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  • Sailboat Guide

Caliber 35 Lrc

Caliber 35 Lrc is a 35 ′ 9 ″ / 10.9 m monohull sailboat designed by Michael McCreary and built by Caliber Yachts starting in 1994.

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)

Derived from the CALIBER 33 (1989) and CALIBER 35.

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Review of Caliber 35

Basic specs..

The Caliber 35 is equipped with a long keel. A long keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space.

The boat can enter even shallow marinas as the draft is just about 1.37 - 1.47 meter (4.49 - 4.79 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Yanmar diesel engine at 27.0 hp (20 kW), which gives a max speed about 5.8 knots.

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 Caliber 35 is 1.92, 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 7.3 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 Caliber 35 is about 210 kg/cm, alternatively 1176 lbs/inch. Meaning: if you load 210 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1176 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 a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 16.21

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 22m 2 (236 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

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.

We are always looking for new photos. If you can contribute with photos for Caliber 35 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

caliber 35 sailboat review

First impressions The Caliber 33 looks better in the water than it does on paper. Although I like the hull shape design-heck, it's the kind of shape I've been scribbling on cocktail napkins for years-most lines appear razor straight in the drawings. The sheerline looks like it was drawn with a ruler, as does the run of the coachroof and cockpit coamings. In the water, the softer side of the 33 becomes apparent. The slope of the forward end of the coachroof flows naturally out of the deck, the radius of the coamings becomes obvious, and the straight rake of the stem is muted a bit by the bowsprit. It's been noted that the appearance of the 33 is a curious blend between traditional and modern and I concur but it's a look I like. Below the waterline the 33 has fairly flat forefoot that abruptly turns south at the leading edge of the large fin keel section. The standard draft is 4 feet, 6 inches and a 4-foot shoal-draft keel was also offered. The west coast of Florida pretty well demands a draft of less than 5 feet and many builders in the area have been influenced by local conditions. The rudder is supported by a full skeg and mounted well aft. Although various sources list slightly different figures, by any terms the 33 is a stiff, stable hull. As a delivery skipper I have long been skeptical of published specifications for secondhand boats that invariably tip the scales well above their designed fighting weights. Immersion factors and different sail configurations further skew the numbers so I generally don't put much stock in ratios. Still, one figure that jumps off the 33's spec sheet is an impressive ballast/displacement ratio of 47 percent. A masthead sloop rig, the 33 carries 525 square feet of working sail. One of the best features added to later 35 models was the addition of an easily removed cutter stay.

Construction Caliber builds its boats the old fashioned way and that's a compliment. Although they are not quite a custom builder, they're anything but a mass production builder. Caliber eschews molded liners and pans, instead it painstakingly laminates specific components into its hand-laid solid fiberglass hulls. The 33 has beefy, closely spaced floors glassed directly to the hull, providing support and rigidity. The teak-and-plywood furniture fittings and bulkheads are also glassed in place with structural bulkheads receiving added attention. The 33's hull-and-deck joint is one of the best I've seen. Set on an inward flange, the joint is made with 3M 5200 and through bolted on six-inch centers. A gasket is then formed around the inboard edge of the joint where any leaks might occur. The toerail and stainless steel rubrail are also incorporated into the joint. Square headed carriage bolts, instead of pan head bolts, fit securely into the rail and won't easily loosen or twist when being tightened. The deck is cored with small plywood sections that are extremely strong but heavy and can delaminate when wet. However, deck problems don't seem to be an issue, probably because Caliber goes to great lengths to keep its boats dry. Still, it is a good idea to carefully inspect and occasionally re-bed deck hardware. The lead ballast in encapsulated in the keel cavity. Quality material and hardware are used throughout the boat, a key reason why older 33s have aged very well.

What to look for Documented problems with Caliber 33s are actually few and far between. The original bowsprit, which is actually just an anchoring platform, was not husky enough and in some cases came apart. Caliber recognized the problem and beefed up the platform and switched to heavier tubing as well. One of the owners I corresponded with mentioned that the standard prop is too small and another noted the shaft had come loose from the coupler. Still, it's fairly impressive how few common complaints I heard. Like all boats, be on the lookout for age-related issues. All 33s are at least 13 years old, and some are nearly 20 years old. Check the standing rigging, especially the original swage fittings. Many Calibers appear to be one-owner boats, which is a nice testament but longtime owners are often blind to problems. Also, Calibers were not spared during the blister woes of the early to mid-1980s-try to find out when and if an epoxy bottom job was last done.

