cheoy lee sailboats review

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Hoy do you like your Cheoy Lee?

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How do you like your Cheoy Lee? I am on a serious boat search. I have known about Cheoy Lees but thought that they were relegated to very large yachts! I am very interested in one and was wanting some feedback as to how much you guys like the boat. I am drawn to the classic lines and the interior layouts. Are there any issues known exclusively with Cheoy Lee? Any input would be appreciated! Thank YOU.  

It depends a bit on the year of Chey Lee you're looking at, the quality of the boats has varied over the years. What year/make are you looking at?  

Daddy Like!! I have had three sailboats now, and am in love with my 1968 Offshore 27. Cheoy Lee made some of the toughest blue water boats ever produced. They have class and style, and were clasic traditional looking boats even in the 60's. You have to love wood on a boat, but if you are willing to rub it a little, you will have a head turner. I just restored mine in a boat yard for three months, and was amazed at the people who stoped their cars on the side of the road to come talk about her. Twice I went to the yard to find someone waiting by the boat to ask about her. She is a beauty though, so I cant say that I blame them.  

lakeeriehigh said: I have had three sailboats now, and am in love with my 1968 Offshore 27. Cheoy Lee made some of the toughest blue water boats ever produced. They have class and style, and were clasic traditional looking boats even in the 60's. You have to love wood on a boat, but if you are willing to rub it a little, you will have a head turner. I just restored mine in a boat yard for three months, and was amazed at the people who stoped their cars on the side of the road to come talk about her. Twice I went to the yard to find someone waiting by the boat to ask about her. She is a beauty though, so I cant say that I blame them. Click to expand...

I went to look at the Cheoy Lee that I was interested in and found that it was in much worse shape than expected. To bring the boat up to a condition for which I would be happy would have taken much more money and time than I am willing to give at this point in my life. Due to the current economy, I have decided to put the serious boat search on hold unless I find an unbelievable bargain. Still Boatless.  

I have a 79 Richards 32 ketch that was bought as a project boat, it was not well taken care of but I liked the lines and layout. There is much work to be done but it is a labor of love. I have been living aboard 2 years now.  

1999 to 2003 I have saw a motor boat 70' +.... i would like to know more about those boats... I am looking from 1999 to 2003 any issue or something you can suggest or help?  

anyone know about the years and variatians in quality of cheoy lee's? I'm looking 1978 40 ketch. Ive heard the're were a few years when the fiberglass was laid too thin?  

I love them, mine is a fixer. 1976 Luders design. 33' with a 4' bow spirit It was appraised at $ 8k to 30k. Right now it's 70% complete lots if teak, in and out, full galley, head, 2 cabins, sleeps 6, inboard Perkins, rebuilt but unassembled, plus 9.9 HP Yamaha on. Helm steering, working cannon on bow red hull, teak desks. Black metal flake mast mizzen and booms, call me to see it in Wilmington , Ca 310 259 0254, $7000. or. Best offer takes it, moving inland in 2 months.trades for 4x4 truck. Or Harley with cash your end.  

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• Sailboat Reviews

Cheoy Lee Offshore 41

An innovative ray richards design built by the earliest asian yard is a rock solid cruiser, but with a lot of teak to maintain as well as potentially troublesome metalwork..

Cheoy Lee Shipyards of Hong Kong was one of the first molders of fiberglass boats in Asia, constructing sailboats for export to the US in the early 1960s. It introduced its first model, the Bermuda 30, in 1963. By 1965 it offerred 11 different models.

The company enjoyed a reputation as one of the better builders of offshore boats, characterized by traditional designs and the extensive use of wood. Teak hulls were offered as an option, decks were usually planked with teak, spars were Sitka spruce, and interior joinerwork was all teak.

Though the company developed a reputation for building solid hulls and decks, like many Asian builders of the period it also had a reputation for manufacturing lower quality accessories—winches and other stainless steel and bronze components were fabricated in the company’s shop, and were considered inferior to mainstream US and European hardware because of a tendency to corrode.

