cal 44 sailboat review

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• Sailboat Reviews

New Navy 44 Sail-training Sloop Built to Last

Practical sailor delivers a boat review on the new navy 44 mkii sloop and david pedrick’s focus on longevity and structural integrity..

Photo courtesy of Ralph Naranjo

You won’t find the U.S. Naval Academy’s new sail training sloop, the Navy 44 MkII at any yacht brokerage, but a close look at the boat helps put today’s crop of racer-cruisers into proper perspective. The Navy 44 is meant to be cruised and raced for 20 years, and to endure two or three times the wear and tear of the average production sailboat. In short, it is a cut above the competition, particularly in terms of structural integrity. Features such as the color palette of the fabrics, the appeal of an aft cabin’s “island berth,” and the location of the entertainment center were completely off the designers’ radar screen. The Navy’s new sloop is a utilitarian yacht that’s workboat tough and raceboat efficient.

The journey to design consensus on the Navy 44 MkII project was circuitous, at times seemingly navigated by bureaucrats in a rowing shell with no coxswain to guide them. But finally, after years of difficult collaboration and input from a wide range of key players (Navy Sailing, midshipmen, USNA Naval Architecture Department, Naval Station Annapolis, the Fales Committee, NAVSEA, Combatant Craft Division, and others), a contract was awarded to Pearson Yachts.

Designer of record David Pedrick created the boat under very specific design criteria. The goal was to maintain what had worked well aboard the Navy 44 Mark I, modernize the hull shape, sailplan, and foils, and add innovation where appropriate. The original Navy 44 was created by McCurdy and Rhodes in the mid-1980s and built by Tillitson and Pearson. During the course of 20 years of rigorous use, the boat had proven to be a durable, reliable all-around capable sailboat. In fact, the Mark I had done such a commendable job, that there was some talk of simply duplicating the design. But after years of mission statement development and design review, a Navy captain handed down the rudder order: “We don’t build the same destroyer over again, and we’re not going to build the same sailboat either!”

So Pedrick set out to design a new sloop retaining many of the proven attributes of the original boat. He widened and flattened the canoe body, modernized the foils, but kept the massive, heavily reinforced keel-to-hull joint. Some might call this overkill, but when you’re designing a sailboat that will see three times more use than a charter boat and still be capable of two decades’ worth of offshore racing without a major refit, the stakes are high. Add to this the need to endure jibes, groundings, knockdowns, and the press of overzealous, well-meaning but inexperienced crews, and the implication of “safety margin” takes on a whole new perspective.

Sure, there are faster and prettier boats around, but the U.S. Naval Academy prefers a rugged vessel that can deliver decades of “heavy-duty” usage. Keeping the scan’tlings a significant cut above the prevailing recreational sailboat fleet is the way the Navy 44 MkI lasted so long, and the MkII approach would be the same.

During the design phase of the project, Ralph Naranjo (now PS technical editor) coordinated USNA’s role in the design process. One of the toughest challenges was balancing the often conflicting requirements of a sailboat that would act as sail-training platform for all midshipmen and also be a race boat for more experienced crews.

The biggest challenge, however, lay in achieving the requisite strength, stability, and longevity while keeping weight from overwhelming performance.

USNA Naval Architecture Professor Dr. Paul Miller, who is also a competitive sailor, enlisted several students to carry out relevant research. One midshipman’s research into composite construction showed that chop strand mat and polyester resin lay-ups endured a fraction of what stitched and woven laminates with high-fiber contents could endure. He also confirmed that well-executed sandwich structures with low void content provided excellent stiffness as well as strength, but in regions where high loads were focused, such as in the garboard region, chainplate area, and at the location of the lower rudder bearing, solid fiberglass reinforced plastic (FRP) laminate made the most sense.

The appendages on the new boat were changed considerably in order to add better steering characteristics and to provide foils with increased lift.

