x yachts x40 review

Yachting Monthly

• Digital edition

X40 test: A reminder of how good a sub-40ft yacht 
can feel

• Graham Snook
• December 17, 2019

Light winds don’t usually make for fast or enjoyable 
boat tests, but most boats tested aren’t like X-Yachts’ new X40. Graham Snook heads to Denmark to put her through her paces

Vacuum-infused epoxy makes the hull lighter and stiffer than an equivalent polyester hull. Credit: Graham Snook

The new yacht in X-Yacht’s XRange 
is not a 40-footer. Let’s get that out 
of the way now – the X40 is 37ft 8in.

She’s 
great fun, and has the nimble feel 
and speed that most 40-footers can only dream of, but don’t think she has the accommodation of a 40ft yacht; the 
40 in her name is her length overall, including her bowsprit.

Her interior is stylish, practical 
and well put together, she’s easily handled by a couple 
and can take you cruising in speed and style.

With that clarified, I can start telling you all how good 
she is and, oh my, she is good. It’s rare I’ll find myself having 
a great sail in less than 10 knots of breeze.

A soft chine in the aft sections helps makes the hull more powerful. Credit: Graham Snook

To be fair it’s also rare to sail a 40ft, sorry, 38ft, yacht with Technora sails and 
a carbon fibre mast and boom and a 2.40m draught.

But 
sailing south from Aarøsund in Denmark in 9 knots of 
breeze, we were having a blast and she was romping 
along going to windward at over 7 knots.

X-Yachts has long been a brand of proper sailing boats, thoroughbreds born to be sailed, not just comfortable yachts with masts and sails.

Its boats are well-mannered and sail fast; with its heritage in racing, even X-Yachts’ cruising range has a 
good turn of speed.

X-Yachts currently build three ranges of yachts; Xc for cruising, Xp for performance, and the latest XRange.

The boats in each may be similar lengths, but each are different from the keel up. The new X40 
is not just the comfortable interior of the Xc38 crammed into the sleek hull of the Xp38.

The hull design characteristics on all three ranges are different: the Xc hulls have more volume to support the extra clobber required by the extended cruising sailor; the Xp are narrower with much slimmer bow sections; and the X40’s hull has more rocker than the Xp while its broader forward sections give more space for the owner’s cabin and wider aft sections with a soft, subtle 
chine, giving more volume aft.

The self tacking jib is standard. The genoa and fittings are optional. Credit: Graham Snook

While X’s Xp yachts have gained a more cruiser-friendly interior over time, they retain weight-saving features, less joinery (although, don’t for a minute think they are stripped out racers) and a carbon-reinforced subframe.

The XRange, in contrast, carries over some of the Xp’s sporty handling 
while keeping features reassuring to cruising 
sailors: lots of useful deck stowage, good headroom and a galvanised steel sub-frame beneath the sole 
which spreads the loads from the keel and mast.

With the average size of yachts gradually increasing to over 40ft, it is easy to become accustomed to their way of sailing.

There’s 
nothing wrong with the feel but, like the freedom 
of an empty winding road after being stuck behind a tractor, sailing the X40 is a reminder of how good a sub-40ft yacht 
can feel.

She strikes a lovely balance of nimbleness and control without being twitchy. Leave the wheel and she will veer off course, but the helm is so enjoyable you won’t want to leave it.

The test boat was fitted with a B&G hydraulic autopilot ram. In the past, when manufacturers have blamed the autopilot for heaviness to the helm,

I’ve asked for it to be removed – and the autopilot wasn’t always the cause.

On this occasion, without the ram fitted the wheel had the unrestricted preciseness I have come to expect from Jeffa cable steering, and it felt instantly lighter.

THE TEST VERDICT

There is no doubt that X40 is one of my favourite production boats; everything about her just seems right.

Of course, for a boat of this quality you pay handsomely for it and this boat did have more than £100,000 of extras added.

The Nordic oak used for the interior woodwork exudes quality and warmth. Credit: Graham Snook

No doubt these improved her performance, and it would have been nice to see how good she was without the carbon rig and with her standard 2.1m draught keel.

As she was, though, not many boats of her length can rival her, given the comfort and build quality that’s down below and, of course, the speed you’ll be sailing.

READ THE FULL TEST IN THE OCTOBER 2019 ISSUE. GET IT HERE

This two-cabin layout worked well and provided plenty of stowage.

A three-cabin layout will be available, but you’ll lose the chart table and much of the spacious heads compartment; given it’s the only heads on board, it is a compromise you’d want to weigh up carefully.

The three-cabin layout works better on the larger X43 where less compromise is needed.

Boats to rival her are few and far between, though 
she sits between the more expensive Faurby 396 
and the Arcona 380.

While all three of these boats sail well it would be unfair to just look at the bottom line as each yacht has her own merits.

Which would I choose? That is a very tough decision and one I am loath to commit to with so few words to pontificate with.

WOULD SHE SUIT YOU AND YOUR CREW?

At 38ft, the X40 squeezes in under the 12m mark, meaning that sails, loads, berthing and costs are all kept within bounds.

The size of the yacht and her sails feel less intimidating than those on a yacht above 40ft.

If you’ve enjoyed racing in the past and still feel the need for speed, but now want a little more comfort – and you have the funds available – this boat is a good choice.

