Design Brief & Intent
Crowther designed the Catana 40 to address a specific niche: experienced sailors transitioning from high-performance monohulls or smaller, spartan racing multihulls who wanted to cross oceans without sacrificing sailing sensation. The boat's construction reflected this technical objective. Eschewing the heavy solid-glass layups of its contemporaries, the Catana 40 utilized a weight-conscious fiberglass-and-foam sandwich construction. This complex layup kept the light-ship displacement down to an astonishingly light 12,320 pounds, ensuring the hulls sat high and maintained an excellent fineness ratio.
A central pillar of the design brief was the elimination of the low bridgedeq clearance common to early cruising catamarans. Crowther gave the Catana 40 an unusually high bridgedeck clearance for its era, greatly reducing the violent slamming under the nacelle when driving into a head sea. The original deck layout featured a central wheel mounted directly against the aft bulkhead of the coachroof—a departure from later Catanas that popularized dual outboard steering stations. This central helm kept the helmsman protected by the cabin house while providing easy access to all control lines.
Variations & Configurations
Throughout its eight-year production run, the Catana 40 saw refinements that eventually split the model into two primary variants: the standard Catana 40 (often designated the 40C or "Classic") and the later Catana 40S (Sport). Of the initial run, approximately 11 hulls were completed under the original specification. In these early versions, auxiliary propulsion was sometimes unconventional; the very first hull, "Pêcheur de Lune," launched in 1985, was built on a shoestring and featured an outboard motor mounted on a central chair, and had a raw, completely unfitted interior. Later hulls transitioned to dual inboard diesels (typically 18 to 30 horsepower Volvo Penta or Yanmar units paired with saildrives), which dramatically improved maneuverability in tight quarters.
The Catana 40S, introduced in the late 1980s, represented a significant evolution in both ergonomics and performance. To optimize tooling and layout, Catana built the 40S by splicing together the deck mold of the Catana 39 and the cockpit mold of the Catana 42. This hybrid configuration moved the steering stations and layout closer to the modern Catana aesthetic. Furthermore, several owners undertook custom factory-authorized modifications. Most notably, early hulls often had their sugarscoops extended during subsequent yard refits—sometimes stretching the overall length to 44 feet—which increased buoyancy aft, improved stability, and yielded cleaner water release at high speeds.
Sailing Performance & Handling
Under sail, the Catana 40 is a thoroughbred. The technical figures tell the story of a boat designed to fly: a sail area to displacement ratio of 28.4 indicates a powerhouse of a rig that can generate exceptional speed even in light, single-digit breezes. Coupled with a displacement to length ratio of 86.59, the Catana 40 behaves more like a racing multihull than a cruising home. Its narrow, easily driven hulls slice through chop rather than pounding over it, and the boat easily transitions into double-digit speeds. In heavy air, veteran owners have recorded speeds of up to 19.5 knots under spinnaker, 17.5 knots under a jib alone, and a comfortable 14.5 knots on a beam reach.
Upwind performance is where the Catana 40 truly distances itself from fixed-keel production catamarans. Armed with deep, symmetrical daggerboards that drop down to over seven feet, the boat points with the efficiency of a performance monohull. Raising the boards reduces the draft to a mere two feet seven inches, allowing owners to slide into shallow anchorages or safely beach the boat for maintenance. The physical sensation at the helm is highly active; with a capsize screening ratio of 3.41 and a comfort ratio of 9.02, the motion is quick and responsive rather than slow and dampening. It is a lively ride that demands attentive sail trim and active management in heavy weather, but rewards the helmsperson with unmatched feedback and speed.
Layout & Interior Fit-Out
To step inside a Catana 40 is to step back into an era when performance multihulls prioritized functional simplicity over condo-style luxury. The saloon has a compact, weight-conscious footprint. The galley-up configuration is typically located on the port side of the saloon, featuring a simple propane stove, a front-loading refrigerator, and modest counter space. The salon seating wrap-around dinette is comfortable but intimate, with headroom maxing out at around six feet two inches. It is an interior that has been described as reminiscent of a well-engineered camper—functional, light, and uncluttered.
