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LOOK!!! Colvic Victor 40' Motor Sailer -- Sail Away!
Estimated price for orientation: 51 999 $
Category: Sailing Boats
Class:
Description Year: 1997 Type: Cruiser Rigging: Ketch Make: Colvic Keel: Fixed Model: Victor 40' motor sailer Engine Type: Single Diesel Engine Make: BMC Thornycroft, heat exchanger Length (feet): 40 Primary Fuel Type: Diesel Beam (feet): 13 Fuel Capacity (Gallons): 100 Hull Material: Fiberglass
You are looking at my wonderful “Carina”. Carina was to be my floating (and blue-water sailing) home and office in my semi-retirement, and in the almost 2 years I have been her proud owner I have upgraded her already comprehensive inventory with that future in mind. Unfortunately, life occasionally deals us nasty blows, and due to circumstances completely outwith my control, I must very sadly and with enormous regret put her up for sale. GENERAL: “Carina” is Italian for “darling”, and she is very aptly named. She is a 40 foot (12.1 m), John A Bennet designed Colvic Victor ketch-rigged motor sailer, sleeping 6 comfortably in 3 cabins. The hull was delivered in 1993, and was lovingly fitted out to a very high standard by the previous and first owner, myself being the second owner. She first took to the water in 1997 making her a comparative young example of her marque, and the excellent very low moisture readings from the hull and topsides bear this out. The interior has warm mahogany wood and mahogany marine plywood accents and solid construction, 6-foot standing headroom throughout, with all headlining being in very attractive tongue and grove varnished mahogany. When tied up alongside with suitable mains power sockets, a professionally-fitted 240 VAC RCD (residual current device) breaker-protected circuit (renewed in late 2015/early 2016) supplies earthed 3-pin sockets in all cabins and living areas. Two of those to starboard in the lower saloon and by the seating area in the wheelhouse saloon are also fitted with USB charging sockets. ACCOMMODATION: (See the plan, second photograph) Starting from the bow, the accommodation comprises first the forecabin with two berths which can convert into a comfortable double berth. There is more than ample stowage under the berths and to each side of the hull. A companionway leads aft with the goodly-sized fore heads to port with running hot and cold water and a manually operated marine toilet (with a reasonable sized toilet seat for those whose posterior might be slightly larger, like mine). Opposite is a roomy hanging wet locker to starboard with more ample stowage areas just aft. The companionway leads down into the lower saloon, fitted out like a country club with a very comfortable settee berth to port (with more seating and a removable table) and another berth to starboard. Shelving and lockers offer plenty of places to stow ‘stuff’, and a large cocktail cabinet can be found to port with cutouts to keep the precious bottles safe when at sea. The lower saloon is lit at night by 12 V LEDs above, two 12 V gimballed brass ‘oil lamps’ on the for’ard bulkhead and a touch-operated 240 VAC three-level lamp for when on shore power. Steps up lead to the bright and airy naturally-lit wheelhouse saloon with excellent visibility (large windows to front and large sliding ports to port and starboard) which offers a sheltered helm when the weather is really inclement. The Vetus wheelhouse helm, all engine controls, bow thruster controls and comprehensive marine electronics are located to starboard (including GPS systems, autopilot, a 2016-fitted Lowrance Elite Chartplotter and CHIRP down imaging sonar, and a 2017-fitted VHF/DSC radio) with the chart table, and a top-of-the-line Victron MULTIPlus 3000 battery management system and battery condition indicator (fitted in 2016) having an inverter function to supply 240 VAC at 3 kW (max) from the 12 V domestic supply if required when at sea. Comfortable seating is found to port with a removable drop-leaf table. Under and behind the seating is more stowage space and a 12 V deep freeze chest. The butane gas bottles for the cooker are located behind this seating area, but should probably be relocated somewhere topsides in line with current safety considerations. All gas connections are professionally fitted, and there is a highly sensitive gas sniffer alarm. Also to port is a very efficient and roomy 12 V fridge (fitted in 2016) with a freezer compartment. Heavy duty marine-type cigarette lighter-type sockets are fitted in the fridge housing by the starboard seating area to enable laptops, et cetera, to be run while at sea and away from 240 VAC shore power. Lighting at night is from 12 V LEDs which cover both the wheelhouse and lower saloons, and a small 240 VAC desk light. A 240 VAC LED bulb is on a trailing lead to port for extra illumination when required. Continuing aft, a step down to starboard leads to the well-fitted out galley with a full-sized 4-burner cooker with oven and grill (fitted in 