One Californian went so far as to order a boat delivered without mast, rigging, or winches so he could install higher quality gear.

Wiring systems also were prone to corrosion, especially those on exterior lights, so owners are often frustrated in attempts to maintain functional circuitry.

Design 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.

Construction 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.”

Deck Unless a used boat has been retrofitted with modern winches, turning blocks and rope clutches, skipper and crew will find themselves hoisting and trimming sails the old fashioned way.

Original equipment included four sheet winches in the cockpit and two at the mast for halyards. This arrangement is adequate for daysailors, but we’d place a high priority on moving halyards and sail controls to the cockpit for offshore work.

All three models of the boat have the same 9′ 11″, T-shaped, cockpit with the helm well aft of the winches, and mainsheet controls located on a traveler forward of the companionway. It takes several steps to move from wheel to mainsheet, which mandates a wheel brake or autopilot when sailing shorthanded.

The cockpit has 6′ long benches with 14″ high back rests, and a 24″ high “saddle seat” for the helmsman. The width of the cockpit, however, makes it difficult to find a comfortable position on the rail from which to steer. Richards’ design incorporated seats with an elevated lip that provides better leg support than a flat surface, and a sloped sole that allows the helmsman to stand upright when the boat is heeled.

“We were on the cutting edge of ergonomic designs,” he said.

Proponents of ketch and yawl rigs crow about the ability to balance a sail plan, and they are good on a reach. But the sloop remains the most efficient rig, certainly upwind. Add the intrusion of the yawl or ketch’s mizzen mast in a cockpit (that is best suited to six persons), and the sloop becomes even more appealing.

Wide side decks allow for easy movement fore and aft. A teak handrail on the cabin top and double lifelines provide a high measure of security. Both the bow and stern pulpits have double stainless steel rails.

The Sitka spruce main mast has conventional single spreaders while the mizzen has swept back spreaders.

Spruce masts on a used boat present three potential problems: they’re not as sturdy or weather-resistant as aluminum; they are prone to rotting at the base if water is allowed to stand; and, though they have eye appeal, they require varnishing at least once a year in most areas. One owner felt he had a new lease on life after coating the mast with Awlgrip; others told us they use white Z Spar enamel, which requires repainting every 4-5 years.

Teak decks also are a high maintenance item. Owners of the Offshore 41 say decks require frequent re-caulking; many reported leaks between the teak and fiberglass. And if the teak requires replacement, you’re looking at around 20 grand.

Belowdecks Compared to most cookie cutter boats with compartmentalized interiors, the 41’s interior has personality. Depending upon the size and age of the crew, it will either be ideal or totally unsuitable for extended cruising.

Richards designed an 18′ long, nearly wide-open cabin that provides sleeping accommodations for a crew of six, and seating for 6-8 at an 8′ diameter dinette.

Enclosed berths in the fo’c’sle are accessed by removing a panel in the dinette back. Berths are laid out in what Richards describes as a “toe-over-toe arrangement,” the port berth being higher than its counterpart, which eliminates the possibility of creating a second double berth. As an alternative, the space will work well for storage of tools, spare sails, and anchor rode, since the boat has no anchor locker.

“I saw the forward berths as a place to get a little private time away from the madding crowd, and for the same reason a place to read,” Richards said.

Also a bit unusual, especially for its time, is the skipper’s enclosed stateroom, located to starboard and aft of the head and saloon, which has a double berth to starboard and hanging locker.

Wide open quarter berths are located opposite to port; the lower serves double duty as a seat for the navigator; an upper folds out of the way against the hull when not in use.

All of the berths are at least 6′ 6″.

Because the boat was designed before the era of pocket-sized navigational instruments, the navigator has a large, hinged chart table on which to work. However, adding electronics may necessitate reconfiguration of a cabinet located outboard of the table.

Forward of the nav station, the galley is equipped with two stainless steel sinks, a gimbaled four-burner stove outboard, and a 11-cu. ft. freezer/refrigerator below a Formica counter. A cover fitted over the sinks increases the size of working surfaces to that of a typical small apartment, and there’s an abundance of storage cupboards and shelves.

