valiant 40 sailboat review

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By Mark Schrader
Updated: August 5, 2002

Before the early 1970s, loads of teak, varnish, leaky skylights, long keels, big rudders and enormous undersides with enough wetted surface to require three gallons of antifouling defined the offshore passage-making cruiser. Enter upstarts Nathan Rothman and Bob Perry, and a different concept in offshore boat design began rolling out of the Uniflite factory door in Bellingham, Washington: the Valiant 40 with its trademark canoe stern.

What began as a challenge to design and build a fast, comfortable, safe cruising yacht, a vessel capable of long-distance deepwater voyaging, evolved into one of the most popular yacht designs ever produced. The cut-away forefoot, modified fin keel with external lead, and skeg-hung rudder reduced wetted surface area. Performance was terrific in comparison to more traditional designs, and comfort was not sacrificed.

Between 1975 and 1979, Seattleites Bill and Mary Black on hull number 107 (the seventh boat built), Foreign Affair, became the first sailors to circumnavigate on a Valiant. “Safe” and “comfortable” were words they often used to describe the trip. Two Valiant 40s then entered a difficult singlehanded transAtlantic race. In the 1976 OSTAR, Francis Stokes aboard Mooneshine, hull number 122, became the first American in a monohull to finish. He sailed it very hard, mostly to weather, and didn’t loosen any teeth in the process — despite the contention of contemporary skeptics that you needed a full keel to tame any sailboat upwind in a seaway. He did it again in the same Valiant four years later. His success with the boat encouraged Dan Byrne in hull number 101, the first Valiant produced, to enter the inaugural 1982-83 BOC Challenge singlehanded around-the-world race. Dan and Fantasy completed the difficult 27,000-mile race with its two deep Southern Ocean legs. All of these cruising and racing achievements punctuated the design and building accomplishments of the Rothman-Perry-Uniflite team. That was all I needed to choose a Valiant 40 for my first singlehanded circumnavigation.

Uniflite built 159 Valiant 40s from 1975 to 1984, when Rich Worstell, a Valiant owner and dealer, bought the molds. After producing some 40s in Washington, he eventually moved the operation to Texas. The first “Texas” Valiant 40 was hull number 267. Sometime during the Uniflite operation, between hull numbers 120 and 249, resin mixtures were changed to include a fire-retardant additive. Although conclusive proof was never established, there was a high correlation between the fire-retardant additive and the blisters that later developed on boats between those hull numbers. Blisters developed on most (but not all) of the boats produced between 1976 and 1981. Lots of those “blister” boats are out there with happy owners. Blistered boats represent great dollar value, but may also require costly repairs.

All the 40s have similar sailing characteristics. Early keels are slightly longer than later ones, all the ballast numbers are close to being the same, and Spar-tech in Seattle built most of the rigs. A variety of portlight, hatch, engine, pump and tank manufacturers have been tapped over the years, and many different types of deck gear used, but the interior has remained the same. A functional, comfortable (at sea or dockside) combination of aft “stateroom,” U-shaped galley with terrific storage, traditional main saloon with a bulkhead table or permanent cruising fold-down job, outboard pilot berths, head with separate shower, and V-berth forward make for happy cruising.

Most deck arrangements are the same, although a few early boats had longer booms and end-boom sheeting — a nuisance bordering on dangerous for the unaware helmsperson during a gybe. A mid-boom traveler was introduced with a shorter boom and slightly taller rig, which is much more convenient for many reasons. The cockpit is comfortable and secure.

A Valiant 40 is capable of consistent 165-mile days without a crew willing to expend lots of energy. With conventional windvane, cutter rig, good sails and a bit of attention to trim, a consistent and comfortable 6.5 to 7.5 knots is the norm on a breezy passage. There is just enough bow flare to keep the deck reasonably dry, and loads of forward buoyancy to keep the bow from pearling. In over 30,000 miles of singlehanded sailing I never needed to worry about the integrity of my 40; it handled an amazing and sometimes overwhelming variety of conditions. Rumbling along on a deep reach with a big following sea is something to experience from the Valiant’s safe cockpit.

Best bargain: Look for a fire-retardant, potentially blistered Uniflite 40 built between 1976 and early 1981. Prices should range from $90,000 to $130,000. Hull numbers 250 to 266 were non-fire-retardant resin boats and prices will range from $110,000 to $150,000, again depending on condition and equipment. Texas-built Valiant 40s (numbers 267 to 300) range from $160,000 to $280,000.

Valiant 40 Specifications:

LOA: 39’11” (12.16 m.)
LWL: 34’0″ (10.36 m.)
Beam: 12’4″ (3.76 m.)
Draft 6’0″ (1.83 m.)
Ballast: 7,700 lbs. (3,493 kgs.)
Disp: 22,500 lbs. (10,206 kgs.)
Sail area: (100%) 772 sq.ft. (71.7 sq.m.)
Mast above water: 55’0″ (16.8 m.)
Ballast/Disp: .34
Disp/Length: 255
SA/Disp: 15.5
Fuel: 95 gal. (avg.) (360 ltr.)
Water: 120 gal. (avg.) (454 ltr.)
Holding: 15 gal. (57 ltr.)
Auxiliary: 40-hp (various diesels)
Cabin headroom: 6’0″+ (1.8+ m.)
Designer: Bob Perry
More: 31 - 40 ft , before 2000 , Bluewater Cruising , keelboat , monohull , Sailboat Reviews , Sailboats , valiant
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Sailboat Guide

Valiant 40 is a 39 ′ 11 ″ / 12.2 m monohull sailboat designed by Robert Perry and built by Uniflite Inc. and Valiant Yachts between 1973 and 1992.

9 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
10 / 31 United States 1976 Valiant 40 $81,509 USD View
11 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
12 / 31 United States 1976 Valiant 40 $81,509 USD View
13 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
14 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
15 / 31 United States 1976 Valiant 40 $81,509 USD View
16 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
17 / 31 United States 1976 Valiant 40 $81,509 USD View
18 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
19 / 31 United States 1976 Valiant 40 $81,509 USD View
20 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
21 / 31 United States 1976 Valiant 40 $81,509 USD View
22 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
23 / 31 United States 1976 Valiant 40 $81,509 USD View
24 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
25 / 31 United States 1976 Valiant 40 $81,509 USD View
26 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
27 / 31 United States 1976 Valiant 40 $81,509 USD View
28 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
29 / 31 United States 1976 Valiant 40 $81,509 USD View
30 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View
31 / 31 Camden, ME, US 1974 Valiant 40 $30,000 USD View

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)

From BlueWaterBoats.org :

The Valiant 40 has perhaps influenced modern blue water cruiser design more than any other boat. Prior to the Valiant 40, cruising sailboats we synonymous with heavy and slow. The genius that designer Bob Perry brought in the Valiant 40 was to put a what was then a modern IOR racing shape under the waterline and match it with a cruising hull above. He built this concept into a boat with the look of a Scandinavian double ender and in doing so help further the American love for traditional double enders that exists to this day.

Winning multiple single handed ocean races, it quickly gain a reputation of being a fast and serious ocean going passage-maker. The boat is a regular circumnavigator, some claiming perhaps no other cruising boat has logged as many open ocean miles, and in 1997 the Valiant 40 was inducted into the American Sailboat Hall of fame. Quite an achievement for what was essentially a partnership of friends with a dream to build their ideal boat.

Sylvia Williams Dabney writes an entertaining first hand account retelling the story of how a collective of good friends including a then unknown assistant yacht designer called Bob Perry, energized by the boldness of youth, managed to dream, scheme, and build a legendary boat that changed the face of cruising boat design and has spanned a production run of 47 years thus far.

The driving force behind the Valiant 40 came between a friendship between Nathan Rothman and Perry, forged while working together in another company building ferro-cement yachts. Through the years they dreamt about building their own boat and “being their own bosses”, as Perry recalls in his book Yacht Design According to Perry . Rothman found financial backing and approached Perry for working drawings of a 40-footer. Valiant Yachts and the Valiant 40 was the result.

“The Valiant 40 became an instant success and we had eight boats on order by the time the first Valiant was launched. It is said that the Valiant 40/42 has been in non-stop production longer than any comparable yacht, a true testimony to its timeless design.” – Sylvia Williams Dabney

The company accelerated quickly and their boats became a hot item for cruising boat customers in the 1970s. By 1978, Dabney recalls selling 50 boats a year from their range of three boats, the Valiant 32 , Esprit 37 , and Valiant 40.

The most infamous episode to taint the reputation of the Valiant 40 came sometime around 1976 when Uniflite who built the boats for Valiant changed to a questionable resin called Hetron which resulted in severe blistering on the hulls of the boats above and below the waterline. It was commonly thought the fire retardant in the new resin was the culprit but yacht surveyor Jack Horner writes “Later research has shown that a combination of sizing used on fiberglass strands chemically reacts with the fire retardant resins resulting in the blisters.”

Ownership of the venture passed hands to Sam Dick Industries and then to Uniflite, who declared bankruptcy in 1984 shortly after Valiant owners won a class action lawsuit over the blistering episode. The Valiant operation was picked up by Rich Worstell, a Texas based Valiant dealer, who after building a few boats in Washington eventually moved production to Texas, under the new leadership the blistering problem was permanently solved in 1984 by switching to isophthalic resin.

In 1992, with some degree of consultation with the Valiant 40 owner community, the design evolved into the Valiant 42 which is essentially the same boat with further refinements. The rig has been tweaked with an addition of a 2ft bowsprit and the keel has evolved. Manufacturing was adapted to offer multiple berthing configurations, and the traditional offset entry into the companionway now has an optional center entry. Thus the Valiant 42 was introduced as a low volume semi-custom built boat.

In all, exactly 200 Valiant 40s have been built. Production of the Valiant 42 ceased in January of 2011 due to an economic downturn, we know 70 had been built up to 2010.