2016, battery-powered electronic ignition with full flame failure on all burners), opposite which is the aft heads with running hot and cold water and a 12 V macerator-operated marine toilet, again with a decent-sized loo seat. Lockers give ample storage to port, and under the sink. There is a also a large storage locker just aft of the heads door for warps, fenders and so on. The galley is well-equipped with multiple lockers, and a 240 VAC microwave, electric kettle and toaster (these latter two were new in 2015). Lighting is with bright LEDs fitted in 2016. The galley leads to the aft master cabin with a full sized and very comfortable double berth lying athwart the boat, exactly the size of a ‘small double’. Storage is managed by a wardrobe facing forward to port, and a dresser amidships with good drawer space and lockers. Stowage for sail bags and so on is found under the bunk cushions, which also gives access to the steering gear and provision for an emergency tiller. All bed linen will form part of the sale (double two-piece summer/winter duvet, duvet covers, flat sheets, fitted sheets, mattress protector, feather pillows, pillowcases), all of it new in 2016 and most of it unused, currently stored in airtight vacuum-type sealable heavy duty plastic bags. Also in the same type of bags are a set of towels of varying sizes, again all new in 2016 and many unused. TOPSIDES: Returning to the wheelhouse, a companionway aft leads up to the cockpit, and to the topsides. The cockpit helm is a Vetus stainless steel destroyer-type wheel (Vetus hydraulics for both wheelhouse and cockpit helms) with a Whitlock steering compass, and engine controls to starboard. NASA instruments give depth, log and wind information. 2 large and 2 medium-sized winches control the sheets for the Profurling genoa, main and mizzen sails. To aft there is an extremely solid custom-made stainless steel A frame with a solar panel, and hefty davits. A gate leads to the stern ladder down to a bathing platform. The roomy foredeck takes us for’ard to the sturdy stainless steel pulpit with a genuine Bruce 40 kg anchor, raised and lowered by a 12 V Lewmar windlass with deck-mounted foot-operated controls and ample chain / warp for the vast majority of anchoring situations with around 15 fathoms of appropriate gauge chain and 15 fathoms of warp (that's approximately 71 metres ...). Six heavy-duty stainless mooring cleats are paired with ample sturdy fairleads let into the teak toerail. Stainless steel stanchions carry the safety rails with gates just amidships to port and starboard for the boarding ladder. PROPULSION, ETC: Carina has a full suit of highly serviceable sails (valeted in 2016) for when the wind is blowing, and a hefty BMC Thornycroft 74 hp diesel engine to push her through the water at a comfortable 6 knots cruising speed, and 7 knots maximum. Total engine hours are just over 1000, but it has only completed about 100 hours following a complete engine rebuild. A reconditioned starter motor was fitted in 2016, and another fully reconditioned one sits as a spare. There is a stainless steel 100 gallon fuel tank, currently more or less topped off with anti-bug treated diesel, and a 120 gallon fresh water tank. There is a 40 litre calorifier which delivers piping hot water when the engine is running, and is fitted with a 240 VAC immersion heater to heat up the water when on shore power. The marine toilets can be connected to a holding tank (with pump for emptying) when local regulations require it. A bank of two 100 Ah sealed marine batteries in parallel (5 years old) are dedicated to cranking the engine, and domestic supply is amply catered for with the main 270 Ah (2016) and secondary 120 Ah (2015) battery, and a separate 70 Ah battery (2015) services the bow thruster and the foredeck anchor winch. All the batteries are sealed heavy-duty high quality marine batteries and are all managed and maintained by the Victron system. There are buoyancy aids, lifebuoys, a danbuoy, and a 4-man liferaft. Two float-operated 12 V bilge pumps can be manually run if required, and there are two hand-operated bilge pumps. There are two inflatable dinghies: a larger one with a 20 hp outboard which races along, and a smaller one with a 2 hp 4-stroke which is ideal for nipping to the pub. The (NOT SO) BAD BITS: I have to point out that there were some little cosmetic niggles and upgrades I was planning to attend to this season but now cannot. The doors from the cockpit down into the wheelhouse require some cosmetic attention and refurbishing. They are sound and lockable as they are, but were damaged by some oaf breaking into the boat a few years ago and were quickly and basically repaired. The coach-house roof needs the hardwood decking taken up, refurbished and relaid, and the cockpit surfaces need to be re-covered as the existing cladding has not taken kindly to sun and sea. The two outboards for the two inflatable dinghies will need to be serviced as they didn’t turn a screw last season. The 