x yachts x 40 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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• 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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X-40 Standard

Sailboat specifications.

• Last update: 3rd April 2020

X-40's main features

X-40's main dimensions, x-40's rig and sails, x-40's performances, x-40's auxiliary engine, x-40's accommodations and layout, x-40's saloon, x-40's fore cabin, x-40's aft cabin.

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• Sailboat Guide

X-40 is a 39 ′ 11 ″ / 12.2 m monohull sailboat designed by Niels Jeppesen and built by X-Yachts between 2004 and 210.

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)

Shallow draft 1.80m/5.9’

Sport draft 2.40m/7.9’.

Same basic hull design as IMX-40 (2000). Dimensions from builders web site. CE-directive 94/25/CE category A

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X-Yachts X-41 review: from the archive

• May 2, 2021

First of all, the X-Yachts X-41 is not simply a larger X-35.

The mainsheet is led under the side decks to the aft pair of cockpit winches. Credit: X-Yachts Credit: X-Yachts

Product Overview

Manufacturer:.

Although they are clearly from the same stable, Niels Jeppesen has given her a deep T-keel for stability.

But the X-Yachts X-41 carries a comparatively lower sail area than her sister.

The reason for this, according to Jeppesen, is that the X-Yachts X-35 was designed specifically to establish a class in the Mediterranean, requiring plenty of sail to cope with light conditions.

Choosing to market her as a one-design has also let X-Yachts fit her with all the toys as standard – carbon spars, wheel and some tidy line handling arrangements.

The deck layout of the X-Yachts X-41 rewards close scrutiny.

There’s an abundance of tweaks to be made, with barber haulers for the head sail and spinnaker sheets and powerful outhaul, cunningham and kicker purchases led to camcleats on both sides of the coach roof.

The mainsheet is led under the side decks to the aft pair of cockpit winches, avoiding any trip or chafe problems for crew sitting out.

A powerful traveller runs the full width of the cockpit within easy reach of the helm or the main trimmer.

Both mainsheet and traveller lines are continuous, the traveller line routed through small blocks clipped to the guard wires to keep it to hand.

Backstay adjustment is through X-­Yachts’ patented Magic Wheel, as fitted to the IMX40, IMX45 and most recently the X-35.

This impressive system uses a huge drum below decks to provide most of the purchase, allowing rapid backstay adjustment simply by pulling a lot of line.

It’s tidy and quicker than hydraulics and is routed conveniently through a small tube which emerges just below the centre of the traveller.

The innovations don’t stop there. X-Yachts have fitted Harken’s dual ­diameter Quattro winches to the coachroof, which allow fast sheeting of the spinnaker sheets via the large ­diameter drum or a lower gear by simply shifting the line up to the main drum and self-tailer.

The big carbon wheel was comfy to use from either side of the cockpit and offered a good view forward.

Lifting the GRP cover below the helmsman’s feet reveals another clever detail – the quadrant is immediately abaft the helm and as close to the centre of the wheel as possible, allowing short cables to be used and eliminating slack.

All good in theory, but does it work on the water? In a word, yes.

The X-Yachts X-41 is a thoroughbred racer which is already showing her class – the team won the first race of the Warsash Spring Series by 15 minutes on corrected time.

We sailed the boat twice; once for the second race of the series, then later for a detailed test.

On the first occasion, the wind ranged from 30-38 knots, giving us a fast run to the course and race organisers the jitters.

A stiff performer

They cancelled the race, but skipper Jochem Visser suggested we should go for a sail anyway.

It was a bumpy ride upwind under reefed main and jib, conditions that the hull’s steel reinforcement, which picks up rig and keel load, is designed to counteract.

Turning for the spinnaker run, we drove the boat hard, surfing down waves to reach speeds up to 15 knots.

The 12 crew were necessary to sail and balance the boat in these conditions and proved that the large cockpit could work well when fully crewed.

The second session couldn’t have been more different – bright sunshine and light winds averaging six knots.

The crew of 12 were essential for spinnaker work and helpful weight on the wind.

Sailing upwind and sacrificing a little height for power, the X-Yachts X-41 turned in a more than respectable five to six knots, often matching or exceeding the true wind speed.

She responded well to crew placement, delivering much better helm balance with plenty of weight to leeward.

The big carbon wheel was comfy to use from either side of the cockpit and offered a good view forward, and there were plenty of brace points for the helmsman whatever the steering position.

Helming was finger-light yet positive – the boat responded well to small corrections and the steering system showed no slack.

Even in these light airs, feedback was good and she proved easy to keep in the groove.

Upwind in 30 knots: the X-41 proved a good all-rounder.

Tacking is fast and straightforward thanks to the non-overlapping rig.

