumptank: 150 ltrs (grp), YSC mechanical wheelsteering, emergency tiller.

Accommodation

Classic teak interior, 2 cabins and saloon, 5(+3) berths, dinette, headroom: 1.95 mtr, 2 x u.w.toilet, shower, galley: electric waterpressure system, boyler hot water on engine/220v, Eno three burner gasstove and oven, Frigoboat 12v fridge.

Vetus Status 42 hp (30 kW) diesel, installed in 1980, overhauled in 1991, 2070 runninghours, (800 hours after overhaul), indirect coolingsystem, Hurth mechanical gearbox, s.s. propellershaft, two bladed fixed propeller, cruisingspeed approx. 7,5 kn, consumption approx. 4 ltr/hr, 1 x manual/2 x electric bilgepumps, 12/220v electrical system, 2 batteries, shorepower, Constavolt automatic batterycharger.

Gemini pedestal compass, Autohelm handbearing compass, Brookes & Gatehouse Hunter log and echosounder, Shipmate RS8300 VHF (with Atis), Autohelm 5000 autopilot, Garmin 128 GPS, Windy manual windspeed indicator, Philips radio/cd player.

Searchlight, 2 x lifebuoy, Danforth anchor, CQR anchor with chain/line, boardingladder, fenders, warps, clock, barometer, radar-reflector. Her hull was painted in 1991 in off-white and darkblue striping. The underwatership was preventively treated with International Gelshield in 1991 as well.

Sloop-cutter-rigged, Isomat alum. double spreader mast, s.s. standing rigging, Harken headsailfurler, removable cutterstay, 6 sails: main (Van Vliet '98) / genoa I (Van Vliet '98) / genoa II (Van Vliet '98) / cutter staysail / stormjib / spinaker, slabreefing for main, mainsail cover, tackle boomvang, mechanical backstayadjuster, 2 x 55AST + 2 x 40A sheetwinches, 2 x 30A + 2 x 44A halyardwinches, spipole. The mainsheet traveller is mounted on the coachroof, out of the way and clear of the crew.

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Discussion in ' Sailboats ' started by Willallison , Sep 24, 2003 .

Willallison Senior Member

Can anybody tell me anything about a boat called an Olsen 40? Designed by Gary Mull, made of GRP by Hyundai Ship Building..... As seen here.. http://boatpoint.ninemsn.com.au/mar...Added=Any&txtMake=Olsen&PageNo=1&txtKeywords= Brother-in-law is looking for a boat to cruise sth pacific initially, then world maybe......  

Paul B Previous Member

Not an Olson That is not an olson 40. The Olson was designed by George olson and built in Santa Cruz, CA USA. The boat in the photo looks more like a Kalik 40, which I believe was a Mull design.  

hmm.... thanks Paul, I'll pass it on. If it's a Kalik 40, do you know anyhting about its reputation...well-built, good rough weather etc etc?  

Another Guest Guest

Yep, the Olsen 40 was a Mull design, very different from the Olson 40. The OlsEn was also known as a Kalik 40, and a Mull 40 in New Zealand. I think build quality was good and I think it was a good heavy weather boat. I think the NZ Mull 40s were a different builder, same design. Not too slow from what I've seen; shape's OK for the style of boat. Most of the ones that raced here (Australia) have been badly sailed, but the PHRF handicap they have in NZ indicates they're not too doggy. They've done Sydney-Hobarts and I think finished with no damage AFAIK.  

Ah...it's all in the spelling.... You wouldn't know where I could track down specs on the boat by chance?..... the specs supplied by the broker suggest a displacement of just 3.8 tons, which I find rather unlikely....  

Kalik 40 I've only seen a Kalik 40 at an indoor boatshow once, lang ago. Can't tell you anything more. Here is a listing on Yachtworld. http://www.yachtworld.com/core/list...rency=USD&access=Public&listing_id=19144&url= If you go to Yachtworld and do a search for Kalik there should be a couple available.  

Tad Boat Designer

Will; I have some numbers from adds & reviews. LOA 39'6" LWL 31'10" Beam 12'9" Draft 6'10" Displacement 16,600 lbs Sail Area 766.5 sq ft nothing on ballast or tanks.  