The cockpit is long with supportive coamings. Genoa winches are optional. Credit: Graham Snook

She’s a high-spec cruiser that is hugely rewarding and fun to helm, with a very comfortable, stylish interior.

It’s very rare for me to give gushing praise of a yacht.

Boats as good as this don’t come along that often, but when they do, I feel like I have the best job in the world.

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X-Yacht’s X40: Best Performance Cruiser

• By Herb McCormick
• Updated: December 8, 2020

With this year’s aforementioned diminished nominee list, it was impossible to break down the fleet across the board to fit each boat into a neat, tidy category. One of the two notable exceptions was the Performance Cruiser class, with three strong entries: the Arcona 435, the Beneteau Oceanis 40.1 and the X-Yachts X4⁰. We’ll get to the Arcona and the Beneteau in the pages to come, but for 2021, the clear winner in this class of sweet-sailing racer/cruisers was the X4⁰. It clearly met the criteria for being the top performer in its stated design brief: a boat that will compete strongly—and well—on the racecourse, yet be comfortable and fun for coastal cruising.

With the X-Yachts, we’ve seen this figurative movie before. The Danish brand has taken home BOTY hardware four times in the past five years.

2021 Boat of the Year Winners at a Glance

• Excess 11: Boat of the Year
• X-Yacht’s X4 0 : Best Performance Cruiser
• Island Packet 439: Best Full-Size Cruiser
• HH 50: Best Luxury Cruiser
• Hylas 60: Best Luxury Cruiser
• Beneteau Oceanis Yacht 54: Honorable Mention
• Corsair 880: Best Sport Boat
• 5 New Sailboats That Were Nominees

Murphy, our resident boatbuilding whisperer—he’s worked closely with the American Boat and Yacht Council writing textbooks and creating curricula—was emphatic when it came to the quality of the X4⁰′s ­construction: “X-Yachts has built 5,000 boats since they went into business in 1979. So they have a good, long track record. They’re probably best known in performance circles, so when we board an X-Yacht, we expect the boat is going to sail pretty well, which this one certainly did. As far the build quality, this is one of the top two yachts in this year’s fleet (the other is the HH 50 cat, which we’ll get to). It’s an epoxy hull, which is the best resin you can use to build boats, in terms of both strength and resilience. It also has a galvanized-steel grid. In years past, there have been questions about the long-term integrity of that grid, but they’re unfounded. My feeling is that the massive steel structure is not encapsulated; it goes on top of the fiberglass structure, and it’s not an issue. I think this boat is straight-up wholesome. It’s a really, really lovely sailboat.”

Pillsbury found the efficient deck layout to his liking: “This boat was one of few we saw this year that actually had enough winches on it to sail it like a proper boat. We climbed on several others where a clutch was used to service several lines from a single winch. Sometimes it was hard to remember which clutch to open and which clutch to close, which took away a lot of the joy of sailing. Here you can just load up a winch and know that your line is going to be there, that you have quick access to it. I really liked that. It was also one of only a couple of boats that had a full-on traveler, which to my mind, when you carry a lot of sail, as this boat does, if you can’t really control and trim that mainsail, it’s a problem. And here’s another trend we saw for 2021: a below-deck furler for the headsail, which makes for a nice, clean deck layout.”

As far as the build quality, this x-yacht is one of the top two for this year.

Our X4⁰ sea trials were also heavily influenced by the father/son owners who will be using the boat very differently, but who also made it quite clear that it will address and serve both of their sailing ambitions very well. Son Ryan is an avid inshore and offshore racer who has a Sydney-Hobart Race under his belt, who plans to campaign it hard; he’ll put the racing element into play. Doublehanded racing, especially in these socially distanced times, is becoming ever more popular, and the X4⁰ should be ideal for those venues.

Ryan is a sailmaker, so there will of course be a full quiver of racing sails aboard. But the boat is also set up for his dad, Mike, and his wife to sail efficiently, with a self-tacking jib for cruising forays. (It also has a bow thruster and the electric furler for the jib, which added some weight forward and isn’t the ideal setup for racing; we’d guess Ryan and Mike had some interesting conversations about those features.)

But at the end of the day, the family wound up with a yacht that will be ideal for everyone in the household: a racer/cruiser that is every bit both. So, fair winds, Ryan and Mike. You’ve got the one boat perfect for the two of you.

• More: 2021 Boat of the Year , Boat of the Year , BOTY 2021 , performance cruiser , racer / cruiser , x yachts
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Dear Readers

• Sailboat Reviews

An established European builder offers a strong offshore performer with good looks, a few interesting twists, and only one or two minor flaws.

A small blip on the radar screen of the U.S. sailing community, X-Yachts of Denmark celebrated its 25th anniversary in 2004 by totally revamping its product line. The company was formed in 1979 by owner/managers Niels Jeppeson, brother Lars, and Birger Hansen.

Niels Jeppesen established a reputation as the designer of high-performance sailing yachts prior to forming the company. In the ’80s, he was known in racing circles as the designer of successful IOR, IMS, and other rule–based hotrods. The firm’s production yachts enjoy the same reputation for performance, along with the addition of comfortable accommodations, and quality construction methods. The first production model was the 412, which was followed by a bevy of boats ranging in size from 32 to 61 feet, though X-Yachts primary market is 32 to 44-footers. In 2000, the company introduced the IMX 40, an IMS racer that accumulated an impressive number of wins on the circuits in Europe. Historically, X-Yachts has built 250 to 300 boats per year.