On deck The cockpit of the 33 is a little bit cramped; this is where you remember this is just a 33-foot boat, after all. There also isn't much of a bridgedeck but I confess this worried me more 20 years ago than it does today. The cockpit seats are narrow, although they're also nicely scooped to allow access to the helm seat. Wheel steering was standard and most pedestals are equipped with a teak table. All sail controls are led aft, usually to control stations on the coachroof that are complete with stoppers and a winch. The primary sheet winches can be easily reached from the helm. The traveler is out of the way, mounted forward of the companionway with midboom sheeting arrangement. I recognize this is a compromise that loads up the boom, yet in a boat of this size it makes sense from a space perspective. There is good storage in the port lazarette and under the helm seat. The sturdy aluminum mast is deck stepped, another indication of the big boat mentality of the Caliber 33, and the standing rigging is oversized. Chainplates are set inboard enough for good sheeting angles. Caliber specs called for quality deck gear, from winches to hatches. The nonskid is fairly aggressive and teak handrails on the coachroof are well placed. A large chain locker can hold a couple of anchors and rodes, and the boat I inspected in Miami had rigged a nice wash-down system. I am not usually a fan of bowsprits but I'm okay with the arrangement on the 33. Although the updated version is well supported, it's primarily an anchoring platform and the rig is structurally supported at stem, not via the sprit and bobstay. And, it is nice to stow and deploy the anchors from the platform.

Down below The interior of the Caliber 33 is very nicely finished in teak and innovatively laid out. The companionway steps are wide and there is good headroom throughout, an advantage of a less than sleek coachroof. The white headliner brightens the cabin and nicely offsets the otherwise all- teak interior. The galley is immediately to port as you drop below. Unlike a lot of boats under 35 feet, Caliber built in drawers and lockers instead of resorting to bins. Double stainless sinks with both pressure water and a backup foot pump were standard. The stove and oven are outboard and the icebox is aft. Counter space is more than adequate. The aft quarter cabin arrangement is quite clever. A bi-fold door allows the cabin to be closed for privacy without the encumbrance of a full door. The nav station is tucked away in this cabin, an arrangement that I have on my 47-foot cutter, and it works well, although the chart desk is a bit small. The bunk is a bit snug for two, but it does make an ideal sea berth. The saloon is spacious. A fold-up, bulkhead mounted table is a great idea on any boat under 40 feet. The port settee is straight while the starboard is L-shaped. There's storage behind and under the seat backs and there are full-length shelves above. The teak-and-holly sole adds a bit of elegance. The head, which is to starboard, is quite large for a 33-footer and includes an integral shower. It can be entered from both the saloon and the forward cabin. The V-berth is long, more than 7 feet and has nicely fitted drawers below. There is a decent-sized hanging locker to port. Ventilation throughout the boat is terrific with stainless steel opening ports. Tropical sailors know that portlights are more useful for airflow than overhead hatches. The Caliber 33 interior is certainly large and comfortable enough for a couple to contemplate long-term cruising.

Engine The standard original power plant in the 33 was the reliable Yanmar 3GM30F, a three-cylinder 27-horsepower diesel. As noted earlier, the original prop was a bit undersized and some owners have switched to feathering models, an expensive but worthwhile upgrade. The horsepower is only just adequate for the 33, which is no lightweight, but what you lose in speed you make up for in fuel economy. The 26-gallon fuel tank will likely translate into nearly 50 hours of motoring. One of the key upgrades in the new LRC Calibers is increased tank size. Access to the engine is good from behind the companionway, although reaching the stuffing box still requires a bit of flexibility through the cockpit sail locker.