4-man SeaGo liferaft is probably due a service. The Furuno radar needs the cable between the microwave antenna and the screen checked as there is a fault, probably at the antenna connector. The microwave unit was removed and professionally tested recently, and was found to be in perfect working order with less that 50 hr total use. There is an unmounted high-output wind generator, but stainless steel fixings will need to be fabricated to attach the mounting post firmly to the aft gantry, and a suitable controller is needed to couple the output into the Victron battery management system. The solar panel on the gantry also needs to be wired into the system with a suitable controller. Other than these mostly cosmetic points, none of which in any way affects her seaworthiness, Carina is ready, willing and able literally to take to the water immediately. CONCLUSIONS: Carina is a wonderful example of this well-known and sought-after marque. The Colvic range is famed for sturdy construction and sea-kindly lines, and the Victor is the pride of their line. Carina will make an absolutely comfortable and superb live-aboard (and work-aboard), but with full blue-water capabilities. Others of her sister ships have made Atlantic crossings and routinely cruise the Med and other waters in safety and comfort, including, of course, the challenging Scottish West Coast. Carina is absolutely ready to sail away wherever the happy new owner wants, immediately, when the time and tides are right! I know it’s a cliché, but you will soon see that this is a lot of boat for the money. Viewing is absolutely recommended. You will fall in love with her, as I still am and is her first owner. Please contact in the first instance Preston Marina (Lancashire, UK) where she is currently afloat (tel: +44-1772-733595, email ) to arrange viewing, as Carina is listed under their brokerage. Please note that the Marina is offering 3 months’ free berthing with a successful sale. You can also email the present (very sad) owner on if you have any other questions. LEGAL BITS: You are buying my beloved Carina, and no tyre-kickers will be entertained. Please note I am not desperate to sell. No silly offers will be entertained either and will be treated with the contempt they deserve. While the above particulars are accurate to the best of my knowledge, the successful (and very lucky) buyer is recommended to charter a full survey from a qualified and registered marine surveyor. All offers should be made through the Preston Marina brokerage, whose details are given above.
Description
| Year: | 1997 | Type: | Cruiser |
| Rigging: | Ketch | Make: | Colvic |
| Keel: | Fixed | Model: | Victor 40' motor sailer |
| Engine Type: | Single Diesel | Engine Make: | BMC Thornycroft, heat exchanger |
| Length (feet): | 40 | Primary Fuel Type: | Diesel |
| Beam (feet): | 13 | Fuel Capacity (Gallons): | 100 |
| Hull Material: | Fiberglass |
You are looking at my wonderful “Carina”. Carina was to be my floating (and blue-water sailing) home and office in my semi-retirement, and in the almost 2 years I have been her proud owner I have upgraded her already comprehensive inventory with that future in mind. Unfortunately, life occasionally deals us nasty blows, and due to circumstances completely outwith my control, I must very sadly and with enormous regret put her up for sale. GENERAL: “Carina” is Italian for “darling”, and she is very aptly named. She is a 40 foot (12.1 m), John A Bennet designed Colvic Victor ketch-rigged motor sailer, sleeping 6 comfortably in 3 cabins. The hull was delivered in 1993, and was lovingly fitted out to a very high standard by the previous and first owner, myself being the second owner. She first took to the water in 1997 making her a comparative young example of her marque, and the excellent very low moisture readings from the hull and topsides bear this out. The interior has warm mahogany wood and mahogany marine plywood accents and solid construction, 6-foot standing headroom throughout, with all headlining being in very attractive tongue and grove varnished mahogany. When tied up alongside with suitable mains power sockets, a professionally-fitted 240 VAC RCD (residual current device) breaker-protected circuit (renewed in late 2015/early 2016) supplies earthed 3-pin sockets in all cabins and living areas. Two of those to starboard in the lower saloon and by the seating area in the wheelhouse saloon are also fitted with USB charging sockets. ACCOMMODATION: (See the plan, second photograph) Starting from the bow, the accommodation comprises first the forecabin with two berths which can convert into a comfortable double berth. There is more than ample stowage under the berths and to each side of the hull. A companionway leads aft with the goodly-sized fore heads to port with running hot and cold water and a manually operated marine toilet (with a reasonable sized toilet seat for those whose posterior might be slightly larger, like mine). Opposite is a roomy hanging