Bearing away and hoisting a symmetric spinnaker, we nudged seven knots, reaching as the wind filled in slightly. Again, she proved positive to handle, rewarding puffs of wind with good acceleration.

Under engine the 41 performed well, cruising at over eight knots and reaching just over nine knots flat out.

As can be expected from her narrow keel. the turning circle was tight – 1.25 boat lengths – and performance astern was secure and positive.

Although primarily a racing boat, the X-Yachts X-41 still offers a few cruiser comforts.

The cockpit is a good width for bracing and deep enough to feel secure, and has two good lockers for fenders and lines plus a large lazarette accessed through the floor behind the helm.

The racing foil on the headstay can be replaced with roller-reefing gear with the drum mounted below deck. But the really neat concession to cruising is the anchor box.

X-Yachts’ system lets you fit an anchor well and windlass which can be entirely removed when racing, using a fully sealed hatch to prevent water ingress. It’s not a quick job, admittedly, but impressive nonetheless.

Light and welcoming

The interior layout is similar to that of the X-35, but the extra length has allowed a few welcome changes, notably a larger galley, forward-facing nav station and doors and lockers for the aft cabins.

Yet the first impression below is of simplicity – there’s a light, welcoming feel thanks to teak being restricted to necessary joiner work, a generous use of white and lots of opening lights and hatches.

Starting at the bow, there’s a zippered, mesh panel which opens into an empty bow cavity suitable for sail stowage, but would be filled with the anchor box when cruising.

The forecabin has a conventional triangular berth, its split mattress easily moved to allow access beneath the berth.

The hatches which offer access to this stowage space are too narrow to accept anything but the smallest sails, but provide plenty of stowage for other objects.

Other stowage is provided by a large locker with hanging and shelving space. Both aft cabins feature a similar locker.

The heads and shower are basic, but practical.

Forward and accessed through the saloon, the heads is large enough for showering and has a large locker behind the usual mirrored doors ­ the space below the sink is left open.

The saloon has two long settees either side of a drop-leaf table.

As on the X-35, the seat backs hinge upwards, giving access to the full width of the cushions when sleeping.

It’s a shame no extra cushion is provided, so that the hinged section can double as an upper berth.

That said, because the boat is able to sleep ten, few people are likely to find this restricting.

Plenty of white makes a bright interior.

The settee cushions and their plywood bases also hinge up to allow access to the water tank to port and diesel tank to starboard, plus limited stowage. Grab handles below the portlights run throughout the saloon.

A large nav station is at the foot of the companionway, with plenty of space for paper and electronic navigation.

Stowage is in a stack of four drawers in the pedestal and there’s even a handy pen box under a flap in the chart table top.

Opposite, the galley is large enough for standard cooking and has good stowage above the stove.

However, less successful is the stack of four drawers adjacent to the stove – with an inside width of only 9cm, you have to wonder how useful they will be.

The simple aft cabins have a large locker each and berths that are mounted low in the boat, with little space beneath.

A pipecot is also fitted should you need to squeeze three people into each cabin.

The engine box, which protrudes into both cabins, can be readily removed, as can the companionway steps, to provide superb all-round engine access.

For sheer adrenalin, the X-Yachts X-41 takes the honours. She’s fast and fun, and rewards careful trim and handling with clear returns of speed.

The big rig, deep draught and high sail area/displacement creates a stiff, responsive yacht that can put a smile on your face and some results on the board.

My guess is that X-Yachts X-41’s will spend most of their time in racing mode.

That said, just as many a sports car driver has never been near a track, several owners of the 40 or so boats already pre-sold admitted that they never plan to race at all.

First published in the June 2007 issue of YW.

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Review of X-40

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

Sorry, we have no sailing characteristics available for this boat.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

Sorry, we do not have sufficient statistical information available for this boat to provide a significant reliable analysis.

Maintenance

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for X-40 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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X-Yachts X46: Best Full-Size Cruiser 45 to 55 Feet

• By Herb McCormick
• Updated: December 9, 2019

The big-boat classes in the 2020 Boat of the Year competition presented some big problems for the judging panel. Take the Full-Size Cruiser 45 to 55 Feet fleet, with a quartet of extremely solid contenders across a wide range of price points and with different design briefs and objectives, ranging from versatile performance-style cruisers to a dedicated bluewater passagemaker. Decisions, decisions, decisions.

At $550,000, the Bavaria C50 packed a lot of punch into a 50-footer. “It’s billed as a family cruiser, and features twin helms and a single rudder,” judge Dan Spurr said. “The representative who presented the boat emphasized the division between the entertainment area and the cockpit and working areas, and that cockpit really resonated with me—for a bigger boat, it’s very efficient to sail.” The Bavaria also struck a chord with fellow judge Ed Sherman: “I’ve been watching the evolution of Bavarias since they first started coming to the United States, and they’ve come a long way. Everything about them is significantly better than the earlier boats, and you get a lot of features for the price. It’s a player in this group.”