The head is a one-room toilet and shower combination opposite the galley. Compared with more contemporary boats, it is smallish, though Richards describes it as having the “space an adult needs when he drops the soap.” The holding tank has a 50-gallon capacity.

Natural light flows in from eight ports and three hatches, doing its best to brighten the dark teak cabinetry and sole. Fresh air also circulates through two Dorades located over the saloon.

Performance Performance of the Offshore 41 is a function of the rig, skipper’s ability, and condition of the sails. Owners of sloops told us that their boats perform to weather as well as similarly sized boats, and sail at 5.5-6.5 knots in 10-15 knots of breeze; owners of two-masted boats say they are slower.

The sloop also points higher than the ketch or yawls, tacking through 85°-90°, while the others will tack through 100°-110°, at best.

All agree that the best performance is achieved when sailing at 120° to the apparent wind flying a genoa, when speeds reach 7.5-8 knots in 10- to 15-knot winds.

She also tracks well. The skeg helps in this regard.

Owners log 150-mile days; in the 70’s that was generally considered the standard for bluewater cruising.

Conclusions The Cheoy Lee Offshore 41 was conceived for use in offshore conditions, constructed to endure extended bluewater passages, and designed to provide a crew with comfort above and belowdecks. Though a typical used boat is at least 20 years old, we would consider a purchase with the following caveats: a) look for a boat with an aluminum mast or closely inspect a wood mast for rot and be prepared to maintain it; b) closely inspect the bottom for blisters and plan an annual inspection; c) closely inspect all electrical systems for corrosion and failures; d) carefully consider your crew requirements vis-à-vis the accommodations plan.

Boats sold new in 1977 for $63,500, FOB Seattle, and today used boats of that same year are selling for slightly more, depending upon upgrades and sails.

Raymond H. Richards, Naval Architect, PO Box 3271, Newport Beach, CA, 92663; 949/642-6592, [email protected].

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Interesting write up – we live aboard and cruise on our Cheoy Lee 41 “Avocet” which is a Frankenstein monster of the Offshore and Pedrick designs. My husband and I are on the hunt for more history on not only our vessel but also Cheoy Lee itself, and this article provided useful information. Thank you! Fair winds, ~ the crew of S/V Avocet (www.svavocet.com)

Great write up.. I have a 1977 RR offshore 41ketch “Sidartha”. Love the boat, its beautiful design, but it is endless upkeep.

Does anyone know if the choey Lee had additional ballast via a small hole port side near the propeller? Or know what that is there for. Seems a lot of water drains from that area on pull outs. Also any knowledge of a fiberglass tube encasing the shift. I have a small leak coming in under the battery box space under the gangway ladder.

We have a 41 Sloop version berthed in Cyprus. We are having real problems with our starter motor which is not repairable and cannot find a suitable replacement. I’d welcome any advice on a suitable replacement.

I’m trying to find a cross-section for the 1978 Offshore 41 Ketch ….to see what’s under the teak decking? I am looking for deck replacement alternatives.

Let me know what you find I’m not sure what I’m going to do about my decks I have a 78

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Cheoy Lee 35 Review

• Thread starter Soundbounder
• Start date Feb 9, 2012
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Soundbounder

Cheoy Lee 35 Lion Class Nice used-boat review in Soundings: Designer Arthur Robb, a native New Zealander, was well-known in the 1950s and ’60s for his offshore cruising sailboats. Cheoy Lee, the pioneering Hong Kong builder (though it was founded in Shanghai) began producing the 35 Lion Class in 1955, and more than 100 wooden hulls were built before the changeover to fiberglass in the 1960s. These early glass hulls featured teak decks over plywood, which often led to delamination problems. Production of the popular cruisers continued into the 1980s. In 1965, a new Cheoy Lee 35 Lion cost $13,900. Used models today generally run from about $40,000 up to $85,000 for “showroom” boats, although there are bargains out there, too, especially if you’re looking for a fixer-upper. http://www.soundingsonline.com/boat-shop/used-boat-review/287682-cheoy-lee-35-lion-class  

