Design and Construction
Perry’s hand is clear in the Valiant 40’s restrained, purposeful hull. The cutaway forefoot, modified fin keel with external lead, and skeg-hung rudder reduced wetted surface area, benefiting both maneuverability and passage pace. Early keels are slightly longer than later ones, a subtle evolution rather than a redesign.
Between hull numbers 120 and 249, the resin mixture was changed to include a fire-retardant additive. That additive was highly correlated with the blisters that later appeared on boats in this range. Most, but not all, boats built between 1976 and 1981 developed blisters.
The interior remained unchanged throughout the production run, a sign that the layout needed no revision.
Rig and Handling
A few early boats had longer booms with end-boom sheeting. During a gybe, this arrangement could be a nuisance bordering on dangerous for an unaware helmsperson. The factory soon adopted a mid-boom traveler, shorter boom, and slightly taller rig, settling on the boat’s familiar cutter configuration. Spar-tech in Seattle built most of the rigs.
Underway, the Valiant 40 can make consistent 165-mile days without requiring the crew to expend a great deal of energy. With a conventional windvane, cutter rig, good sails, and careful trim, 6.5 to 7.5 knots is the norm on a breezy passage.
There’s just enough bow flare to keep the deck reasonably dry, while plenty of forward buoyancy helps keep the bow from pearling. The cockpit is comfortable and secure, providing a straightforward place to steer in bad weather.
Accommodations
Below, the central companionway is surrounded by an aft stateroom, a U-shaped galley with terrific storage, and a traditional main saloon. The saloon came with either a bulkhead table or a permanent cruising fold-down version.
Outboard pilot berths and a forward V-berth make for comfortable cruising accommodations. The head includes a separate shower, and cabin headroom exceeds six feet throughout.
Known Issues
The main documented concern is cosmetic and structural blistering associated with the fire-retardant resin used between hull numbers 120 and 249. Most boats built from 1976 through 1981 were affected, though not all.
Early boats with end-boom sheeting also carry the gybe-handling hazard described above. Neither issue changes the design’s essential soundness, but both deserve a buyer’s attention.
Production, Refits, and Ownership
Uniflite built 159 Valiant 40s from 1975 to 1984. Hull number 101 was the first produced, and hull number 107 was the seventh.
The boat established its offshore credentials early. Francis Stokes, sailing Mooneshine, hull number 122, became the first American in a monohull to finish the 1976 OSTAR. That result helped anchor the model’s offshore reputation.
When production at Uniflite ended, Rich Worstell—a Valiant owner and dealer—bought the molds. The first Texas-built Valiant 40 was hull number 267.
The Verdict
The Valiant 40 is a thoughtfully conceived Perry cutter. Its reduced wetted surface, steady passage speed, and unchanged practical interior explain its enduring following. The blister era is a real but bounded caveat, while the early boom detail is easily corrected.
Pros
- Cutter rig, mid-boom traveler, and taller rig support consistent passage speeds of 6.5 to 7.5 knots
- Secure cockpit, with bow flare and forward buoyancy helping keep the deck dry and the bow from pearling
- Proven offshore lineage, including the first OSTAR finish by an American in a monohull
- Stable, practical interior with an aft stateroom, U-shaped galley, pilot berths, and separate shower
Cons
- Blistering correlated with fire-retardant resin in hulls 120–249, affecting most—but not all—boats built from 1976 through 1981
- Early end-boom sheeting can be hazardous to an unwary helmsperson during a gybe