Thanks Guys - its a good start - enough to know whether the boat's worth looking at. One more query, the broker says it has a hung rudder - any idea whether it would hace a skeg in front of it or not?  

Skeg? Skeg? I would hope not. There is really no good reason to have a skeg on a modern sailboat.  

yeah...skeg....like this, for impact protection...  

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Yes, I know Originally posted by Willallison yeah...skeg....like this, for impact protection... Click to expand...

hmmm - sorry Paul, didn't mean to sound derogatory - just wasn't sure if that's what you'd call it! My brother-in-law is looking at this boat to sail the world - surely the increased protection would outweigh the performance loss for that (and if you knew him, you'd realise that he WILL hit something!! ) Personally, I think he should buy something bloody big and heavy - with a pilothouse - but hey, there's just no telling some people  

False Security Didn't take it as derogatory, and didn't mean to be either. I think you'll find that most skegs are not what they appear. If you want to add a potential problem, a skeg is a good place to begin. If you don't clunk something with the keel first you're probably not going to hit it with the skeg or rudder. If you do hit it with the skeg of most "heavily built cruisers" you might be surprised about what happens. Big, heavy, slow, and ill handling are the sort of things that will get a neophyte into the most problems. They are better off if the boat responds when they point the tiller toward trouble. You're a powerboat guy, right? How many powerboats put big skegs in front of the props and rudders? Don't they go a lot faster than sailboats, with no keel in front to run interference? Finally, that Pilothouse will give some nice big windows to get destroyed by the breaking waves the big, slow piggy can't steer around in. But on this subject there really is no telling people. All the books are written telling the opposite story.  

you're right of course Paul - though most serious passagemakers have good protection for all the running gear. I don't think he needs to have ill-handling in order to have heavy and comfortable. And there are ways to protect windows from waves - for me there's nothing worse than sitting inside a cave with no natural light and no way of looking out at the beautiful view that you've just sailed 1/2 way across the world to see. Then again - as you say - I'm a powerboat guy - so what would I know!!  

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My family owned a Kalik 40. It was built in South Korea. It is typical Far Eastern construction of the time - mediocre fiberglass work and nice woodwork. It is an IOR-derived design, especially with respect to the rig which has a large genoa and a small, high-aspect ratio main. The teak decks were a pain to maintain and the gel-coat got chalky quite easily. Systems installations were sub-par with non-tinned wiring and cheap plastic tubing and plumbing fittings. Deck hardware, except for the winches, was mostly no-name stuff and would require replacement with modern ball-bearing blocks.  

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• Start date 21 Feb 2007
• 21 Feb 2007

Has anyone had any experience with this type of boat? We are thinking of buying for short-handed coastal cruising... I haven't been able to find any write-ups so far.  

We looked at a Kalik 40 not too long ago when buying our boat. The 30 was designed by Jac de Ridder of Holland, the hulls moulded in the far east - Malaysia (or somewhere very close to there I believe). Build quality is reportedly quite good - with excellent interior joinery. However, as they are quite unknown they tend to be difficult to sell and second hand prices much lower as a result (according to the broker we spoke to). So I guess my answer would be - if you want to keep it for a long time and it meets all your criteria - then go for it. If you intend to re-sell it within a relatively short space of time think carefully as it could take a while to sell it (the Kalik 40 we saw had been on the market for 18 months with no offers!) Hope this helps - sorry I can't provide anything more specific on the Kalik 30 (although they do look nice boats - quite a sporty shape) Jonny  

Sans Bateau

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Forumite Gaupa has a Kalik 40.  

Forumite Guapa will whip you - its a Kalik 44. He is also very Evangelistic about the Marque, and will bathe you in a warm glow with regard to his Kalik Ownership Experience. Having crewed the thing, if its as well built as the 44, you could use it as an armoured gunboat.  

Hey whats 4ft amougst friends!?  