Boat Configuration

One look at the Valiant 40 and there’s no mistaking it was conceived to cross oceans. There’s a proud bow, with a fine entry, a beautiful sheerline, and what was considered a long LWL for its time. The cabin truck looks distinctly boxy without even a hint of a rake. Further back is a cockpit that is suitably non-spacious for blue water operations and there’s a handsome canoe stern to round the look off.

Hidden under the waterline the traditional Scandinavian look gives way to something that’s much more modern. A fin cruising keel with a skeg hung rudder and an underbelly that’s designed to minimize wetted surface area.

The rig is of cutter configuration and, with a mast located quite far back. It supports a relatively short boom and mainsail that’s smaller than the norm making it easier to handle. Early boats had sheeting control lines attached to the end of the boom. This tended to increase weather-helm and also proved to be a dangerous nuisance before later models moved to a mid-boom sheeting system.

Construction

The Valiant 40 has a very strong and thick hull made from hand laid fiberglass. The fiberglass deck has a balsa core. The hull-deck join is described as being robust and forms a box section with the molded in bulwark, which is through bolted and covered with a teak caprail.

The ballast is externally cast lead and is bolted onto the keel stub. This was later revised to make it less expensive to build and also resulted in a lower center of gravity. The last revision improved the foil shape. Interestingly, the skeg protecting the rudder is not part of the hull molding, instead it is constructed separately in steel and encased in fiberglass before fastening to the hull.

Rather than the usual one piece interior pan lining favored by most production designs, the Valiant 40 interior is traditionally built by fiberglassing bulkheads and interior fixtures directly to the hull giving excellent access to check on hull and deck leaks.

Under sail, balanced and well mannered in all sea conditions are the types of comments you’ll hear from Valiant 40 owners.

Mark Schrader writes in Cruising World Magazine, Oct 1997 , “In over 30,000 miles of singlehanded sailing I never needed to worry about the integrity of my 40; it handled an amazing and sometimes overwhelming variety of conditions. Rumbling along on a deep reach with a big following sea is something to experience from the Valiant’s safe cockpit.”

Although not particularly close-winded by modern standards, the Valiant 40 tracks well to weather and there is just enough flare in the bow to keep the low freeboard boat relatively dry. Expect consistent 150 mile days without requiring a lot of exertion or discomfort, more if the breeze is fresh.

John Kretschmer, author and boat delivery captain who has logged over 200,000 miles reports on delivering a Valiant 40 from West Indes to Massachusetts, “The winds were fresh on the first leg and we reeled off consecutive 160-mile days on a beam reach. We ran into a gale in the Gulf Stream on the second leg. I was impressed with the Valiant’s easy motion as we gradually shortened sail until we were down to a double-reefed main and the staysail. I was forced to hand steer for days, but the helm was balanced and I was able to tie it off when I needed a break. The sailing characteristics are the prime reason for buying a used Valiant 40.”

Buyers Notes

Blisters developed on nearly all Valiant 40s built between 1976-1981 with hull numbers 120-249, hull numbers 250-266 are less blister prone, the switch to isophthalic resin came in 1984 and hulls 267 onwards are Texas built.

Many boats have had blister repairs with varying degrees of success, some reappearing after only two years while others have not had the problem resurface after ten. It’s generally agreed that the outer layer of GRP needs be peeled and replaced to permanently fix the problem. Warmer climates have reported to have a detrimental impact so be wary of buying a seemingly blister free boat that has lived entirely in higher latitudes that have not yet made for tropical waters.

Looking beyond the blistering woes, there are a few other common areas to check for in older Valiant 40s. John Kretschmer writes, “The aluminum water and fuel tanks have not aged well and may need to be replaced. The chainplates on early boats were on the light side and should be upgraded. Occasional delamination in the subdeck is a problem, particularly around the chainplates, but this of course is common on any old boat with a balsa or plywood core.” He recommends checking the standing rigging and replacing any of the original fittings and notes on boats that had optional rod rigging its worth getting in a rigger to inspect the terminal end.

Buyers willing to deal with blisters can find real bargains on the market, particularly ones built between 1976-1981. The earliest boats being less blister prone can often fetch higher prices and the Texas-built Valiant 40s are much more expensive. As of 2010 the asking prices are in the approximate range of:

Valiant 40, 1973-1975 $80k-$110k USD (hulls #101-119) Valiant 40, 1976-1981 $60k-$110k USD (hulls #120-249, most blister prone) Valiant 40, 1981-1984 $100k-$175k USD (hulls #250-266) Valiant 40, 1985-1992 $140k-$280k USD (Texas built hulls #267-300) Valiant 42, 1992-2010 $250k-$600k USD

Links, References and Further Reading

» Boats.com, feature on the Valiant 40 “A Legend in its Own Time” » Buying a Used Valiant 40, review by John Kretschmer, Apr 1999 » The Birth of the Valiant, article by Sylvia Williams Dabney, Oct 1998 » BoatUS, review by Jack Horner » Valiant Owners Yahoo Group, information, photos, records, and more » Cruising World Magazine, boat review by Mark Schrader, Oct 1997 » Valiant Sailboats, company website

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VALIANT 40: The First “Performance Cruiser”

OFTEN HAILED as the first performance cruiser, the Valiant 40 was an important breakthrough boat both for its designer, Bob Perry , and for cruising sailors in general. The genius of the design is that it married what above the water looks like a beamy double-ended traditional cutter with a much more modern underbody featuring a fin keel and separate rudder mounted on a skeg. First introduced in 1974, the Valiant 40 was for at least a decade the definitive production-built offshore sailing vessel.

Besides making successful appearances in transatlantic races in the 1970s, the Valiant 40 was also prominent in round-the-world races in the early 1980s. In 1983 it was Mark Schrader’s weapon of choice when he set a record for the fastest singlehanded circumnavigation. Originally built in Washington State, production of the boat shifted to Texas in 1984 and ultimately ended in 1993 after a run of 200 hulls (hull numbers begin at 101). It was supplanted by the Valiant 42, a very similar vessel that was built until 2011, when Valiant Yachts unfortunately closed its doors.

When it first appeared some criticized the Valiant 40 as being too lightly constructed for offshore work. Today this opinion seems laughable. The hull is solid laminate composed of mat and woven roving laid up an inch thick at the keel, decreasing to 3/8-inch at the cap rail. To stiffen the structure, a series of 12 foam-cored transverse floors are glassed to the hull, as are the bulkheads and all furniture components. The deck is cored with balsa with high-density foam interposed under hardware.

The boat’s deck joint is on an inward flange at the top of a high bulwark and is both through-bolted and bedded with a strong adhesive sealant. The rudder skeg is not part of the hull molding, but rather is a foam-filled steel component that is epoxied and through-bolted to the hull and then glassed over. The ballast is external lead through-bolted to a stout keel stub. Weak spots on some early boats were the chainplates, which originally were undersized and needed upgrading, and also the aluminum fuel and water tanks, which in some cases corroded and have needed replacing.

The most controversial aspect of the Valiant 40’s construction concerned blistering. From 1976 into 1981 a number of Valiants (hulls 120 to 249) developed blister problems that ranged from merely bothersome to quite severe. In some cases the blisters were as large as 10 inches in diameter and affected hulls, decks, and cabinhouses both above and below the waterline. Repairs were sometimes extensive and extremely expensive, but not always effective. Eventually the cause was traced to a special fire-retardant resin used in the laminate, and a blizzard of lawsuits forced the change of control that took the company from Washington to Texas.

Later hulls were laid up with isophthalic resin and were also barrier-coated with epoxy and blisters became a non-issue. Boats built from 1976-81 now often sell at a discount because of uncertainties about the efficacy of repairs and the likelihood of blisters either occurring or recurring. Some consider these boats excellent bargains, but some caution is warranted. If you buy a boat that has been repaired, you need to know exactly what was done; if you buy one that needs repairs, you need to know what you’re getting into.

The accommodations plan of the Valiant 40 is very seamanlike and straightforward. A feature unique in its day was the separate aft stateroom to port, which contains a good-sized double berth. Otherwise the standard layout features an excellent U-shaped galley opposite a large nav station, a pair of straight settees between a centerline table, and one head forward just behind a large V-berth. Storage is generous and includes a large wet locker to starboard of the offset companionway.

Valiant was willing to customize interiors to some extent, so there are often variations, most notably with respect to the areas outboard of the settees, which may be inhabited by pilot berths or by cupboards and shelves. Later in the production run there was also an optional layout with the head aft opposite a single quarterberth and a Pullman double in a separate forward stateroom. The original layout, obviously, is better suited to family cruising; the later one works well for a couple. There is also a pilothouse version of the boat with a raised saloon layout, but these are hard to find.

To open up space in the back of the boat the engine is mounted under the cockpit with a V-drive transmission. The engine space, however, is large and accessible, so it is not hard to get to the front of the engine to perform routine maintenance. There is room to mount a generator and the space is sound insulated. The hull interior is also thermally insulated throughout with a layer of closed-cell foam to prevent condensation.

Bob Perry fiddled with the keel design on the Valiant 40 a few times while the boat was in production and reportedly the later boats are a bit stiffer and faster than the earlier ones. By all accounts even the early boats were considered fast in their day and few contemporary cruisers are likely to be disappointed with their performance. The boat tracks well to weather and according to some published reports can sail as close as 30 degrees to the apparent wind, though I find this hard to credit, given the boat’s beamy hull and outboard shrouds. The broad flared bow, though it does keep the foredeck dry, is also said to pound a bit sailing closehauled into steep waves. In such conditions it is far better to ease sheets and crack off a bit. The boat is quite powerful on a reach and can be driven hard without the helm becoming heavy and unbalanced.

Though the Valiant 40 is revered as a bluewater boat, there’s no reason it can’t work well as a coastal cruiser, unless you really like to sail in shoal water. Though some shoal-draft boats were built, they are not very common. Many owners are fanatically devoted to their Valiants and are loath to sell them–according to one survey about half the original boats had never changed hands as of the late 1990s–so the brokerage market is relatively small. Valiant 40s in good condition tend to be expensive, but are still an excellent value.