The dual-purpose nature of the new boat made it more of a racetrack-friendly station wagon, rather than a dockside second home. By no means are these boats “cruisers” if big berths, biminis, and arm chairs define the genre. These sloops are set up to be sailed by a full crew and intentionally laid out to insure that the midshipmen are kept busy with plenty of sailhandling. In fact, the deck layout might leave the impression that the Navy owns stock in sailboat hardware companies.

There are six hefty, two-speed 48s just aft of the spar, and the cockpit coamings are dominated by two powerful Lewmar 77s. Two more sizable secondary winches ride on the aft end of the house, and two 48s for mainsail trimming are located next to the traveler.

The reason for this apparent winch overkill is twofold: The first is that the novice sailors get plenty of opportunity to handle a loaded line, and there’s no need to fumble with a rope clutch during an 0300 “all hands” response to a squall. Secondly, tasks such as reefing are expedited by having separate winches and crewmembers to handle the sheet, halyards, and reefing line. The fact that the boat is usually sailed with a crew of 10 means that there are plenty of hands available, and tools to work with. The maintenance history of the MkI boats showed that oversizing winches and other hardware improved reliability and also added to longevity.

Mechanical and Electrical

The Yanmar 4JH4E naturally aspirated diesel is meant to provide propulsion in a calm, not deliver thrust to power into headwinds and steep seas. Its modest smooth-running 56-horsepower block sits in a secure box at the base of the companionway steps and provides “all around” easy access to pumps and dual alternator setup. Output from the 100-amp ship’s system alternator, and the stand-alone 55-amp starting battery alternator can be shared in case either fail. Battery banks (AGM) can be paralleled, and all of the vessel’s electrical and electronic systems are energized via breakers on a control panel near the nav-station.

All of the new sloops, like the ships of the gray Navy, are quite well electronically equipped. In addition to a full array of B&G electronics, Furuno radar, GPS, and NavNet digital chart system, there’s an Icom VHF and SSB. There’s even room at the chart table for a laptop, and though no built-in satellite communication system has been installed, it’s easy to add an Iridium or other LEO portable terminal. That’s what has been done aboard the Bermuda-bound Mark I boats for the past few years. The new Navy is all about technology, and gauge watching, for better or worse, has to some extent replaced the role of the seaman’s eye.

Accommodations

Spartan minimalism lies at the heart of this boat’s interior design theme. Stepping below, there’s no sense of wasted taxpayer money, but underway essentials—a good berth, functional galley, head, and a very handy wet locker—are quite user-friendly. In fact, one distinguished, retired three-star admiral once said that the older Mark 1 boats “held all the ambience of an abandoned shack.” The new boats are bright and shiny but still have not strayed far from the commitment to form and function.

On opposite sides of the companionway are the galley (starboard) and a wet locker and nav-station (port). The main saloon space is occupied by upper and lower berths, and just forward of the mast is a head compartment with a hanging locker to port. The forepeak has a foursome of pipe berths that will house sails more often than crewmembers. While underway, the crew “hot racks,” using the four berths in the main saloon and a quarter berth aft. All berths come with adjustable tackle and lee cloths, and are designed for effective use on any tack.

The galley offers a nicely gimballed, three-burner Force 10 propane stove and oven, along with a large, well-insulated ice box/refrigeration system. There’s ample counter and locker space and a double sink along with a stout stainless-steel tubular rail that gives the cook a de facto U-shaped galley.

Good lighting, fans, and hatch placement add to the functionality of these sailboats. But in the world of boat-show “wow factor,” the subtle effect of usable sea berths, six dorade vents, handholds galore, superb nonskid, and heavy-duty construction might go unnoticed.

In fact, some of the most functional attributes of the boat would draw gasps rather than awe from brokers and many of their potential clients. Take, for example, the overhead (actually the real underside of the deck), which is studded with hundreds of big washers and machine screws capped with acorn nuts. It’s an honest testimony to how well the hardware is attached, and how well the structure is reinforced. There’s been no effort to hide the fasteners, and leaks developing down the road will be easy to find and fix—not the case when all is hidden behind an overlay of vinyl, foam and staples.