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We didn’t have green water on our sea trial, but we put the Serenity 68 through some twists and turns, trying to stir up some action to get a better feel for her seakeeping abilities. Being on tight schedules, we only had an hour of easy cruising at 9 1/2 knots. Although the conditions weren't favorable for tossing china out of cabinets, we couldn’t find anything that would budge this displacer, even with the stabilizers turned off. She handled exceptionally well, even in hardturn-backdowns. With a 6-7 second roll period, which we never got to experience, it would take more than offshore Lauderdale to fully appreciate the gentle motion achieved in the kindly sea-keeping ability. Visibility from the pilothouse was excellent, while the 360 degree panoramic vistas from the flybridge were ideal. Smooth, comfortable, quiet, and gracefully gliding through the water, the word that kept coming to mind was Serenity.

Although the Portuguese bridge is often considered a standard trademark for trawlers, the purpose is not just in discerning aesthetics, but also to deflect green water over the superstructure rather than pounding the pilothouse windows. The high bulwark also provides a walkway behind the foredeck giving a semi-sheltered area outside the pilothouse while underway. Below the surface, the solid fiberglass bottom and resin-infused hull enable durability and strength. A heavier lay-up than conventional cored hulls, it yields enhanced stability in a trawler application. The same Cheoy Lee workers that build their commercial vessels to Lloyds 100 A+ class, build the Serenity 68 to Germanischer Lloyd standards and CE classification A. The decks and superstructure are resin infused fiberglass laminates as well. The teak decks have knotless quartersawn teak planks glued to the seamless fiberglass. Without the need for wooden base and with lipped edges, the concern for leakage or seepage takes the worry out of enjoying the comfort and appeal of the traditional teak decks. The only teak requiring maintenance on this ship is the high gloss varnished caprails, an element that almost seems crucial in keeping with a class act classic trawler.

The exterior styling was performed by the Australian firm of David Bentley Industrial Design, structural design by High Modulus Int., and M.G. Burvenich was the naval architect. Using the classic Cheoy Lee LRC lines for the hull, they accomplished a blending of the classic rounded stern, full displacement trawler with a stylishly contemporary superstructure. Strangely enough, the rounded corners of the eyebrow and sidedeck overhangs complement the contour of the canoe stern. The raked windows contribute to the sleek appearance of the superstructure. The rounded edges and gentle curvatures add to the motoryacht appeal. Handsome and graceful, traditional and modern, the compilation achieves the look for which they strived. The trawleresque styling gives the Serenity series a distinctive look that will make her easily recognized and appreciated. If ever there was one element that detracted from canoe-stern types, it's the lack of a swim platform and access to the transom. But, the Serenity delivers with practicality that carries forth; a fully integrated swim platform. Water level accessibility is safely and easily achieved by a gently curved staircase adding a graceful look to the oval transom. The aft deck becomes an enticing entry to what lies ahead.

It’s interesting to note… although teak decks are particularly practical and enjoyable, they are only present in areas that are undercover on the Serenity series, thus prolonging the life of the wood by removing it from direct exposure to the elements. Smart! The covered flybridge not only provides warm weather helming, but is a premier entertainment and lounging area with generous seating around a teak table. A mini-galley is particularly well thought out and conveniently located to starboard. Moving aft, a stainless rail rounds the stern with removable sections for launching the island hopper via a Nautical Structures 1500 lb. davit. Access to the lower aft deck is down a staircase topped with a water-tight cover.

The upper helm is completed with a full array of electronics and has common sense inventions like molded-in cup holders. These nifty, easy to clean drink holders are in other convenient locations as well. The open air station is equipped with Mathres MC-2000-2 electronic engine controls and a Teleflex/Hynautic steering system with stainless wheel. Remote controls are included for the anchor windlass and the ACR 100 quartz halogen searchlight. A Stidd helmsman's seat with a fixed-height pedestal is standard.