Under way Several years ago I delivered a 1992 Caliber 35 from Key West to Ft. Lauderdale, Florida, and later that same year I took a Caliber 38 from Punta Gorda, Florida, up to Charleston, South Carolina. Although I haven't specifically sailed the 33, I have a good feeling about how Calibers handle. Also, I corresponded with several owners, who incidentally were almost universally pleased with their boats. On my deliveries, we had a range of conditions, from flat calms to a nasty Gulf Stream squall, and the boats coped with the conditions without missing a beat. In fact, we reeled off a 200-mile day on the way to Charleston with an assist from the current. Sailing the 35 we had fresh winds the entire way and completed the 170-mile passage in 30 hours. Owners report that although the 33 is stiff, it develops a fair bit of weather helm when winds approach 20 knots. That's fair enough, and a single reef in the main solves the problem. The boat is not overly close winded and the shoal draft model in particular makes a bit of leeway when sailing hard on the wind. I don't dispute the merits of shoal draft but I still don't like it. The flat forefoot can occasionally pound in a chop but overall the boat has soft motion, which is among the most important features for any cruising boat. The 33 is, however, a bit sluggish in light air.

Conclusion The Caliber 33 is something of a sleeper on the used boat market. It's a high-quality boat, quite comfortable, and when given a bit of wind, it's a decent performer. It will also stand up to a blow and hold up to the rigors of the cruising life. It's an ideal small boat for a Caribbean sabbatical; it was made for the trade winds. With prices ranging from $45,000 to $70,000 it is also a good value.

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caliber 35 sailboat review

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Island Packet vrs. Caliber

  • Add to quote

I would like to know what the community thinks about IP's vrs. Caliber when looking at say.... late '80 vintage production. Are there known problem areas to watch out for? Can both boats be considered "Blue water cruisers"? Is there a year model to stay away from? SD... Your openion doesn't count......  

Melrna

I can talk a little about the Caliber more so than the IP boats. I have been looking and studying the Caliber boats now for two years. I have talk to George one of the builders and had many questions answered by him. I have discounted the IP's because I don't like the the way the helm is designed with the steering rod cutting the stern in half. I view this both a safety problem and inconvenience trying to get over it when sailing. But it seems to work for a lot of folks. The Caliber design hasn't really changed much since the brothers started production. They have enhanced and improved it over the years but they are all basically the same design. The biggest change over the years is when they went to the LRC version and put the fuel and water tanks in the keel. A great design and wonder why most of the other manufactures haven't done this as well. It gives great tankage as well as making the boat more stable. In addition, where the tanks are in other boats Caliber boats have that space for storage. The Caliber 35 is basically a Caliber 33 with a swim platform add; as well as the Caliber 40 is to the Caliber 38. Both boats are considered bluewater cruisers and many have crossed the oceans. They are medium to heavy displacement boats and takes wind to drive them. The IP is a full keel boat and the design of the keel has changed over time. The Caliber boat is a modified keel and I don't believe it has changed at all over the years. Biggest drawbacks on the Caliber is the interior layout in particular the small cramped nav station. I also view the galley as a little small, but that is one woman's opinion. Most cruisers use the forward shower stall as storage. My ideal boat is a Caliber hull with a Valiant interior. Sailplan - I love the Caliber removable staysail opinion. When it is not in use I can tuck it away and it doesn't become a Jib or Genoa shredder. The IP's staysail is wonderful in the self tacking option but I wonder how a big Genoa or jib tacks through it. It also takes up space where one might put the dink when cruising. Always compromises in boats. If you are really interested in buying one I would charter them both before buying. IP's can be charter in the BVI and a Caliber can be charter in San Francisco. Both great vacations spots. Enjoy sailing great boats in great sailing locations. Also both factories are next to each other in St Pete, FL. So one can kill two birds at the same time. Happy hunting!  

Cruisingdad

Everybody, I think he meant, "CD... you opinion doesn't count...", unless SD has ticked him off somewhere. THis is my pops. Everyone be nice. (smile). - CD  

So I guess the Catalina 35 is out? How about another C40 and they can take the kids?  