Performance

This sailboat is neither a house afloat nor a fragile, anorexic race boat. It’s an ocean passage maker with enough performance to turn in a good showing en route to Bermuda or in coastal competition. (In June’s Newport-Bermuda Race, Defiance , a Navy 44 MkII, finished 4th in its 15-boat class.) It is tough enough to handle a couple of decades’ worth of offshore sailing and can cope with light air and gale-force conditions.

With a deep draft and full sections aft, the boat provides much more windward sailing capability than what’s found aboard cruising boats of a similar size. Its finishes in local regattas will of course be subject to the whim of the rule of the moment, but its healthy seaworthy design will make it a fine Bermuda racer.

Designed as a masthead sloop with a removable inner forestay, the new 44 carries a basic sail inventory of a mainsail, genoas 1-4, spinnaker, storm jib, and storm trysail.

Many wonder about the use of conventional piston-hanking headsails, but with a full crew of agile midshipmen, it’s good to give them something to do. In addition, each sail is cut for a specific wind range, and the piston-hank’s fail-safe construction and easy repair at sea are pluses. Head foils can easily be added, and race crews can use luff-tape genoas if desired.

One of the first differences PS testers noticed while sailing the new boat is the finger-tip light feel of the spade-rudder steering. The design of the new, ruggedly built, carbon-fiber rudder yields a much more efficient lifting surface than the MkI’s rudder/skeg combination. And when added to the boat’s higher initial stability and reluctance to heel in the puffs, handling characteristics went from good to excellent.

While beating in 20 knots of wind, we sailed with a single reef and a No. 3 genoa, a sail combination that provided good balance and control. The mainsail trimmer works just forward of the helm while genoa trimmers have plenty of room to crank the big Lewmars. The secondary winches mounted on the cabin house separate those trimming the spinnaker, a sensible arrangement aboard a vessel designed with a priority for underway operation rather than at anchor or in-port luxury. Missing was the pounding of a modern race boat’s ultra flat underbody, a feature that appeals less and less during an ocean passage.

Neither lightweight nor rigged with a large fractional sail plan, the MkII is a functional throwback to masthead rig versatility. A removable inner forestay and running backstays offer an ideal means for setting a storm jib, and adding a reaching staysail when desired. The use of a symmetrical masthead spinnaker and full-hoist genoas make sense, especially with the Chesapeake Bay’s reputation for light air.

Like all sailboats, the new “44” is a compromise of attributes, but when it comes to seaworthiness and rugged construction, the line holds true. Interestingly, all it would take are a few creature comfort modifications below, some sailhandling simplification on deck, and this sail training workhorse could become a performance cruiser’s thoroughbred.

• Interior Notes: Navy 44 MkII
• Navy 44 MkII Construction Details

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CAL 44 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 CAL 44. Built by Jensen Marine/Cal Boats and designed by Raymond Hunt (C.R. Hunt & Assoc.), the boat was first built in 1984. It has a hull type of Fin with rudder on skeg and LOA is 13.26. Its sail area/displacement ratio 16.03. Its auxiliary power tank, manufactured by Westerbeke, runs on Diesel.

CAL 44 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 CAL 44 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the cal 44.

CAL 44 was designed by Raymond Hunt (C.R. Hunt & Assoc.).

Who builds CAL 44?

CAL 44 is built by Jensen Marine/Cal Boats.

When was CAL 44 first built?

CAL 44 was first built in 1984.

How long is CAL 44?

CAL 44 is 11.05 m in length.

What is mast height on CAL 44?

CAL 44 has a mast height of 14.63 m.

Member Boats at HarborMoor

The Cal 44 is a 43.5ft cutter designed by Raymond Hunt & Assoc. and built in fiberglass by Jensen Marine/Cal Boats since 1984.

21 units have been built..

The Cal 44 is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is average. There is an excellent water supply range.

Cal 44 for sale elsewhere on the web:

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Sailboat Review: Grand Soleil 44 Performance

• By Mark Pillsbury
• May 13, 2022

Based on a thorough ­dockside inspection of the Grand Soleil 44 Performance, ­followed by a spirited test sail in near-ideal conditions a few days ­after the close of the United States Sailboat Show in Annapolis, Maryland, CW ’s Boat of the Year ­judges agreed on three essential points: The GS 44 is stunning to look at, sails like the proverbial witch, and, without a doubt, earned the title of 2022 Best Performance Cruiser .