wet locker to starboard with more ample stowage areas just aft. The companionway leads down into the lower saloon, fitted out like a country club with a very comfortable settee berth to port (with more seating and a removable table) and another berth to starboard. Shelving and lockers offer plenty of places to stow ‘stuff’, and a large cocktail cabinet can be found to port with cutouts to keep the precious bottles safe when at sea. The lower saloon is lit at night by 12 V LEDs above, two 12 V gimballed brass ‘oil lamps’ on the for’ard bulkhead and a touch-operated 240 VAC three-level lamp for when on shore power. Steps up lead to the bright and airy naturally-lit wheelhouse saloon with excellent visibility (large windows to front and large sliding ports to port and starboard) which offers a sheltered helm when the weather is really inclement. The Vetus wheelhouse helm, all engine controls, bow thruster controls and comprehensive marine electronics are located to starboard (including GPS systems, autopilot, a 2016-fitted Lowrance Elite Chartplotter and CHIRP down imaging sonar, and a 2017-fitted VHF/DSC radio) with the chart table, and a top-of-the-line Victron MULTIPlus 3000 battery management system and battery condition indicator (fitted in 2016) having an inverter function to supply 240 VAC at 3 kW (max) from the 12 V domestic supply if required when at sea. Comfortable seating is found to port with a removable drop-leaf table. Under and behind the seating is more stowage space and a 12 V deep freeze chest. The butane gas bottles for the cooker are located behind this seating area, but should probably be relocated somewhere topsides in line with current safety considerations. All gas connections are professionally fitted, and there is a highly sensitive gas sniffer alarm. Also to port is a very efficient and roomy 12 V fridge (fitted in 2016) with a freezer compartment. Heavy duty marine-type cigarette lighter-type sockets are fitted in the fridge housing by the starboard seating area to enable laptops, et cetera, to be run while at sea and away from 240 VAC shore power. Lighting at night is from 12 V LEDs which cover both the wheelhouse and lower saloons, and a small 240 VAC desk light. A 240 VAC LED bulb is on a trailing lead to port for extra illumination when required. Continuing aft, a step down to starboard leads to the well-fitted out galley with a full-sized 4-burner cooker with oven and grill (fitted in 2016, battery-powered electronic ignition with full flame failure on all burners), opposite which is the aft heads with running hot and cold water and a 12 V macerator-operated marine toilet, again with a decent-sized loo seat. Lockers give ample storage to port, and under the sink. There is a also a large storage locker just aft of the heads door for warps, fenders and so on. The galley is well-equipped with multiple lockers, and a 240 VAC microwave, electric kettle and toaster (these latter two were new in 2015). Lighting is with bright LEDs fitted in 2016. The galley leads to the aft master cabin with a full sized and very comfortable double berth lying athwart the boat, exactly the size of a ‘small double’. Storage is managed by a wardrobe facing forward to port, and a dresser amidships with good drawer space and lockers. Stowage for sail bags and so on is found under the bunk cushions, which also gives access to the steering gear and provision for an emergency tiller. All bed linen will form part of the sale (double two-piece summer/winter duvet, duvet covers, flat sheets, fitted sheets, mattress protector, feather pillows, pillowcases), all of it new in 2016 and most of it unused, currently stored in airtight vacuum-type sealable heavy duty plastic bags. Also in the same type of bags are a set of towels of varying sizes, again all new in 2016 and many unused. TOPSIDES: Returning to the wheelhouse, a companionway aft leads up to the cockpit, and to the topsides. The cockpit helm is a Vetus stainless steel destroyer-type wheel (Vetus hydraulics for both wheelhouse and cockpit helms) with a Whitlock steering compass, and engine controls to starboard. NASA instruments give depth, log and wind information. 2 large and 2 medium-sized winches control the sheets for the Profurling genoa, main and mizzen sails. To aft there is an extremely solid custom-made stainless steel A frame with a solar panel, and hefty davits. A gate leads to the stern ladder down to a bathing platform. The roomy foredeck takes us for’ard to the sturdy stainless steel pulpit with a genuine Bruce 40 kg anchor, raised and lowered by a 12 V Lewmar windlass with deck-mounted foot-operated controls and ample chain / warp for the vast majority of anchoring situations with around 15 fathoms of appropriate gauge chain and 15 fathoms of warp (that's approximately 71 metres ...). Six heavy-duty stainless mooring cleats are paired with ample sturdy fairleads let into the teak toerail. Stainless steel stanchions carry the safety rails with gates just amidships to port