In 2004, the company revised its entire product line. Michael Frank, the U.S. importer of X-Yachts, said: “The change was prompted by the success of the X-43, a performance cruiser introduced in 2003. That yacht incorporated a number of evolutionary design features and deck arrangements borrowed from predecessor models,” a more plumb bow and narrower shape forward, for instance, coupled with proportionally longer waterline length. Frank said the new models reflect evolutionary updates in styling, interior layouts, cabinetry, deck layouts, and new keel and rudder profiles designed to enhance performance.

As a consequence, potential buyers began deferring purchases in anticipation of changes to other models, so the company accelerated the design process, eliminated some outdated models, and introduced new 46, 40, and 37 foot models, all of which were instant successes. Back orders now extend into 2005.

The company has been sufficiently successful in Europe, so it felt no compulsion about a major marketing push in the U.S. That situation is changing. X-Yachts has a small but loyal following on these shores, and Frank is adding to a network of dealerships in Connecticut, Annapolis, San Francisco, and Seattle in the face of the arrival of ETAP, Elan, Hanse, and other European builders making appearances stateside.

Design Except for three bootstripes at the waterline, the appearance of the X–40 seems like many of her competitors. Her high-aspect sail plan is accented by a three-quarter fractional rig and a boom that extends to the aft end of the cockpit, so she looks more traditional than new models with tall rigs and short booms. In profile, her bow is near-plumb, her sheer almost level, and her stern reversed. Her 12′ 5″ beam is so proportionate as to be almost unnoticeable, though it produces wide working surfaces under sail.

Her cabintop flows smoothly aft, the only interruption being a tiny elevation created by an instrument pod on the companionway hatch. Four long, slim ports help make her profile attractive.

On Deck The arrangement of deck hardware and lines includes two entirely new features. First: the mainsheet design (referred to as a “German mainsheet system” by the manufacturer) consists of four ball-bearing blocks for mainsheet and traveller controls, so trimming the sail does not require the strength of a weightlifter. The unique aspect is that the mainsail is trimmed from the cockpit coaming, rather than from the pit or atop the companionway. The mainsheet leads from the traveller up to the boom and then forward from the end of the boom to the mast where it then drops down to the deck on either side and disappears below the deck in a run near the shrouds. It reappears on either side of the cockpit at Anderson 40 winches located just aft of the primaries. The result is that there are fewer bodies and strings in the cockpit and the helmsman or trimmer can trim the mainsheet and traveler simultaneously, and ease the mainsheet quickly in a puff, without interfering with the headsail trimmer. These are all significant advantages, even on a cruising boat.

Load-adjustable Fredericksen genoa cars that allow fine-tuning the headsail without leaving the cockpit are standard equipment on the X-40. One option on our test boat was package of electric primary winches ($7,300) that replaced the two-speed Andersen 46 self-tailers that come as standard equipment.

For cruisers, a dodger lives on the cabintop in a fiberglass trough so it is nearly flush to the deck when not in use. An easily removable zippered synthetic leather cover protects it from the elements. When elevated, the height of the dodger is low enough for a 5′ 10″ driver to see over the structure, allowing the helmsman a 360-degree view while the crew is protected from the elements.

The company installs a tapered, triple-spreader, anodized aluminium mast that was specifically designed for this boat, rather than specifying a shorter version of spars used on other models. The mast-collar is integrated in the fiberglass deck structure, and mast blocks are mounted and secured in the deck structure. Shrouds are deadended in tip cups connected to a stainless steel tie rod under the deck that is connected to side stringers in the hull to produce a stable platform for the rig.

Standing and running rigging is higher quality than found on most production cruising yachts. The standing rigging is discontinuous stainless steel rod with rod turnbuckles. And main, genoa, and spinnaker halyards all are Spectra, producing strength that resists stretching. Halyards, reef lines, cunningham, vang and outhaul are led to two, five-part Spinlock XCS winch stoppers located on the cabintop.

The teak toerail is 1 1/4″ high from bow to mast, then diminishes to a height of 3/4″ from the mast to the stern. That is lower than seen on many oceangoing yachts, but it’s coupled with double lifelines run through eight stainless-steel stanchions, tall enough to meet EC and ORC safety requirements. Stainless steel mooring cleats are located fore and aft; additional cleats are an option.

With 9′ 1″ of fore and aft space on the cockpit centerline, and the wheel well aft at the stern, the cockpit has room for 6 crewmembers to lounge, and for a racing crew of 6 to 8 to maneuver. The helmsmen sits aft of or beside a 66″ diameter, leather-covered wheel attached to a rack-and-pinion steering system that we found quite responsive regardless of the point of sail.

Two shallow storage lockers are located in the center of the cockpit sole and two on the corners are adequate for storing small items and propane tanks. Passagemakers planning an extended cruise will be required to plan efficiently for the storage of additional gear.

The smallest of three portlights on the cabinside measures 17″ x 7″, the largest 27″ x 7″. Those, coupled with two portlights in the aft cabins and 20″ square hatches in the main saloon and forward stateroom, mean that this boat has adequate light and ventilation except in the steamiest climates. Hatches in the saloon and forward cabin are fitted with Oceanair units containing both flyscreens and blinds.

