Cartwright 40 Sailboat Review, Specs, and Listings

Design Brief & Intent

The Cartwright 40 was designed from the keel up for self-reliant, long-distance offshore cruising. During an era when many boat builders prioritized interior volume to appeal to weekend dock-hoppers, Jerry Cartwright focused on safety at sea and directional stability. This model stands in stark contrast to the modern, wide-beam "condo-cruisers" produced by large-scale European and American manufacturers. Instead, it aligns with legendary heavy-displacement cruisers of the period, such as the Westsail 39, the Baba 40, and the Valiant 40.

Inside, the Cartwright 40 is a reflection of its offshore mission. Rather than expansive, open cabins that offer little security in a seaway, the interior features a highly functional, secure layout. Heavy-built solid wood joinery, deep handholds, and sea berths are standard. The galley is designed as a secure U-shape, allowing the cook to brace themselves while prepping meals in rough conditions. Storage is plentiful, with locker spaces built deep into the bilge areas, keeping heavy provisions low in the boat to maximize stability. A dedicated navigation station and a wet locker adjacent to the companionway underscore the boat's serious cruising pedigree.

Variations & Configurations

Throughout its production life, the Cartwright 40 was built primarily by Buzzards Bay Boats and New England Boat Builders in Mattapoisett, Massachusetts. This dual builder history led to some naming variations; depending on the year of build and marketing, the boat is also known as the Buzzards Bay 40 or the Nantucket 40.

The vast majority of these yachts were constructed with solid fiberglass hulls and laid up to robust, hand-laminated scantlings. However, because Jerry Cartwright licensed his plans for semi-custom and home builders, occasional steel-hulled and cold-molded wood variations exist on the market.

Draft on the standard fiberglass model is approximately 5.8 feet. In terms of sail plan, the boat is almost exclusively rigged as a cutter. The cutter rig is widely considered the ultimate configuration for short-handed offshore cruising, as it breaks the sail plan down into smaller, highly manageable pieces. This allows a solo sailor or couple to quickly downshift their canvas to a snug, balanced staysail-and-reefed-mainsail configuration when the wind begins to howl.

Sailing Performance & Handling

The Cartwright 40’s sailing characteristics are defined by its traditional underbody and heavy-displacement hull form. With a displacement-to-length ratio of 363.65, the boat sits squarely in the "ultra-heavy cruiser" category. At the helm, this physical reality translates to a hull that is highly resistant to sudden acceleration, but one that offers a remarkably cushioned, non-fatiguing motion in rough seas. This inherent comfort in a seaway is supported by a comfort ratio of 43.2, which ensures a slow, gentle pitching period when navigating steep head seas.

Its capsize screening ratio of 1.57 is well within the accepted offshore safety limit of 2.0, providing excellent peace of mind for high-latitude voyages. Furthermore, the boat's high ballast-to-displacement ratio of 44.68% indicates a stiff, stable vessel that carries its canvas well and resists heeling.

With a sail area-to-displacement ratio of 15.38, the Cartwright 40 is conservatively rigged. In light, summer air, the heavy hull can feel sluggish and will require the crew to hoist a large reaching sail or a 135% genoa to keep moving. However, once the breeze builds past 12 knots, the hull finds its stride. The long, cutaway full keel tracks beautifully, allowing the boat to hold its course effortlessly, which reduces wear and tear on both the crew and the self-steering gear.

Market Snapshot & Economics

Because of its limited production run, the Cartwright 40 is a relatively scarce model on the brokerage market. However, it represents an exceptional, under-the-radar value for dedicated offshore cruisers. In his authoritative guide to budget offshore cruising, surveyor Jim Elfers highlighted the Cartwright 40—having owned and voyaged extensively on one himself—as a premier choice for those seeking maximum seaworthiness and structural integrity per dollar spent.

The Cartwright 40 typically trades at a financial discount compared to more famous nameplates like the Valiant 40 or Hans Christian 38, making it a highly attractive option for budget-conscious sailors who refuse to compromise on build quality. When purchasing a Cartwright 40, buyers should expect to pay a lower initial purchase price but must budget carefully for system overhauls. Refit economics heavily favor those who can perform DIY work, particularly when it comes to upgrading dated electrical networks, servicing standing rigging, or tackling deck issues.

Known Issues & Triage

While the hull of the Cartwright 40 is constructed of solid, uncored fiberglass, the deck utilizes a balsa core. After nearly five decades, water intrusion and subsequent balsa rot are the most common issues found on these vessels. Prospective buyers must carefully inspect high-load deck areas, including around the chainplates, mast partners, stanchion bases, and the anchor windlass, for soft spots or signs of core delamination.

Another area requiring thorough triage is the integral tankage. To maximize stability and interior storage, the fuel and water tanks were glassed into the hull structure low in the bilge. If these integral tanks begin to weep or experience internal corrosion, accessing and repairing them can require cutting through the fiberglass cabin sole—a highly labor-intensive and complex technical task.

Drivetrain configurations also require careful investigation. Some historical database registries curiously list the auxiliary engine as a "Vire," which is a small gasoline engine. While this highly underpowered engine might have been fitted to an obscure, minimally outfitted early hull, the vast majority of Cartwright 40s were launched with diesels from Bukh, Westerbeke, or Perkins. For boats still carrying their original Bukh diesels, buyers must note that sourcing parts in North America can be exceptionally difficult, making a modern repower highly advisable.

Modernization & Upgrades

Modern owners of Cartwright 40s are increasingly refitting these vessels with self-sufficiency and modern conveniences in mind. One of the most significant upgrades is the adoption of lithium iron phosphate (LiFePO4) battery banks. Replacing heavy, legacy lead-acid batteries with lithium chemistry allows cruisers to run refrigeration, watermakers, and navigation electronics continuously without relying on a noisy diesel generator.

Due to the generous interior volume and deep bilge, the Cartwright 40 has also emerged as a viable candidate for electric propulsion. Several owners have successfully repowered their boats using 48-volt permanent magnet AC electric motors. When paired with large solar arrays mounted on custom stern arches and wind generators, these electric drives allow for silent, fossil-fuel-free maneuvering.

Finally, because the cutaway full keel tracks so reliably, mechanical windvane steering systems—specifically the Hydrovane, which acts as an independent auxiliary rudder—are incredibly popular upgrades among shorthanded Cartwright owners.

The Verdict

The Cartwright 40 is a legendary, overbuilt cruising cutter designed for the purist who values safety, directional stability, and structural integrity above all else. It is a vessel designed to handle the worst conditions the ocean can throw at it, making it an exceptional home for solo sailors and adventurous couples. While it requires patience in light winds and demands thorough structural inspection of the deck core, it remains an under-the-radar classic that offers world-class blue-water capability at a fraction of the cost of its more famous peers.

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