Engine
Perkins 4-108
Total Power
45hp
Engine Hours
1670
Class
Racer/Cruiser
Length
43ft
Year
1971
Model
43-1
Capacity
-
Boat protection services let you cruise with confidence for as low as $999. Get trailer protection, GAP coverage, 24/7 emergency support, and priority dealership service appointments on any boat, any time.
C&C 43-1, hull #1, was commissioned in January 1971 as “Arieto”, designed by the legendary design team at C&C and built in the Bruckmann’s custom shop. Now named Calypso, she is located in Port Ludlow WA, 30 miles west of Seattle. We have owned Calypso for over 24 years, and she has lived up to C&C’s reputation for designing and building great racer/cruiser yachts. We raced and cruised Calypso throughout the PNW including a circumnavigation of Vancouver Island.
A multiyear, extensive refresh, re-paint, repair project has been recently completed. An Awlgrip paint job was completed in 2021 along with stripping the bottom down to the first epoxy barrier coat, attending to any needed repairs, then two more epoxy barrier coats then two coats of ablative bottom paint. Repairs to the deck where water intrusion was an issue, having the three deck hatches restored by the factory, and re-bedding deck hardware (including epoxy sealing the holes) has also been completed. New Kiwi Grip non-skid coating has been applied.
If you are heading out to cruise the PNW Calypso is ready to provision and head out. If you are planning a voyage further south to Mexico, I would suggest upgrading the refrigeration and adding a solar charging system to Calypso.
A short history (way more info available by request):
This boat is hull #1 of the C&C “Limited Edition” 43’s. The design was tank tested then manufactured by Bruckmann’s, the C&C “Custom Shop”. (I have obtained copies of the C&C Design LTD. drawings used by Bruckmann to build the boat.)
The first owner was a very experienced offshore racer and specified a custom interior (“stick built”) to be efficient and comfortable on offshore races and passages. As “Arieto” hull #1 raced up and down the US east coast, the SORC, the Montego Bay race, the “Onion Patch” series, Block Island, and many others. In 1974 the stern and rudder were updated to C&C created drawings, the rudder for better control and the stern for a lower rating (It is more like a C&C 39 stern).
In the late 70’s hull #1 was sold to an owner located near Green Bay WI and renamed “Phantom”. It participated in local racing and several Chicago/Mac races.
In the late 80’s hull #1 was sold to new owners in the Chicago area and renamed “Esta Es” competing in many local and long distance races.
In the fall of 1998, we (two couples) purchased hull #1 and trucked her out west to the Seattle area. She was renamed “Calypso”. Much updating of systems and equipment in 1999/2000 made her ready to racing and cruising in the PNW with an eye towards a possible Mexico cruise.
For more information and history regarding the C&C designs the cnc-photoalbum web site (www.cncphotoalbum.com) and its C&C owner support group (cnc-list@cnc-list.com) along with the web site by JohnKelly Cuthbertson, www.motiondesignslimited.com . For specific C&C 43 history go to www.motiondesignslimited.com/c-and-c-43.
Calypso is “for sale” by the owners who have made an effort to be accurate and complete in this listing. The sellers recommend potential buyers to perform their own inspection, survey, and inventory. The vessel is being sold “as is” and the sellers make no guarantees.
Speed & Distance
Dimensions
Tanks
Accommodations
As the pictures show, the interior is finished in the “Herreshoff” style, white paint with teak trim. I live within a few minutes’ drive of the boat and am able to take additional pictures if more detail would be helpful.
Berthing for 9 at anchor, 6 to 7 underway offshore. For the majority of the time the 2 pilot berths were used for storage of gear etc. The mid berth opposite the galley was often used for provisions and supplies. Several other C&C 43 owners have converted these berths to “built in” storage or entertainment centers.
Plenty of ventilation, large foredeck hatch, medium sized mid-hatch, and smaller hatch for the head. There are two teak Dorade boxes, the port one has two vents, one for a galley exhaust fan. The Dorade cowl fittings have been re-chromed. The boxes were renewed during the resto project. Opening portlight aft of Nav station (Lewmar, new in 2014).