The proud bow with sharp entry and minimal flare are striking. And just in case it strikes something, a magnificent one-piece stainless steel anchor plate that offers protection and “moustache” prevention. In addition to purpose, the stainless steel scuff-rails below the anchor plate become a decorative eyecatcher as it embellishes the hawse pipes, scuppers, and rubrails.

The aft deck itself is artistically implemented. The built-in seating conforms to the elliptical shape of the transom. The curvature is space saving and allows for better visibility of the surroundings. The aft deck table becomes a focal point of enticement with its intricately inlaid compass rose outlined by a mother-of-pearl border. The aft deck is cozy, void of fittings, bollards and bulwarks. Just an inviting area for lounging or dining, formal or informal.

With headroom of 6 ’9” and numerous panoramic windows, the salon enjoy a generous beam and is sure to become one of the entertaining hubs. The dining area consists of a large, pedestal-mounted table with an overhead lighting soffit that provides illumination without glare. Although most of the furniture is built in, as a true passagemaker should be, owners can opt for the “semi-custom” option and have un-secured furnishings. For hull #2 of the Serenity series, the interior was designed by Sylvia Bolton and finely executed by Cheoy Lee's craftsmen. Throughout the yacht, a warm ambience is achieved by varied uses of wood and fabric allowing for a brighter and more open feel where appropriate. The contemporary décor is accented with teak trim and other accoutrements bringing in the traditional nautical nuances. The uncluttered look is achieved by touches such as the hidden valances and the tasteful use of stainless steel, whether as trim for the teak handrail, door handles, or for wall sconces.

The galley is conveniently adjoined with a pass-thru serving counter, while partitioned by a wall for visual separation from the salon. The word 'galley' often denotes a small, narrow cooking corridor, but Serenity's galley is wide while being compact, making it easy for two people to prepare meals without bumping bums. All of the appliances needed are present and accounted for, presented in a logical workspace. Most importantly, whoever is relegated to dish washing duties has a view of the harbor. Opposite the galley, one feature the long-range cruising crowd will surely appreciate, and is not commonly found on trawlers, is a day head. Works for guest onboard too, but is especially convenient for not having to go far from the helm while on watch.

A pocket door separates the day head and galley from the pilothouse, a necessity often lacking for night passages. Unlike some helms under an industrial influence, Serenity's pilothouse maintains the same feel of warmth found throughout the rest of the yacht. The teak and holly sole, real leather settee and textured weave wallpaper all blend to create character. A commodious chart area flanks the helm, to starboard, with flexible position reading lights. Looking up, frameless glued-in windows provide excellent visibility.

Cheoy Lee’s technicians and artisans also combined their talents in other areas of construction. The bulkheads and interior doors, as well as the built-in furniture, are all manufactured on-site using a foam cored resin infused process. But that's not all... the soles themselves are foam cored and resin-infused too! The look simulates solid teak but offers substantial sound dampening, greatly reduced weight over real wood and none of the humidity issues often associated. In this image, access to additional staterooms are down a set of stairs on the port side of the pilothouse.

Functionality and simplicity combine in the extensive array of featured electronics in the pilothouse. The KEP screens have a UV resistant powder coating making them reader-easy in multiple lighting situations. The displays allow for convenient screen switching and splitting from the various interfaced navigation units. Top-shelf electronics include KVH M7, KVH Tracphone, Furuno Nav-Net 1944 NT 64nm Radar/Plotter, Furuno GPS/Plotter, Furuno WAAS/GPS, Furuno Weather station, Simrad AP26 Autopilot Pelco camera system, and ICOM M604. Many of the electronics are repeated or remote on the flybridge.

Weather tight, Panographic doors, not usually found on a vessel of this size, exude a feeling of rock-solid security, beckoning big waves and shunning the elements. Located to port and starboard, they grant fast access to the side decks or bow, reducing traffic in the interior living areas. The panographic doors, including the engine room doors, are Cheoy Lee manufactured. The benefits of not outsourcing these components is significant, saving money and controlling quality.

The curved staircase from the salon to the lower accommodations is remarkable. The theme of carpet inlay with teak is carried even on the steps which have inlaid LED 24 volt lights which come on automatically should there be a power failure. There is also rope lighting for the handrail.