Specifications

LOA: 39’11”

LWL: 34’0″

Beam: 12’4″

-Standard keel: 6’0″

-Shoal keel: 5’3″

Ballast: 7,700 lbs.

Displacement: 22,500 lbs.

Sail area (100% foretriangle): 772 sq.ft.

Fuel: 95 gal.

Water: 120 gal.

D/L ratio: 255

SA/D ratio: 15.46

Comfort ratio: 34.29

Capsize screening: 1.74

Nominal hull speed: 8.6 knots

Typical asking prices: $90-200K

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Love the V40 as an offshore boat. What do you think about the Valiant 32 as a cheaper alternative and as competition for the likes of Westsail 32’s and PSC Mariahs?

@ SailFar: I’d take a Valiant 32 over a Westsail any day. The “Wetsnail” is slow, slow, slow! My guess is the V32 is more-or-less comparable to the PSC Mariah in terms of performance. So I’d revert to price, on a case by case basis, for that comparison. charlie

…actually Valiant did not close their doors – they still do refits, but they no longer are producing new boats…

Regards, Ted Arisaka V42-186 s/v Little Wing

Where is V215 which was Our live aboard from 1990 to ’92 (Sheila’s Shamrock) and sold to an internist (?) who renamed it Cotton Ginny

Hello Mike, I am the current owner of V215 “Alchemy” a.k.a. ‘Cotton Jenny’. I purchased her in 1999. She is currently docked in NC. Johnny

i am seeking valiant 40 half hull lines to do a half hull model 3/4 scale perhaps. does anyone know or have the lines for what i’m asking ?

Review of Valiant Yachts

The Valiant 40 is an iconic ocean going sailboat designed by Robert H. Perry in 1973. The Valiant 40 was inducted into the Sailboat Hall of Fame in 2015 for its incredible contribution to sailing. The Valiant Yachts company built the boats in Texas after purchasing the mold and design from Uniflight Inc. in 1984. Valiant sailboats were in continuous production for 35 years, making them one of the longest running boat building companies in America - which is quite amazing and yet it is easy to see why.

In 1973 when a very young Bob Perry designed the Valiant 40 he was way ahead of his time. Back then the ocean going sailboats were all super heavy, full keel, ketches and cutters, solid ocean cruisers. Only the intrepid sailors ventured across oceans with their sextants. Bob’s Valiant 40 design was a radical departure with its long “modified” fin keel drawing 6 feet, an equally deep full-skeg mounted rudder, and its relatively light displacement at 23,500 lbs. With moderate beam of 12’9” and waterline length of 34’ she is smallish in today’s standards. The Valiant did sport a buoyant rounded transom that harkens to the Nordic sailing vessels that crossed oceans long ago quite successfully. In the beginning the Valiant 40 was understood to be a fast “light” well constructed ocean capable sailboat and to be a bit racy. From 1973 to 1992 Valiant built 200 Valiant 40s. Notably the young adventurous single-hand ocean sailors of the 80s were attracted to the Valiant for good reason. More about that later…

By design, the Valiant provides safe and predictable sailing with a sleek hull shape for speed, some flare in the bow for a dry deck, that long cruising fin keel for stability, the skeg rudder for safety and maneuverability, and buoyant aft sections for load carrying capacity and ultimately an increased water line. That long fin keel and deep skeg rudder enable the Valiant to literally sail herself. She tracks straight and true easily steered by a wind vane steering system or autopilot, or one finger on the wheel. All the design elements combined give the Valiant speed, stability, comfort and security. These are not just words, these are principles of offshore sailing. The Valiant is a true cutter rig by design with the mast well aft which supports a divided sail plan. The mast placement and the rig provide a manageable sail plan, with so many options for just the right amount of sail in any condition and any point of sail. This makes sailing safe, easy and comfortable. Ideal for a cruising couple or single-hand sailor. And she also sails like mad especially with the wind on the quarter!

In 1983, Francis Stokes aboard his Valiant 40 Moonshine placed second in the first BOC around the world race under all five great capes. He even stopped to rescue another racer and drop him off in Sydney. Separately in 1983 Mark Schrader became the first American to complete his own nonstop round the world solo voyage on his Valiant 40 Resourceful. In the 1986 BOC ‘Round the World Race, Schrader sailed a Valiant 47 named LoneStar nonstop around the world to place second in his class! These accolades cemented the legend of the Valiant as a serious, capable offshore voyager that could be single-handed around the world or easily sailed by a couple. Valiant Yachts built and sold 200 Valiant 40s!

In 1992 Valiant Yachts introduced the Valiant 42 built from the same mold as the Valiant 40. The Valiant 42 is a slightly more modern boat with the deck retooled to eliminate the wood trim and add the coveted stainless steel masterpiece of a bow sprit which increased the sail area slightly. The mast height was increased a little and a little more ballast added, and the interior redesigned, but it’s the same hull and the same really great boat. There were 86 Valiant 42s built I believe including our Valiant 42 Mahalo #181 in 2008.

Sadly the Valiant Company stopped building new Valiant in 2011 as the costs of building one jumped to the mid 300’s. The factory still supports the community of Valiant owners. For 30 years of production in Texas the same skilled craftsman built the boats by hand taking great pride in creating a Texas style overbuilt robust sailing vessel. The Valiant is built to the demands of the ocean, not the demands of the market. Come visit us and we’ll show you what is meant by that.

For this brilliant design that has stood the test of time we have to thank our Robert H. Perry! He designed the first “performance cruiser” 45 years ago! The Valiant remains one of the most desired ocean sailing boats ever. Happily for us regular people, the prices of the Valiant 42 is now affordable and we have a couple for sale in Annapolis. The Valiant 40s are old and still amazingly capable if you find a nice one, and we just happen to have one in Annapolis. It is also good to know they built about 16 Valiant 50 and we have two available right now. So many sailing couples, and solo sailors choose Valiant for all the right reasons. Valiant people have voyaged far with their Valiant; they’ve often sailed around the world, and sometimes twice! Many more Valiant owners have sailed their Valiant on long passages, short-handed or solo. There is not a Valiant owner out there who is not totally in love with their boat, and why not; the Valiant is the tough and strong and easy to sail and maintain. She’s fun to sail, and the first time you get in rough conditions you fall in love and realize that your boat will take care of you. It’s a good feeling.

We owned a Valiant 40 for many years and when we became the Valiant Dealer Annapolis MD in 2008 we purchased our new 2008 Valiant 42 “Mahalo”. We now cruise in the Pacific NorthWest. We love and appreciate our Valiant. Since 2008, we’ve sold 60 Valiant's, mostly 42s and some 40s, 37s, 39, a number of 47s and quite a number of V50s! We almost always have a couple Valiant available in Annapolis in brokerage. If you want to learn more about Valiant Yachts please reach us at David Walters Yachts.

Bernie Jakits [email protected] 443-742-1792

Kate Christensen [email protected] 410-919-7521

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Cruising Yachts 35' to 40'

The Valiant 40 Sailboat Specs & Key Performance Indicators

The Valiant 40 is a high-performance cruising sailboat that was first built in 1973 by Valiant Yachts, a company based in Texas, USA. Known for its robust construction and excellent offshore capabilities, the boat was designed by Robert Perry and has been recognized as one of the most influential designs in the sailing world. It features a cutter rig, a full keel, and a skeg-hung rudder, and it is often used for long-distance cruising due to its seaworthiness and comfort.

'New World', a Valiant 40 Bluewater Cruising Yacht

The Valiant 40, as its name suggests, is a valiant sailboat that offers sailors the freedom and adventure intrinsic to the open seas. Known for its robust construction and exceptional sailing capabilities, this premier ocean-going vessel has attracted attention worldwide.

Published Specification for the Valiant 40

Underwater Configuration: Fin keel and skeg-hung rudder

Hull Material: GRP (Fiberglass)

Length Overall: 39'10" (10.90m)

Waterline Length: 34'0" (10.36m)

Beam: 12'4" (3.76m)

Draft: 6'0" (1.83m)

Rig Type: Cutter

Displacement: 22,500lb (10,206kg)

Designer: Bob Perry

Builder: Uniflite Inc (USA) and Valiant Yachts (USA)

Year First Built: 1975

Year Last Built: 1992

Design Ratios: The Key Performance Indicators

When analyzing its overall design and utility, the Sail Area/Displacement Ratio (SA/DR), Ballast/Displacement Ratio (BR), Displacement/Length Ratio (DLR), Comfort Ratio (CR), and Capsize Screening Formula (CSF) of the Valiant 40 come into play.

The SA/DR of the Valiant 40 sits at a moderate 15.85. This indicates that it is designed for efficient sailing in a variety of wind conditions – both heavy and light – making it an ideal cruiser for those who want versatility in their voyages. However, in light winds - unless youve got plenty of time on your ahnds - motorsailing may be the way to go.
The boat's BR is 35.23%, demonstrating that it is heavily ballasted, providing stability in high winds and rough seas. This translates to a comfortable and safer ride, even in harsh weather conditions.
With a DLR of 314.94, the Valiant 40 is a heavyweight when it comes to displacement. This ratio means the boat has a high load-carrying capacity which can withstand a heavy load of supplies, equipment, or personal belongings.
The CR of the Valiant 40 is a cozy 44.45, placing it in the heavier side of cruisers. The elevated comfort ratio speaks to its smooth-riding nature – a nod to those who appreciate luxury in their adventures.
Lastly, the Valiant 40's CSF, which stands at 1.65, reflects its exceptional ability to prevent capsize. This safety aspect is crucial to any sailor who values both safety and performance.

But just what are these design ratios and how are they derived?

Rig Alternatives

Though the Valiant 40 is traditionally designed as a cutter rig, it can also be fitted as a sloop, providing owners the flexibility to choose their preferred sailing configuration.

