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Passport 40
$65,000 USD
40ft 0in

The Robert Perry designed Passport 40 has a reputation as a proven blue water cruising vessel with a good turn of speed, quality construction and a comfortable interior crafted in beautiful solid teak.

Artemis is in need of a new engine and is priced accordingly. Estimates from two Seattle mechanics put the cost of a repower in the range of $50,000. With the new engine installed, she will be a excellent package, having recently received a massive refit including new chainplates, new B&G electronics, new standing rigging and paint on her spars, new cabin heater, rudder quadrant rebuilt, teak decks removed, new refrigeration system, new dodger and bimini and a long list of other items.


Name of vessel Artemis
Model Passport 40
Year 1983
Builder Passport Yachts
Designer Robert Perry
Price $65,000 USD
Location Seattle, WA
Length (feet) 40
Beam (feet) 12.7
Draft (feet) 5.75
Displacement (pounds) 22771
Ballast (pounds)
Engine model Beta Marine V-2203-M-EU32
Engine horsepower 50
Engine hours 1372
Fuel tank capacity (gallons) 110
Water tank capacity (gallons) 130
Holding tank capacity (gallons) -

Interior Accommodations

Artemis’  interior is beautifully constructed in teak, with gorgeous teak and holly cabin sole. Solid wood is used throughout with gorgeous louvered locker doors. Characteristic of Robert Perry’s successful cruising designs, her interior layout is comfortable and well proportioned, with a spacious U-shaped galley with ample counter space, large navigation station, great salon space and two nice staterooms.

The galley is located at the base of the companionway. The counter is U-shaped with white laminate countertops and teak fiddles. There is a deep two bin stainless sink forward with hot and cold pressure water and wand. Inboard is a bank of four drawers. Outboard of the sink is a deep dry storage locker beneath the counter. There is a three burner stove/oven with storage for pots and pans below. There is additional storage in lockers above the counter. Two drawers, a locker and cutting board are also located aft of the stove beneath the counter. The large top and front loading refrigerator is located beneath the aft end of the counter with another sliding door locker above the counter. Two bronze opening ports provide ventilation.

Beneath the companionway stairs is a large mechanical space that extends below the cockpit, with access to batteries, and other systems. Engine access is excellent via the box beneath the table in the salon. The furniture is removable to allow very good access all around the engine.

The guest stateroom is adjacent to the companionway to starboard. There is a quarterberth with shelf along the hull side. There is a bureau with two drawers and a locker. There is also a hanging locker forward.

The navigation station has an starboard facing table. The table top lifts to reveal storage space for charts and tools beneath and there are drawers and lockers beneath the forward end. The master electrical panel is set into the bulkhead to stern.

The salon is configured with a straight settee to starboard and deep L-shaped settee to port surrounding a table. Settees are upholstered in blue fabric. Outboard of the settees to port and starboard are mirrored bookshelf/locker configurations. There is storage outboard of the settee seatbacks. A large folding table is at the center.

The master stateroom features the classic Pullman berth arrangement with head forward, a great seagoing layout that provides an impressive amount of storage space. The berth is located to port, with a shelf outboard along the hull side and drawers and lockers beneath. Opposite the berth along the starboard side of the passageway forward is a vanity with drawers beneath, flanked by large hanging lockers.

The head located in the forepeak is a spacious compartment with the toilet located at the forward end. To starboard, there are storage lockers and a counter top. To port, there is a counter with sink and assorted lockers. Finished in white laminate with teak trim, the space is easy to maintain. A teak grate in the sole allows the space to drain if used as a shower. Access to the chain locker is via a door in the bulkhead forward. A hatch is above providing, natural light.

Dickinson Alaska diesel cabin heater

Force 10 three burner propane stove/oven

BEP propane solenoid control

(2) steel propane tanks

Technautics 12v DC refrigeration (2023)

Electronics and Navigation

ICOM IC-M506 VHF radio

(2) B&G Zeus 3 9” plotters – at helm and nav station

B&G broadband radar

B&G autopilot with Triton 2 keypad at helm

B&G Triton 2 sailing display at helm

B&G wind, speed and depth transducers

Monitor windvane self steering system

Danforth Constellation binnacle compass

Running lights, deck light, steaming light


Electrical Systems

12v DC and 120v AC electrical systems

Newmar AC/DC distribution panel with meters

30 amp shore power inlet and 50’ cord

(4) West Marine 6v house batteries, 390 amp hours total (2019)

West Marine Group 27 engine start battery

Mechanical Systems

Nanni/Mercedes diesel engine (1051 hours), currently nonfunctional

Engine throttle/shift levers at binnacle

Yacht Specialties binnacle with stainless destroyer wheel

Raritan manual head

Manual bilge pump

Electric bilge pump

West Marine pressure water pump

Force 10 6 gallon water heater

Tank Tender tank monitor

Deck & Hull

Artemis’ underbody features a long fin keel and a deep rudder protected by a full length skeg. Her hull is solid fiberglass and deck is cored with teak plywood surrounded and encapsulated in resin. Her teak teak decks were removed and deck surfaces are now nonskid with faux teak seats in the cockpit and real teak cockpit sole remaining.