Bottom Line: This boat is well equipped with durable gear and deck hardware, and displays a few new wrinkles that we might like to see on other boats in this genre.

Accommodations Scandinavian boats are known for their woody interiors, quality of workmanship, and finishes, and the X-40 is no exception. And the spaces belowdecks are well organized for cruising or daysailing.

Interior lighting is provided by 11 halogen fixtures and two dome spotlights cleverly integrated and almost out of sight in the liner. An additional fixture is located at the chart table.

The main saloon on our test boat was finished with teak veneers that are hand polished to a satin finish and teak laminate floorboards, all accented by a bright white ceiling and overhead that reflect light to create a feeling of spaciousness.

The length of the main saloon from the foot of the companionway to the main bulkhead is 11′ 2″. With 6′ 3″ of headroom and settees that measure 6′ 7″, a crew of six to eight will not feel cramped.

Two layouts are offered, both with the galley to starboard opposite the nav station, and dining area to starboard. Our test boat was fitted with two staterooms aft and the skipper’s quarters and head forward; an alternative is a two-stateroom, two-head version.

With one exception, both models provide comfortable accommodations. However, as with the X-332-Sport that we tested prior to its being replaced by an as yet unbuilt 35-footer, space in the aft stateroom (where the head is located on the X-332) is compromised by the intrusion of the cockpit lockers. As a result, though the forward sections of the staterooms have more than 6′ 4″ of headroom and room to dress, the space above the berth is low enough to be a headknocker.

Beyond that, the layout offers diners room to sup on a trapezoid shaped, leafed table measuring 47″ x 35″ fitted with a built-in bottle locker. Outboard on both sides of the saloon are enclosed cabinets designed for the storage of drinking glasses and the like. The table is positioned far enough to starboard to allow passage on the centerline with the leaf down. Diners seated to port can use its surface simultaneously—a good arrangement.

The nav station offers a seat facing forward, under which is a storage area, chart table, large electric panel and bulkhead with room for VHF, SSB radio, and other electronics. The papers and tools that inevitably accumulate at a nav station may be stored in the 2′ 3″ x 3′ 1″ table, outboard in an open cabinet, and in three drawers below the table, some of which will probably be reallocated for galley tools.

The galley is a typical L-shaped space with a four-cubic-foot, top-opening icebox (cooled by a Coolmatic 85 refrigerator unit) incorporated here. Storage is on shelves and in cabinets enclosed by Plexiglas sliding doors, and 10″-wide drawers that are ample for plates, cutlery, pots and pans. However, most dry goods will have to be housed in other areas. The twin stainless steel sinks are a plus, as are granite countertops measuring 20″ x 26″ and 14″ x 20″ that provide a chef with ample room to operate. Standard equipment includes a gimballed, stainless steel, Techimpex two-burner stove with oven. The freshwater system consists of hot and cold pressurized water with approximately 46 gallons of fresh water held in a plastic tank. Mixing water taps are fitted in the galley and head.

As with the deck arrangement, we found two subtle features adding to the vessel’s utility, of which other boat manufacturers could take note: The skipper’s quarters are forward in a stateroom surrounded by wood finished as nicely as the main saloon. Lockers and lounging chairs are located port and starboard, aft of a V-berth that measures 6′ 4″ on the centerline. Reading lights are located at pillow height on both sides of the hull. Space for storing bedding is located underneath the berth.

Unlike builders who simply tack open shelves to the hull sides, X-Yachts has cleverly attached storage cabinets running the entire length of the stateroom, a godsend for distance cruisers.

In the three-cabin version, each aft cabin has a double berth measuring 7′ 0″ on centerline; the staterooms are separated by a fixed bulkhead. Interestingly, other builders accomplish the split by inserting removable partitions to facilitate the removal of a box covering the aft end of the engine. X-Yachts takes the opposite approach, with a better result; a two-piece engine cover is easier to remove, and takes up less space in the compartment when removed, and the fixed bulkhead produces a better sound barrier between the staterooms.

The aft staterooms are also furnished with deep shelves running along the hull that are significantly wider and deeper than those seen on most boats, where they often seem to be cosmetic afterthoughts rather than functional units, unless enclosed by long nets.

The head is too small, but can be accessed from the main saloon and the forward stateroom. Measuring only 3′ 3″ x 3′, it is not much wider than the shoulders on a typical 6′ adult, but headroom is 6′ 1″.

Bottom Line: Considering the living spaces, their arrangement and apportionment, and the fit and finish of the interior, the X-40 lives up to the company’s reputation for producing a nicely finished product. The clever use of hull space for storage is a real plus, as is the arrangement of the engine box; but, a larger head would be a real plus for a 6′ 4″ full-bodied crew.

Construction X-Yachts has a history of building solid vessels designed to be used in heavy seas, or abused on the racecourse. Though the company is now building for a cruising market, the standard remains the same, as X-Yachts’ products are built in accordance with the European CE-Certification and meet the requirements of the CE-directive 94/25/CE for category A (ocean) recreational craft. Among the requirements are that a yacht must be designed to operate in waves up to 21 feet and winds of Beaufort force 10 (45 – 55 kph), or less. The company says the yachts fulfill the standard of the ABS Hull Certification that includes the hull, deck, keel, keel attachment to the hull, rudder, rudderstock and bearings, as well as bulkheads and frames.