“It truly defines a racer/cruiser in my mind,” noted judge and systems expert Ed Sherman. “I think, ultimately, it’s a very well-built boat.” 

Our colleague Tim Murphy was quick to add, “I think it’s a really beautiful boat to look at, especially when we saw it on the water.”

Right on both counts, but for me, the boat truly came to life when we sheeted in the sails and beat our way up the Severn River in about 12 knots of wind. During my trick at the wheel, our speed over the ground hovered in the 8.5-knot range, with an occasional bump over 9 knots in the puffs. Visibility of the telltales was excellent. It was easy to move about the cockpit. And yes, the North Sails Dacron self-­tacking jib and black carbon-fiber ­mainsail provided plenty of horsepower, as you’d expect from a boat with a sail-area-to-displacement ratio of 26.3 and a displacement-length ratio of 105, both sure indicators that the 44 leans heavily to the racier side of the performance spectrum.

Grand Soleil has been a longtime player in the racer/cruiser genre. Its performance range includes four models from 34 to 58 feet length overall. The builder, Cantiere Del Pardo in Italy, also has a line of what it calls Long Cruisers: the GS 42 LC, GS 46 LC and GS 52 LC.

The GS 44 was designed by ­Matteo Polli Yacht Design, an ­Italian firm that specializes in optimizing racing boats for the various handicapping rules. The 44, in particular, was spec’d out with ORC and IRC racing in mind, though it also offers all the amenities of a ­full-on cruising boat, with an ­interior designed by Nauta.

The layout below is stylish and traditional, with an owner’s stateroom forward that includes a head and shower compartment. Aft, there’s a pair of double staterooms for guests or racing mates. These share a head and shower to ­starboard, at the foot of the companionway. Opposite is an L-shaped ­galley with a couple of fridges, space for supplies, and fiddled counters for preparing meals. Forward of the galley, the U-shaped dinette seats eight, and the table can drop down to form an additional berth. Opposite is a settee that could be used as another bunk, with a nav station at its forward end.

Hull ports and hatches let in lots of daylight, making the light oak interior woodwork bright on a sunny day. A teak interior is also an option.

The 44’s hull and deck are vacuum-infused with vinylester resin. The hull is solid glass ­below the waterline; foam coring is used in the topsides and deck. Grand Soleil bonds a composite grid to the hull to carry loads from the keel, ­engine and keel-stepped mast. A peek under the cabin sole ­revealed beefy backing plates and double nuts to secure all ­stainless-steel keel bolts.

The boat we visited in ­Annapolis was powered by a 60 hp Volvo Penta diesel and saildrive (a 50 hp Volvo ­Penta is standard). The 60 hp unit pushed us along at 8.7 knots in get-home-quick mode (2,800 rpm).

But the real list of options comes into play on the GS 44’s exterior. Let’s begin with the keel. 

The boat we sailed had a foil optimized for ORC racing (7-foot-10-inch draft), but depending on how an ­owner plans to use the boat, he or she could also choose an IRC-­favored keel (9-foot-6-inch draft), the standard steel and lead torpedo keel (8-foot-6-inch draft), or a shoal-draft keel (6-foot-6-inch draft).

In addition, two carbon-­fiber bowsprits are available. The standard one is 3 feet, 2 inches long; the racing sprit on the boat we sailed was 5 feet, 3 inches. As I mentioned, this boat had a self-tacking jib, but there were also tracks on the coachroof to accommodate genoas of various sizes. (­Unfortunately, during our sail, a large off-wind gennaker was not available for reaching and running—now that would have been fun.)

The Performance version of the GS 44 th­at we sailed had a tall, 72-foot ­aluminum racing mast from Sparcraft. A ­carbon-fiber rig is also ­available.

