By 1967, the Cal 40 had become the most dominating production ocean racer ever built. It swept the Transpac in 1965, 1966, and 1967, then returned to win again in 1985. It also won the SORC in 1964 and 1966, with hull #2 Conquistador and Ted Turner’s Vamp X among the victors. That record alone would secure the boat a place in American fiberglass history.
Design and Construction
Lapworth treated the hull and keel as distinct entities. The Cal 40 has a fin keel—though one with a notably long chord—and a spade rudder set well aft, a combination Lapworth had approached on earlier fin-keeled boats but pushed further here. He had explored this combination on earlier fin-keel boats, but pushed it further here.
The hull’s 11-foot beam gives it an L/B of 3.63. It has a wide BWL and very little deadrise through the midsection, although deadrise increases at the transom. A firm turn to the bilge, a tight radius at the keel-to-hull tuck, and a hint of tumblehome amidships complete the section shape. Practical Sailor noted how far this departed from conventional wisdom: light displacement, a long waterline, and flat bilges intended to encourage surfing.
At the bow, the boat carries Lapworth’s signature large, full radius at the stem. Modest freeboard, a pronounced spring to the sheer, and a low, short house keep the profile restrained.
The hull is solid, hand-laid fiberglass, with wooden bulkheads and interior structures. An internal lead ballast casting was dropped into the keel before the interior was assembled. The deck is solid fiberglass with molded-in colors and non-skid. At the hull-to-deck joint, an inward-turning flange is bonded to the deck molding, through-bolted, and capped by a through-bolted teak toerail.
Rig and Handling
The Cal 40 carries an ultrasimple masthead, single-spreader rig. It uses inline cap shrouds and fore-and-aft lowers, with the mast stepped through the deck to a fitting at cabin-sole level. The chainplates are secured to a transverse bulkhead at the mast station and tied into an aluminum weldment in the bilges, which also supports the mast step. The shrouds land inboard of the toerail, an unusual innovation at the time.
The boat is very stiff and well balanced enough to control with its large stock tiller. Many helmsmen prefer the tiller to a wheel for the feedback it provides. The spade rudder’s position well aft gives good maneuverability under most conditions.
Heavy air, particularly off the wind, is where the Cal 40 comes into its own. Its long waterline and flat bilges help it get up and go on reaches and runs, surfing in heavy air. Owners agree that it sails best with the rail in the water.
There are compromises. On the wind, the flat forward hull pounds in waves and chop. That slows the boat somewhat and can be irritating. It’s also not dry to windward, making a dodger a welcome addition. Under power, the Cal 40 will make about six or seven knots, depending on the engine and propeller.
Accommodations
The interior follows a very traditional arrangement. Forward, V-berths are separated from the main cabin by a head and hanging locker to port. In the saloon, pilot berths and extension settees to port and starboard provide sleeping space for four.
Flanking the companionway steps are the quarterberths known as “torpedo tubes.” They extend from the main cabin through to the lazarette, allowing good air circulation. Altogether, the Cal 40 has sleeping accommodations for eight, though that’s too many aboard a 40-footer except perhaps while racing. The extension transom berths also don’t lend themselves to use under way.
The galley is to port, with the navigation station to starboard and its chart table mounted over a voluminous icebox. One of the interior’s best features is the dining table. Set slightly to port, it’s supported at each end by a sturdy stainless steel post running from sole to overhead, with a gimbaled mahogany tray between them.
The cockpit is roomy but properly arranged for offshore work. It has relatively low volume, a bridgedeck, and a small companionway. Its length stops well short of the transom, a proportion accentuated by the long teak coamings.
Engines and Access
Engine installations varied during production. Some early hulls had Atomic 4 gasoline engines, while later boats received Graymarine 4-112 gasoline engines or Perkins 4-107 diesels. The engine sits beneath the cockpit between the torpedo tubes and drives the propeller through a V-drive gearbox. Access is possible from both sides, though it isn’t especially convenient.
Known Issues and Refit Priorities
Practical Sailor found that the lightweight structural tabbing securing the wooden structures to the hull had been reinforced on some boats. It also noted complaints of minor leaking along the hull-to-deck joint in a few boats.
One owner reported having to reinforce the lifeline-stanchion bases. Deck winches, cleats, and other hardware don’t have interior metal backing plates, so they rely on reinforcement designed into the deck layup.
The original wiring was installed before the interior, leaving it quite inaccessible in some areas. Given the age of any surviving Cal 40, molded-in finishes will also look tired unless they’ve been renewed.
A used boat will therefore likely need attention to the structural tabbing, the hull-to-deck joint seal, and any deck hardware carrying loads without backing plates. A rewire may also be necessary because of the buried original runs.
The Verdict
The Cal 40 is a landmark racer-cruiser. Its flat-bilge hull, fin keel, aft-set spade rudder, and inboard-chainplate rig delivered offshore speed and stiffness that helped define a generation. Its simple, traditional interior and balanced tiller handling still reward sailors willing to accept wetness and pounding to windward in exchange for surfing runs and a direct helm.
Pros
- Fin keel and aft-set spade rudder provide strong maneuverability and a balanced tiller helm
- Long waterline and flat bilges deliver surfing performance in heavy air off the wind
- Traditional interior includes torpedo-tube quarterberths and a gimbaled dining table
- Proven record as the most dominating production ocean racer of its era
Cons
- Flat forward hull pounds and isn’t dry on the wind
- Lightweight hull tabbing and occasional hull-to-deck joint leaks require vigilance
- Deck hardware lacks interior backing plates, and much of the wiring is inaccessible
