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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)

1982 Valiant 40

$77,500.

March 2024 - Price Reduced!

Just freshened and sea-trialed, this Valiant 40 SAOIRSE is prepared to interest you as the fast, comfortable and famously recognized cruising yacht model. Built in Seattle, hull #250, she is reported free of blister experience.

The deck is well laid out with teak capped toe rails, mast mounted halyard winches, Furling, sheets and reefing lines are led aft to the deep cockpit which is protected by a Tartarooga hard top dodger with canvas/vinyl window drops

The teakwood accommodations are functional and comfortable at sea or dockside, featuring a v-berth forward, head with separate shower stall, traditional main saloon with a fold-down bulkhead table, u-shape galley, dedicated navigation station, an aft cabin with a spacious double berth and lots of storage all around will make for happy cruising.

CORRECTION: The 50hp BETA diesel engine (2016) is reported with 83 hours on the clock.

This vessel’s history includes it’s 1982 construction for Mr. Rich Worstell (later the owner of the Valiant Yachts) in Kent, Washington and is identified as hull #250 – thus laminated and constructed after the infamous use of blistering fire retardant resins. (The present owner reports never encountering a blister on this vessel.)

The then new vessel was transported to Texas for use on Lake Texoma and later sold into Houston, Texas. As a US documented vessel the GUNDAGAI II, cruised the Gulf of Mexico extensively.

The present owners purchased the vessel in 1999, transported her to Seattle and cruised the waters of Puget Sound. In 2008 she was refit with new standing rigging, sails, and electronics prior to a 2-year adventure on Mexico’s Pacific Ocean coast. 2010 saw the returning SAOIRSE sailed north to San Francisco. 2012 SAOIRSE returned to Seattle via road transport for use on Puget Sound since.

Specifications

Additional info, basic boat info, engines / speed.

• Make: Beta Marine
• Fuel: Diesel
• Engine Power: 50hp
• Type: Inboard
• Propeller Type: 3 BladeBronze
• Drive Type: Direct
• Engine Hours: 83

ELECTRONICS & NAVIGATION

Garmin Chartplotter / Fishfinder (2008)

B&G Wind Instruments

Furuno Radar

VHF West marine 550 (2008)

SSB Icom IC-M7001

Alpha autopilot

Stereo (2 cabin / 2 cockpit speakers

Ritchie 6" compass

MECHANICAL SYSTEMS

Beta Marine 50hp diesel  (2016) 12 hours

3 x 100 watt solar panels (2008)

ProStar regulator

12 gallon hot water heater

60 gallon fuel tank

Dual Racor filters

Oil change pump

Heart Interface Freedom 15 inverter/charger (2008)

Balmar voltage regulator (2008)

Beta Marine high output alternator (2008)

SAILS & RIGGING

All sails by Haase Port Townsend (2008) Very Good Condition

Full batten mainsail w/2 reef points

100% yankee

120% jib on Schaefer furler

Asymmetric spinnaker w/sock

Storm triysail w/ separate mast track

Forespar whisker pole, mast mounted

New standing rigging (2008)

New running rigging (2008)

Mast mounted tri-color, strobe, anchor and deck lights

Frigoboat refrigerator freezer, seawater cooled (2008)

Hiller range 3 burner propane stove and oven

2 x 20lb propane tanks

Water foot pump

Little Wonder 12gph watermaker

Lavac toilet

Henderson pump

14 gallon holding tank

DECK EQUIPMENT

Tartarooga dodger

Tri-lens radar reflectro

Stainless steel swim ladder

Lifesling / horseshoe / outboard hoist

Teak deck hatches

Sea Tiger manual windlass

1 x Bruce anchor 60lbs w/250ft chain rode

1 x Fortress anchor 15lbs w/200ft 3/4" nylon rode

2 x Lewmar 55 primary winches

2 x Lewmar 42 secondary winches

1 x Lewmar 46 mainsheet winch

1 x Barient 23 reefing winch

1 x Barient 22 halyard wiinch

1 x Barient 21 halyard winch

1 x 9ft Achillies inflatable tender, high pressure floor

1 x Tohatsu 6hp outboard motor

Vessel is freshwater moored

Fresh bottom paint 2019

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• Sailboat Guide

1976 Valiant 40

• Description

Seller's Description

Mayu is a robust Bluewater cruiser that is in great condition. The timeless design and expert build quality of Uniflite have the Valiant 40 turning heads at every marina. Check out the full details below to see why Mayu is an excellent opportunity.