Webasto Thermo 90 diesel boiler hot water cabin heat plus domestic hot water. Currently 748.2 hours on its meter. It was serviced by Sure Marine of Seattle around 2017.
Hot/cold pressure domestic water system supplies both the galley and head sinks. Water is heated by the Webasto boiler and by engine heat. Three cabin heat exchangers, aft near companion way, mid cabin near mast, and forward in V-berth area with potential to run output into head. (The 110v hot water tank heating does not currently function, likely a burned-out heating element.)
The head has a shower sump and drain pump in place. A new shower fixture is needed as the original had failed and was removed. A “pull out shower mixer” would fit easily (hot/cold supply plumbing is in place). The system would also support the installation of a cockpit shower fixture if one were heading to warmer climes.
New toilet installed in 2021. All hoses, supply and discharge have vent loops.
Mechanical Equipment
Propulsion
Perkins 4-108 (1991), Fresh water cooled, 45 HP @ 3600 RPM. The hour meter currently reads: 3068.9 (When we purchased Calypso in 1998 our surveyor stated “Engine hour meter shows 2099 engine hours which is average for age of vessel. Engine is stated as 1991 replacement and 2100 hours on this engine is doubtful and about 600/700 hours are estimated.”) I discussed the surveyor’s estimate with the sellers, including how they used the boat when not racing. The 700 hour estimate 1991 to November 1998 seemed accurate to them.
Based on that history, I estimate the 1991 Perkins 4-108 has:
970 hours since Nov 1998 + 700 hours as “Esta Es” after engine installation =
1,670 hours on the 1991 4-108 today.
In the mid 2000’s a new high pressure injector pump and re-conditioned injectors were professionally installed by Stewart Engine of Seattle. AirSep air cleaner/silencer installed. Starts and runs well.
Borg-Warner “Velvet Drive” reduction gear into 1” prop shaft.
New cutlass bearing in 2014.
Shop manuals for both engine and reduction gear.
Balmar alternator.
Batteries new in 2021: House bank (4 - 6-volt gell cell) batteries, 1 - 12 volt gell cell starting battery with Blue Seas combiner to avoid over charging the starting battery.
Heart Interface Freedom 25, 2500-watt invertor/battery charger.
LINK 2000-R invertor/charger controller. (The display is intermittent, not sure if the other functions are affected.)
MAX Prop “Classic” 3 blade feathering propeller.
PSS Shaft Seal, renewed in 2014.
Engine spares and supplies.
Engine access is excellent, the box around the engine disassembles completely. Access to the aft part of the engine/reduction gear is from under the cockpit. (Good access if one is flexible.)
Engine driven refrigeration/freezer has not been used for 10 years, will need servicing. The compressor was new in 2009.
Tank Tender (Hart Systems) liquid level monitoring system for the two water tanks and the fuel tank.
Holding tank level monitoring system, Tankwatch III.
(2) manual bilge pumps.
(3) 12v bilge pumps
Lewmar Ocean 2 windlass with gypsy. (When installed, the deck was reinforced with a fiberglass beam and an extra bulkhead was added at the forward end of the anchor locker. This prevents stress from the windlass from distorting the deck.)
Custom anchor roller.
36” SS destroyer steering wheel with leather cover.
Edson steering gear, custom binnacle, bronze quadrant tied to the separate autopilot tiller arm.
The lower rudder bearing assembly is a large bronze casting bolted and glassed into hull. The rudder shaft is supported by multiple bearings that run on a race inside the hull, below the quadrant. In 2014 the rudder was dropped to be inspected and to allow the prop shaft to be completely removed to replace the cutlass bearing.
Galley Equipment
Seaward “Princess” 3 burner propane stove with oven. Updated hose, connectors, and solenoid.
Manual freshwater foot pump. (Foot pump for sea water is installed but not plumbed.)