Hull and deck are laminated in a sandwich construction consisting of isophthalic polyester resins and biaxial E-glass fabric surrounding a compressed Divinycell® core. Additional reinforcements of biaxial E-glass are laid in high stress areas around the keel and rudder. The hull-deck joint is secured with polyester resin and through-bolted.

Unlike most production builders that construct a grid support system of fiberglass, X-Yachts installs a steel frame constructed of hot-galvanized steel that absorbs the loads from keel, mast, and rig. A well-conceived addition is a hoist attachment point bedded in the grid that takes the guesswork out of hoisting the boat. Structural bulkheads are constructed of marine plywood in thicknesses of 1/3″ to 7/8″ that are bonded to both hull and deck.

The keel is a cast iron fin with a lead bulb enclosed in a layer of GRP; X-Yachts’ keels are faired with a polyester compound before leaving the factory, a contributor to balance and performance.

The rudder blade is constructed of biaxial fiberglass and Divinycell®. The rudderstock is solid aluminium, tapered at the ends to reduce weight, but strengthened by three welded wings. Upper rudder bearings are rollers, lowers are self-aligning.

The Yanmar 40 hp diesel engine is mounted on rubber shock absorbers; a 16″ folding propeller is standard. The engine panel, located in the cockpit, is recessed and enclosed in Plexiglas; standard gauges are tachometer, oil pressure alarm, water temperature, and hour meter. The X-40 carries approximately 20 gallons of fuel in an aluminium tank.

Price The company’s products are priced at the high end of the market and, according to Frank, “have the quality and value of J/Boats and Sabre Yachts,” which are considered to be among the best production boats manufactured in the U.S.

The base price for the X-40 with a 2 or 3 cabin layout is $287,100. However, a fully equipped boat with instruments and sails will carry a sticker price of $315,000 to $325,000, FOB the East Coast.

In lieu of the standard 6′ 5″ keel, a 5′ 6″ shoal draft alternative is available (for an additional $2,275), or you can opt for a 7′ 6″ deep draft keel (for $4,725).

Performance Based on a test sail of the X-332 Sport that took place shortly before the company discontinued production of that model, we had great expectations for the X-40. Despite sailing on the Chesapeake Bay in less than ideal conditions, she performed as well as advertised. For openers, we sailed with a borrowed mainsail that was 18″ short on the hoist and 12″ short on the foot. Thankfully, our test boat carried the standard 135% jib.

Sailing on flat water with the windspeed ranging from 0 to 6 knots, she managed to produce 5 knots of boatspeed on the GPS while pointing to within 35 degrees of the apparent wind, and duplicated that performance when we eased sheets. Though she had no stores aboard, we sailed with a crew of roughly 2,000 pounds. Few production boats in this size range will duplicate that performance. We consider this a fair test of her ultimate performance, since most modern boats will sail to their designed hull speed in 10 knots of wind, and can be reefed when the wind pipes up.

Under power, the X-40 motors at 7 knots at 2,300 rpm, and 8 knots at 3/4 throttle, and turns smartly in her own length. We were troubled by the sound of an electric motor after turning off the ignition until we learned that standard equipment includes a bilge blower on a timer that operates for two minutes after depowering—an excellent idea that’s likely borrowed from the powerboat industry.

Conclusions With more than two decades of experience, and a Scandinavian boatbuilding heritage, X-Yachts enjoys an excellent reputation in Europe that may be duplicated on these shores if Frank is able to build a nationwide distribution system.

This boat’s pluses include a well-conceived and equipped deck layout, a sensibly arranged interior down below with high-quality finish and joinery; and a hull shape and appendages that will produce fast bluewater passages. Though there are few, the negatives include a confining head and a big sticker price; the latter, admittedly, would likely be offset by a strong trade-in value.

If we were in the market for a new 40-foot sloop, we’d give this boat a close look and consider it a legitimate performance cruiser, and—for the competitive skipper—a viable candidate for buoy or distance racing.

Contact – X-Yachts USA, 203/353-8118, www.x-yachts.com .

Also With This Article “Critics Corner: X-40”

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43-Knot Chic: Reliant X40 Express

• By Kevin Koenig
• Updated: April 25, 2019

There is no denying that there is a certain look to the tenders zipping about Port Hercules during the Monaco Yacht Show , ferrying ­buyers, sellers and brokers from yacht to yacht and dock to dock. The tenders have a European look: clean and open, axe-bowed and surprisingly burly.

A boat like that is exactly what I saw the first time I laid eyes on an image of the X40 Express from Reliant Yachts , and the styling was a surprise. I was expecting something more staid, a teensy bit more downeast-y from the Rhode Island-based builder of power and sailing craft. Reliant calls the X40 Express a modern interpretation of an express cruiser. To my eye, it’s ready to impress all across the Mediterranean, from Antibes to Corsica and beyond.

The X40 was conceived as a tender that would live in the belly of a Med-based mega-yacht , so weight and height considerations were paramount. The carbon-fiber hardtop is ­removable, and the forward deck is flush. Keeping the deck flush made headroom a slight concern in the stateroom ­below, though as Reliant principal Jim Ewing told me dryly, “We think we did a pretty good job with that.”