The Valiant 40, a classic sailboat first introduced in 1976, is renowned for its robust construction, seaworthiness, and performance. Designed by Robert H. Perry, this cruiser embodies the essence of bluewater sailing, ideal for long-distance voyages and offshore adventures. With a length overall of approximately 40 feet, a sturdy fiberglass hull, and a moderate draft, it strikes a balance between stability and maneuverability. Its spacious interior layout offers comfortable accommodations for extended cruising, including a well-equipped galley, cozy sleeping quarters, and ample storage space. The Valiant 40’s timeless design, coupled with its reputation for reliability and durability, continues to attract sailors seeking a capable vessel for exploring the world’s oceans.

Equipment: Dimensions LOA: 40’ Beam: 123 Draft: 6’ Displacement: 23,000 lbs

Tankage (gallons) Fuel: 70 gal. Water: 70 gal (2) Hot Water: 6 gal

Engines Model: Westerbeke 4107 Perkins 40Hp HP: 40 Hours: Fuel Type: Diesel

Electronics/Mechanical Chartplotter: RAYMARINE Hybrid Touch Radar: RAYMARINE Speed:RAYMARINE ST60 Depth: RAYMARINE ST60 VHF: Uniden Atlantis Standard Horizon Autopilot: RAYMARINE Radio: Kenwood Charger/Inverter: Trace 1.5 KW 5 x 12V House batteries 1 x 12V Start Battery 2 x 100 Watt Solar panels 75 AMP Alternator

Sails and Rigging Macroni Rig Standing Rigging: 3/8” and 5/16” stainless (2005) Main: Quantum Dacron Genoa: 120 Dacron Staysail: Dacron Spinnaker: A Symmetrical Nylon Schaefer Mechanical Reefing System Winches: 3 x Barient 22; 2 x Barient 21; 2 x Barient 7” self tailing

Exterior 8’ Tinker Lifeboat 2000 Mercury 4 Hp 2018 Aux engine 5” Ritchie Magnetic Compass Spectra Lifelines/rails (2021) Anchor Winch: Simpson Maxwell Bruce Anchor w/ 85’ galvanized chain 300’ of nylon rope CQR Anchor w/ 100’ galvanized chain 300’ of nylon rope Magma BarBQ

Interior New Dickinson Mediterranean stove Kuuma 6 gal hot water heater Rule 500 12 V Bilge pump Refrigerator Espar central heat - Diesel Jabsco Manual head

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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Jordan Yacht Brokerage

We Never Underestimate Your Dreams

Valiant 40 review: the original performance cruiser.

The Valiant 40 is known as the first performance cruiser. Valiant started when Bob Perry, Nathan Rotham, and the Dabneys met. The Dabneys were looking for a fast cruising design instead of the Westsail 32 genre. The Westsail 32 is a great cruiser but also a “wet slug” – slow in light airs. Perry was an up and coming designer, and Rotham an ambitious business kid. In 1972, they stumbled together at Jay Benford’s Ferrocement boatyard. Soon later, they were talking design. The Dabneys had an Islander 36, a fast sloop. Their dream boat was a cruiser with the performance of their Islander. Perry had been thinking along the same way for some time. Why do all cruising boats have to be slow? Dabney, Perry, and Rothman struck across a Scandanavian boat “Holga Dansk” in Soundings magazine. Perry started drawing the lines with the Dabneys input. By 1974, Perry was ready. The Dabneys wanted one built. And Rotham was looking for resin.

