Hallberg-Rassy builds carry a reputation of solid offshore cruising boats. However, the forecast for my date with the 40C was among the lightest air the Annapolis area could offer. Arriving at the boat, a few more ripples danced across the water than expected, but this vessel was not about to highlight her heavy weather chops. Instead, after an afternoon cruise with not much more than 6 knots of breeze, I walked away impressed with the Germán Frers design’s light air capability.
As we pulled away from the dock, hull No. 14 (of 33 built to date) carried a suit of Elvstrøm laminated sails on Seldén furlers; the main on an electric in-mast furler, a 110% jib on a through-deck electric furler, and a code zero on a CX-25 continuous furler. I should clarify that we didn’t just pull away from the dock, we moved with precision. With bow and stern thrusters and a nearly silent Volvo Penta D2-60 auxiliary (thanks to well-installed insulation), the 40C allowed easy communication and boat positioning from the helm to effortlessly slip the docklines and begin our journey down Whitehall Creek.
In search of wind, we motored through Whitehall Bay and into a calm Chesapeake Bay. Trying our luck with 4 knots showing 64 feet off the water, we unfurled the main and code zero from the comfort of the cockpit and began sailing. As the momentum from powering dissipated, the wind also dropped to 3 knots. However, the 40C maintained between 2 and 2.6 knots of boat speed at 60 degrees apparent wind angle (AWA). It was tough to argue with nearly matching the wind speed with our boat speed, even if it was flat water.
Perhaps someone did a wind dance while the rest of us weren’t looking, because next we knew, the wind was back between 4 and 5 knots and our speed through the water jumped to 4.1 knots at 55-degree AWA. The code zero is a great addition on this boat. A roaring 5-6 knots of breeze bumped our speed another half knot to 4.6 knots at a similar angle. Checking the crossover with the jib, we swapped headsails and managed to keep 4 to 4.3 knots of speed at a tighter angle of 45 to 50 degrees AWA. The tacking angles were far from tight, as could be expected from almost any cruising yacht in these conditions, but the 40C kept moving through the water with a smooth and fully balanced helm.
I would have been curious to feel the helm at higher wind speeds. I enjoy a touch of weather helm so that the boat can talk to me. Light air limits that, but I can say that even subtle movements of the wheel did affect the course of this twin-rudder 40-footer.
Exceeding expectations is among the best ways to provoke smiles; the 40C was a pleasure to enjoy a light air afternoon wandering around the Chesapeake. With a fading breeze, we didn’t fly the asymmetrical spinnaker on our way back, but I did gain a further appreciation for the details that Hallberg-Rassy put into the boat.
Moving throughout the boat, I was rarely short of a handhold or a place to brace myself. Even the interior wooden coaming sported an ergonomic milled grip on the inside that added an extra level of comfort and security at every horizontal surface. The galley, wonderfully large for a 40-footer, carried this same theme of offshore capability in its layout, making it possible to deliver a delicious meal to the crew (and not the cabin sole) in rough conditions. From the integrated pull-out cutting board to the day fridge and additional fridge/freezer behind the nav station, it’s clear the designer was thinking about passage making.
A deck-stepped mast maximizes interior space and helps to keep the cabin dry. A generous number of Air-Only deck ventilators contribute to the same mission while also helping to regulate the interior temperature. To ensure that the more hidden spaces receive some of this airflow, carefully spaced, coated wooden strips, offset from the interior hull surface, provide subtle ventilation. Details like this carry through to the boards beneath the bunk cushions, which are outfitted with a pattern of holes that allow the fabric to breathe.
Accessing the area below these panels is simple, as the boards are hinged, and a measured lanyard secures them and traps the cushion. Exploring the area under the V-berth, I came across a unique addition; a sealed bottle of distilled water with a hand pump was plumbed into the forward battery compartment. Topping up the fluid in these lead-acid batteries would just require a few pumps—no mess or disassembly! Making maintenance items easy means they will get done. It also emphasizes the attention to detail in the design and build process.
A word about batteries: The boat has two separate 12-volt DC circuits. The standard setup has a starting bank consisting of a 95Ah lead-acid battery and a house bank with two lead-acid batteries that form a 240Ah deep-cycle bank. Both are charged via the 115-amp alternator on the engine. Our test boat had the upgraded battery system—an additional 480Ah of deep-cycle lead-acid storage and an extra alternator on the engine. A lithium battery package is also available.
