The search results provide a good amount of information.
- Designer: Mark Ellis is explicitly mentioned as the designer of the Northeast 400.
- Design Philosophy: Mark Ellis is known for his Nonsuch catboats and Niagara cruisers, and his powerboat designs owe much to his early experience. The Northeast 400 hull lines are a modification of the Nonsuch with a flatter bottom. His philosophy focuses on sailing, design, and seaworthiness.
- Production Years: Production started in 1995. While
production_end_yearis null in, YachtWorld and other listings show models from the late 90s (1998, 1999). It's still recognized as a "current" model in some contexts, but more as a legacy in the pre-owned market. I'll stick to the known start year and mention it was produced for a significant period. - Sailing Performance and Handling: Described as "easily driven hull" that can reach 10 knots with its 100hp Yanmar, though economical cruising is slower. It's a motorsailer, and some owners question its "blue-water" capability, suggesting it's more suited for coastal or specific regional cruising (e.g., Pacific Northwest, Florida to Caribbean). However, it's also noted for being well-built, typical of Cabo Rico.
- Accommodations and Layout: It has an "exceptionally large interior" and the "library/den is the signature of the Northeast 400." Visibility from the inside helm is superior to most motorsailers. The layout is excellent for extended cruising and/or living aboard. Good engine access and storage.
- Owner's Perspectives: Owners praise the interior space, visibility from the pilothouse, and overall build quality. There's a mention of issues with the "in-mast furler" as a "Cabo/Schaefer bad dream." Some discussion about its blue-water capability, with some suggesting it's more coastal-oriented.
Now I have enough information to construct the article.
Calculated Ratios:
- SA/D = 14.0 (lower, indicating not a light-air speed demon, but appropriate for a motorsailer)
- Ballast/Disp = 0.31 (moderate, suggesting reasonable initial stability but perhaps not the ultimate stiffness of a dedicated heavy displacement cruiser)
- D/L = 232.6 (moderately heavy displacement, fitting the cruiser/motorsailer profile)
I will interpret these ratios within the context of it being a motorsailer.