Rotham went on a trip to talk to all the local Seattle boat makers. No one was interested in selling resin. It was the oil embargo. Finally, Rotham stumbled into Uniflite. They had resin and would even build the Valiant 40. They were finally on their way. And quickly she was a hit. They launched her at the 1975 boat show in Seattle. “People said you are so cute. You’ll never make. Now we’re still around, and they’re gone,” notes Sylvia Dabney. By 1978, they sold fifty a year. In 1980, two Valiant owners, Sam Dick and Dane Nelson, bought Valiant. They had asked Rotham to build a pilothouse version. Because he would not, they said “well, we’ll make one ourselves.” So, they bought the company and made ten.

In 1984 the Uniflite went out of business due to the well known fire retardant resin issues. A class action lawsuit brought down the building. Texas Valiant dealer, Rich Worstell, moved production to his yard on Lake Texomas where it continues to today. He built 200 V-40’s until 1992. In 1992, they added a 2-foot bow sprite and offered the V-42. She has the same hull design and about 70 have been built on a semi-custom basis.

First Impressions She is the classic looking cruiser, a double-ender. Perry always liked canoe sterns he says. The buttocks lines extend well aft compared to less aesthetically pleasing sterns. Perry carried the buttocks as flat and far as he could and then tucked and rolled them abruptly upward into the sheer. She has serious tumblehome. The bow is based on Garden’s Bolero design, Perry says. It is a sharp entry that broad opens making for a very dry boat. The cabin trunk is a little uninspired “the shoebox on a banana look.” Her cockpit is all the way aft sunk into the canoe stern. While stylish, the real difference was the radical new lines below the water. They combined the classic Norwegian folkboat look with the best ideas in racing – a fin keel and skeg hung rudder. The keel and skeg are low aspect, the forefoot deep. The pilothouse evolution added large, fast looking windows. and not too high a cabin trunk. She has single spreader mast with two lower and one upper shrouds. A single back stay attaches aft. Valiant 40’s were built on a semi-custom basis so some have teak handrails while others stainless. There’s a cowl vent forward and two more on the trunkcabin amidships. The 42’s have a 2-foot bowsprit and more modern looks like aluminum toerails and stainless handrails.

Construction Valiants have external lead keels and solid, heavy fiberglass hulls. As one surveyor sought soft spots, a broker laughed, “Good luck. These things were built like tanks.” Clients sometimes explain their preferences saying, “I’m looking for heavy layup boats like the Valiant 40.” The Valiant 40 is almost a standard in itself of tough offshore quality construction. The frames, floors, and stringers are formidable. The deck is balsa cored with solid glass around the fixtures. The keel is external lead. The skeg is separate steel frame encased in fiberglass and fastened to the hull. And that reputation is despite probably the worst construction mistake made by any builder. Uniflite built her between 1975 and 1983. All the pilothouse versions are between 1980 and 1981. These 10 pilothouse versions are rare and prized but all unfortunately blister boats. Boats built between 1977 and 1981 have a fire retardant resin which badly blisters. As one owner says on repairing these boats, “Never ever do it.”

What To Look For Of all boats, Valiants from 1978-1981 are perhaps the only to be so badly blistering to be worthless. To blame was a fire-retardant resin and fiberglass sizing. Whatever the reasons, the Valiant name took a hit. Over the years in the early 1990’s, many owners decided to attempt to redo the hull of their beloved blister boat. Mark Lennox is a yard in Annapolis which did many. Another yard in Vero did a couple. But, they all will tell you, “It is a thing you should never do.” Buy another V-40. It is less expensive. The redoing process consists of undoing the hull until you can “see though it like a pane of glass.” Then, you let her sit for 9 months in the hot sun to dry out. Then, you relay up fiberglass and preferably, vinylester resin. Finish it off with a gel coat. The deck is the worst part. Along with redoing the hull, make sure the hull has also be relaid or that will continually blister.

Early V-40’s had the traveler aft of the cockpit. This arrangement tended to increase weather helm, and Valiant moved the traveler to in front of the cockpit. If you are looking at a mid 1970’s, this has probably been changed. Other 1970’s V-40’s have an inferior partially foam keel. The pilothouse versions are rare prize on the market. These came with optional inside hydraulic steering. Uniflite built all ten in 1980-1981, and all ten were blister boats. It is unknown how many are left. They have interesting single stateroom layouts without the common aft cabin. Instead the galley is aft while the saloon settee pulls out into a tremendous king sized berth. The 40/42’s come in shoal and deep versions. The shoal is 5’6″ while the deep is slightly over 6′.