The X40’s owner began with the idea for a fast-looking boat with no house on top. “A challenge was to make sure the windshield would block the wind from the driver’s face, all of course fitting within our height parameters,” Ewing says. That windshield is also stylish, with three helm screens that, when the boat is not in use, become jet black and blend into the carbon-fiber dash for a nearly Spartan aesthetic.

As for a speed pedigree, the X40 doesn’t disappoint. The builder says the boat hits 43 knots on the pins, and cruises between 27 and 33 knots, depending on how badly the owner is craving his favorite onshore nosh. To achieve these speeds, Reliant matched twin Konrad 660B sterndrives to a pair of 480 hp Cummins QSB 6.7 engines. The sterndrives not only provide power, but they also work well with the space considerations, and they slide up before entering the mothership for stowage. The choice of a sterndrive also allowed for more room on the accommodations level.

On that accommodations deck are dayboat staples such as a shower, galley and head. Hours can be spent away from the big boat without needing to return.

With modern construction, well-thought-out design and slick lines, the Reliant X40 Express is an eye-catching and well-­performing mega-yacht tender. The Monaco Yacht Show may have found its lightweight division’s newest contender.

Take the next step: reliantyachts.com

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X-Yachts X-43 - Opinions As A Performance Live-Aboard Cruiser?

• Thread starter Laser310
• Start date 12 Jul 2020
• 12 Jul 2020

Well-known member

I did a search, as I am sure it has been discussed.., but I could not get any results. Within this generation of X-yachts, I have only ever been on the X-40 - I liked it, but it is a bit small (for me) as a live-aboard with wife and children/friends as occasional guests. It seems like the X-43 is pretty similar.., just a bit bigger. I am guessing it has similar sailing characteristics..? I've raced quite a bit on the XP-44,and it's very nice, but they are ~2X the cost. I also like Arcona's but they are somewhat rare on the 2nd hand market, and typically more expensive than comparable X-yachts. Cruising grounds would be northern Europe, and the Med.  

KompetentKrew

I've owned only dinghies and one-design keel boats up to 33ft - mostly without any accommodations. I am a racing navigator, and also do many deliveries - I've sailed on quite a few boats. Mostly they are very nice and larger than what I am contemplating- Gunboats, many Swans, some Oysters.., As I mentioned, I have been on the X-40, and I have also sailed a lot on an XP-44. I think the X-Yachts in general are quite a bit better than an AWB - certainly the AWB typically does not have the galvanized keel grid of the X-40 and 43. The 44 has a composite grid - to be lighter - but it still looks pretty good. The only boat that one might call an AWB that I know of with the grid is the Salona - the 41, don't know about other salonas. To me, it's really important that the keel stays on - I think there is no comparison of X-Yachts with say Beneteau, Hanse, Dehler, Bavaria.., and so on  

This all surely turns on budget and what available but curious as to why an Arcona might be more ?  

ashtead said: This all surely turns on budget and what available but curious as to why an Arcona might be more ? Click to expand...

These boats are well regarded but not particularly numerous in the U.K. - hence to get more info and owner views might be worth contacting / joining the X Yachts UK Owners Association  

Active member

My 2 cents. IMO these types of cruiser racers rarely make for a good cruiser- too much sail area, easily overpowered, very light so parking in a marina and a crosswind is always fun , all the lines led into the front of the cockpit to help the kids trip up, the traveller right in the middle of where you sit. Small tanks for water and fuel etc etc If you want a racing boat, get a racing boat. If you want to cruise, get a cruiser.  

STILA 44 sailing yacht for sale | De Valk Yacht broker Nice boys at Monnickendam, too.  

kof said: My 2 cents. IMO these types of cruiser racers rarely make for a good cruiser- too much sail area, easily overpowered, very light so parking in a marina and a crosswind is always fun , all the lines led into the front of the cockpit to help the kids trip up, the traveller right in the middle of where you sit. Small tanks for water and fuel etc etc If you want a racing boat, get a racing boat. If you want to cruise, get a cruiser. Click to expand...

KompetentKrew said: STILA 44 sailing yacht for sale | De Valk Yacht broker Nice boys at Monnickendam, too. Click to expand...

• 13 Jul 2020

Laser_310 said: i agree about the traveler - mostly because having the mainsheet in the cockpit cane be dangerous. putting the traveler in front of the companionway is an acceptable compromise for a cruising boat - lose a little upwind performance for a good measure of safety. the other factors you mention i can deal with - sail area in particular. you can always reef.., and it's nice to have it when you need it. the thing about "performance" boats is they don't need as much diesel - because they sail more; upwind, because they can.., in light air, because they have more easily driven hulls and the sail power... Click to expand...

The X34/37/40/43 generation of X boats and Arcona are quite different from a 40.7 Higher ballast ratios, through deck jib furlers, recessed mounting of spray hood, better internal fit out, etc.  

Little Grebe said: The X34/37/40/43 generation of X boats and Arcona are quite different from a 40.7 Higher ballast ratios, through deck jib furlers, recessed mounting of spray hood, better internal fit out, etc. Click to expand...