Of the two, my choice would always be the cutter rig for cruising. OK, with a yankee on the forestay and a high cut staysail you lose out when sailing with the wind on the quarter - but at least you can see where you're heading. In my opinion, deck-sweeping genoas are best kept for racing.

Pros & Cons

It's worth noting that the boat does have its strengths and weaknesses. The Valiant 40 is often praised for its top-notch build quality, seakeeping abilities, and comfortable interiors – an acknowledgment by both yachting journalists and seasoned sailors.

With its fin-and-skeg underwater configuration, canoe stern and cutter rig this is a boat that will will respond well to a windvane self-steering gear .

However, like any boat, it isn't without its drawbacks. Some owners mention the possibility of blistering in early models due to fire-retardant resins used in their construction, a problem corrected in later models.

The Secondhand Market

The vessel's approximate price varies depending on the model year, condition, and included accessories. Used Valiant 40 sailboats generally range between $75,000 and $150,000 on the secondhand market, making them a considerable but worthy investment for the dedicated sailor.

As for availability, the Valiant 40 is a popular model and regularly appears on the used boat market. Their strong construction and reputation for reliability make them a wise purchase for the discerning sailor.

The Competition

When comparing the Valiant 40 to other vessels in its category, it holds its own impressively. Its capabilities can be compared to the Pacific Seacraft 37 , the Island Packet 38 , or the Caliber 40LRC , all top performers in extended blue-water cruising.

According to countless sailor testimonials and yachting reviews, the performance, handling, and comfort of the Valiant 40 are generally superior to its competitors. The combination of these factors provides an unbeatable sailing experience.

The technical specifications coupled with firsthand accounts fortify the Valiant 40's standing as a stellar choice in its class. It's a boat that combines sturdiness, reliability, and performance, accommodating for both the thrill of adventure and the solace of comfort. A true embodiment of the freedom and excitement intrinsic to ocean voyaging.

I wrote this article using GPT-4, OpenAI’s large-scale language-generation model, as a research assistant to develop source material. I wrote the final draft in its entirety and believe it to be accurate to the best of my knowledge.

Dick McClary, creator and owner of sailboat-cruising.com

Other sailboats in the Valiant range include:

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Valiant 42 vs. Passport 40

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Hi all, It is decision time. I have to chose between a 20 year old Passport 40 in perfect condition and nearly ready to go and a 10 year old Valiant 42 which needs quite a bit of work but is far superior of course. The price difference once everything is worked in is roughly $100k... A LOT of money. I am struggeling. I know the Passport 40 is excellent. I am a singlehandler so it is a size I can cope with. It will keep me safe on my solo circumnavigation and the price is not outrageous. Downside is that it is old and may be harder to sell down the road and not as fresh as the Valiant 42 design... For a $100k difference, or roughly 50% more, is a Valiant 42 really 50% more boat than a Passport 40? Is it not better for me for my first real boat to go for the cheaper one and then in a few years get myself a Valiant 42 or something at that time? Thoughts welcome. JP Keep-Searching.net

gtod25 said: Why don't you buy both. If you haven't earned sufficient bonuses in your previous employment, maybe daddy can help out. Having read your Bio I am disinclined to offer free advice to anyone, however young, who has played a part in our current financial debacle. Especially one who has managed to "earn" sufficient funds to support a nomadic lifestyle to find himself. As you are currently paying $25K to become an "ocean graduate", I will be magnanimous and lower my fee to $400 pd for advice. Click to expand...

It's funny you know. I now have long hair and a beard and when people look at me or speak to me initially they assume I am either a bum, uneducated or both. At passport controls it is harder with that look than a boring "princeton haircut", in particular throughout Europe and the US. The one thing I have learned on my travels through Africa and most other places I have been lucky to see is that one should never, ever, rashly judge someone. There is usually more to most than meets the eye. So all I'd offer is that when I am visiting Florida, which I hope I will before I head off to the Carribbean, is to have a drink with you and convince you of that simple thing. Kind regards JP

JPGaillard said: Hi all, It is decision time. I have to chose between a 20 year old Passport 40 in perfect condition and nearly ready to go and a 10 year old Valiant 42 which needs quite a bit of work but is far superior of course. The price difference once everything is worked in is roughly $100k... A LOT of money. I am struggeling. I know the Passport 40 is excellent. I am a singlehandler so it is a size I can cope with. It will keep me safe on my solo circumnavigation and the price is not outrageous. Downside is that it is old and may be harder to sell down the road and not as fresh as the Valiant 42 design... For a $100k difference, or roughly 50% more, is a Valiant 42 really 50% more boat than a Passport 40? Is it not better for me for my first real boat to go for the cheaper one and then in a few years get myself a Valiant 42 or something at that time? Thoughts welcome. I instantly wonder why the considerably older vessel is in excellent condition and ready to cruise and the opposite is true of the vessel that's not only newer but according to you a far superior boat. Maintenance or just just that the Valiant was abused and neglected, where as the Passport was not. I say this because negligence can easily attribute to much shorter Auxiliary life and the life of every mechanical piece of equipment on board. You could feasibly have to rebuild earlier than should be required and now you're looking at an astrological amount of $$$$. I'd look much harder at the Passport, it's ready to cruise and probably has had top notch maintenance where as the Valiant has not. Save vast sums of money, time, and aggravation, leave the Valiant at the dock. BTW, the Passport is one of the best built vessels that had the very best of equipment and materials used. Come on, the teak, brass port lites, the fit and finish is truly second to none. J Keep-Searching.net Click to expand...

I will be delighted to meet you.... Drop me a e-mail when you are in the area. I'm sure you are a very personable individual. As they say, "hate the sin, not the sinner".

If I was going to solo or circum, the V-42 is the boat I would want. Of course, that assumes all things are equal which they may not be in this case. I am currently about 100 feet from where they lay up the boats (Cedar Mills). I know the people pretty well that are there. THe boats are very well made and renound for what you want to do. The Passports are good boats too and I would think they would be better light air performers. THe V-42's stink in light airs. I would feel comfortable in making a long distance passage in a Passport 40. There are two things I would urge you to consider in this: 1) Are you CERTAIN you will circum? THe V-42, for all its long distance abilities, is a tight boat down below. I would think the Passport more comfortable. 2) Do not by via name. Buy these boats via how they were cared for. I would rather take a well cared for Bene or Catalina around the world than I would a poorly cared for Valiant. Make sense? If you want something that I think is a bit of a compromise between the two, I would tell you to look at a Tayana 42. That is what my parents have. I am very familiar with the boat. It would be a comfortable live aboard, lots of storage, and would take you wherever you wanted to go. The Valiant is a better boat for a circum - but I think you would be fine on a Tayana 42 (and for that matter, the Passport too). - CD

Second on the Tayana's Too. I've sailed alongside a couple 52/3's in my travels. Me. 79yrs. lost depth of field. NO more sailing. Caravans nowadays. That Tayana is more a sailing yacht than the other 2, They are more like floating caravans. Big. Bulky. boxlike. Specially by yourself. You'll find yourself sailing with a half full boat. Lots of interior room to spare. Take lotsa stores/spares. Even if YOU can't fix something. in yachtie world. There are. 99% of time. Somebody who can fix. IF YOU have the bits. Go for a narrower./longer more seaworthy/weatherly vessel. You'll have MUCH more comfortable waters. I used to carry Bladders/Jerry cans of extra fuel/water in bilges in mine. Ballast and reserves. MORE length. Less beam is better. and NOT fin keel, they walk all over the water. Long keel. Cutaway forefoot Skeg hung rudder.Or variations of those '60's hull forms will steer themselves for days without walking, as long as wind constant. I steered mine on a small windvane on stern pulpit to Wheel Pilot powered by solar, or Mizzen/Main sheet to emergency tiller stock through stern cabin roof.. You can park alongside wharves. On a (preinspected for rocks) beach. Lots of small backwater clubs have "poles" to lean against. for a scrub. Ask around wherever you are. You going round this big rock. You'll find, unless you spend a LOT of time hiding behind rocks. Over 40/45% of your sailing time is usually into it. Also. I did a bit of offshore by myself. I bumped into a container South W. of Tassie in Shipping lanes Back in the '80's. I hit it early morn. Pitch Black. 40ish knots. sliding down a face. Bump. She stopped dead. Fell over to port and kept going. The main thing is. She didn't drip a drop of water in the next 120ish miles in those condition to Strahan. Then. Oxy. Coupla hammers and some filler. You'd never know. We're down in the 40's there. Great sailing. WIth the right boats. Plus. NO crew. it equates to NO responsibility for others. The best. Get used to 20 min sleep snatches. And I always dropped a bow anchor to it's full length if getting some sleep. even in deep water. Shoals (usually) will stop you b4 you hit if that swinging. Plus it's a good drogue. Bommies. Hard luck.. If you serious about going round. OR serious offshore/long legs. Buy a late '70's to early '90's vessel depending on your back pocket. Most are copies of the RORC '60s. offshore hull forms. Seaworthy and sail well. MY last 2 yachts have been well made STEEL. Both made by Boilermakers in Shipyards in their own time. 42ft BODEN South Seas. for 7 yrs. Overlapping with my Pugh Moonwind 32ft (17yrs) Centre Cockpits only, (further away from the back and sides to be thrown out in the bumpy stuff.) I dislike stern cockpits intensly. I've seen a couple go over the back. Swinging on Harness straps. No thank's. Personally. Coastal and shipping lanes. I wouldn't float round in a Plastic tub.They bounce around like corks in a good sea. I've sailed alongside a few in the bouncy waters. thinking, Thank god I'm in here. Those little, built with Wider stern. Moonwinds. for a 32fter are VERY good and comfortable heavy weather sea boats. With an oversize rig and 4 slab reefs. Good in light airs too. I had 32ft hull. 37ft6in mast. 35ft luff. 12ft 8in boom. Loose foot, Full battens, Full top luff on Main sail. plus a 4oz light genny off a 40/42fter. Luff cut to suit. Fly loose luff up to 10 knots MAX. I'd do 3ish knots in 3-4 knots of breeze, once we started moving. I surprised a lot of Plastic boats. Some boats self steer. SOME are pigs. Regardless. Check any boat for that, B4 you fork out . and whatever you get. Have a great time. Always wear a line at night. even when dead calm. You CAN't See or hear that nasty one coming. I usually wore a inflatable harness/jacket (by myself) ON a clip on line. Plus towed a 1/2 in KNOTTED line from CENTRE stern. ALL times I stepped outside the cabins. The boat won't turn round for you, and if she on Pilot. By By Boat. NEVER Not be fastened to boat at all times. Over the yrs of my life I've known a few. and read of a LOT more who went over. I was on North Sea Trawlers in mid/late '50's. we lost a couple or three deckies most yrs. Boats too, in those days. It's dangerous. RESPECT her (he sea) as such.