And then there is the deck layout, which comes in standard Performance or Racing. In all configurations, a 2-inch toe rail surrounds the side decks to keep feet from slipping overboard when moving about. Lines are led aft under the coachroof from the mast, so the decks and cockpit are clutter-free. The 44 has a single rudder with twin helms and oh-so-sweet Jefa steering. Driving the boat was a delight.

With beam carried aft, the cockpit is wide. Seats that end forward of the helms allow room for the crew to work in racing mode. The trade-off is that in the open space between benches, there is no good place to brace one’s feet. Sherman noted, though, that the problem could be fixed easily by fashioning a wooden chock to fit into holes in the sole that are designed to hold the legs of the removable cockpit table. 

The Performance version of the GS 44 keeps things ­simple, with the aforementioned self-tacking jib, a double-ended German-style mainsheet, and a pair of electric winches just forward of each helm and within reach of the skipper. The Racing deck layout on the boat we sailed allows for more-­complex sheeting and sail ­controls, though it’s still cruiser-­friendly. One of the winches at each helm is moved forward to the cockpit coamings, where crew can tend to the jib sheets, and two additional winches are added to the cabin top for ­reefing lines and such. 

In either layout, there’s a cockpit-wide traveler recessed in the cockpit sole that comes in handy when it’s time to depower the main. The jib ­furler for either the self-­tacker or a genoa is belowdecks, ­forward of the chain locker, allowing for a larger headsail, though the furler drum will be hard to reach if there’s a ­problem because the locker ­opening is tight. Judges also noted that the bobstay used to support the bowsprit tends to get in the way when anchoring, though an owner will no doubt come up with a workaround there as well.

Related: 2022 Boat of the Year: Special Judges’ Awards

Those picked nits aside, I have to say, the GS 44 was one of the more fun boats that the Boat of the Year team got to sail. I could see it ­easily ­pampering a crew on an ­extended cruise, but it would be a rocket ship for ­rounding the buoys and racing from point to point.

I’ll give judge Gerry ­Douglas the last word: “The helm was just lovely on that boat. It was one finger on the wheel on all points of sail, which was just a delight.”

Grand Soleil 44 Performance Specifications

• More: Grand Soleil Yachts , print 2022 may , Sailboat Reviews , Sailboats
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• Sailboat Guide

1984 Cal Cal 44

• Description

Seller's Description

We have been cruising on our Cal-44 since May of 2021 from Seattle–>Juneau–>Puerto Vallarta. Unfortunately we have to return to land life in a few months and will need to sell our boat. The good news for you is this boat is ready to spend a month crossing the pacific or at anchor right now! Happy to provide more photos, video tour, etc

*We are currently anchored near Puerto Vallarta and plan to sail up to San Diego by early June. *Any sale of boat would be through a title company (preferably Pacific Maritime Title Co with business conducted in the U.S.) *If you would like to see the boat in PV, Mazatln, La Paz or San Diego please contact us. *Additionally, we might be open to delivering the boat anywhere on the Pacific coast between LA and Puerto Vallarta! *Once we arrive in San Diego we will likely hand the boat off to a broker so now is your chance to get a thorough look at the boat and perhaps even come test sailing for a day or two. *Recent Survey (Nov 2020) available

Designed by C. Raymond Hunt Associates, the Cal 44 combines excellent cruising performance and stability with a spacious and light filled cabin areas for owners and guests. With comfort and maximum privacy central to the interior design, both forward and aft staterooms are fully enclosed and complete with heads providing stall and separate showers. A large U shaped galley with plenty of storage and counter space make for easy efficient meal prep both at anchor and underway.

Equipment: -Recent Re-fit and fully ready for long term cruising!

-Spacious Cockpit (the two of us actually sleep every night in the cockpit since arriving in Mexico because its so comfortable and it doesnt rain here.)

-144 gallon water tank newly installed (Nov 2021) Village Marine Water maker (12V, 7-10gph)

-New MPPT Solar Charge Controller Enough panels (700 Watts) to keep 750 Amp Hours of AGM batteries fully charged while running water maker every day.

