Hinckley Bermuda 40

Boat/US Magazine, May, 2003 by Jack Hornor

I don't recall a time when my sense of style, balance and proper proportion of sailing yachts has not been influenced by the design work of the late Bill Tripp. The Bermuda 40 is the quintessential example of Tripp's masterful eye for near-perfect balance. I think it can be safely said that this boat has stood the test of time, and, although the design is now over 40 years old, many people still consider the Bermuda 40 one of the most beautiful yachts afloat.

The Bermuda 40 was designed in 1958 as a refinement of Tripp's earlier Block Island 40 design. The sheer of the B40 is slightly flatter, the transom more vertical and broader, and the bow slightly less spoon-shaped. Although the differences in the two designs are subtle, to my eye, the B-40 has a better balance and a less dated look than the Block Island 40.

Henry R. Hinckley & Co. began-production of the Bermuda 40 in 1959. Although Hinckley had experimented with some fiberglass boats prior to 1959, the B-40 was to become the bellwether for future production and established Hinckley as the premier North American builder of exceptional quality fiberglass sailing yachts. Over 200 Bermuda 40s have been built to date.

There have been two relatively minor variations of the original design over the years. In about 1968, the flat plate centerboard was replaced with an airfoil-shaped centerboard and the mast height was raised slightly, resulting in approximately 20 square feet more sail area. In 1972, the Bermuda 40 Mark Ill was introduced with a main mast over four feet taller and the position of the mast moved aft nearly two feet. The increased sail area and the raised center of effort required nearly 1,000 more pounds of ballast.

Construction of the B-40 is as good as it gets for custom or production built boats. Although not built to any specific standard, other Than Hinckley's own, that I know of, the scantlings are impressive by anyone's standards. The hull of most B-40s is a solid laminate of fiberglass cloth and resin although newer boats reportedly used some Kevlar fabric. Originally, the decks were also solid fiberglass and resin laminates but later models were built with a core material to reduce weight while maintaining strength. The hull and deck are joined on an inward flange.

Another sign of the craftsmanship and attention to detail that goes into the construction of the B-40 is the method of attachment-of fittings and- hardware. Fastener holes are drilled slightly undersized and then tapped for the appropriate sized machine screw. When bedded and secured, leaks are less likely than with conventional attachment.

Accommodations of the B-40 are comfortable for four people. Because Hinckley has always offered clients considerable latitude in choosing layout, finishes and furnishings, each B-40 I have seen is slightly different. The cockpit is very large and comfortable, and decks are wide and uncluttered.

Although the Bermuda 40 has achieved classic status as a cruising yacht, many of the elements of this design are the direct result of the CCA (Cruising Club of America) rating rule which was popular at the time. Unfortunately, the long over-hangs, broad bilges, shallow draft and centerboards encouraged by the rule do not make for a boat that is particularly fast upwind. Hinckley's own advertising once described the Bermuda 40 as "a great gentleman's ocean racer" and everyone knows gentlemen don't sail to weather.

What the B-40 lacks in speed to windward she more than makes up in other sailing qualities. Her performance off the wind is very good, and the full keel and centerboard make the boat easy to balance and comfortable to sail on beam and broad reaches. She is very well mannered in conditions that would give fits to the helmsmen of modem boats with high aspect fin keels and spade rudders.

As for stability, I compared 11 boats measured under the IMS rule and found the average range of positive stability index to be 116.5 degrees. This is not bad for a centerboard boat with moderate beam and relatively shallow draft.

Until 1992, the B-40 was powered by Westerbeke diesel engines from 35 to 46 hp. Later models are powered by the 51-hp Yanmar. Kept in good running order, these are sufficient for the majority of situations. However, as engines age and hours build up, older models will lose some of their ability to punch through choppy seas and strong currents.

For all this beauty and quality there is a price. During a conversation recently, a friend remarked that-he had seen an ad for a 35-year-old Bermuda 40 asking $75,000, and the ad said the boat needed work. He asked, "Could that be right?" and I said, "Sounds like a bargain!" In fact, the BUG value range for a 1963 Bermuda 40 is $83,000 to $91,000. On the other hand, the base price for a 1992 B-40 Yawl was $353,740, and the current BUC value range is $323,000 to $355,000. The bottom line is these are very expensive boats, but they retain their value exceptionally well and may even appreciate. They're out of my price range but I can still dream of someday being able to own one or, better yet, design a boat of such lasting beauty.