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I always enjoy sailing past them and just waiving!!! - CD

Gents, Thanks a lot for your input. I think it is easy to fall in love with the Valiants. They are really stellar boats and have sufficient horror stories to tell where they kept the crew alive. Plus they have a huge fan base in the US, which is a good thing I suppose. I guess the point goes to value - 50% more for a Valiant 42 vs. a decent Passport 40 is where I choke a bit. Around the $280k mark for a Valiant 42, one starts getting into hugely expensive boats in my opinion and the competition then becomes stiff. For not that much more one can get a Halberg Rassy for example. When one stays under $200k all-in, ready to go, then there is not that much competition. I thus wonder if a Passport 40, around $185k on-the water ready to go with everything needed is just not really better value. I mean, if you want to circumvent but have the time to wait for decent weather and don't have to go out into 60KN winds, then you reduce the number of storms you encounter and thus the risk. Obviously being prepared for it is still key because these things happen, but I guess with a Valiant you can maybe just "go" no matter what. The Passport you may wait a bit, or just heave to a bit earlier... The Tayana 42 is a really interesting case. I had looked extensively at the Tayana 37 and loved the style, sailing ability (even though dull in low winds) and storage, but found everything to be quite hard to access within the boat. The Passport in that regard is excellent: very well laid out, engine easy access, good design with the head at the bow to reduce weight, etc. The Tayana 37 for example had often Bow fuel tanks which are a no-go for me. I guess I should look into 42s a bit more, but there aren't any really good examples I could find so far.

The Tayana Vancouver 42 is a totally different animal than the 37. You will not just "go" in ANY boat, unless she is a tanker. You cannot guess your weather 5-7 days out, which means that if you are going to make a passage across the pond(s), you will have to deal with what comes. One of the things I like about the Valiants (better than the Tayanas and Passports) are the decks and catwalks. Nice, wide, unobstructed walkways. The boats seem to sit a little lower (lower profile) too. The V-42 has top notch stainless and wiring. Their stainless is about unmatched. The Tayana 42 does not have the stainless that the Valiant does in my opinion. You may also find many of them with teak decks. Regarding the teak decks, I used to be really negative on them. However, the more time I have spent on them (when wet), the more I like them. However, they get REALLY hot and you will always be replacing the bungs on the freaking things. Down below, I think the Tayana 42 has the Valiant beat... big time. Even with the newer configurations on teh Valiants, the Tayanas are warmer and more functional and better liveabaords (at least on the aft cockpit models... I have no experience with the CC's). THe head and shower are great. THe aft and forward berths are decinvingly large and comfortable, you will simply lose stuff with all the storage, you can access the lazarette with a walkthrough behind the companionway steps (a great feature), and the salon is nice for both small (just yourself) and large entertainment. If you are serious about this, fly to Dallas and head up to the Valiant facility. I will walk you through a Tayana Vancouver 42 and I am certain we can seem several examples (for sale even) of Valiant's. There are no Passports that I recall around us, but I can likely get you on a Panda too - assuming they are around. The Panda is another fine, go anywhere boat. You would also be welcome to see my Catalina 400, but it would not be a good choice for doing long distance passagemaking if that is actually what you are going to do. Just let me know. - Brian

By the way, I should mention: initially I had started looking at Contessa 32s... simply because the bigger the boat the harder it is to truly singlehand... A Valiant 42 has a huge sail area. A Tayana 42 probably as well, despite being cutter rigged for most. The Ketch strategy is interesting, but it is something I personaly don't like. The question is important. One usually gets tempted to go "bigger" (subject to budget) but in the end it is a compromise. Bigger is better maybe in strong weather, but not always. A Contessa 32 is probably the ultimate boat you'd want to be on in a really nasty storm... but then it is truly too small... esp if you are two or plan to chill on your sailing tour. Hell I do plan do hang out in islands and surf, windsurf and simply live well for a while - that's where size to store stuff and live not out of a small bag and cabin makes a difference. I am sure everyone out there is facing the same dilemma. Plus I may find the lady of my dreams so you wouldn't want to share a shoe-box with her for a few years... So in the end that would be a good topic to discuss related to optimum size in a separate thread some day. Not all 40ft boats are equal. The modern Sweden Yachts for example over here which I sail have massive sails. I could NOT singlehand a Sweden 42 for example. The main is too big to handle in 40+kn winds, drop and fold it. A Tayana 37 is small comparatively...

Generally the "go" no matter what has a lot more to do with the crew and/or skipper than the boat itself!

I would consider talking with Bob Perry about both boats as an advisor. He charges a nominal sum for the service but no one will know the pluses and minuses of the two boats better. FWIW we really liked the Passport 40/41 and almost bought one until we found the Moody.

If the choice is between only this V42 and this Passport 40, I'd take the Passport. While the boat might be newer, the Valiant 42 is actually a much older design than the Passport 40. It is really just a Valiant 40, which was introduced in the early-mid-70's. I would call the Passport a much more evolved design. If you are going to spend that kind of money on a V42, please please please sail one first and compare it to a Pacific Seacraft Crealock 40. But, for a solo circumnavigation, I would really try to convince you toward a smaller boat, like the PSC Crealock 34. If you are interested in compromising a bit more between robustness and performance (along the lines of what Cruisingdad was saying), see if you can find a Pacific Seacraft-built Ericson 3800. There was a small number of examples built in the mid-late-90's that were outfitted with all the same hardware and systems as PSC's Crealock-series boats, but in this more slippery Bruce King hull. They are hard to come by, but very sweet boats: fin keels, spade rudders, tall rigs, etc. (Note: Not all the Ericson 38s built by PSC were outfitted like this. They called this special version by a different name, something like "regatta" or "voyager" edition, but I can't remember exactly. The visually distinguishing feature is that they use the same solid bronze portlights that were used on the Crealock series boats.)

JohnRPollard said: If the choice is between only this V42 and this Passport 40, I'd take the Passport. While the boat might be newer, the Valiant 42 is actually a much older design than the Passport 40. It is really just a Valiant 40, which was introduced in the early-mid-70's. I would call the Passport a much more evolved design. Click to expand...

I agree with JRP. If you've got the coin for the V42, then the possibilities are wide open. Don't ignor the PSC 34/37/40. Also, you may consider any number of other Perry designed bluewater boats in the 35-40 foot range.

We have a Perry designed 42- not a Passport but eerily similar. Really, really similar. We love it, but it is a lot of boat to handle even with 2. That being said, we will be eventually ordering a Valiant 42. If I were going to be singlehanding, I would definitely consider a smaller boat. Heck, I wanted a smaller boat to go cruising with a family of 3. 42 is just a tremendous amount of boat for one person to handle. Something in the 30-35 foot range would be my choice and there are a lot of great boats to choose from.

If you have'nt already I would check out Yacht Design According to Perry . It includes a detailed writeup on both the Valiant 40/42 and Passport 40 including line drawing of both boats. Ilenart

I'd be more than happy to answer any Passport 40 questions for you. We love ours. There are a number of things your surveyor should look at, though, before you call the boat perfect. They can look great on the outside, but Taiwanese boats can have some metal issues, but they can be found on survey. With the right setup there shouldn't be an issue singlehanding a Passport 40 - I do it regularly when I do my night watches and the wife is down below. Personally, if I were singlehanding, I'd go for a smaller boat. The 40 is great for a couple, but there's A LOT of room so I would think she might be oversized for a single. If you like the 40, take a look at the 41 - it's the same boat but with a small "sugar scoop" transom. It makes it much easier to board from the stern, which may be important if you fall overboard. The Passport 40 has a reverse transom so it can be a bit tough to board at the stern. Outside of that, she's a wonderful sailor with a great plan and a very comfortable cockpit and interior, plus an incredible galley and great engine placement.

If you place a question like this on the sailing anarchy forum, Bob Perry will most likely chime in and give a little info for you.

Thanks - I looked at the Saga 43 and it is just too big. I tend to agree with most that 40 is the max in terms of size for a singlehander. the reason I consider the Valiant 42 is because it is simply a 40 with a bowsp.

JPGaillard said: Hi all, It is decision time. I have to chose between a 20 year old Passport 40 in perfect condition and nearly ready to go and a 10 year old Valiant 42 which needs quite a bit of work but is far superior of course. Keep-Searching.net [/QUOTE 11 year thread Click to expand...

You got me writing a post on a 11 year ld dead thread

Me too

try the Paliant 41... it's the best of both worlds

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Passport 40 review: evolution of the valiant 40.