-Outback Inverter 2500 Watts in excellent condition

-Engine was recently replaced, now has 800 Engine Hours. It is super reliable, cruises 6 knots at 1400 RPM and sips .70g/hr

-Standing rigging was replaced and sat on Lake Union, Seattle (Freshwater) for 10 years. Rigging only has 1yr/3500 miles on it.

-New Windlass (Lofrans Cayman 12V Horizontal) w/ new 250 of chain 100 of rode (CQR Anchor with Pivot)

-130% Genoa, Main Storm Jib (Schaffer 3100 Roller furling on head stay) (New second hand sails were installed in November in Ensenada.)

-Brand New Raymarine EV-1 Auto-Pilot (ACU400), replaced in February 2022- holds course like a boss even sailing down-wind in big seas

-Raymarine E120 Chartplotter and Radar system including charts for North America and various other places

-Hydronic Heater System Arctic by Dickinson Diesel Stove (either one alone heats up the cabin very nicely)

-Spare Raw Water Pump and other parts (fuel filters, belts, etc)

-Whisker Pole

-Lazy Jacks

-Secondary Anchor (Danforth)

-Crab Pot, Snorkel, Finns, Inflatable SUP (if you want them, otherwise easy to give away in Mexico)

-Bumpers, Dock Lines

-Dinghy 4HP two stroke- so far reliable but not exactly brand new.

-Sleeps 5: 2 Cabins (V-berth State Room) 2 Heads and 1 Shower (Second shower used as storage)

-Table converts to a third berth

-Fridge and Freezer (Can keep a month worth of food frozen solid in freezer)

-1/2 Bolt on Keel with Skeg Mounted Rudder

Needs Work/Attention (I wouldnt consider any of these issues major- we simply want to be fully transparent, especially if you are considering flying down to take a look at the boat!):

-Dodger and Bimini still functional but will need replacing soonish: windshield has cracks and some stitches could use repair.

-Solar Panels are new and strong but we dont currently have them permanently installed. They strap to the dodger while under way but we like to move them around occasionally to capture maximum sun exposure. On the plus side you have more than enough panels to meet your energy needs.

-As mentioned above the dinghy motor runs but its missing it cowling and we recently replaced the fuel pump. The dinghy itself has a very slow leak (needs a little re-pumping once every several days.)

-Engine is in excellent shape and never had any issues. However, the oil pan does have a slight leak (maybe 0.25-0.4 liters every 100 hours)- this issue appears to be due to a tolerance issue btwn the oil pan and engine compartment that weve corrected but are unable to re-tighten a couple of bolts without lifting the engine a few inches. Otherwise the engine, transmission and shaft are in excellent condition.

-All of the lines are in fine shape but not brand-new. I would estimate they have 3-6 years left on them.

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)

Shoal draft version available. draft: 5.42’

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Some boats are meant for a lot of daysailing, a little bit of cruising and maybe one longer cruise a year in nearby waters. That’s where a boat like the Cal 33 comes in. 

The Cal 33 is big enough to be reasonably comfortable, seaworthy enough to take on a squall but small enough to tuck into small harbors. And with a smaller boat comes a smaller price tag, generally speaking. 

The retrofit boat is a 1987 Cal 33 designed by Raymond Hunt, an update to the original Lapworth design. The boat cost $32,500 and while it was older and in need of some repair, it was in pretty good shape overall and had a decentsized galley, two double berths and plenty of living space. 

This retrofit started with the sails. The existing inventory was a bit lacking, which is to be expected on an older boat that was mostly cruised. Every once in a while you can find an older boat that was raced a little bit and whose previous owner invested in some new sails, but that wasn’t the case with this boat. I feel that few investments in a boat are as important as sails. Good sails can keep you sailing at least 75% of the time, and isn’t that the point? 

Peter Grimm of Doyle Fort Lauderdale considered the existing inventory and the future intended use of the boat. Hands-on sailmakers need to know how you sail and what your goals are, and maybe even do a little sailing with you, in order to make sure you have the right sails. 