From a value standpoint, the Elan Impression 41.5 left a strong, good impression on the judging panel. Judge Ralph Naranjo was particularly enamored with the overall build quality of the hull laminate. “It’s an ­ISO-approved Category A offshore boat; they did a really nice job with the vacuum infusion,” he said. “I was crawling in those aft lockers looking at the autopilot arrangement, and could see how well the deck elements and bulkheads went in. And the autopilot installation was great, with an excellent stainless-steel bracket that was bolted and cantilevered to catch both the deck and the bulkhead. The autopilot and rams have to take a huge amount of thrust or push/pull; they need to be in there securely. And they were.”

It was clearly going to take an outstanding vessel to sway the panel’s opinions. It turned out there was not only one other formidable yacht to choose from, but two.

“The Amel 50 is truly an oceangoing globe-trotter,” Sherman said, speaking about the latest, highly anticipated model from the long-standing stalwart French builder. “With a signature watertight forward crash bulkhead, a centrally located sea chest for easily isolating a leak and shutting it down, to a globally conscious shore-power system that can deal with 50 or 60 hertz and 120 or ­230-240 volts, Amel has designed a boat that will have you covered wherever your travels take you. For those who want to cruise in luxury, this is the boat.”

“Amel has long been one of the only worldwide ­companies to offer what is essentially a ‘ready to cruise’ boat,” Spurr said. “The boat can be operated entirely from the security of the cockpit, which has a windshield and hardtop, like many solo offshore racers. Some of my colleagues didn’t like this feature, feeling it isolated the helm from feeling the weather. The boat is not inexpensive, but it also seemed to have the highest-quality finish.”

“To me, it’s more of a motorsailer than a traditional cruising sailboat,” Naranjo said. “Her performance under sail is somewhat limited by a fairly high displacement and a modest sail area. She is easy to handle, though, because of her power-assisted sail ­trimming and setting capabilities.”

Sailing prowess is never a debatable issue with X-Yachts, however, and after treating the judges to a world-class sailing experience, they ­ultimately decided that the X-Yachts X46 was the Best Full-Size Cruiser 45 to 55 Feet for 2020. (It was a back-to-back winning effort from X-Yachts; in 2019, X-Yachts’ X49 was also honored as the Best Full-Size Cruiser.)

“This was just a joy to sail,” Sherman said. “A ­performance sailing boat in every sense —very close-winded. It was everything I’ve come to expect from X-Yachts. They are put together by real craftspeople who take a great deal of concern in everything they do. So many little things. For instance, the wiring connections behind the panel board are all bent to 90 degrees and secured in place, and they hand-solder the solid copper bus links between the switches. This is all labor-intensive stuff that you just don’t see on most boats. They’ve always been known for using top-quality gear, and they certainly didn’t cut any corners here.

“X-Yachts are put ­together by real craftspeople who take a lot of pride in their work.”

“The epoxy resin they use in the layup is going to last forever, and the post-cure process is just top shelf,” Sherman continued. “I mean, what can I say? And I believe the pricing is actually pretty darn good. This boat costs $740,000, which is nothing to laugh at—it’s a significant amount of money. But when you compare it dollarwise to some of the other boats out there of similar lengths, you know what? It kind of stands out. And so, yes, I’m a fan. I’ve always been.”

“Like all X-Yachts, it has a unique feature in the construction, with a steel grid that sits on stringers with a balanced lifting point where you can actually lift the entire boat with a crane, with a strop that comes down through a hatch,” Spurr said. “The quality of construction all around seemed very good, with the keel actually bolted to the grid. Basically, we were told that you can’t lose the keel on this boat, which is pretty remarkable. And it’s really a handsome boat all the way around.”

Not to mention, when the final votes were cast, it was a winning one.

See All Winners:

2020 Boats of the Year

Other Winners:

• Overall Boat of the Year
• Best Performance Cruiser
• Best Midsize Cruiser Under 45 feet
• Best Full-size Cruiser
• Best Full-size Cruiser Over 55 Feet
• Best Midsize Cruising Catamaran
• Best Full-size Multihull
• Best Charter Boat
• Most Innovative
• More: boty , boty 2020 , Sailboats
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Yacht Summary

• Manufacturer: X-Yachts
• Model: X-40
• Build Number: 56
• Build Year: 2006
• Lying: LORIENT, France
• Price: €170,000 (VAT Paid)
• Dealer: X-Yachts France
• Contact: Jean-Luc Chalant
• Phone: +33 (0) 494 45 37 33
• Email: [email protected]

X-40 Classic Carbon rig 2017

3 cabins with Classic layout, teak wood inside , comfort pack with heater,   full racing package with heavy bulb,   full carbon mast and boom 2017,   rod rigging 2017.