Robert Perry’s Passport 40 is the combination of his Valiant 40’s underbody and Freeport 36’s interior. Passport contacted Mr. Perry specifically because of the Freeport 36. He received a letter with the stationary marked, “Yacht Builders, Frozen Foods, and Eel Farms.” Perry decided to quickly flush out the ridiculous inquiry by sending back to the Taiwanese yard a promise to design a 40-footer for $10,000. To his surprise, the eel farm manufacturer sent back a check for $9,500 withholding $500 until the delivery of the design. Two American dreamers, Wendel Renkin and Peter Hoyt, were in behind the inquiry. Under the brand Passport Yachts, Mr. Renkin and Mr.Hoyt were building a Stan Huntingford 42-foot double ender in Taiwan. For the Perry 40-footer, they wanted the Freeport 36’s head forward and portside Pullman layout. From 1980 until 1991, they would build 148 of these Passport 40’s and then extend the design with a swim platform into a 41-footer and then again into the 43 Passport. They built the yachts in Tansui, Taiwan first at King Dragon and later also at Hai Yang. Today, Passport builds their line of sailboats in China. Wagner-Stevens is the importation agent and the best place for more information about these yachts.

First Impressions The Passport 40 has softly raked bow with a hint of concavity forward, a springy sheer, and standard transom. A teak rubrail with stainless striker attaches to the hull. The coach-roof runs unusually far forward because of the head forward interior layout. This posed problems for Mr. Perry, so he terminated the roof with a wedge like section and cambered the edges. These softenings avoid the shoe box on a banana look of his original Valiant 40. Still, it is difficult to stoy a dinghy especially when a 40 is rigged with an inner fore stay. These are sloops with the mast neutralized unlike the cutter Valiant 40’s. A large porthole is amidships along the cabintrunk between two smaller portholes on each side. The cockpit is fully aft without any aft deck space.

Underneath her soft forefoot quickly leads to a long fin keel keel like the Valiant 40. The garboards are sharply turned for a initially stiff sail. This lead aft to a powerfully skeg mounted rudder. It is an outdated underbody but did allow Passport to keep the ballast low. There are even shoal and deep versions. Passport overbuilt these yachts and the freeboard is less than Mr. Perry planned which gives her a sexier look. Above, the sloop rig was originally just a single spreader, but I previewed a later model 40 Passport which had the turbo charged double spreader rig of the swim platform extended 41/43’s. Because of the heavier build, the rig is underpowered. They are meant to sail under main alone mostly with a small 100% jib.

Construction Passport insisted on overbuilding their yachts. Wendell Renkin would show off a 2 inch thick cut-out of the aft cabin trunk. While this was unnecessary, customers loved the security of these ideals. The hulls are solid glass, and though bonded with polyester resin, they are not known to blister. Longitudinal stringers and transverse floors stiffen the hull. Passport 40’s have encapsulated iron ballast, and while lead would have been better with the long fin keel, they were able to keep the ballast pretty low. The decks were originally plywood cored, but later they moved to foam core. The side decks are teak on many. Teak eyebrows run along the coachroof. The cabintop is nonskid and later sidedecks were often nonskid. Passports are beautiful with their teak drapes though the bright-work is serious to maintain. The hull deck joint was designed by Wendel Renkin. It is of the raised bulwark style. Mr. Renkin insisted on burying steel into the laminate so stanchion bases and other hardware could be tapped instead of bolted into place. This was nice in the beginning but has made refitting more difficult. The mast is keel stepped though according to brokers some might have been deck stepped.

What To Look For The teak sidedecks with the copious fasteners and cored deck are known to leak. While much better than other Taiwanese leaky teaky builders, Passport is not immune to these problems as any cored teak deck is after 30 years. The chainplates should be looked at after all these years. According to Mr. Perry, Wendell Renkin though himself as a designer and would modify the original designs including bulkhead and chainplate placements. The tankage was originally in black iron tanks that Passport glassed over. They glassed them over to prevent them rusting from the outside in. Later 40’s have aluminum tankage.

I noticed crazing of the laminate in the cockpit and along the raised bulwarks on a late model Passport 40. The teak was left bare and lightly oiled which is a way to avoid varnish. You will come across many 40’s with tired brightwork because of the high maintanance. While non-structural do not underestimate the time and finances required to cosmetically upgrade a tired sailboat. The teak interior was worn on another one I previewed years ago. The dark teak verneer needed replacement.

On Deck The foredeck is rather small and foremost is a single bow roller. If she is not equipped with one, an electric windlass is a great upgrade here. There are three dorades on the coachroof, two small and two larges hatches, and two ventilators. The teak side decks give great traction but get surprisingly hot in the Fort Lauderdale sun. The teak caprail and teak handrails are nice looking and functional too. The coachroof is always nonskid. There are tank caps for water port and starboard, diesel aft portside, and waste starboard forwardmost. The genoa tracks are along the inward edge of the side decks. I previewed on with an inner forestay and short staysail tracks on the coachroof. All the lines run into the cockpit for single-handing.

While the combings are low and ergonomically angled and the seats are wide, there are some unusual features. Most obvious are port and starboard grated seating that removes. This removable seating allows better maneuvering room in what is a relatively tight cockpit. With these grates in place the captain needs to jump over the seating to leave the helm as the wheel blocks access. These grates lockdown the cockpit lockers under the helm and side seat which is somewhat annoying. It is annoying to remove the pins which hold down the grates and then store the grates to just open up a locker which secures down with a latch anyway. Two cowl vents are aftmost port and starboard.

The cockpit is secure and has long seating which are the most important features. The scuppers forward are four inches or so in diameter. The stout bridgedeck consists of an aft facing sea that you step over to reach the companionway. There is a boom gallows connected to the dodger supports which gives you a great handle for going in and out of the companionway. The companionway doors are two hinged ones that lock down with bolts.

Down Below Passports are known for a very dark cherry colored teak verneer. Forward most is the head arrangement on most. Interestly while this was the main design component, Passport was a semi-custom builder and made alternate layouts with the standard V-berth forward. Aft on the standard layout is the portside Pullman and storage to starboard. Next past the main bulkhead and keel steeped mast is the saloon with either an L or U-shaped settee portside and straight settee starboard with the nav station. The mast is covered with a louvered teak piece that lifts out for quarter access. Aftmost is the galley portside and the aft stateroom starboard. There is either a second head aft or a wet locker.

Engine and Underway Engine access is in an unusual spot. The Perkins 4-108’s standard are set deep in the bilge. In the U-shaped settee layout, the engine access is under that last aft centerline portion of the settee. You lift away the seating for full topside access. The tankage is in either fiberglassed over black iron tanks or the later aluminum ones. The companionway ladder has a cool feature where it hinges upward and then latches to the rooftop. This avoids having to move around and store the ladder always an annoying endeavor. While you might expect engine access here, instead there is just room for batteries with the sharply rising hindquarters. Passports were designed to be real sloops with the sailpower mostly in the main. Robert Perry might shake his head if saw a double headsail sloop rigged Passport 40 called a cutter. For cruisers, he figured the main is the easiest to handle. This sloop mast positioning makes a design without the weather helm of the Valiant 40 but with the same smooth motion. The turbo double spreader rig is the best while the single spreader versions will be undercanvassed.

Conclusion The Passport 40 one of Mr. Perry’s earlier designs draws on the Valiant 40’s underbody and Freeport 36’s interior. Another key is the quality of Passport yachts, one of the better Taiwanese builders. These are priced according at more than other vintage cruisers ranging from $100,000 to $160,000. Wagner Stevens is the importation agent as well as king of brokerage passports. Give them a call for more information.

References http://bluewaterboats.org/passport-40/ http://www.sailingmagazine.net/boats/6-used-boat-notebook/523-passport-40

2 Replies to “Passport 40 Review: Evolution of the Valiant 40”

Nice review, and fairly close to my observations and experiences. There are P-40s with deck stepped, double-spreader masts. Mine is rigged this way. It does not have the grated seating that so grated on the reviewer. In the cockpit one finds a spacious, aft stbd catch-all lazarette, an aft port propane locker, and another spacious, portside catch-all lazarette. Starboard in the cockpit one finds two operable portlights which provide light and cross-ventilation for the aft sleeping berth below. The engine is located under the saloon table (L-shaped settee) with removable side panels which allow excellent access for routine maintenance. The table was recently (and easily) disassembled for replacing the old Nannni Mercedes 636 with a new Volvo D2-55. The Volvo fit perfectly and required no modifications while upping the powerplant by 30%. S/V Golden Eagle P-40 #048 (1983)

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Sailboat Reviews

The Valiant 42 is a direct descendant of naval architect Bob Perrys seminal Valiant 40, the first of which was built by Uniflite in Bellingham, WA, and launched in 1975. The 40 was a commercial and critical success: Some 200 were eventually built, and the boat, which is credited with introducing the term performance cruiser to the sailing lexicon, was inducted into the American Sailboat Hall of Fame in 1997.

The Valiant 40 also had early success on the race course and in mara-thon shorthanded events like the OSTAR, the BOC Challenge, and the Bermuda One-Two. Mark Schrader became the first American to circumnavigate via the five Southern Capes aboard his Valiant, Resourceful, in 1983. The list of other significant voyages in Valiant 40s not to mention the countless miles sailed by ordinary cruising couples and families is quite remarkable.

However, well over a hundred of those original Uniflite Valiant 40s were seriously flawed. A fire-retardant resin employed in the construction of the boats from 1977 to 1981 was eventually deemed the culprit in countless cases of severe hull blisters. Many are the tales of frustrated Valiant 40 owners undertaking tedious bottom repairs.

The blistering problems were addressed once and for all by 1984, when Texas Valiant dealer Rich Worstell purchased the company and began building the boats using isopthalic resins alongside Lake Texoma, about an hour and a half north of Dallas. Rich Worstell remains in charge, though his son, Kris, is being groomed as the successor of the family-owned business.

DESIGN The Valiant 42, which was introduced in 1993, is a refined, updated version of the original Valiant 40. This tried-and-true offshore cruiser continues to meet the needs of long-distance sailors. An important change is the rig, which evolved from a single-spreader configuration to a taller, double-spreader spar that boosted light-air performance with 77 square feet of additional sail area. By adding a beefy stainless-steel bowsprit, the overall balance of the boat under sail was also addressed.

