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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] .

RELATED ARTICLES MORE FROM AUTHOR

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 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.

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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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33 FT Cheoy Lee Offshore

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Hello group Charles here looking at a 33 ft Cheoy Lee offshore wanting to get opinions on bluewater capabilities. It has no teak decks roller furling main and jib . :captain:  

These boats have a very low ballast to displacement ratio of under 24% which IMO makes them a very poor choice for crossing oceans. Same with their draft of under 4 feet. They would make decent shallow water boats to sail along the coast. OFFSHORE 33 (CHEOY LEE) sailboat specifications and details on sailboatdata.com  

More important than what Kriss said (not that I disagree): it's an older boat. When was the rigging last replaced/inspected? What condition are the sails? Engine? Pretty boats. Could still be a lot of fun for a lot of destinations without being a great boat for crossing oceans - or could be a black hole with serious negative value.  

Thanks this is a 1972 4107 Perkins built in Hong Kong decks are solid Have sailed it many times in fair seas never have in heavy seas sails are in fair shape jib could use a panel sewn in and main is in good shape and and jib could use some sunumbrella Plan on changing the rigging and paint top to bottom. that's for starts then water maker ,radar,ac and generator or more solar panels and a wind gen .  

these old boats have crossed oceans and other inventive sailing feats. folks have sailed em to south pacific from west coast mexico and have sailed em on pacific ocean without issues. if you have inspected it, sailed it and reinspected it and find it to your liking, ther eis no reason not top purchase it. in this particular medium, you will find naysayers to even the most favored boats sailing out into an ocean. there are many cheoy lees sailing and cruising west coast--funny how that is, asthey werre manufactured in taiwan and some in hongkong. the hong kong builds are sessentially bulletproof. yes it is a go anywhere boat. have fun with it  

Add to your shortlist: replace chainplates. Cheoy Lee was more than suspect of using substandard metals (see the relevant chapter of Bob Perry's book), and even if it was 316 SS it's due for replacement by now. I think am done with full-keel boats but that is a matter of preference and I know plenty will disagree.  

Just ran into this. Sorry I am late to the party, but much of this is based on thoughts of people who read numbers and have never owned a boat. I own an Offshore 33 (1972). The low ballast to displacement note is based on expectations for Marconi sloops. Most Offshore 33s are ketch rigged, which lowers the enter of effort and need for higher ballast to displacement. Moreover the spruce masts put more mass up high, which some say is a no-no but give a better motion to the boat and makes it less likely to capsize in heavy seas. Further, no Offshore 33s were made in Taiwan. I can't say whether the boats have substandard alloys--I've had no problems--but the advice to check the rigging on a 45-year-old boat (any boat) is a wise one. My boat, though not with me, has crossed the Atlantic twice. Construction is strong--and not a blister on the bottom; it shows it age only in layout and accommodations. There are better boats, and modern designs are faster. But few are stronger and more reliable.  

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Offshore 40 cheoy lee

The offshore 40 cheoy lee is a 39.75ft masthead sloop designed by philip rhodes and built in fiberglass by cheoy lee shipyard between 1964 and 1976., 156 units have been built..

The Offshore 40 cheoy lee is a very heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat. The fuel capacity is originally small. There is a good water supply range.

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Sailing Cambio

Never too old to start something new

The LOG and other things The Cambio log begins on May 12, 2022 This LOG goes back a few years before Cambio. After all, where would I put this stuff from a previous life?

Graveyard of the Atlantic

Where have we been?

Changes in Attitudes, Changes in Latitudes

Cambio is a Cheoy Lee Pedrick 41.

She was built in 1985 and had a major refit in 2007.  

I acquired her in May, 2022 and refit/repaired/renewed the major systems over the summer: furler, genoa, motor, dinghy/motor, running rigging, forestay, propeller, and more.

I was hoping next year would be a year of cosmetic work: Teak deck, coachhouse, cleaning, and brightwork.  We’ll get that done but I expect that there will be a long list of smaller maintenance jobs to attend to. As usual.

Rule of sailing # 7  “There’s always something” 

THE DREAM AND THE PLAN

I was sitting one day contemplating a very senior birthday and retirement and started to worry, “Is this it? Is this all there is?” It was a horrible minute. 

Then I realized that I had at least one more wild ride in me and I felt that heavy weight lift off me.

I had sailed Sharks for 30 years. Sharks are a 24 foot sailboat that races mainly in Ontario, Quebec and Europe. They have been extensively cruised across the Atlantic and at least once, cruised from Lake Ontario to Australia. 

I had lots of sailing experience, some of it adventures and much of it a pleasure. Where could I sail? I loved vacationing in the Caribbean. I loved visiting places around the world, like Moscow, Britain, Istanbul, and even the USA. It was the people I met that thrilled me more than the monuments. In Istanbul I walked right past the Blue Mosque to visit vendors I had built a relationship with in the Grand Bazaar. Lunch with them as new comrades was a thrill. So my next big ride should marry two passions; sailing and travel. 

The Shark is a lake boat that goes like hell when the wind blows, but I’m of a certain age and want something more substantial. 

So I went shopping for a Niagara 35, a solid boat built by friends of mine.  I don’t know where the transition was but on December 12 I found myself sitting in a Cheoy Lee Pedrick 41 while a snowstorm raged outside.  I recall the moment, sitting on the starboard settee, that I said, “I love this boat”.  

The offer was accepted. It stipulated that closing date would be early May after the boat was in the water and after a sea trial. Between December and May I made 2 more visits and in each one the boat promised me adventure. This boat was ready to go South. The owner had done a great job of maintaining her. Cambio.

It was a winter of study. I bought a lot of expensive sailing books and devoured them. I binge watched YouTube sailing channels. I hung out in coffee shops with sailors. I was a sponge.  

The Captain’s Log begins in early May and this story continues there. The first squall, the big storm, and then the recovery from that storm all prove that Lake Ontario can rattle your bones and that my choice of boat and my 30 years on a Shark in all kinds of weather made me a sailor. 

If I had left on September 1, 2022 I would have run right into Hurricanes Fiona and Ian somewhere between New York and Carolina and that would have been bad.  So I think we should leave earlier in fall of 2023. I’ve got some research to do and advice to get. 

So I am going to sail Lake Ontario aggressively through summer of 2023 and prove the crew and the boat, and leave perhaps August 1, 2023. Same plan, which is to go south slowly and arrive after hurricane season at the end of November in or BVI.  

Then spend six months in the Caribbean again proving the boat in salt water and different waters, countries, cultures and weather. And a host of other experiences. 

Around about May-June Cambio we’ll have to escape hurricane season. Will we head to the Azores, then Africa, Gibraltar, and perhaps winter in Malta or Southern Turkey or head to the Amazon, 1500 miles south?

Along the way we’ll maintain a multimedia story of our adventures.  Stay tuned for those details.  

Then what? 

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