New antifoulling May 2024

Price revised May 2024

Standard Specification

Standard X-40 brochure

Exterior Details

• • Built in sandwich with polyester resin n construction with structural foam core, Bi-directional and uni directional E-glass
• • Solid laminate in high stress areas in way of keel top, sail drive and rudder tube
• • Structural bulkhead in marine plywood varying of thickness from 9-22 mm.
• • Steel frame – hot galvanized, high strength, laminated into hull absorb all loads from keel, mast and rigging
• • Outer surface of hull in white sprayed white RAL 9010 Gelcoat with 3 blue waterlines
• • Single point hoist for easy and safe lifting and launching of the yacht
• • Structural bulkheads laminated to hull
• • Hull recessed portlights - (6 pcs)
• • Keel securely bolted to reinforced keel structure
• • Deck built in sandwich construction with structural foam and bi and uni-directional E – Glass cloth, white gelcoat
• • Rudder blade of sandwich construction laminated
• • Rudder stock constructed of solid, high aluminium with welded wings
• • Rudder stock mounted with needle and self aligning bearings
• • Steering system with from « JEFA » , with gear box directly mounted on the sector of helmle
• • Aluminium JEFA steering wheel 1,70 m diameter
• • Teak, on side deck, cockpit sole seats and bathing plateform. Bulwark with teak capping incorporated in deck/hull design
• • Anchor locker -
• • Gas spring fitted to forward and both aft cockpit lockers
• • Moorings cleats in stainless steel lounted fore, including stainless steel protection rails
• • Bathing ladder in stainless steel integrated in transom platform
• • Stainless Steel handrails on coachroof
• • Sprayhood on stainless steel arch
• • Electrical windlass installled 2020 + anchor and chain

Sail Handling

• • Stainless Steel Andersen 2 x ST 46.2 primary winches
• • Stainless Steel Andersen 2 x ST 40.2 for Geman Mainsheet system
• • Stainless Steel Andersen 2 x ST 40.2 for halyards ,
• • Spinlock Jammer/clutches for halyards/control lines/reef lines (x9)
• • Genoa tracks mounted on deck with adjustable Genoa cars and control lines
• • Symetric spinnaker hardware and rigging with carbon boom
• • Full batten mainsail INCIDENCE Hydranet 3 reef
• • Lazy bag and lazy jack
• • 100 % Solent Dacron 35 m2
• • ORC and TMT
• • 2 x Spinnaker

Mast & Rigging

• • Z / MARECHAL white painted carbon mast and carbon boom 2017 double triple carbon spreader keel
• stepped mast,
• • Mast track + battcars
• • Discontinuous rod rigging with rod turnbuckles replaced 2017
• • Telescopic vang with outer purchase block system
• • Fiber backstay fitted with hydraulic NAVTEC backstay adjuster
• • PROFURL headsail furler installed 2020
• Sport keel 2.40m with heavy bulb draftmade of antimony hardened lead bulb bolted and glued to cast iron fin

Accommodation

3 cabins classic layout.

• • Engine YANMAR 3JH4E 37 Hp, water cooled diesel engine with S-Drive
• Rubber seal replaced 2020
• • Special engine compartment with sound insulation
• • FLEXOFOLD folding propeller, 2-bladed bronze
• • Gasoil tank 80 L
• • Seacocks and through hull fittings are bronze ball and flush mounted
• • Fresh water stainless steel tank (180 litre)
• • Hot water tank Isotherm 19 l. Tank can be heated either by main engine or immersion heater connected to shore power
• • Pressurized freshwater system for hot and cold water throughout yacht
• • Deck shower
• • Fridge top opened 125 l built in Isotherm SP, accumulator plate and compressor
• • Gimballed Gas cooker - 3 burner Eno GASCOGNEcooker with oven
• • Main switch board with automatic fuses and 3 analogue VDO meters for fuel, water and battery voltage
• • Gel services batteries Gel 2 x 130 Amp 2023
• • Separate engine spiral-cell battery
• • Shore power installation with shore power inlet mounted in cockpit
• • AC distribution box with circuit breaker/10A fuse, 230V AC socket and switches for hot water heater and battery charger
• • Automatic battery charger 12V/30 Ah replaced 2020
• • EBERSPACHER D4 heater revised
• • General lights and dome spotlights integrated in inner liner

Electronics

• o ST 6001 autopilot gyro with JEFA drive unit
• o NKE electronic with TL25 display on mast bracket
• o Sensors for log – speed – depth – carbowind
• o PC NMEA multilink
• o Ray 54 VHF
• o CD player + 2 loudspeakers in main cabin
• o Cockpit HP with automatic switch VHF / Hifi
• o AIS transpondeur

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