I like you Tommy, and will send that check soon. - CD  

soul searcher

Matt, I figured you would jump in on this one! - CD  

camaraderie

GB-I will be the 3rd vote for the Calibre40LRC...better sailing and more tankage & well thought out systems. Equally good construction on both. Thank you for your contribution to the gene pool! (G)  

Well, I love my dad. I really do. But I sat there in his library over the weekend and told him this. Why do you think the little disclamer at the bottom! He just does not believe me. One too many grill explosions has ruined my credibility, I guess!!!! HAHA! - CD PS THanks Cam, that was quite kind.  

sailingdog

Thanks to everyone posting their opinions. A special thanks to you Matt! CD said, "I told you so...!" But I am just the type to get several opinions before deciding which boat is better. Oh and SD.... Sorry for the mistake on initials, (how embarrassing)! My son and I love to throw darts at each other on occasion and I had a senior moment when I threw mine. You know that happens more lately than I would like...... Once again, thanks to all and if any more opinions are out there don't hesitate to send them.....  

bestfriend

Was that you at the Catalina, BF??? THe guy with the milk mustache?? You did not party like I expected. HAHA - CD  

Freesail99

I too went to a boat show, and there I fell in lust with the Island Packett. I thought the navagation station on the calber 40 being right next to the stove in the galley was poorly thought out.  

I was actually foaming at the mouth, thinking about living aboard the 440! Freesail, I agree about the nav station. I also felt the galley too small, but I like to cook a lot, so that is very important to me. I just can't get past the color of the IP, I really like the boat, but it reminds me of an '70s fridge.  

The 440 is nicer then any condo I've ever been in. My 30 ft boat has a larger galley then the caliber, I agree way to small.  

There is an IP for sale in Houston area, they are replacing all the tanks. The pictures show it to be real well kept, inside and out. But pictures tend to be able to do that. Maby I can get CD to go with me to look at it. Sure would like to see a Caliber as well....  

CatalinaFan

Island Packet at Anchor Hey fellows, The island Packet is way more livable than the Caliber. The layout is well thought out and a 6 foot 2 inch person can be comfortable in a IP35. At Anchor it rules! Quality is seen throughout the construction and fixtures are not the cheapest they could find. Sea kindly cruising, and comfort is what IP is all about. Catalinafan  

Zogumwesterly

Hi Gentle Breeze, I Used to work for Island packet as a cabinet maker, having worked in the plant I can say that these are nice boats but over-rated. I have also done some hurricane damage repair on these boats and though sufficient, it could've been better for the money a little thin on the laminates stuffing box access problems, and interior grade plywood is used extensively. Briggs  

Well, dad, I guess this discussion is over. - me  

Thanks for the info Zog. Can't find that kind of knoledge in their sales information! The saying that "there is no perfect boat" is getting to be a PITA!  

Not only am I confused about my next boat, but now I am confused about their next boat too, which one is it?  

TSteele65

Is it too late to suggest a PSC Crealock 37?  

Go away. You are making my life complicated. Go away. A Catalina is the boat for them (smile). - CD  

Moooooooooody........  

They can't afford a Moody either!! - CD  

Mr. and Mrs. CD, you are getting very sleepy, sleeeeeeepy. Follow the watch, baaaack and foooorth, baaaaack and fooorth. All this interet browsing is making you veeeeeeerrrryyyyy sleeeeeeeeepy. Now you want a CS34, CCCSSSSSS Thirtyyyyy Foooooour. Cheeeeeeeeap in San franciscoooooo.  

I see an anonymous 911 call coming in San Francisco. Go put your suit on. What was your firehouse number again?? - CD  

Well, I can pay you back triple tomorrow. It will be like firefighter boot camp all over. HEHE! - CD  

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Southern Cross 35

  • By Rodney Glover
  • Updated: March 26, 2009

caliber 35 sailboat review

During the 1970s and 1980s, the C. E. Ryder Corp. of Bristol, Rhode Island, built four Southern Cross models, all of them designed by Thomas Gillmer. The company closed its doors in 1990.

The Southern Cross 35 was the last of the series. It’s a canoe-stern cutter with a traditional look but with a modern underbody featuring a shallow fin keel and a skeg-hung rudder. The contemporary, high-aspect-ratio sail plan is supported by Navtec rod rigging.

While not a racer, the SC 35 will keep up with most boats in its size range, and it will pass quite a few. It’s a sweet boat offshore. It’s always easy to control, even in high winds and huge seas, and despite its relatively low freeboard, the boat is very dry.