Engine driven refrigerator/freezer with 3 holding plates.
Silverware, utensils, pots, pans etc.
Deck and Hull Equipment
Sails:
In use:
Main, Doyle 1998, Pentax, converted to full batten with Harken Batt cars in 1999/2000. (Mast had Harken Batt car track installed when the mast was down for painting in 1999.)
Heavy #1, Doyle, Pentax material, 1997. In 1999 this sail was modified for roller furling including a foam luff and a sun cover. It was originally 155% size. With the roller furler modifications it is now more like 150%.
Light #1, Quantum, likely from the early 2000’s, purchased used from another C&C 43 “Evening Star”.
#3, Sobstad, 198?, Dacron, converted to roller furling including sun cover. Originally 105%, now after roller furling modifications likely 100%.
¾ oz spinnaker, Sobstad, 198?, in ATN spinnaker sock.
For those who have not used a spinnaker sock, it is like a long sail bag that can be raised and lowered from the deck. It has a “horse collar” made of fiberglass that forces the sail back into the bag as the collar is pulled down (AKA a “snuffer”).
Rarely used or in storage:
¾ oz spinnaker, UK, late 197? Or early 198? Occasionally used.
1.5 oz spinnaker, UK, 197?, used once, set well.
2.2 oz spinnaker, Hood, 197?, wire luffs, 80% size “chicken chute”. We have not used this spinnaker. I did look it over and it seemed OK for its age, likely not used much in the past.
Storm Jib, Hood, 197?, 8 oz dacron, possibly not used. Not converted to Harken roller.
Storm try sail, Murphy & Nye, 197?, 8oz dacron. Possibly not used.
(Misc. other sails are in storage, some may be of value and should be inspected and considered in light of any new owner’s plans. Sorry, no bloopers or ½ oz spinnakers.)
Harken Roller furling system, Mark II
Harken main sail traveler, car, and control blocks. (The traveler track was removed, mounting surfaces reinforced, painted, then track remounted/resealed with new fasteners.)
Winches:
(2) Barient #35 winches, cockpit primaries
(2) Barient #32 winches, cockpit secondaries
(1) Barient #28 winch, SS drum for jib halyards
(1) Barient #22 winch, SS drum for spinnaker halyard
(4) Barient #22 winches, aluminum drums
(1) Barient #20 winch, aluminum drum, for topping lift
(1) Barient #1 two speed wire reel winch for main halyard
(2) Lewmar 3-line rope clutches located either side of the companion way.
Race quality sheets and guys for both headsail and spinnaker. These were used when racing then rinsed and stored below.
Cruising and moorage sheets and guys. These are older, left in place when the boat is moored during the spring/summer/fall, removed and stored (with the headsail) for winter.
Baby stay, Sailtec hydraulic tensioner.
Back stay adjustor, Sailtec hydraulic.
Rigid vang with spring support for boom.
(2) Spinnaker poles, 1 used mounted on the starboard deck (shows its miles), 1 in storage (better paint). Both aluminum (aprox. 19’ long)
Reaching strut mounted on the port deck.
Blocks, including spinnaker sheet/guy blocks and winch handles included.
Let’s talk about that Barient #1 reel winch. Those winches have a well-deserved bad reputation.
Calypso has the Harken Battcar/track system which substantially reduces friction. That means there is very little load on the winch. We were planning to switch to an all-rope main halyard and lead it aft. After installing the Battcar system we determined that was un-necessary. Another example, by myself I am able to tuck in the first reef in about 90 seconds with all the required lines within reach of the main halyard reel winch.
Fore and back stays renewed with Dyform wire in 1999/2000. Rod rigging and fittings were inspected. We replaced the rod shrouds, reused the SS internal tang and other SS custom fittings with Tefgel used on fasteners and isolating mylar between the aluminum and SS. The upper diagonals were inspected but not replaced. Chainplates were inspected in place when the deck was rebuilt around the chainplates in 2020.
