1978 Cheoy Lee Offshore 41

SEK  165.114
Honolulu, HI
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Telefon: 808-367-8185
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Enkel / diesel
Belägen i:
Honolulu, HI
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US$ 19.500 (SEK  165.114) 

Naval architect Raymond H. Richards was commissioned by Cheoy Lee to design the Offshore 41, which replaced the classic Phil Rhodes-designed Reliant 40 in the company’s line-up.

Richards first established himself as a corporate designer in Seattle. In 1961 he became the first architect to design a fiberglass hull that met Lloyd’s construction standards. He was responsible for 10 Cheoy Lee designs, including the 39, 32 and 38-footers, and several Ranger and Pacific sloops.

By the time he accepted the commission for the Offshore 41 in 1972, he had abandoned the rigors of the corporate world for private practice, and moved to Avalon, on Catalina Island. These days he operates from a studio in Newport, California, where he has designed, among other vessels, a commercial passenger boat called the SWATH (Small Water Area Twin Hull) that is characterized by buoyant, sub-surface struts that produce a smooth, stable ride.

The Offshore 41 was conceived as a 40-footer but grew to 40' 11", just 2" longer than the Reliant, but with a significantly different underwater shape.

“We were looking toward a more updated offering, both in style and performance, giving only a slight nod to the now infamous IOR,” Richards said of the re-design.

It was offered in sloop, yawl, and ketch configurations, though the sloop is the best performer of the three. Sail area for the sloop is 833 sq. ft., compared to 863 and 880 sq. ft. for the yawl and ketch, respectively. The sail area/displacement ratio (SA/D) for the sloop is 17.5, typical of cruisers of this vintage; the SA/D is 18.1 for the yawl, 18.4 for the ketch.

The displacement/length (D/L) ratio of 275 is on the high end of the moderate scale, and the ballast/displacement ratio is 41%. Richards describes the boat as being “stiff as a church.”

A radical departure from many cruisers of this era was the design of the keel. The traditional full keel was replaced by a 6' deep cruising fin in which the forefoot is cutaway. The rudder is attached to a skeg.

The first boats were commissioned in 1972, and the production run produced about 100 boats.

The Offshore 41 was designed to meet Lloyd’s specifications, and Cheoy Lee marketed it as meeting that standard; however, “there was not a Lloyd’s inspector on the premises during construction,” Richards said.

Hulls of the Offshore 41 are solid fiberglass that Richards says are heavier than designed.

“They (the builders) took a lot of license with the drawings,” he said, describing a trial-and-error method of adding layers of fiberglass and resin until the boat floated on its designed waterline. The process may have inadvertently produced a thicker, heavier hull than intended.

Richards’ lamination schedule for the hull was not followed by Cheoy Lee, he said, instead calling for six plies of 2-ounce mat and an additional six plies with widths graduated to produce a taper at the hull/deck joint. It is unusual not to use woven roving, which builds up thickness much quicker than just mat. In any case, Richards said that Cheoy Lee assured him the boat was built to Lloyds standards.

The deck, cockpit and cabin sides were cored with mahogany encapsulated with skins comprised of two layers of 2-ounce mat. The deck was overlaid with 3/8" teak planking.

“The hull/deck joint is an inner facing flange forming a shelf onto which the deck was laid in wet mat and through-bolted,” Richards said. “The joint is a combination of resin and mat to prevent leaks. The teak toerail, rabbeted to take the thickness of the deck, is bolted through the deck and shelf. This is a method I created with the Pacific 30 and have used ever since. It has proved itself in both labor saving construction and structural integrity.”

The company replaced solid fiberglass stringers he designed with “joinerwork flats and aprons,” so berths and cabinetry act as hull stiffeners. Veteran owners of bluewater boats related no problems with hull flexing or oilcanning.

Bulkheads are “dropped in and bolted to related webs and floors, and bolted at the tops of the floors and glassed to the hull.”

The bottom consists of a molded grid system that provides structural support for the hull, framework for flooring, and a cavity for the internal keel. Ballast is an 8,700-pound slurry of lead and concrete; the top of the keel also functions as tankage for 50 gallons of fuel, small for extended cruising. Owners report fuel consumption of less than 1 gallon per hour with the Perkins 4.108 turning at 2,500 rpm. As a consequence, an optional 40-gallon fuel tank was offered under the cockpit. Water tanks are below the cabin sole forward of the engine and in tanks port and starboard aft of the galley.

In typical Richards fashion, the engine was mounted below the cabin sole amidships on solid fiberglass beds. Though that’s an excellent location for keeping weight out of the end of the boat, the arrangement is criticized by several owners, one of whom complained that, “The flywheel brings up bilge water and requires the construction of a metal shield to prevent continuous starter and alternator malfunctions.”

Like many boats of this era, the Offshore 41 was susceptible to blistering on the bottom and rudder. Owners report blisters ranging in size from “quarter-sized blisters I repair every spring,” to “several larger than my hand on the rudder that required a $2,500 repair.”

One owner told us that his boat survived Hurricane Hugo with substantial damage, “but the strength of the components kept it in good structural shape.”


Please contact Alan Goldberg at (888) 226-3955

Intresserad av denna båt? Tullfri: 888-226-3955
Telefon: 808-367-8185

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Intresserad av denna båt? Tullfri: 888-226-3955
Telefon: 808-367-8185