Early boats came with a two-bladed feathering propeller set into an aperture. Because the prop caused vibration, Ryder replaced it with a fixed three-bladed prop, which cut sailing speed by almost a knot. On later hulls, Ryder made the skeg thinner and went back to a two-bladed prop.

The decks are wide and the shrouds are inboard, allowing safe access forward, which is further assisted by plenty of handholds. The cockpit is small, but five people fit in it quite comfortably.

Belowdecks, the SC 35 is very roomy for two people and adequate for four. It has a U-shaped galley to starboard and a full-size chart table to port, forward of which is a large wet locker. Access to the engine, under the companionway, is good. Twin settees in the saloon make excellent sea berths and seat six in comfort around the large, sole-mounted table.

Molded-plastic water tanks occupy the spaces under the settees, but lockers outboard provide plenty of storage. The fiberglass fuel tank is fitted in the bilge, which, with the boat’s wineglass sections, is deep and capacious. Forward, to port, is a roomy head with a handheld shower. To starboard are drawers and a small hanging locker. The V-berth is spacious, even for someone 6 feet 2 inches tall. A good hanging locker and huge plywood shelves over the berth hold a lot of clothes.

Except in the head, no plastic is visible in the interior. All corners are fashioned with a large radius to prevent injuries, and the standard finish of white oak with teak trim stands up well over time.

The SC 35 is rugged. Due to an apparent miscalculation in the layup schedule, the boat effectively consists of two complete hulls with an Airex core between them. As built, it’s more than 2,000 pounds heavier than the designed displacement. Neither hull nor deck deflect or groan under way.

One place to look for problems is the plywood dorade boxes, which may deteriorate. Another is the mast, which after several years may corrode where it rests on the stainless-steel mast step. A practical cure is to cut a few inches off the mast and raise the step on an epoxy-glass pad.

Ryder built fewer than 100 Southern Cross 35s. Their owners hang on to them, and they communicate through an active owners association ( www.southerncross-boats.org ). Prices range between $60,000 and $90,000, depending more on condition and equipment than on age. Ryder produced some “Gillmer 35” hulls to be buyer finished, but they lacked certain features, including the Navtec rigging and the high-tech system of tying it into the hull.

Rodney Glover is 74, and his primary goal is to keep sailing in Florida and the Keys until his boat is burned in a Viking funeral.

LOA 35′ 3″ (10.74 m.) LWL 28′ 0″ (8.53 m.) Beam 11′ 5″ (3.48 m.) Draft 4′ 11″ (1.50 m.) Sail Area (100%) 632 sq. ft. (58.7 sq. m.) Ballast 5,750 lb. (2,608 kg.) Displacement 17,710 lb. (8,032 kg.) Ballast/D .32 D/L 360 SA/D 14.9 Water 90 gal. (334 l.) Fuel 35 gal. (130 l.) Engine 30-hp. Universal or Yanmar Designer Thomas Gillmer

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caliber 35 sailboat review

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  • Sailboat Reviews

Caliber 40 LRC

This well-built cruising boat with an attractive wood interior has loads of room but sails marginally to windward and has a few problems with its tanks..

caliber 35 sailboat review

Brothers George and Michael McCreary, and Marshall Jones, formed Caliber Yachts Inc. as a backyard boatbuilding company in 1979. No strangers to the sailing world, the brothers grew up racing and cruising Florida and the Caribbean.

Following high school, Mike earned a degree in engineering, with a specialty in naval architecture, from the University of Michigan. He served his apprenticeship on the production line at Gulfstar Yachts, and as a designer for Endeavour Yachts.

George, who manages the business side, received a degree in business administration and marketing from the University of Florida, after which he spent three years working for Morgan Yachts.

Jones began studying the production side of the business immediately following graduation from high school when he went to work at Com-Pac Yachts.

Caliber 40 LRC

Without bank financing, Caliber Yachts began building boats one at a time, producing its first, a 28-footer, in 1981. By 1985 the company was sufficiently solvent to build a factory, and introduce a 33-footer. A 30, 35, 40, and 47 followed. The Long Range Cruising (LRC) line began in 1994.

George, who acts as company spokesman, says the construction and design of the LRC is similar to earlier models. The primary difference is expanded tankage for fuel and water.