The keel is now in its third iteration and, with input from keel specialist Dave Vacan’ti, the foil has been shaped with a larger leading edge and smaller trailing edge for improved lift and efficiency. An additional 1,800 pounds of ballast further enhanced stability.

The biggest change is the new deck, which is built without any hatch bosses. Hatches are added later to suit the various interior arrangements. The cockpit has been redesigned with higher coamings that encircle the entire space on the V40 they terminated aft of the primary winches that are better suited to halt the ingress of water. The interior of the 42 adds more headroom to that of the 40, and there are now five different accommodation plans from which to choose. Because it is a semi-custom boat, an owner can tweak these basic layouts.

To this day, Bob Perry notes that the rounded stern was a design feature foisted upon him by the original builder for marketing considerations, and not a direction he wouldve taken if left to his own devices. It was 1973, he said. Westsails were all the rage. Everyone wanted the Colin Archer look. But I do have to say, double-enders are pretty. Theyre aesthetically pleasing. They conjure up all sorts of romantic notions.

Modern boats with broad, square sterns in general can provide bigger cockpits and expanded seat-locker storage. Theyre more stable and buoyant and, when heeled, increase the vessels effective sailing length.

But if the canoe stern was a marketing compromise, Perrys approach to the underbody was not. The Valiant 42 has a fine entry, relatively long waterline and full sections aft, and there is nothing Colin Archerish about the detached, separated keel and rudder, which minimize wetted surface and were a radical departure for offshore cruising boats at the time, when full keels were the widely accepted approach for long-range voyaging. The keel/rudder configuration gave the boat the performance edge.

DECK LAYOUT The massive stainless-steel bowsprit/pulpit that gives the 42 its extra two feet of length is fitted with a Schaef-fer System 3100 roller furler and dual bow rollers working in unison with the standard Lighthouse windlass. Its a big, hefty, reassuring platform for handling ground tackle.

There were seven Lewmar Ocean System hatches on the boat we sailed, as well as a pair of fiberglass Dorade vents with stainless cowls and guards, and a series of Hood cast stainless-steel opening ports with screens. Owners can add or subtract hatches to modify ventilation for their cruising climate.

An Antal whiskerpole adjustment track works in tandem with a Forespar whisker pole for poling out headsails; a spinnaker pole package is an option. Genoa tracks are recessed, which is good news for barefoot sailors. A rugged, custom traveler set-up is stationed just forward of the hard dodger/bimini. The traveler controls and mid-boom Lewmar mainsheet system are led aft through the dodger to a pair of Lewmar winches that are stationed just behind dual sets of Antal rope clutches to handle the mainsheet, single-line reefing controls, halyards and traveler. The placement of the halyard winch under the dodger makes grinding the last few inches of the main halyard a bit difficult, as its tough for the grinder to get sufficient purchase above the winch. An electric-winch would be an option to consider here.

The Valiant 42 doesn’t have a dedicated boom vang, but off the breeze the spar can be controlled by a pair of preventers that are led aft both port and starboard from the boom, via deck blocks, to dedicated clutches stationed just outside the cockpit coaming. Cockpit size limits the wheel dimensions, but the relatively diminutive 32-inch stainless-steel destroyer wheel on an Edson radial-drive pedestal is more than adequate. In keeping with the theme of offering a low-maintenance boat, theres no teak on deck beyond a pair of optional planks on the bowsprit, an eyebrow near the traveler, the companionway trim, and the swim-ladder steps. The cockpit seats are over seven feet long and fine for sleeping underway. The standard Lewmar 58CST primary winches are reassuringly oversized.

SYSTEMS The standard Valiant 42 comes with a freshwater-cooled, 44-hp Westerbeke diesel with 2.13:1 reduction gear and V-drive transmission with a dripless shaft: A 55-hp Westerbeke is an available option. Engine access is good via fold-up companionway ladders, the lower of which is secured by barrel bolts. A single Racor fuel filter/water separator is easily accessed and standard (theres room for an optional second unit), as is the oil-change pump. Switches for the optional generator (available in 5 kW or 7.6 kW), windlass, 12-volt DC power and 110-volt AC power are all located on a shared distribution panel aft of the companionway steps. All the tinned, copper wiring runs meet ABYC specifications. Valiants Rich Worstell has an aviation background thats evident in the attention to detail that the electrical panels exhibit and in the custom manifold system, and every color-coded wire, as well as all valves and hoses, are scrupulously labeled.

Batteries are situated under the aft berth near the water heater and are arranged in a two-bank system, with four gel cells in the house bank and a single gel cell as the starter battery. A 100-amp alternator is standard, along with a 110-volt automatic battery charger.

The split, alloy fuel tanks are stationed to either side of the lazarette, from where they can be easily removed if necessary. Custom-built stainless water tanks are situated beneath the port and starboard settees and are also removable. If desired, more tankage can be added in lieu of the generator in a locker aft of the engine under the cockpit, or in the storage space under the forward v-berth. Hot and cold pressure water is standard, as is a foot pump in thegalley.

ACCOMMODATIONS Valiant offers five basic interior layouts for the 42, from which owners are encouraged to customize the details. There are three Center Entry versions with an amidships companionway: the Center Entry Queen and Center Entry Pullman both have a single aft head and are differentiated by the layout of the forward stateroom and main cabin.

The Center Entry Queen/Two Heads has a second head forward. The two Side Entry models have companionways offset to starboard. They lack the CE versions separate showers. The Side Entry Traditional follows the original Valiant 40, with a forward head and V-berth. The Side Entry Pullman has an offset berth in the forward cabin and an aft head.

Our test boat was a Center Entry Queen with 6 5 headroom throughout and a generous berth in the forward cabin that measured 6 6 (long) x 7 (head) x 19 (foot). A divided chain locker is forward of the berth (a hawse pipe directs the chain aft to another locker under the foot of the berth) and theres plenty of storage in overhead lockers and below the berth.

A cedar hanging locker and small seat oppose each other at the aft end of the stateroom.

The main cabin has a pair of settees on opposite sides of the dropleaf table, just forward of the U-shaped galley to port. The galley features a 3-burner stainless-steel oven, twin stainless sinks and a Seafrost 12-volt refrigerator. The forward-facing nav station is to starboard. The single head and a dedicated wet locker are behind the navigators seat at the foot of the companionway. The aft berth to port measures 68 x 48 and is well situated for a shorthanded voyaging boat; its a good sea berth and close to the action should off-watch crew be required on deck in a hurry. A clever opening in the berths side bulkhead can be opened for ventilation or topsides communication, and closed for privacy in port. Overhead and lets not forget, this boats built in Texas is a long gun locker that would also work well for chart storage.

PERFORMANCE We sailed hull number 73 of the Valiant 42, Tir Na Nog , on a fluky fall afternoon on Narragansett Bay near Barrington, R.I., the home of Valiants New England dealer, Anchor Yacht & Ship Sales. Given its track record, theres no reason to believe the 42 wont be a solid performer in good breeze, so it was informative to put the boat through the paces on a day with moderate air.

We started out in about seven-to eight-knots of true wind, with the 42 making 3.9 to 4.2 knots as registered by the GPS with a full Dacron main and high-cut 130 percent genoa from Quantum Sails. The boat tacked through 105-degrees in flat water and, not surprisingly, was slow gaining momentum out of the tacks. With a displacement of over 24,000 pounds, this was hardly a surprise. But once the boat gathered way it moved well and the helm was light and effective.

The boat responded well to a building sea breeze. In 12-knots of wind it recorded 5.2 knots close-hauled. At 14 knots, we managed 6 knots upwind. We bore off to a beam reach in fading wind and the boat made 6.4 to 6.6 knots in 10 knots true. By the time we eased off to a broad reach with a wind angle of 120 degrees the breeze had faded to between 6.5 and 7.5 knots, and boatspeed hovered between 4.5 and 4.7 knots. The boat was fun to sail, particularly when steering from the coaming with a good view of the tell-tales. Given the conditions, performance under sail was very good.

At 2,500 RPM in a slight chop and moderate wind, the 42 made 6.6 knots under power. Maneuverability and handling were excellent. The boat turned in a boat length or less and backed down nicely with the standard 3-blade prop.

CONCLUSIONS The Valiant 42 is a solid, well-built, long-range cruising boat that will take competent owners anywhere they wish to sail. Some sailors will find the 42s double-ended profile to be hopelessly dated or old-fashioned, while others will find pleasure and take comfort in its tried-and-true lines. Theres no question the hull form has been well tested in the gravest offshore conditions.

The 42 is an expensive boat: Anchor Yachts boatshow special in Newport, R.I., last fall was just under $375,000 for a sailaway package, including sails and limited electronics. But Valiants hold their value well. A survey of YachtWorld.com in mid-October showed eight Valiant 42s on the market, all built between 1995 and 2004, with asking prices from $319K to $359K.

Depending on ones budget, if one was sold on the Valiant concept, it might make sense to search for an older V40 beware of blister pox and put the money saved into a long-term cruise. But if moneys not an object, and you have your heart set on a new V42, youll be rewarded with a solid cruising platform that, for a yacht, is a good investment.

CONTACT VALIANT 903/523-4899 valiantsailboats.com

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1978 Valiant 40 – (No Luxury Tax)

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1978 Valiant 40 – (No Luxury Tax) boat for sale

The Valiant 40 has influenced modern blue water cruise design more than any other boat and has been elected to the American Sailboat Hall of Fame. The boat’s design was considered revolutionary at that time by bringing aspects of racing design into open ocean cruising yachts which up to then meant heavy and slow traditional boats; Valiant 40s are reported to turn 160-mile (256 km) days regularly on a passage.

S.V. Starship is a great example of this classic design. With low engine hours, newer standing rigging redone this yacht is turn-key and ready for a new chapter!

Specifications

Electronics.