[ QUOTE ] We looked at a Kalik 40 not too long ago when buying our boat. The 30 was designed by Jac de Ridder of Holland, the hulls moulded in the far east - Malaysia (or somewhere very close to there I believe). Build quality is reportedly quite good - with excellent interior joinery. However, as they are quite unknown they tend to be difficult to sell and second hand prices much lower as a result (according to the broker we spoke to). So I guess my answer would be - if you want to keep it for a long time and it meets all your criteria - then go for it. If you intend to re-sell it within a relatively short space of time think carefully as it could take a while to sell it (the Kalik 40 we saw had been on the market for 18 months with no offers!) [/ QUOTE ] The Kalik you looked at; its not this one by any chance? She's listed with Ancasta - broker's comment -> Gary Mull design. Well she's not - only the Kalik 44 was designed by Gary Mull. Once I've caught some-one on one inaccuracy, I tend to take everything else with a pinch of salt. Also, on this particular one the asking price is WAY to high. Since we've discovered Kalik I've been following the market for a bit. All have sold within 6-8 months. For an unknown brand, this is pretty good going. The thing to keep in mind with Kalik is that it's a series of designs, not one specific yard. Some were built in Korea, some in the US and some in Belgium or Holland. What they're worth very much depends on where they were built. Korean ones have delamination issues and are best avoided. My guess: you're looking at this one . The blurb says moulded in the Far East & fitted out in Belgium. If that's true, she will have been fitted out by Vennekens . Get her hull number and contact the yard - they will be able to tell you a lot more. Kalik: they sail very well without being a handful. Most of the time it's just the eldest & me and we've yet to find the boat too much to handle. Very solid feel, brick shithouse, "bring it on" attitude. Added bonus (IM not so HO /forums/images/graemlins/tongue.gif ): it's not just another (insert AWB name here); it's different, it's got character /forums/images/graemlins/grin.gif In short: sailing a Kalik's fun - and that's what it should be.  

did you read the test already? http://www.kalik33.nl/Kalik30.htm  

• 22 Feb 2007

PIGLETSDREAM

The Kalik 40 for sale by Ancasta has been on the market for at least two years maybe more. She is moored dicectly behind us at Southsea. I have been on board a few times and spoken to the owner. He is Begian and has had her from new, collecting her from Tawain himself. She is a beautiful boat although with equipment that may be a little dated, but then if it aint broke etc etc. I got the impression that he really does not want to sell her, but would look at having someone take some shares in her. I also understand that he lost his partner not so long ago and that was what prompted him to sell. If I had the money she would be mine now. Shame its with Ancasta cos their knowledge of the craft will be zero. /forums/images/graemlins/wink.gif  

That explains a lot. When we viewed her last year we were accompanied by an Ancasta "spotty". Could not really tell us much about the boat other than that the asking price was pretty much what the owner hoped to get. But we could finance it through Ancasta. Bought Guapa (Kalik 44) in Holland for 71K 3 weeks later.  

That was the one we looked at - and I agree that the guys at Ancasta who we spoke to knew very little about her - in fact they even tried to discourage us from going to see her with comments like "its a long way to go to see her especially with the football traffic today" (we were at Port Solent!) "She needs lots of work, you could probabaly find better", "She really is over priced". Not the best comments from the broker! Never the less, she was impressive when we looked on her - very nice boat although as has been stated, some of the systems would need updating. The reasons we decided against her was: Price - over priced as you say Layout - We weren't 100% sold on this below Otherwise a great looking boat, we did some research and found good reports of handling etc. Certainly the hull shape looks like she would be a fast passage maker. Still, they look like great boats - and the 30 you linked to looks lovely. Jonny  

pelicanpete

When out sailing on a nice sunny day, try some of this ... http://www.bahamasgo.com/whats.htm  

Beer and pineapple = yuk! Where is the puke smiley?  

Just chiming in on the Vennekens connection. I've been there several times. It's a relatively small yard, specializing in custom-built high-end yachts and mobo's, but highest quality workmanship.  

The pineapple is the copy-writer's tongue-in-cheek take off of Corona and lime wedge... No one actually drinks Kalik with a pineapple chunk. That apart, Kalik is an excellent beer. Light, Regular or Gold, nothing can beat it when you're sunbathing on a soft white sand beach in the Bahamas or floating off the stern of your boat in the crystal waters of the out-islands.  

• 13 Mar 2007

I noticed this one's now "Sale Pending". Is it you?  

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