On Deck V-42’s have a two foot bowsprit. Some late model 40’s have this as well. One such owner whispered, “Don’t tell anybody but this is really a 42. Then the marine will charge you for another two feet.” This bowsprit is the only real difference. Perry’s biggest regret is the mast location on the V-40’s. He says that the mast on the V-40’s is too far aft and creates excessive weather helm. On the pilothouse versions he had a change to fix this issue. “I’ve always felt that the pilothouse version is easier to balance than the original 40,” Perry says in his autobiographical book Design According To Perry . He moved the mast on these 2 feet forward essentially substituting a sloop rig for the cutter. The V-42 completed this change with her bowsprit.

These aft cockpit boats with a cockpit molded into the canoe stern. That makes for a roomy and dry cockpit aft that comfortably seats eight. The oversized rigging attaches to the outer sidedecks. This makes for a secure but tight walk forward. The genoa tracks go well aft and are easy to adjust although mounted along the deck and annoying to step on. There is not a single lazarette on deck. In the cockpit the combings open in four different sections for storage and engine access. Perry says he made an error on the pilot version, and this might be is “the most difficult-to-build cockpit in the history of fiberglass-production boats.” He did not take into account the need for locker hinges on the pilot to match the regular V-40’s locations for easy construction.

Down Below Valiant 40’s came in different interior layouts. One has an aft cabin design with a portside Pullman. The galley may be forward or aft the saloon. There can be two heads. On another version, the design has the galley aft an enlarged saloon and single head. The saloon steps down into the forward head and v-berth. According to Stan Dabney, “None of the pilothouse versions have the aft berth.” Instead the galley is aft with an enlarged raised saloon. These are one stateroom boats. Clients ask, “Well what do you if you have guests?” The settee does fold out into a king size berth. Perry’s original drawings show a starboardside captain’s berth and the head forward as a never produced layout for the pilothouses. Headroom in the V-40’s is not tremendous. Even in the pilothouse, it is only 6’3″ in the center tapering to 6’0″ at the sides. Forward with the step down, headroom goes up to 6’4″ in the master stateroom. If you are tall, V-40’s are not that comfortable.

Engine and Underway Some or all of the original engines were 50 HP Westerbekes. These had aluminum heads and according to a yard manager, “Are worthless now and were worthless when they came out.” Hopefully, a V-40 has a Yanmar. These are V-drives engines, and the access is disappointing. From down below, access is minimal from the starboardside and through the companionway. Access from the cockpit lockers is available. Perry mentions that the V-40’s bow is too broad. She is known to hobby horse. Always critical, Perry talks at length is his book about the problems of the V-40 design. He says the bow is were he went wrong and should have made finer although this would make her wetter. Another problem is the mast location being too far aft which creates unbalance. On later version, he corrected this fault while all have the same bow. “This flare and fullness in the bow makes the Valiant a fast-reaching boat when it heels and begins to immerse those meaty, high-volume forward sections.”

I was out recently on a seatrial of a pilothouse V40. We went out the Port Everglades cut with light winds steady at 6 knots. Upwind at a close reach of 60 degrees, we held 3 knots with a comfortable motion. “Oh yes, these boats will surprise you” another broker mentioned. She performed surprisingly well in light air, proving herself as the performance cruiser. Downwind we motorsailed at 6 knots with just the jib out. In heavy weather, the owner mentioned that, “I have been in rough weather with nigh but a handkerchief out on the jib and cruised along a 7 knots.” The waterline speed of a V40 is about 8 knots.

Conclusion The V-40 is one of the most influential designs of our time – the original performance cruiser. One of the best resources for Valiant information are the Dabneys, nowadays with their own yacht brokerage, Offshore Atlantic, in Hobe Sound, FL. They have always have a couple V40’s for sale which usually range from $80,000 to $140,000.

References http://www.boatus.com/jackhornor/sail/Valiant40.asp http://bluewaterboats.org/valiant-40/ http://www.yachtworld.com/offshoreatlantic/offshoreatlantic_2.html

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