Sails have two major enemies on a cruising boat: UV rays and flogging. To mitigate both of those issues, Grimm suggested a full-batten mainsail and a Doyle cradle cover to act as an automatic sail cover. The full battens better support the main, helping to reduce flogging and make the sail easier to flake on the boom. Grimm specified the mainsail with 7.88-ounce low-aspect fabric from Challenge Sailcloth, a heavier weight cloth that will last longer. 

Grimm suggested just two deep reefs instead of three. Skipping the intermediate reefs saves cost, weight and cloth bulk. To make the sail easy to hoist and drop, I used Bainbridge AllSlip slides, which have a waist that rides on the outside of the mast and are made with a bit of Teflon. These slides reduce friction significantly but at a fraction of the cost of a slide system. The mainsail cost $2,700. 

The cradle cover—essentially a sail cover integrated with lazy jacks—is a wonderful thing. The lazy jacks and cover, in concert with the battens, gather up the sail as it is dropped, the whole sail just drops right in. It takes a couple tugs to straighten out the sail and the cover can be zipped right up. The cover also holds the bunt of the mainsail when reefed eliminating the need for reef ties. This cover costs $1,200 and is worth every penny, in my mind. 

Grimm also specified a 135% genoa to provide power in light air. He designed the big sail to be reefed early and often. He built it with extended head and tack patches that will distribute loads when the sail is reefed. Peter added a luff flattener to keep proper shape as the sail is reefed down and some reference stripes to let me know how much is rolled up. The genoa is constructed of 7.38-ounce cloth, light enough to fly nicely in light air but strong enough to hold its shape when reefed. Grimm cut the foot and clew high in order to see under the big sail. Because I envisioned this as a boat to be sailed on the Great Lakes, I went with UV Dacron instead of Sunbrella for the UV cover. The lighter fabric lays better and is significantly lighter. Grimm estimated that I saved more than 10 pounds on the sail. The sail cost $2,900. 

I wanted to round out the inventory with a light-air downwind sail and Grimm recommended a Doyle APC asymmetrical spinnaker. The sail is built with .75-ounce nylon, allowing it to be carried to 20 knots downwind and reach with it in lighter winds. The sail comes with a luff line that takes the brunt of the luff load, especially when the sail collapses and refills. The tackline is spliced onto the sail and it came with a tack collar. The collar is U-shaped and fits easily over the rolled genoa, it keeps the tack of the sail under control and on centerline making it much more efficient. I cleat the tackline on a bow cleat about 12 inches above the pulpit and forget it. Grimm set me up with an ATN Spinnaker Sleeve for ease of handling. The sail with all the accessories cost $2,400. 

The boat did not come with refrigeration, and I am not a fan of managing ice for weeks at a time. I have had really good luck with Frigoboat refrigeration systems on other boats, so I chose one for this boat. Frigoboat, like most companies, use a standard Danfoss compressor and a thin aluminum evaporator plate, but its novel addition is the keel cooler condenser. Most refrigeration systems condense the coolant with air (a fan blowing over a heat exchanger) or water (seawater pumped through a heat exchanger), Frigoboat has an option to loop the coolant outside the hull in a bronze “shoe.” It has all the benefits of water cooling (efficient operation at high ambient temperatures) but none of the drawbacks (drawing water into the boat is hassle of managing leaks and clogs). I chose a box-type evaporator, compressor, keel cooler and digital thermostat, for a cost of $1,400. 

I intend to spend a lot of time at anchor and I like creature comforts: lights, refrigeration and a movie now and again. These two expectations can’t be satisfied with a standard electrical charging system. The boat has a good-sized house bank and a decent alternator, but I don’t want to run the engine a lot to charge. The solution was to harness the sun with a solar panel. I chose to mount an 85-watt solar panel on top of my bimini. I looked to eMarine Systems in Fort Lauderdale, which sells a full line of panels and regulators and have packaged a lot of flexible mounting systems. The entire system consisting of the panel, mounts, charge regulator and wiring cost me $1,530. The system puts out enough power to keep up with the boat’s refrigeration needs, allowing me to keep the engine quiet for two days at a time if I am careful with my other electrical loads. 