Navigation Systems
Full sized, opening chart table with a custom made nav station seat that is adjustable fore/aft.
B&G Network sailing instruments, depth, speed, data, wind angle, (wind angle “spinning cups” stopped spinning a while back).
Mast head mounted Windex, lighted.
Raytheon Pathfinder RL70 radar/chart plotter/GPS with displays at both the Nav station and helm. The radome is mounted on a ScanStrut platform on top of an aluminum pole.
Back-up GPS, Magellan NAVDLX-10, used for SOG/COG display.
ICOM M502 VHF with cockpit mounted Command mic.
6” Danforth steering compass, base reconditioned and re-chromed by Viking Compass.
(2) 4” deck mounted Ritchie Steering compasses with covers.
Autopilot, B&G Network Pilot control, Whitlock drive, separate tiller arm.
Owner and installation manuals, electrical system notebook.
C-Map electronic chart status = updated to 2011 for the PNW including Vancouver Island.
Additional Equipment
Sunbrella and mosquito net covers for the Foredeck and mid hatches.
Sunbrella “black out” inside cover for Foredeck hatch. (Keeps the V-Berth dark, blocking the early morning summer sun.)
Magma BBQ, round, pulpit mount. Many items have been grilled on this but it is ready for more.
Smoked Plexiglass 1 piece companion way “board” plus 2-piece teak veneer plywood boards normally used.
Life Sling
Man overboard pole.
Edson boarding step
45lb CQR main anchor, approximately 90’ of chain and 250’ of rode. The anchor locker is large and deep enough to store fenders and mooring line while underway. There is a saltwater anchor rode wash down pump supplying pressure to a hose mounted in the locker.
Danforth spare anchor with chain/rode.
(3) Fire extinguishers in cabin.
Fixed Halon fire extinguisher system in engine space.
Zinc Save II Galvanic isolator.
First aid kit.
Kenwood KRC-408 AM/FM cassette stereo, two inside and two outside speakers.
Electrical and plumbing spares related to vessel systems.
Tools specific to this vessel
Miscellaneous bedding and towels. (We did not use, from prior ownership.)
Let’s discuss the lack of self-tailing winches. When racing I have always preferred non-self-tailing winches whether single-handed, double-handed, or fully crewed. When cruising I don’t have a preference, but I have noticed how self-tailing winches can be convenient.
I did several deliveries from Seattle to SoCal on a 55’ boat with a powered and self-tailing winch for the main halyard. It was handy to be able to hoist/tension the mainsail by pushing a button. It was important to be sure nothing was fouled as the powered winch was able to easily damage something before the operator noticed.
Calypso has plenty of space under the cockpit winches to add power. Less so under the cabin top mounted winches.
We have a lot of old fittings, fastener, and misc. boat stuff from the past 24 years of owning Calypso, all stored in our “Bosun’s Locker” AKA a storage unit. The new owner can choose how much is wanted then the rest will be disposed of.
Some notes on Calypso’s keel structure. The keel is composed of the fiberglass hull flange, a almost 10, 000 lb. cast lead forward/lower part of the keel, and an flanged cast iron structure that makes up the upper/aft part of the keel. I have drawings from C&C that shows the relationship. I made my own sketch of where the major (into lead) and minor (into iron) keel bolts are located.
In 1999 after we took delivery of Calypso in Seattle, we inspected the major keel bolts by opening up their “windows” within the lead, they showed no signs of corrosion. During other haul outs we ground off much of the paint, barrier coating, and fairing materials to inspect the lead and iron keel elements. At haul outs, we would typically find some loose fairing materials along the lead/iron seam, grind that down and re-fair. Commonly we would also find small “pimples” where the gel coat had blistered. These were typically “dime” sized, were popped to dry, then faired and recoated.
Is the boat information inaccurate or suspicious? Report It
Knowledge and awareness are the best defense to prevent fraud. Please read our fraud awareness tips to protect yourself and others!