newport 41 sailboat data

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Derived from C&C's Redline 41, this design had a long and successful production run. It lacks some of the amenities of 'full-volume'modern boats belowdecks, but is a tough, fast, seakindly boat offshore.

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 surprise didn’t last long; the Newport 41 began life from the parent molds of the Redline 41 from Cuthbert & Cassian. In its heyday, C & C was one of the sport’s foremost builders of production racing boats. When she was designed in 1967, the Redline was queen of that C & C stable. Today’s boats have gotten longer on the waterline, shorter in the ends, wider in the beam, and flatter on the bottom. Fashion, technology, and function have all made them that way. So, too, have the rules under which they race. The N-41 is a good yardstick to measure the distance that boats have come.

The Redline 41 was designed to the CCA Rule. (CCA stands for the Cruising Club of America. For a quick description of what that rule was intended to foster, see the PS Advisor in the June double issue of this year.) Those salts who were around at the time (and even some who have come along since) tend to romanticize that rating system as “open” in terms of the types of boat that it encouraged. It was criticized for rewarding beamy centerboarders like three-time Newport-Bermuda winner Finisterre, and even the good old days had their bad old rulebeaters… but today CCA boats are generally regarded as “healthy” boats. They were markedly heavier than the boats (IMS, IOR, et. al.) that have come since. They had narrow hull forms with smoother sectional shapes. The philosophy of “if it doesn’t break, it’s too heavy,” prevalent in today’s engineering of performance boats, had yet to take hold.

As the Redline 41, the boat was at the top of the heap in her day. Then C & C recouped its investment in her (making room at the top for the C & C 61) and sold the tooling to Enterprise Yachts of Santa Ana, CA. Their version of the boat was something of an “all things to all people” creation. Their ad copy emphasized that she had “several major series wins to her credit,” but went on to describe how she sleeps seven in comfort and luxury and is distinguished by an interior offering sumptuous standards of finish and function. And back then, in 1970, the complete boat sold for $29,995!

But Enterprise didn’t sell enough of them to make a go of it, and the molds for the 41 passed to Capital Yachts, Inc., an operation in Harbor City, CA, started by Bay area builder/sailor Jon Williams in late 1972. Capital added several inches of freeboard to the hull and put a greater accent on wood below, but the Newport 41 (as they introduced her) was still very much a boat that you could race, particularly offshore. With Capital’s additions, and time, by 1983 a nicely equipped boat cost $85,000.

For the next 14 years Capital turned out roughly a boat a month. This early racer/cruiser formed the backbone of a line that included several smaller boats. She continued to be built right up until 1993, when Capital closed its doors.

Design 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.

Accommodations 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 N-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. While the matched-grain precision of some of the high-priced boats isn’t evident, Capital is reported to have done an honest job of fit and finish that makes the boats quite pleasant places in which to live.

There are, of course, problems:

“The settee in the saloon is too small.” “The pointy end of the platform double is too narrow.” “We’ve had two fires on our alcohol stove.” “Ventilation is only fair.”

These are owner critiques of an interior that seems otherwise to do a good job of filling the bill. The nav station (starboard) and galley (port) are not only big, they’re placed for optimal communication abovedecks. The head to port, and hanging lockers to starboard form a nice divider separating the forecabin from the saloon, enhancing cruising privacy. There’s a quarterberth to starboard. One owner labels it “claustrophobic,” but as a combination catch-all and secure sea berth, quarterberths are the best. We’d love to see them make a comeback against “aft staterooms” on smaller boats touted as comfortable offshore boats. Some boats also have a pilot berth to starboard, in place of lockers—another snug bunk when underway and heeled over.

Construction 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.

“My wife and I frequently sail ours on 1000-mile cruises.” “Ours has been sailed to Hawaii.” “My boat has raced over 20,000 offshore miles.” “I do my own deliveries to Mexico and back. We’ve run into some tough stuff and racked up over 8,000 nautical miles.”

These testimonials are evidence that the old-fashioned technique of layering cloth, mat, and roving into a “brick outhouse” has produced some sturdy boats.