Pulling back floorboards and other access hatches, the meticulous craftsmanship continued to present itself. Wires and hoses were labeled with waterproof tags indicating their purpose; seacocks were quickly reachable. A large-format, clean electrical diagram covered the back side of the door of the main breaker panel—troubleshooting advice right where it was needed.
The engine compartment is a marine mechanic’s dream, large enough for two people to work on the engine simultaneously and with built-in lighting. A sizable aft door provides the most convenient entrance to the room, but the companionway stairs also lift to allow secondary access to the engine and optional generator. Steering system access follows the same pattern, with quick entry through the aft cabin to the Lewmar mechanicals and Raymarine autopilot.
This would not be a proper discussion of a boat without mentioning the head. Hallberg-Rassy placed the blackwater tank outboard of the head, against the hull. This means that it can gravity drain when cruising offshore. A macerator pump and complicated plumbing is therefore eliminated, and with that, so is the likelihood of a clog. While a separated shower and head would have been ideal, the combined arrangement is laid out such that there is a comfortable amount of space without compromising safety in a seaway. A nice addition is a rod that snaps into place for hanging wet foulies in the shower.
The forward-facing nav station is comfortable and features more beautifully completed wiring behind the instrument panel, allowing access to the Mastervolt solar charge controllers, Raymarine VHF and AIS, 12-volt system control switches, gauges, and the associated wiring network. Generous storage for charts, guides, instruments, and even a secure pencil holder, places everything at a navigator’s fingertips. A secondary plotter was not in place but could be installed as an option. The nature of these Swedish builds allows them to be highly customizable, and this vessel was purpose-built for her owner.
Above deck, the 13-foot, 8½-inch beam is carried all the way aft on the optional teak decks. The central cockpit is secure and sized to match a 44-foot Hallberg-Rassy design, enhancing outdoor living. It has the effect of making the boat feel more manageable, despite the 40-foot, 4-inch length and 24,250 pounds dry weight.
Main, jib, and spinnaker halyards remain on the mast, while the other control lines lead to the cockpit. This works nicely to minimize clutter in the cockpit, while still providing convenience. Two Lewmar secondary winches and a pair of electrified Lewmar primary winches adorned the sides of the cockpit, with the primaries easily reached from the helm.
Another indication that this vessel was designed by sailors is the dedicated mainsheet winch and the traveler behind the helm. Easy access to easing the main equates to better control in every maneuver. And while so many other manufacturers have done away with a traveler, it’s an asset that adds flexibility to a sailplan and enhances control in all conditions.
The cockpit contains integrated liferaft storage just aft of the gas-spring companionway door. Further details range from deck scuppers that drain below the waterline to keep the topsides looking sharp, to a windlass whose motor is in a compartment separate from the anchor locker (but easily accessible from below) to protect it from corrosion.
Each build is hand-laminated with a vinylester-based barrier coat and foam-cored outside of the keel area. This core doubles in purpose to provide insulation in extreme climates. Depending on your intended cruising grounds, the boat comes standard with a 6-foot, 4-inch draft but can also be ordered with an optional shallow draft keel. Both are lead to maximize stability.
The profile appearance of the boat may be a bit lacking, but every design carries compromise—that’s the nature of yacht design. Hallberg-Rassy clearly has their eye on broader performance with this model, and this evolution has brought about a longer waterline and more initial stability through a plumb bow and wide transom. The taller mast also departs from the older designs and has pushed the main into being the power sail on the 40C.
While seemingly no less capable of crossing oceans than her predecessors, the increased flexibility of this design means a new era of light air cruising for Hallberg-Rassy’s bluewater machines. I now feel fortunate that the wind never amounted to much during our time together and the 40C had the chance to dance across those still waters of the Chesapeake.
LOA/LWL 42’10” 38’6”
Beam 13’ 8½”
Draft 6’4” (standard)
Air Draft 64’10”
Displacement (light): 24,250 lbs
Ballast 8,050 lbs
Sail Area 970 sq ft (main and working jib), 1,040 sq ft (optimized main and working jib), code zero and A-spin optional
Power Volvo Penta D2-60
Designer Germán Frers
Builder Hallberg-Rassy, www.halberg-rassy.com
Base price $520,000 (based on Jan. 2024 conversion rate)
March 2024