The boat was in pretty good shape, but needed a good spring cleaning. I started with a full wash and wax on the hull and topsides. I started out with 3M Multi-Purpose Boat Soap to get things cleaned up. I followed up with 3M Imperial Compound to clean things up and then polished with 3M Finesse-It II, and protected everything with 3M Scotchguard Marine Liquid Wax. A good buffer is required for a job like this but it can be tricky to use. Shurhold is sells a random orbit buffer that is much easier to use without the risk of burning or swirling. We bought the gear from Jamestown Distributors for $275. 

With the boat nice and clean I got after the bottom paint. The boat was painted with Interlux VC17 but it needed a new coat. I rolled on two coats of Interlux VC-17m with foam rollers for a nice smooth finish. The two quarts of paint, thinner, rollers, and supplies cost $150. 

A well placed $45,000 has given wings to what is now a great boat.   

MATERIAL SOURCES Doyle Fort Lauderdale, 800-541-7601, www.sail-depot.com ; ATN Inc., 800-874-3671, www.atninc.com ; Interlux, 713 682-1711, www.yachtpaint.com ; Defender, www.defender.com ; eMarine Systems, 877-432-2221, www.emarineinc.com ; Coastal Climate Control, 301-352-5738, www.coastalclimatecontrol.com ; Jamestown Distributors, 800-497-0010, www.jamestowndistributors.com

Other retrofits from the December 2014 / January 2015 issue:

Marshall Catboat 22

Swan 47 Mk I

Also in Retrofits

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• RETROFITS: Manta 42 MkII
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• Our annual guide to retrofitting
• Marshall 22 Catboat
• Swan 46 MK I
• Bayfield 25
• Beneteau Oceanis 430

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What about a cal 20? Any exp?

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A couple of questions since my deal with the Lightning fell through. If anyone has had a cal 20 or has been crew on one, where the hell are the life-lines? is the thing entirely sailed from the cockpit? No hiking out? I crew on a J-24 in SF bay. You need life lines, people hydro-plane off decks all the time. I did it a month ago and it was only 15-20 knot winds ( and saw another guy go in on another boat). I got my legs wet; half man overboard, thanks to the life lines. Anyway, I'm looking at a cal 20 tomorrow after the race (Berkeley Mid-winters) and would like some feedback for the community on this boat. This will be my first sailboat.  

Check out the Cal page on this site. Jim has some excellent photos of his restoration of a 20. Don't worry about the life-lines, you'll be hanging on to that ride! Surf-boards don't have life-lines either. And, if I'm not mistaken, i believe there is a pretty active Cal 20 racing assoc. on SF bay.  

Lifelines and pulpits used to be, and I think still are, options on smaller boats, although most people opt for them. I prefer having lifelines, but people shouldn't be going MOB very frequently, either with or without lifelines. If they are, they might be waiting too long before they re-position themselves after a tack. You always need to situate yourself so that you have solid footing, a low center of gravity, and a strong grip on the boat. When tacking, you shouldn't wait too long before you start moving from the old high side to the new high side of the boat. You should start moving to the other side when the skipper starts the tack, and not wait until he has completed it. If you wait until the tack is completed, you have a steep climb to get to the high side, and might have to do it with wet shoes. For a sailor, the first order of business is to make sure he stays on the boat. Everything else is secondary.  

JimDaddy said: Anyway, I'm looking at a cal 20 tomorrow after the race (Berkeley Mid-winters) and would like some feedback for the community on this boat. This will be my first sailboat. Click to expand...

Thanks for the links Thanks for all the info! I looked at a sad cal 20 yesterday after the Berkeley Mid-winters. It needs quite a bit of cosmetics and wood work. I'm going to wait for a nice one to come available locally. I'm also considering the Santana 22; very active class here in the bay area. Thanks again for the links! Great restore job on the linked cal 20!  

JimDaddy said: I'm also considering the Santana 22; very active class here in the bay area. Click to expand...

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