Newport 41 "Carol Ann"
Sailors over the years have invested large sums and enlisted eminent designers in search of the "dual-purpose boat," that rare craft that rewards her owner equally with racing performance and cruising capabilities. Season after season the major builders snatch up the rights to prize- winners, conduct focus groups, and expend marketing dollars on racer/ cruisers, and cruiser/racers, in hopes of making the twain of racing and cruising meet. When we checked with owners of the venerable Newport 41, we found her to be not only a widely traveled cruiser but a boat that, though designed in the '60s, can still gather some silver on the PHRF and Beer Can circuits.
The Newport 41 makes an excellent case for the fact that a boat that was designed intelligently and built well in the first place has a good chance of standing the tests of time.
Speed and maneuverability are significant virtues in a cruising boat, and the Newport 41 has retained them. Sailors who enjoy racing but are less happy about the expense, discomfort, and "to the edge" design of today's racing boats will find the Newport 41 to their liking.
OWNER WOULD LIKE AN OFFER PLEASE. SHE IS EASY TO SHOW IN HONOLULU.
Racor Fuel Filter
1 stainless steel tank
Fresh water cooling system
4 12V batteries
110V AC/ 12 V DC
USCG Approved Running lights
6 USCG Approved PFDs
2 Fire Ext.
Auto and manual bilge pumps
Mainsail (Good Condition)
Genoa (Good Condition)
Jib (Good Condition)
Harkin Roller Furling
Chain Plate Replacement YES
Standing Rig Replacement YES
Sleeps 6 Enclosed head
Cabins and Berths: Full size v-berth
Starboard Double settee
Forward cabin with separate cabin door
New Force 10 Propane 2 burner gimbaled stove with microwave
Holds 120 gallons 2 stainless steel tank
Custom mast to stern cover
Privacy covers around cockpit
C & C produced a startling variety of race-pointed designs over its three decades in business, but one hallmark of them all was minimum wetted surface. From easily driven swept-back keels through semicircular sectional shapes, smooth waterlines, and sweetly harmonized buttocks, the C & C hull shape was drawn to make a minimum of fuss as it passed through the water. Though decidedly heavier than the boats of today, and carrying a smaller, less efficient sailplan, the Newport 41 still has excellent "manners" because she's so easily driven.
A key factor in that performance is her narrow 11'3" beam (another design element that makes her easier to sail than some of her broader-beamed rivals). The hull is somewhat veed forward (owners report dry decks in seas up to three feet), regular and relatively tubular through the midsections, and tucked up slightly at the counter. The beam, however, is carried well aft for sail- carrying power and to provide an antidote to pitching. After 15 degrees of heel the counter adds a foot or more of waterline length and boosts the boat's top-end speed potential. Sail carrying power also comes from full stern sections which explains why the boat's best point competitively has been off the wind.
The Newport 41 is stiff. She tends to lie down onto her sailing lines and stay there. Credit that to her 8,215 pounds of ballast. That's a lot of weight to be lugging. Some modern 40-footers don't weigh that much altogether.
Toting all of that lead weight definitely limits the 41's speed potential, especially with only 750 sq. ft. of rated sail area. The weight does some good things, too, though. The boat's motion in a seaway is "old fashioned" and "substantial." She doesn't let the waves push her around. And she stands churchlike until the breeze gets near 20 apparent, without the need for a reef.
Expectations were different for offshore racers when the Newport 41 was born. It was thought that heads would have doors, that pipe racks belonged in outlet stores, and that a boat should offer sailors something solid to keep them safe from wind and wave.
Consequently, the Newport 41 is far from stripped out. Her cockpit is a good example of the thinking that went into offshore racers of her vintage. It's big enough, the well is deep enough, and the functions are spread enough so that five or even six can race the boat with efficiency and space. On the other hand, the benches are long enough (67") to rest on, if not stretch out. The helmsman's area is separate enough to allow concentration, yet big enough for comfort.
One of the most unusual aspects of the boat's interior is her offset engine. To reduce pitching (and to create a mega-locker in the space beneath the companionway) the inboard (originally gas but later standardized as a 35-hp. diesel) is tucked beneath the galley counter on the port side. This necessitates an off-center prop (whose drag would be lessened if it had some deadwood to hide behind) but it opens up that space below the shallow (three-step) companionway stairs. "I've got room for two inflatables in there, and maybe a few outboard motors, too," brags one owner. Most owners rate the engine installation "better than average" for access and some have experimented with folding or feathering props to reduce the drag. Gains of 0.4 to 0.9 knots are reported.
Some owners rate their interiors "Chevrolet" for interior aesthetics. Others like what they have better than modern boats from the lower half of the price range. Several report that varnishing the teak below has brightened things up a lot.
Inch-thick fiberglass through the bilge area made up for what the builders of the '60s and '70s lacked in sophisticated mastery of their materials. The boat is heavy because she is heavily built. You might, today, to overstate an extreme example, build a boat twice as strong that weighed half as much. However, these boats have been around since the '60s—we'll see in 40 years or so how boats being built today have fared.
24 Sand Island Access Road
Honolulu, HI 96819