The decks are balsa-cored, but plywood is used extensively at the edges of the deck and in spots where hardware is attached. Sometimes not enough attention was paid to sealing the core. Several owners report having had to redo their decks, either in spots or entirely. Others report leaks around the chainplates. The hull/deck joint, however, appears to be have been done well. The deck is dropped onto an inward-turning flange in the hull. That joint is bedded with sealant and mechanically fastened with bolts on 4″ centers. That seam is then sealed with the signature C & C aluminum toerail.

“We’ve had our boat for six years without a single deck leak,” a San Diego sailor reports.

Performance The Newport 41 is at her best upwind in a breeze. She tacks in 80 degrees and stands up well under full sail, chomping along on her sailing lines at about 25 degrees of heel. A cruising sailor who doesn’t race his 41 says, “When other boats have to power to weather, I can sail and enjoy it.”

The Mark II version differs from the Mark I with a reconfigured rudder that adds over two feet to her waterline. It has marginally more sail area, apparently from the lowering of the boom by more than a foot, thus increasing her P dimension without having to change spars. This change, which would seem to be around 15 sq. ft. or so, given the E measurement, doesn’t seem to be reflected in the Mark II’s stated and rated sail area.

As you might expect, she’s at her worst in winds under 10. In British Columbia, where drifting is a way of life, one owner reports that his 150% “balloon jib” is a good antidote.

Balance, maneuverability, and seakindliness are other areas in which the N-41 deserves high marks. “Sports car” steering comes from her deep rudder. Self-tending ease on the helm comes from her long, even lines and gradually faired sections. The heft and solidity of a deep, heavy boat make her motion something that sailors of all kinds can appreciate.

The standard offset propeller is less of a success. Not only is it a source of considerable parasitic drag under sail, but it makes the helm a hair-trigger proposition under power. “Backing is an experience,” said one owner. ” It’s best accomplished at higher speeds with ‘lock to lock’ adjustments.”

Those who have fitted feathering or folding pros enjoy less drag and better control in reverse.

Owners say the engine will push the boat up to and over seven knots. 

Conclusions The N-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.

One evidence of the thoroughness with which this boat was built and supported is the owner’s manual supplied by Capital Yachts—a manual to put others to shame. It attempts, and in fact mostly succeeds, in instructing a new owner not only about the construction and fittings of boat, down to fairly minute detail, but what to carry in her, how to tune and sail her, and more. We downloaded the old manual to get details about the boat, and ended up reading large sections of it. It’s a conscientious gift of experience from builder to buyer.

Speed and maneuverability are significant virtues in a cruising boat, and the N-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.

There are several websites available for Newport owners, with the central one at SailNet. See http://webhost.sailnet.com/newport/ .

At press time there are six Newport 41s for sale at www.yachtworld.com . Asking prices range from $48,900 to $75,900, with a median at about $60,500. Selling prices, as always, will be somewhat lower.

Also With This Article Click here to view “Newport 41 Owners’ Comments.”

RELATED ARTICLES MORE FROM AUTHOR

Thanks for the good work and info.

Darrell, a recently found letter from Geo Cuthbertson will dispute the legend that the Newport 41 was a refried Redline 41. To quote George: “So, Newport 41 was two years later and a ton lighter, being a considerably shallower hull, i.e.they were two separate and distinct designs”. If you’d like an e-copy I would be happy to send. From my observations, having both the lines of the N41 (1968) and Red jacket (1965), I would suggest that the N41 hull is closer to Red Jacket (with a different keel, rig and cabin and about 3-4″ more freeboard) than the Redline. Cheers, Peter Cohrs, Kingston , Ontario

PS.. I was inspired by this article to acquire a Newport 41, which I did, a 1986 MkII (after a Corvette and a Frigate). there IS a Redline 41 at Kingston Yacht Club, and while there are similarities, they aren’t the same hull. Why I doubted my observations and skepticism, I’ll never know. George’s letter settled it.

There are differences that can be attributed to production line changes, design changes, and simply construction technique changes most likely. To say they are not the same design is a little ridiculous. The molds came from the c&c redline, they are designed from Sparkman and Stephens offsets. You will find differences in hulls even within the c&c production line itself along with the various models they produced. The table of offsets is close enough on the newport 41 to the c&c 41 that I would say calling them different hull “designs” is a little crazy. True that no boat has the same hull as any other boat though…. hah.