Depthsounder
Plotter – Garmin 180
Autopilot – Alpha Marine Systems (2015)
GPS – Garmin 180
VHF – Standard Horizon with GPS & DSC
Radar – JRC Daylight
Radio – Kenwood
CD player – Kenwood
Fully battened mainsail – Northsail Norlam 3 jiffy reef (2013)
Furling genoa – Norlam sail, Harken furler (2013)
Storm jib – Dacron Staysail & Storm Staysail (older)
Steering wheel
Electric winch – Lighthouse 5101 Windlass

Inside Equipment

Electric bilge pump
Manual bilge pump
Battery charger – Statpower True Charge 20 amp
Heating – Dickinson Antarctic diesel heater
Oven – Force 10 30 burner range with oven
Marine head

Electrical Equipment

Shore power inlet – 30 amp
Electrical Circuit: 12V

Outside Equipment/Extras

Cockpit cushions
Tender – 10 foot Zodiac with 2 hp Yamaha outboard
Electric windlass

The interior is entered through a scuttle on the starboard side, down (5) steps with the navigation systems, components and a distribution panel located above a desk. The U-shaped galley is to port, forward of the aft double bunk state room. Forward of the galley is the fold down table and settee with the salon bench to starboard. The enclosed head is forward of the salon to port with the forepeak V-berth just forward.

It is reported by the owners that in 2000 the hull gel-coat and outer layers FRP were removed due to extensive blistering, which is normal for this vintage vessel. It was allowed to dry out for approximately a year’s time, and renewed to industry standards and practices. The vessel was epoxy sealed and finished with Awlgrip marine paint.

Alpha Marine Systems (2015)
Standard Horizon VHF w/ GPS & DSC (2015)
(4) Large overhead teak hatches double-paned for insulation (2015)
Chain locker being reinsulated and refinished (October 2015)
Whale Flipper hand operated cold fresh water (2015)
PUR carbon water filtration system (2015)
5# propane tanks in fiberglass box draining overboard, ABYC approved (2015)
Trident Propane solenoid shutoff with propane monitor (2015)
New standing rigging (2017)

IMAGES

Valiant 40 Used Boat Review
Valiant 40
VALIANT 40: The First "Performance Cruiser"
Valiant 40
1987 Valiant 40 Sail Boat For Sale
Valiant 40

VIDEO

Alliance of Valiant Arms Sniper Gameplay Montage HD
VALIANT 550 Comfort
Valiant Hearts The Great War FULL GAME
Valiant V450 Rib Boat
Stevens Custom 40 sailboat for sale in Greece
EP 9

COMMENTS

Valiant 40 Sailboat Review
Best bargain: Look for a fire-retardant, potentially blistered Uniflite 40 built between 1976 and early 1981. Prices should range from $90,000 to $130,000. Hull numbers 250 to 266 were non-fire-retardant resin boats and prices will range from $110,000 to $150,000, again depending on condition and equipment. Texas-built Valiant 40s (numbers 267 ...
Valiant 40: Reshaping the Cruising Hull
The Valiant 40 hull is easily driven; the 43-horsepower, Volvo 2003 Turbo at a normal cruising RPM of 2400 gives you a speed of 6 knots through the water in flat seas. The boat handles particularly well under power in tight quarters or when docking stern-to. A two-bladed fixed propeller is standard equipment.
Valiant 40: A Look from Stem to Stern
Sailboat Reviews. All Multihulls New Sailboats Sailboats 21-30ft Sailboats 31-35ft Sailboats 36-40ft Sailboats Over 40ft Sailboats Under 21feet used_sailboats. Ericson 34-2 Finds Sweet Spot. ... Valiant 40: A Look from Stem to Stern . Robert Michelin - July 21, 2020. 0 . Except for the significant blistering that plagued the Uniflite hulls ...
Valiant 40: A Legend in its Own Time
In a recent classified, a "Valiant 40 Project Boat," total refit nearly complete, was listed at $69,000. Hull No. 187, with an asking price of $130,000, is sitting at the dock in San Carlos, Mexico, waiting for you to take her over and make a beeline for the horizon. Newer models are a lot more expensive; a 1992 V40 was advertised recently at ...
Valiant 40: A Home for All Oceans
Sailboat Reviews. All Multihulls New Sailboats Sailboats 21-30ft Sailboats 31-35ft Sailboats 36-40ft Sailboats Over 40ft Sailboats Under 21feet used_sailboats. Tartan 30: An Affordable Classic. Ericson 34-2 Finds Sweet Spot. ... The Valiant 40's generous beam carries well aft, allowing ample room below. Owners were allowed great latitude in ...
Valiant 40 Used Boat Review
Valiant 40 Used Boat Review. Perhaps no other boat built in the last 25 years has been more glorified or more vilified than the Valiant 40. A 1995 survey by Sail Magazine ranked the Valiant 40 with the likes of the J/24, Laser and Australia II among the boats that had had the most positive impact on sailing over the last 25 years.
Valiant 40
The Valiant 40 has perhaps influenced modern blue water cruiser design more than any other boat. Prior to the Valiant 40, cruising sailboats we synonymous with heavy and slow. ... » Buying a Used Valiant 40, review by John Kretschmer, Apr 1999 » The Birth of the Valiant, article by Sylvia Williams Dabney, Oct 1998
VALIANT 40 (101-199)
Production of the VALIANT 40 continued, on a limited semi-custom scale, until 1992 when an updated version called the VALIANT 42 was introduced. ... 40 to 50 indicates a heavy bluewater boat; over 50 indicates an extremely heavy bluewater boat. Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam^1.33), where displacement is expressed in pounds ...
VALIANT 40: The First "Performance Cruiser"
OFTEN HAILED as the first performance cruiser, the Valiant 40 was an important breakthrough boat both for its designer, Bob Perry, and for cruising sailors in general.The genius of the design is that it married what above the water looks like a beamy double-ended traditional cutter with a much more modern underbody featuring a fin keel and separate rudder mounted on a skeg.
Valiant 40 Sailboat Interior Tour
This is an interior tour for Valiant 40 #278, "Keeldragger".Follow the Keeldragger Sailing Blog and Tracker: https://bit.ly/3CxpYlk
Valiant 40, The Blister Boat years.
Location: California, MD. Boat: Rhodes 41. Posts: 93. Valiant 40, The Blister Boat years. I'm seriously considering a Valiant 40 from the Blister Boat years. For those that don't know, the Blister issue lead to the lawsuit, bankruptcy and untimely demise of Uniflite, and the Valiant brand. My question is whether I should invest in a boat like her.
Review of Valiant Yachts
The Valiant 40 is an iconic ocean going sailboat designed by Robert H. Perry in 1973. The Valiant 40 was inducted into the Sailboat Hall of Fame in 2015 for its incredible contribution to sailing. The Valiant Yachts company built the boats in Texas after purchasing the mold and design from Uniflight Inc. in 1984.
The Valiant 40 Sailboat
The Valiant 40 Sailboat. The Valiant 40 is a high-performance cruising sailboat that was first built in 1973 by Valiant Yachts, a company based in Texas, USA. Known for its robust construction and excellent offshore capabilities, the boat was designed by Robert Perry and has been recognized as one of the most influential designs in the sailing ...
Valiant 40
The Valiant 40 has been described as a high-performance cruising yacht which, at least in the early 1970s, was clearly a contradiction in terms. ... Boat Reviews. Valiant 42RS: Updates the Classic Cruiser. Chris Caswell. November 7, 2002. Boat Reviews. Leopard 40 PC Power Catamaran Review. Zuzana Prochazka. March 29, 2023.
Valiant 40
The Valiant 40 was one of the first Sailboats designed by naval architect Robert Perry, it was introduced in 1973. The boat is configured as a rear cockpit double-ender, cutter rigged monohull. The boat's design was considered revolutionary at that time by bringing aspects of racing design into open ocean cruising yachts which up to then meant heavy and slow traditional boats.
Valiant 42 vs. Passport 40
Boat Review Forum. SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more! ... It is really just a Valiant 40, which was introduced in the early-mid-70's. I would call the Passport a much more evolved design.
Passport 40 Review: Evolution of the Valiant 40
Conclusion. The Passport 40 one of Mr. Perry's earlier designs draws on the Valiant 40's underbody and Freeport 36's interior. Another key is the quality of Passport yachts, one of the better Taiwanese builders. These are priced according at more than other vintage cruisers ranging from $100,000 to $160,000.
The Best Sailboats for the High Seas?
Here are some of the boats that were suggested from our readers: Mariner 36, Cal 34, Morgan 43, Swan 43, Bermuda 40, Island Packet 26, Mariner 47, LeComte Northeast 38, Westsail 32, Dana 24, J/35, and the CSY 44. Id be interested in hearing of other nominees for this list, or other good resources for sailors looking for a short list of good ...
Bluewater Sailboat Tour- On the Deck Of a Valiant 40 #1/3 ...
Bluewater Sailboat Tour Valiant 40 #1 (Titanium chain plate, Manson Supreme Anchor, Monitor Windvane, KISS wind generator, Profurl, Tides Marine sailtrack, R...
Review of Valiant 40
The l/b ratio for Valiant 40 is 3.24. Slim Wide 58% 0 50 100. Compared with other similar sailboats it is more spacy than 58% of all other designs. It seems that the designer has chosen a slightly more spacy hull design.
Valiant 42
The 40 was a commercial and critical success: Some 200 were eventually built, and the boat, which is credited with introducing the term performance cruiser to the sailing lexicon, was inducted into the American Sailboat Hall of Fame in 1997. The Valiant 40 also had early success on the race course and in mara-thon shorthanded events like the ...
1978 Valiant 40
The Valiant 40 has influenced modern blue water cruise design more than any other boat and has been elected to the American Sailboat Hall of Fame. The boat's design was considered revolutionary at that time by bringing aspects of racing design into open ocean cruising yachts which up to then meant heavy and slow traditional boats; Valiant 40s ...

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