Accommodation layouts generally feature four double cabins, or a hybrid layout of two double cabins aft and single berths in the forepeaks. In contrast to modern "owner’s versions" that dedicate an entire hull to a master suite, the Catana 40 utilizes a symmetrical arrangement. Each hull typically houses two sleeping quarters and one shared head with an integrated shower. Joinery and finish on these early models were simple, utilizing lightweight plywood marine cores with light oak veneers or painted finishes. This was before the shipyard’s mid-1990s acquisition, which introduced heavy, highly varnished cherry and teak interiors. The Catana 40’s interior is unapologetically minimalist, engineered specifically to prevent the weight accumulation that kills catamaran performance.
Known Issues & Triage
Given the vintage of these vessels and their lightweight construction, prospective buyers must execute rigorous due diligence. The primary area of concern is the integrity of the balsa or foam core within the fiberglass sandwich. Over decades of ocean sailing, stress at the high-load areas—specifically where the forward crossbeams and the main bridgedeck beams join the hulls—can lead to localized core delamination. A thorough percussion tap test, or ideally thermal imaging, is mandatory to ensure the core is dry and structurally sound.
Another documented issue involves the steering system. The Catana 40 utilizes dual rudders linked via a mechanical linkage arm. Over decades of use, the pins holding the steering linkage arm to the rudder posts can experience severe ovality and wear, leading to sloppy steering or failure at sea. During recent multi-year refits of early hulls, owners have had to weld in fabricated replacement pins to re-align the rudder blades perfectly.
Additionally, the plexiglass companionway sliding hatches and the vertical window ports on the saloon coachroof are prone to crazing, leaking, and structural flexing. Over time, the sealant degrades under UV exposure, and the panels require complete removal, localized fiberglass reinforcement of the frames with epoxy resin, and re-bedding with modern polyurethane sealants. Below the waterline, early gelcoats are susceptible to minor osmotic blistering; older hulls benefit greatly from being sandblasted back to the laminate, dried thoroughly, and sealed with a multi-coat epoxy barrier system.
Modernization & Upgrades
The scarcity and sailing pedigree of the Catana 40 make it an excellent candidate for extensive restoration, as evidenced by high-profile refits like that of Hull #1, "Oceanus II". Modern owners frequently focus on updating the boat's energy and propulsion systems to achieve off-grid self-sufficiency. Because the Catana 40 is highly sensitive to weight, replacing heavy lead-acid battery banks with lightweight lithium iron phosphate (LiFePO4) batteries is a highly effective upgrade. This conversion, paired with modern high-efficiency marine solar arrays integrated onto a custom carbon-fiber bimini, can generate up to 1,500 watts of power without adding a heavy diesel generator.
Drivetrain upgrades are also common. Older Volvo Penta 18-horsepower engines are frequently replaced with lightweight, modern 30-horsepower diesels like the Volvo Penta D1-30 or Yanmar 3YM30. These engines fit neatly into the existing engine rooms, which are accessed via hatches in the transom steps. Because the props are spaced far apart, upgrading to folding or feathering props (such as Max-Props) dramatically reduces drag under sail while maintaining superb close-quarters maneuverability. For the purist, converting the running rigging to high-modulus Dyneema and replacing worn winches with modern, self-tailing, or electric winches makes short-handed cruising incredibly manageable.
The Verdict
The Catana 40 is a legendary piece of multihull history that offers a pure sailing experience modern cruising catamarans simply cannot replicate. For the blue-water voyager who prioritizes safety, daily runs of 200 miles, and the ability to claw off a lee shore over a king-sized master berth, this vintage Lock Crowther design remains an elite option. It is a sailor's catamaran that must be sailed to be fully appreciated, provided you can find one of the rare examples still afloat.
- Pros:
- Outstanding sailing performance with effortless double-digit speeds and excellent light-air responsiveness.
- High bridgedeck clearance minimizes wave slamming and dramatically improves offshore comfort.
- Lifting daggerboards provide exceptional windward pointing capability and a shallow draft of under three feet with boards up 3.
- Solid, lightweight composite construction that has proven its structural longevity over decades of ocean crossings.
- Highly responsive helm feedback that feels more like a sports car than a cruising platform.
- Cons:
- Extremely limited interior volume and headroom compared to modern 40-foot catamarans.
- Sparse, camper-style interior finishes lack the luxury and polish of later Wauquiez-era Catanas.
- High maintenance demands associated with vintage foam-sandwich construction and aging mechanical steering linkages.
- Rare on the brokerage market, requiring patience and a willingness to execute a major refit.