So, John. What you are saying is that Geo. Cuthbertson has written a letter of lies, and that the N41 C&C lines are plagiarized from S&S. That’s a pretty bold and ignorant statement. In addition to GHC’s letter, I SPOKE with Henri M. Adriaanse, who DREW the N41 lines at C&C. Henri made it crystal clear than the N41 was not a RedLine- period. He said It would have been very impractical and expensive to modify the RL moulds to the N41 shapes. Also the N41 was designed to have extra volume for cruising “stuff”, and be lighter, for California airs. So, Henry’s account validates GHC’s letter. Furthermore, I have overlaid the N41 lines with the lines of Red Jacket, and other than the extra freeboard, cabin trunk, rudder and keel, the lines are damned near a match. It appears as though the N41 is a cruising variant of Red Jacket. I’ve offered this drawing and observation to Henri, JohnKelly Cuthbertson and Rob Mazza (C&C des’r and part time c&C historian) and none have turned the idea down. The N41 is certainly not a RL41. I think you should retract you accusation of C&C plagiarization. In any case, I will forward this to JohnKelly.

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NEWPORT 41 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of NEWPORT 41. Built by Capital Yachts Corp. and designed by C&C Design, the boat was first built in 1970. It has a hull type of Fin with rudder on skeg and LOA is 12.41. Its sail area/displacement ratio 17.63. Its auxiliary power tank, manufactured by undefined, runs on undefined.

NEWPORT 41 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about NEWPORT 41 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the newport 41.

NEWPORT 41 was designed by C&C Design.

Who builds NEWPORT 41?

NEWPORT 41 is built by Capital Yachts Corp..

When was NEWPORT 41 first built?

NEWPORT 41 was first built in 1970.

How long is NEWPORT 41?

NEWPORT 41 is 9.14 m in length.

What is mast height on NEWPORT 41?

NEWPORT 41 has a mast height of 13.41 m.

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The Newport 41 Sailboat Specs & Key Performance Indicators

The Newport 41, a masthead sloop, was designed by C&C Design and built in the USA by Capital Yachts Inc. There were several versions produced; the original MkI which was derived from the C&C 1965 design “Red Jacket” , the MkII (which is described here), the MkIII and the 41S.

Published Specification for the Newport 41

Underwater Profile:  Fin keel with skeg-hung rudder

Hull Material:  GRP

Length Overall:  41'0" (12.50m)

Waterline Length:  32' 3" (9.83m)

Beam:  11'3" (3.43m)

Draft:  6'3" (1.90m)

Rig Type:  Masthead sloop

Displacement:  18,000 lb (8,165kg)

Designer:  C&C Design

Builder:  Capital Yachts Inc. (USA)

Year First Built:  1982

Published Design Ratios for the Newport 41

Sail Area/Displacement Ratio:  17.5

Ballast/Displacement Ratio:  45.6

Displacement/Length Ratio:  240

Comfort Ratio:  31.8

Capsize Screening Formula:   1.7

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Newport 41

1. A Sail Area/Displacement Ratio of 17.5 suggests that the Newport 41 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 45.6 means that the Newport 41 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 240, tells us the Newport 41 is a moderate displacement cruiser, which means she'll carry all your cruising gear without it having a dramatic effect on her performance. Most of today's sailboats intended for offshore cruising fall into this displacement category.

4. Ted Brewer's Comfort Ratio of 31.8 suggests that crew comfort of a Newport 41 in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.

5. The Capsize Screening Formula (CSF) of 1.7 tells us that a Newport 41 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

More about the Newport 41 sailboat...

The Newport 41 was designed by C&C Design, one of the most renowned names in performance sailing, and built by Capital Yachts in California from 1977 to the early 1990s. The Newport 41 retains the sleek lines, narrow beam, and fin keel of the Redline 41, but adds more comfort and amenities below deck. The Newport 41 is a masthead sloop with anodized aluminum spars, a spade rudder, and a wheel steering. The boat has a displacement of 18,000 lbs and a ballast of 8,215 lbs, giving it moderate stability and stiffness. The sail area is 741 sq ft, with a mainsail of 299 sq ft and a genoa of 442 sq ft. The boat has a PHRF rating of 114, which means it can still compete well in club racing and cruising events.