I will admit to not being disinterested as I own a boat from one of the brands being discussed here (and a .7 series First some time back) However I see features like having a decent sail plan with the efficient sail handing equipment as a positive thing rather than making for a poor choice. No doubt other boats have greater fuel and water tankage but my boat has an endurance of around 50 hours under motor which is sufficient for my needs.  

I like a fast cruising boat but it needs to be stiff under sail as has been mentioned. Have cruised on a First 42s7 with the heavier lead keel (std was cast iron) and it proved a great boat to sail especially in the Med. Not all X-Yachts are designed as cruiser racers - here's a cruising 42 footer: 2009 X-Yachts Xc 42 Sail New and Used Boats for Sale -  

E39mad said: I like a fast cruising boat but it needs to be stiff under sail as has been mentioned. Have cruised on a First 42s7 with the heavier lead keel (std was cast iron) and it proved a great boat to sail especially in the Med. Not all X-Yachts are designed as cruiser racers - here's a cruising 42 footer: 2009 X-Yachts Xc 42 Sail New and Used Boats for Sale - Click to expand...

A live-aboard especially with kids has to do many things well and sailing ability whilst important may not be as critical as you think. A fuller underwater section should mean that it copes well with all the extra weight that you put on board and is more likely to float to it's designed waterline. A shallower draft will allow you into harbours (particularly Northern Europe) that others cannot get into or closer to the beach to drop the kids off or anchor in more sheltered water. It's all a compromise - just need to find the boat which best suits your priorities. Personally I'd like a lifting keel, fewer cabins than most and more storage. Not many choices when you narrow that down.  

E39mad said: A live-aboard especially with kids Click to expand...

E39mad said: Personally I'd like a lifting keel, fewer cabins than most and more storage. Not many choices when you narrow that down. Click to expand...

I see the forum's normal distrust of anything fast is alive and well! From the sound of it, you're a little like me in that even when not racing the satisfaction of sailing a good boat well is worth just as much as a bit more comfort in harbour. My dad had a Dufour 40 and I thought that to be about perfect in terms of the comfort/ performance compromise for longish term cruising. The 44 of the same era was also a fabulous boat, but well under your budget so probably a bit long in the tooth for your search. With a budget of £200k and a preference for fast boats, have you considered the Pogos? The 1250 is a similar size... Or is that a step too far down the performance road? Boats like the Elan E5 are a step back towards comfort from Pogo, but if you're looking at X-Yachts you may have opinions of the build quality. Certainly a fun search!  

flaming said: have you considered the Pogos? The 1250 is a similar size Click to expand...

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Yacht Summary

• Manufacturer: X-Yachts
• Model: X-40
• Build Number: 64
• Build Year: 2006
• Lying: Stralsund, Germany
• Price: Sold
• Dealer: X-Yachts Germany
• Contact: Christoph Barth
• Phone: +49 (0) 461 4 30 20 99 0
• Email: [email protected]

Beautiful X-40, in the typical X look (white with blue stripes), from 2007 for sale! She has two cabins and a wet room, she has been sailed mostly in the Danish South Sea. There is no maintenance backlog or similar. In winter she was always in a hall. So she comes in top condition and with great equipment,

Standard Specification

Standard X-40 brochure

Exterior Details

• - Light hull with dark blue waterlines (typical X look)
• - Stainless steel rubbing strakes on both sides
• - Gas springs on the forecastle boxes
• - Pulpit with wooden step
• - Very tidy deck, halyards are led below deck
• - Elegant hull window in the middle of the boat
• - Small bathing platform at the stern
• - Maintenance or sanding and new antifouling was done annually
• - 9mm vacuum-bonded teak on the side deck
• - 9mm vacuum-bonded teak on the center of the cabin roof
• - Teak deck in the cockpit
• - Anti-slip deck on the superstructure
• - Stainless steel rails mounted on the superstructure to hold the boat in an inclined position
• - Spacious cockpit with plenty of room
• - Halyard pockets for stowing the ropes
• - Large carbon fiber steering wheel
• - Rudder system from Jefa

Sail Handling

• - ANDERSEN 46ST-FS mainsheet winches instead of ANDERSEN 40ST-FS (2 pcs.)
• - Reckmann furling system Carbon RS 2000 (ball bearing mounted)
• - PBO backstay
• - Additional halyard stoppers, deflection blocks, snatch blocks
• - Lazy Jacks
• - UK Sails, continuous battens, tape drive carbon on aramid medium
• - Uk Sails, Tape Drive Silver
• - Uk Sails, Dacron
• Racing sails:
• - UK Sails, Powerhead 2
• - Uk Sails, Tape Drive Carbon on Aramid Medium
• - Uk Sails, Tape Drive Carbon on Aramid Light - Medium
• - Uk Sails, Tape Drive Light
• - Uk Sails, R/F 106% Titanium Carbon
• Spinnaker, Code 0 & Accessories:
• - VMG Light Reaching Spinnaker S1
• - VMG Medium-Heavy Spinnaker S3
• - 2 Nordic spinnaker poles
• Tarpaulins:
• Sprayhood, boom cover, forestay cover

Mast & Rigging

• - 3 Salings Alumium Rigg
• - Standing rigging in rod rig
• - Aluminum boom
• - Freely adjustable position of the spinnaker pole carriage on the mast
• - Lazy jacks mounted on the mast and boom