The Caliber 40 LRC has a projected cruising range of 1,484 miles when motoring at 7 knots with a Yanmar 50 diesel running at 2,500 rpm.

George is tightlipped about information he considers proprietary—the company’s gross sales, annual production, and number of employees or dealers, for example.

Design Michael McCreary designed the 40 LRC, which is most often compared to an Island Packet.

It has a relatively fine entry, bowsprit and bobstay, straight sheer, reverse transom, and flat coachroof. The displacement/length ratio is a moderately hefty 281, indicating it has the hull volume to carry necessary cruising stores. A Valiant 40 is 256, a Sabre 38 224, and a J/40 176.

Ballast of 9,500 lbs. is 44% of displacement. McCreary says its limit of positive stability is 138°, well in excess of the 120 figure many consider minimum for offshore sailing.

The underbody shows a long cruising fin; you could also call it a full keel with a cutaway forefoot and a monster “Brewer bite.” The rudder is skeg-mounted for protection and tracking.

Shrouds are led to chainplates mounted inboard of the toerail, and the genoa track is close to the cabin for narrow sheeting angles.

McCreary claims the boat tacks through 85°-90°, but we were unable to approach those tacking angles during our test sail, nor have we heard from any owner capable of tacking through less than 96°, including one who invested $6,000 on flat cut, laminated sails.

Sail area is 739 sq. ft., with a sail area/displacement (SA/D) of 15.3; that compares to a Valiant 40 at 15.5, falling in the general range for offshore cruisers.

The company has built 130 40 LCRs since its introduction in 1994.

Construction McCreary would not provide a complete lamination schedule for publication because he considers the information proprietary and subject to misinterpretation. He said that buyers or owners who want that information should contact him directly.

However, he described the lay-up in general terms.

Hand lay-up of the solid glass hull begins with molds sprayed with isophthalic-neopentyl gelcoat, followed by a skin layer of .75-oz. split-strand fiberglass set in vinylester resin to prevent blistering.

The keel shape is part of the hull mold with a cavity for the iron and concrete ballast that is glassed over.

Though no molded liners or pans are used except in the heads (an appropriate application to deal with moisture from showers and toilet leaks), the hull is stiffened by the bonding in of a molded Integral Strength-Grid System™ that incorporates water and two fuel tanks.

The deck is cored with Marine Tech plywood cut into 2-7/8″ squares bedded in alternating layers of 1.5-oz. mat and 24-oz. roving. McCreary says that wood is used because it resists compression when deck hardware is installed, which he considers a shortcoming of balsa and foam cores. (Many builders using balsa or foam omit it where hardware is to be installed, and use wood or solid resin/glass.)

Extra layers of glass are laminated around the perimeter of the cabin and cockpit, and radiuses are reinforced with 18-oz. Fabmat.

The Quad-Seal Deck to Hull System™ is sturdy and well done. The deck and hull flanges are bonded with 3M 5200. The inside seam is bonded with copolymer tape. An L-shaped aluminum toerail covers the exterior seam; it is also bonded with 3M 5200 and fastened with stainless steel carriage bolts on 6″ centers. A stainless rubrail covers the seam between toerail and hull.

Caliber seems to have a name for everything, including conventional bonding of bulkheads to the hull. Caliber calls its method The Multi-Bulkhead Bonding System™. Furniture and cabinetry are bonded in the same manner. A built-up plywood interior bonded to the hull and deck is in many ways preferable to a one-piece fiberglass pan interior.

Chainplates are through-bolted to bulkheads as well as the deck. Caliber calls it the Double-Lock Chainplate System™.

Caliber 40 LRC

The molded rudder is constructed of a stainless steel plate welded to a 2″ diameter stainless steel stock encapsulated in fiberglass. When released from the mold, fiberglass tape is laid over the seam to prevent leaks, and the appendage is then faired and sprayed with gelcoat.

Loads on the rudderstock are handled by three supports: a solid stainless steel shoe attached to the bottom of the skeg, a bronze stuffing box at the waterline, and an upper bearing.

To offset the potential for contamination of fuel or water, boats are equipped with “Duel Diesel and Dual Fresh Water” system control panels with independent piping and filters.

However, while at the fuel dock the owners of our test boat complained that the fuel and water fillers are not marked, and are so close to each other that spilled fuel could enter the water filler.