Arriving at the lower foyer, guests are greeted at the base of the stairs with beautiful and intricate wood inlay of a nautilus seashell, a shape that emulates the curvature in the staircase and a reminder of all things nautical. It quickly becomes the focal point in the teak and holly sole. A testament to the artisans at Cheoy Lee.

The full beam master stateroom is understatedly dramatic. The size alone belies the size of a 68’ yacht. The king size centerline bed and a luxury yacht-like settee to port, cedar lined closets and generous stowage are all there, but in a spacious and “old world classic” ambience that sets this abode apart. Sound levels were pleasantly appropriate while underway, in large part due to the honeycombed and fiberglass sound deadening construction of the bulkhead. A large walk-in cedar closet conceals the engine room door entry while providing for generous wardrobe space.

The ensuite master head cleverly uses a highly-polished, stainless sheet for the ceiling. This simulated mirror gives depth and dimension, while reflecting indirect light. The concept adds a sense of spaciousness to the facilities. Trendy, raised-style sinks provide a raised edge to help keep toiletries from finding the floor when the going gets rough.

Furthest aft is the VIP stateroom with 6’ 8” headroom. One could easily settle into this stateroom mistaking it for the master. The same elegant and warm milieu and amenities are continued. Although slightly smaller than the master, it is still larger and more comfortable than many master staterooms on other similar sized yachts.

If you look closely at this pictures, the outboard walls are fiberglass panels that simulate tongue and groove or lapstrake planking and add superbly to the nautical decor. The large, stainless steel screened portholes are beefy. The fine cabinetry with just the right amount of inset carpet, teak trim and wall fabrics, all contribute to the feeling of nautical elegance that permeates the yacht.

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• Sailboat Guide

Cheoy Lee Offshore 40

Cheoy Lee Offshore 40 is a 39 ′ 9 ″ / 12.1 m monohull sailboat designed by Philip Rhodes and built by Cheoy Lee Shipyard between 1964 and 1976.

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)

Also known as the EMPIRE 40 and a variant of the RHODES RELIANT 41, all from the same builder. The OFFSHORE/EMPIRE 40 was created in an effort to reduce costs of contruction and design royalties of the RHODES RELIANT. Although from the same basic tooling, the OFFSHORE 40 has iron instead of lead ballast, and differences in other construction details. Sold as a sloop or yawl. In the mid 1970’s, Cheoy Lee Yard built another OFFSHORE 40 (variously designated as the OFFSHORE 4O MKII and then OFFSHORE 41), which was a different boat entirely and thought to be designed by Raymond Richards). See OFFSHORE 41. (Variants of both the Rhodes and Richards design were at one time offered at one time or another under the names OFFSHORE 40 and OFFSHORE 41.) Also offered with a yawl rig. Photo from original Cheoy Lee literature.

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OFFSHORE 40 (CHEOY LEE) Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of OFFSHORE 40 (CHEOY LEE). Built by Cheoy Lee Shipyard and designed by Philip Rhodes, the boat was first built in 1964. It has a hull type of Long Keel and LOA is 12.12. Its sail area/displacement ratio 15.80. Its auxiliary power tank, manufactured by 114 L, runs on undefined.

OFFSHORE 40 (CHEOY LEE) has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about OFFSHORE 40 (CHEOY LEE) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the offshore 40 (cheoy lee).

OFFSHORE 40 (CHEOY LEE) was designed by Philip Rhodes.

Who builds OFFSHORE 40 (CHEOY LEE)?

OFFSHORE 40 (CHEOY LEE) is built by Cheoy Lee Shipyard.

When was OFFSHORE 40 (CHEOY LEE) first built?

OFFSHORE 40 (CHEOY LEE) was first built in 1964.

How long is OFFSHORE 40 (CHEOY LEE)?

OFFSHORE 40 (CHEOY LEE) is 8.53 m in length.

What is mast height on OFFSHORE 40 (CHEOY LEE)?

OFFSHORE 40 (CHEOY LEE) has a mast height of 12.57 m.

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