Hatches / Portlights / Ventilation / Sprayhood

• Sprayhood, Baumkleid, Vorstagspersenning

Accommodation

• - 2 berths and 1 wet cell in the stern
• - Large saloon with saloon table and storage compartment
• - Spacious navigation table
• - Entire interior made of the finest teak
• - Saloon bench rounded to just before the mast
• - Teak trim in the saloon on the freeboard
• - Teak trim on main sheet and chart table
• - Teak frames for windows in hull/Salon
• Upholstery & textiles:
• - Light and dark upholstery

Owners cabin

• - Spacious owner's cabin
• - 2 large lockers
• - Storage compartments to port and starboard above the berth
• - Armchair, for a cozy stay
• - 1 aft cabin, starboard
• - Blue upholstery
• - Large cupboard for storing clothes
• - Classic galley with a bright work surface
• - Lots of storage options thanks to a large number of compartments
• - Large double sink
• - Isotherm SP fridge compartment
• - Eno gas oven, Maintenance NEW 2024
• - Spacious wet cell in the rear
• - Manual Jabsco toilet
• - Many storage options
• - Large washbasin
• - Mirror cabinet
• - 40 hp Yanmar engine, Saildrive
• - 83 liter fuel tank
• - 3 blade folding propeller Flex-O-Fold
• - Saildrive sleeve, NEW 2017
• - Eberspächer diesel heating D4, with 4 outlets - aft cabin + wet room + saloon + owner's cabin
• - Shower with hot and cold fresh water on the bathing platform
• - Holding tank with self-draining outlet and deck suction system
• - Manual toilet in the wet room
• - 280 l fresh water tank
• - 40 Amp Mastervolt IVO SMART 12/40 charger, instead of standard charger
• - Additional 120 AH gel battery safely mounted under the BB sofa in the saloon
• - Remote gas switch
• - Additional sockets
• - Lopolight position lights, Lopolight 3 color lantern and anchor light
• - Sound signal system
• - Solar cell 80KW

Electronics

• - Rymarine plumb bob, log, wind indicator, compass, chart plotter, autopilot, remote control
• - VHF marine radio
• - Philippi battery monitoring
• - Large stainless steel instrument holder, mounted on helm post

Additional Information

• Errors and/or changes to the price, equipment list, specification and prior sale are reserved.
• All details and information provided about the yacht, in particular with regard to VAT, the yacht's equipment and the dimensions, are provided by third parties and are to be understood without guarantee, so no liability is accepted for the completeness and accuracy of the information.

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X40 Express

“we followed fundamental principles—impeccable use of scale and proportion, attention to detail in both styling and performance, and careful execution of the build.”.

The X40 Express is a modern, robust, and luxurious interpretation of the classic express design. One glance at the raked, wrap-around windscreen and flush deck forward make it clear that Reliant Yachts partners Dave MacFarlane and Jim Ewing have produced something different in this custom 40-foot, 40-knot speedster.

The X40’s profile makes a statement with its plumb bow and straight, clean lines, accentuated by the cambered teak deck. Framing that deck is an extraordinary, uninterrupted, low-profile cap rail painted the same metallic silver as the hull. Yet the X40 makes another statement entirely when the carbon-fiber hardtop is removed, turning a coupe into a convertible.

Reliant refined every detail to maximize space for the living quarters, which for this client meant working within the dimensions of the superyacht tender garage in which the X40 would live. The pay-off is a warm inviting stateroom, head, shower and galley. One of the key decisions made along the way was to choose Konrad 660b Stern Drives, which are powered by a pair of Cummins QSB 6.7 480s. The stern drives lift up before the boat slides through the garage door of its mothership.

Initial sea trials near Istanbul in light winds and calm seas proved that the X40 could run at 40 knots, topping out at 40.7 knots at 3300 rpm. The boat handled well and cruised comfortably between 27 and 33 knots.

A deep cockpit provides safe, secure, comfortable seating in high-backed, leather-upholstered bench seats for eight or more. Forward-facing seats for helmsman and co-pilot provide clear sight lines and have flip-up bolsters to make leaning against the seats as comfortable as sitting in them.

At the helm, a pair of bright Raymarine Glass Bridge monitors (15.4 inches each) are set against a high-tech, flat-black, carbon-fiber dashboard. In turn, the carbon contrasts with the varnished wood both in the steering wheel and a sturdy handhold at the turn to the companionway. A full suite of Raymarine electronics include radar, autopilot, GPS, AIS, VHF, depth and speed instruments.

Hatches, cabinetry and hardware throughout the boat are flush-mounted so there’s little to trip on or bang into. Underlying Reliant’s emphasis on a clean, almost spare aesthetic, there’s much more to the X40 than first meets the eye.

In the master stateroom, 12 drawers and cabinets provide ample storage space for weekend cruises. In the helm area, a Yacht Controller joystick sits just aft of the throttles, and the controls for a Seakeeper 3 can be found close by, together promising exceptional maneuverability and stability. There’s an Onan generator, SidePower bow thruster, Webasto air-conditioning, and a state-of-the-art entertainment system.

In reviewing the overall project, designer Jim Ewing says, “We followed fundamental principles—impeccable use of scale and proportion, attention to detail in both styling and performance, and careful execution of the build.”

Reliant’s achievement is a thoroughly modern express, adapted to suit its owner’s specific requirements.