Several owners think the boat’s holding tank incorporates a major design flaw. The 110-gal. integral tank is in the bow below the anchor locker. The aft side of the holding tank extends from the bottom of the hull to the deck, doubling as a watertight collision bulkhead.

The design provides structural integrity, but McCreary confirmed that when pumping out the tank it is critical that vent screens are clean; otherwise, a clogged vent may create sufficient suction on the holding tank wall to cause delamination of the hull. After talking with several owners, we think McCreary has understated the problem.

One owner experienced the problem when flushing the toilet while sailing offshore.

“As I pumped I heard a scary cracking sound in the holding tank,” he said. Upon inspection, he found the vent micro-screens were clogged. “When I opened the Y-valve I heard a major ‘whoosh’ as pressure was released,” he said.

Another owner said a more damaging result occurred under similar circumstances when the screen clogged and the top of the holding tank split away from the hull, creating an 11″ long crack, not to mention a horrible mess.

Additionally, a full holding tank adds 912 lbs. of weight in the bow, according to McCreary; coupled with anchor and rode, we think that is excessive. The holding tank also services the aft head, so waste may accumulate in hoses under the saloon.

The vacuum problem may extend to water and fuel tanks equipped with the same screens. One owner reported the inability to pump water from a tank, though the water pump was operating properly. The screens require cleaning or replacement.

Deck The T-shaped cockpit is comfortable, with 7′ 6″ seats and high backrests.

A port lazarette is 32″ deep and has a 16″ wide shelf and scallops for organizing spare lines. It also provides access to the aft end of the engine, batteries, and steering controls. There is space for the installation of a cabin heating system and genset.

Other features include an ice chest and vented propane locker with room for two 10-lb. bottles.

The transom platform has a built-in swim ladder.

For sail handling, two-speed Lewmar 48 winches are located on the coaming within reach of the helmsman, but the mainsheet traveler, mounted on the coachroof, requires a shorthanded sailor to leave the helm to trim the main. Two Lewmar 30s are mounted on the cabin top with triple rope clutches for sail control lines.

The untapered Selden mast has single spreaders.

The test boat was equipped with an optional inner forestay for setting a staysail. Tension on the stay is controlled by an uphaul inside the mast attached to a stainless sliding car to which the stay is attached. When not in service, the stay is secured out of the way to a padeye on deck.

Caliber 40 LRC

The headstay and upper shrouds are 3/8″; the backstay and lower shrouds are 5/16″. The split backstay eases boarding but a single backstay would allow for an integral adjuster to control sail shape.

With wide decks, lifelines, handrails and slotted toerail, movement about the boat is easy and safe.

A double-roller stainless steel bowsprit moves ground tackle well forward of the stem and furling gear. The split anchor locker on our test boat carried a 30-kg Bruce, 200′ of chain and 200′ of rode in one compartment, and a 25-lb. Danforth and rode in the other.

Accommodations Joinerwork is nicely done; the 40 LRC looks like a traditional cruising boat—teak and holly sole, teak hull liners and bulkheads.

Headroom is 6′ 2″ throughout.

The master stateroom forward has an offset double berth measuring 6′ 4″ x 4′ 4″. It’s a nice change from the usual V-berth, though the person sleeping outboard has to climb over his or her partner to get out.

We like the head in the bow, but it won’t be as comfortable to use at sea as the aft head. There is a separate shower stall.

The L-shaped dinette settee to port is 6′ 2″ long, and converts to a double berth. The starboard settee is 6′. The dinette table folds down from the bulkhead.

In the galley, the fiberglass sink is located on centerline, where it should be to prevent water from flooding through the drain. The stove/oven is Force 10 and there’s room for a microwave. The 11 cu. ft. top loading icebox drains into a sump pump box at the mast step.

The nav station is aft of the galley. The navigator faces a large electrical and instrument panel outboard and communicates with the helmsman by opening a port beside his seat.

To starboard is what McCreary calls a “day head,” with doors from the saloon or aft berth. The head measures 42″ x 36″ and has toilet, sink and a shower; one dealer referred to it as a “telephone booth.”