and starboard for the boarding ladder. PROPULSION, ETC: Carina has a full suit of highly serviceable sails (valeted in 2016) for when the wind is blowing, and a hefty BMC Thornycroft 74 hp diesel engine to push her through the water at a comfortable 6 knots cruising speed, and 7 knots maximum. Total engine hours are just over 1000, but it has only completed about 100 hours following a complete engine rebuild. A reconditioned starter motor was fitted in 2016, and another fully reconditioned one sits as a spare. There is a stainless steel 100 gallon fuel tank, currently more or less topped off with anti-bug treated diesel, and a 120 gallon fresh water tank. There is a 40 litre calorifier which delivers piping hot water when the engine is running, and is fitted with a 240 VAC immersion heater to heat up the water when on shore power. The marine toilets can be connected to a holding tank (with pump for emptying) when local regulations require it. A bank of two 100 Ah sealed marine batteries in parallel (5 years old) are dedicated to cranking the engine, and domestic supply is amply catered for with the main 270 Ah (2016) and secondary 120 Ah (2015) battery, and a separate 70 Ah battery (2015) services the bow thruster and the foredeck anchor winch. All the batteries are sealed heavy-duty high quality marine batteries and are all managed and maintained by the Victron system. There are buoyancy aids, lifebuoys, a danbuoy, and a 4-man liferaft. Two float-operated 12 V bilge pumps can be manually run if required, and there are two hand-operated bilge pumps. There are two inflatable dinghies: a larger one with a 20 hp outboard which races along, and a smaller one with a 2 hp 4-stroke which is ideal for nipping to the pub. The (NOT SO) BAD BITS: I have to point out that there were some little cosmetic niggles and upgrades I was planning to attend to this season but now cannot. The doors from the cockpit down into the wheelhouse require some cosmetic attention and refurbishing. They are sound and lockable as they are, but were damaged by some oaf breaking into the boat a few years ago and were quickly and basically repaired. The coach-house roof needs the hardwood decking taken up, refurbished and relaid, and the cockpit surfaces need to be re-covered as the existing cladding has not taken kindly to sun and sea. The two outboards for the two inflatable dinghies will need to be serviced as they didn’t turn a screw last season. The 4-man SeaGo liferaft is probably due a service. The Furuno radar needs the cable between the microwave antenna and the screen checked as there is a fault, probably at the antenna connector. The microwave unit was removed and professionally tested recently, and was found to be in perfect working order with less that 50 hr total use. There is an unmounted high-output wind generator, but stainless steel fixings will need to be fabricated to attach the mounting post firmly to the aft gantry, and a suitable controller is needed to couple the output into the Victron battery management system. The solar panel on the gantry also needs to be wired into the system with a suitable controller. Other than these mostly cosmetic points, none of which in any way affects her seaworthiness, Carina is ready, willing and able literally to take to the water immediately. CONCLUSIONS: Carina is a wonderful example of this well-known and sought-after marque. The Colvic range is famed for sturdy construction and sea-kindly lines, and the Victor is the pride of their line. Carina will make an absolutely comfortable and superb live-aboard (and work-aboard), but with full blue-water capabilities. Others of her sister ships have made Atlantic crossings and routinely cruise the Med and other waters in safety and comfort, including, of course, the challenging Scottish West Coast. Carina is absolutely ready to sail away wherever the happy new owner wants, immediately, when the time and tides are right! I know it’s a cliché, but you will soon see that this is a lot of boat for the money. Viewing is absolutely recommended. You will fall in love with her, as I still am and is her first owner. Please contact in the first instance Preston Marina (Lancashire, UK) where she is currently afloat (tel: +44-1772-733595, email ) to arrange viewing, as Carina is listed under their brokerage. Please note that the Marina is offering 3 months’ free berthing with a successful sale. You can also email the present (very sad) owner on if you have any other questions. LEGAL BITS: You are buying my beloved Carina, and no tyre-kickers will be entertained. Please note I am not desperate to sell. No silly offers will be entertained either and will be treated with the contempt they deserve. While the above particulars are accurate to the best of my knowledge, the successful (and very lucky) buyer is recommended to charter a full survey from a qualified and registered marine surveyor. All offers should be made through the Preston Marina brokerage, whose details are given above.