Accommodation The Newport 41 can sleep up to seven people in three cabins. The forward cabin has a double V-berth with a curtain for privacy. The main cabin has an L-shaped settee with a fold-down dinette table on the port side, and a straight settee on the starboard side. There is an optional pilot berth above the starboard settee for extra sleeping space. The aft cabin has a single berth on the starboard side, with a hanging locker and storage drawers.

The galley is located at the foot of the companionway on the port side. It is U-shaped and equipped with a three-burner alcohol stove, a sink with manual fresh water pump, and ample counter space and storage cabinets. A pressurized fresh water system and a seawater pump were optional features.

The navigation station is located at the foot of the companionway on the port side. It has a large chart table with drawers and shelves, an electrical panel, and space for instruments and radios. The head is located aft of the forward cabin on the port side. It has a molded fiberglass shower, a marine toilet, a sink with vanity, and storage lockers.

The interior of the Newport 41 is finished with teak wood trim and teak and holly sole. The upholstery is vinyl or fabric, depending on the model year. The boat has four fixed ports and four opening ports for ventilation and light, as well as two translucent deck hatches. The headroom is about 6'2" throughout the boat.

Hull and Deck The hull of the Newport 41 is made of fiberglass with balsa core sandwich construction for stiffness and lightness. The deck is also fiberglass with balsa core, except for high-stress areas where plywood core is used. The hull-to-deck joint is bonded with fiberglass tape and secured with stainless steel bolts. The deck has a molded nonskid surface for traction and safety.

The cockpit is aft with a raised counter reverse transom that provides easy access to the water or a dinghy. The cockpit coaming has winch pockets for convenience. The helm station has a pedestal-mounted wheel steering with brake, engine controls, compass, and instrument pod.

The boat has a stainless steel bow pulpit, stern rail, stanchions, lifelines, handrails, cleats, chocks, and chainplates. The boat also has a perforated aluminum toerail that can be used to mount sheeting blocks or other hardware.

Mast and Rigging The mast of the Newport 41 is deck-stepped and supported by stainless steel wire standing rigging with swaged terminals. The mast has two sets of spreaders and internal halyards. The boat has a masthead sloop rig with a genoa on a roller furling system or hanked onto the forestay. The mainsail has slab reefing or optional in-mast or in-boom furling systems. The boat also has a spinnaker pole and gear for downwind sailing. The sail controls are led to the cockpit through turning blocks and organizers to two-speed self-tailing winches on the coachroof or on the coaming. The boat has a mainsheet traveller on the coachroof and a backstay adjuster for tuning the rig.

Keel and Rudder The keel of the Newport 41 is a fixed swept fin keel with lead ballast. The keel has a draft of 6'3" and provides good upwind performance and stability. The rudder of the Newport 41 is a spade-type rudder with a stainless steel stock and a fiberglass blade. The rudder is controlled by a wheel steering with a cable and quadrant system. The rudder has a balanced design that reduces the helm pressure and improves the manoeuvrability of the boat.

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

Other sailboats in the Newport range include:

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Review of Newport 41 Mk III

Basic specs., sailing characteristics.

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Newport 41 Mk III is 1.77, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.4 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Newport 41 Mk III is about 213 kg/cm, alternatively 1196 lbs/inch. Meaning: if you load 213 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1196 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

Maintenance

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

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Newport 41S

Newport 41S is a 41 ′ 0 ″ / 12.5 m monohull sailboat designed by C&C Design and built by Capital Yachts Corp. starting in 1972.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

This particular version was modified in order for it to be treated more favorably under the IOR Mark III rule. A person who provided this information insisted that the year was 1974 though this doesn’t jibe with the dating of other versions. Thanks to former Capital Yachts employee, ‘poop deck pappy’, for providing additional corrections.

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Newport 41S - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for Newport 41S sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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