The aft stateroom berth measures 6′ 7″x4′ 4″. There’s a cedar-lined hanging locker. Storage space below the berth is shared with an 11-gallon water heater.

Access to wiring, plumbing, through-hulls and tank inspection ports throughout the boat are from inside cabinets or behind fascias.

The top step on the companionway ladder opens to provide access to the top of engine; if desired, the entire ladder/box can be removed.

One owner complained that the engine compartment is inadequately insulated; he added lead-lined foam insulation but is still dissatisfied with engine noise in the saloon.

Performance Our test sail was with a Seattle couple that has owned four boats prior to the 40 LRC, most recently a light displacement, fin keel 36-footer.

“We didn’t want a full keel,” they said. “But we wanted a good shape, aesthetics, and a full-batten main and cutter rig so we could reef and sail with the staysail in 40 knots of breeze.

“The first thing we had to adapt to was the difference in feel and stiffness of this boat. It’s not as much fun as our old 36, but it is easier to sail.”

We tested the boat in 0-12 knots of apparent wind on calm waters, setting a 135% genoa on a Harken furler.

Considering its displacement, it is no surprise that in less than 6 knots of wind the boat moves only with assistance from the “iron genny.” When windspeed reached 6 knots it made 2-3 knots; at 7-9 knots of breeze we accelerated to 4.5 knots. Then, in 9-12 knots of wind, we sailed at 5-5.5 knots to within 60° of the apparent wind. On a broad reach, we managed to hit 7.2 knots in 10-12 knot puffs.

Additional performance information came from another Seattle owner who has logged more than 4,000 miles on his boat. A racer-turned-cruiser, he has pushed the boat hard and has computerized performance data. He replaced the factory main with a flat cut, large roach Spectra sail.

“I wanted to find out just how seaworthy the boat is, and how well she sails,” he said. “We sailed 250 miles to weather during a 36-hour trip up the west coast of Vancouver Island. Carried a 120% jib and full main sailing into 5-6 foot seas in steady 15-20-knot winds. I had a mapping program calibrated to my GPS and found that the best tacking angle we could produce was 112°.

“Going to weather in winds over 20 knots we furl the jib and hoist an overlapping staysail. We added sail track inside the Dorades to improve pointing and found that when wind speeds reach 20 knots we point 5° higher with the staysail, improve our VMG, and are more comfortable.

“On the return downwind we noticed a tendency to roll to windward in heavy seas, even with shortened headsail.”

Following an offshore passage from San Francisco to San Diego a cruising couple echoed his sentiments.

“When beam and broad reaching in winds around 25 knots the boat will round up if I have too much sail up,” the husband said. “When on a broad reach it gets even worse because the rollers hitting the stern push the stern to leeward, so it’s important to shorten sail early. On the other hand, I don’t think this was any worse than any other boat I’ve sailed on.”

A number of owners said they have fitted a feathering Max-Prop to the 50-hp. Yanmar diesel, which improves maneuverability, especially in reverse, and reduces drag under sail.

Warranty The company’s one-year warranty is too short, considering the price and intended use of the boat. The warranty for blistering is extended to five years if the bottom is epoxied during construction.

However, Chester Kolascz, a dealer who has represented the company for eight years in Michigan and also represents two other mainstream builders, said: “My service department likes Caliber best because it has the least amount of warranty work of any of the three.”

Conclusion The design and construction of the Caliber 40 LRC make it suitable for offshore use. In decent winds it should give 150-180-mile days. Upwind performance is typical of moderately heavy cruising boats; odds are she’ll be motorsailed on long coastal trips to weather. On balance, she’ll cover fewer miles than lighter-weight competitors, but will provide a more comfortable ride in heavy seas.

Among owners contacted, the company gets mixed reviews regarding post-sale service. In one instance the company shared the expense of a repair more than one year after expiration of the warranty.

Base price seems a fair $204,950, FOB Clearwater, Florida. For comparison, a Cabo Rico 40 is close to $400,000, a Catalina 40 Mk II and a Jeanneau Sun Fast 40 about $170,000, and the C&C 121 Express about $220,000.

Contact- Caliber Yachts, 4551 107th Circle N., Clearwater, FL 33762; 813/573-0627.

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  11. PDF Caliber 35LRC SEries Yacht Brochure

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