CQR type anchor

Muir anchor windlass with up foot control

Danforth stern anchor with chain and rode

(6) bronze chocks

(6) stainless mooring cleats

Boarding ladder

Fender step

Boarding gates to port and starboard

Iverson’s Design dodger and bimini

Sails and Rigging

Two spreader aluminum mast and aluminum boom, painted white

Harken MkIV 2 genoa furler

Lazy jacks

Blue canvas mainsail cover

Dacron mainsail

Dacron genoa


Strong Track low friction mainsail track

(2) Lewmar 48ST primary winches

(2) Lewmar 40ST secondary winches on cabin top

Miscellaneous & Safety

Fire extinguishers

Fenders and dock lines

Notable updates since 2018:

In July 2023, new refrigeration system

In August 2023, new Iverson dodger and bimini including zippers for screens

In August 2023, new reefing lines & rope brake at mast

In Jan 2024, new head mechanism – all but toilet bowl (Raritan)

In Feb 2024, new Jabsco water pump, raw water

In 2023, new dingy (inflatable) & electric outboard

New spinnaker sock

New chain plates – thicker than stock

New B&G electronics: MFD, radar, VHS, AIS, transducer, autopilot

Mast/boom removed and painted. New wiring and spreader lights.

New cabin heater: Dickinson Alaska

Pulpit removed & painted

New Edson pedestal and nav pod

Fix drive shaft and cutlass bearing

New engine mounts

New portlight gaskets all around

New propane locker, tanks, piping, cutoff/alarm

Replace/repaired rudder quadrant

New cockpit drain hoses and thru hull

New rudder shoe

New rudder cables & adjusters

Teak decks removed & redone as non-skid (Flexteek in cockpit)

New batteries, box, wiring

New Monitor wind vane

New windlass

New furling blocker (Schaefer)

Additional fuel inspection ports – two in each tank

Additional clean outs – port water tank

New running & standing rigging

New Harken furler

New shower & head faucets

New sail slides, main sail

New wind transducer

New lazy jacks

New thru hull at head

Review by John Kretschmer, March 2004
Sweet sailing cruiser designed for comfortable world cruising

Good things come to those who wait, or at least that’s what my parents told me, and, worse still, that’s what I tell my kids. Maybe it’s even true. Take the Passport 40 for example. It has always been considered a top-quality bluewater boat, and now it is finally old enough to be considered a solid value as well. Designed by Robert Perry and built in Taiwan, the Passport 40 is well named, it is a boat that can punch your ticket to see the world. Yes, it’s still pricey, an early to mid-1980s model will usually sell for somewhere between $120,000 to $160,000, but compare what that same money buys in a new, or even just a newer boat, and it isn’t much of a comparison.

The Passport 40 was launched in 1980 and remained in production through 1991, with 148 boats built. Many have cruised extensively and all are still sailing. In some way, the Passport 40 and other similar vintage Perry designed cruisers trace their roots, or at least their basic underwater hull shapes, to the Valiant 40. Although not a double-ender like the Valiant, the Passport 40 was considered a performance cruiser in its day. Although it is heavy by today’s standards, it remains a nimble, easily handled boat that performs well in the trade winds for which it was designed. Perry’s combination of a traditional style deck with a modified fin and skeg underbody produced a very successful formula for cruising boats.

Wendell Renken commissioned Perry’s design and was the original developer and distributor of the Passport line, which eventually included models ranging from 37 feet to 52 feet. Renken was one of many Americans in Taiwan in those days, and in their own, less than subtle way, these Yanks helped lay the foundation for Taiwan’s world-class boatbuilding industry. Today Passport yachts are manufactured and imported by Wagner Stevens Yachts in Annapolis. Thomas Wagner, who has been associated with Passport from the beginning, is a great source of information on all Passports.

First impressions
The Passport 40 is a handsome boat. I remember spotting an early model in the St. Martin lagoon almost 20 years ago. I hopped in the dinghy and rowed over and introduced myself. I just had to find out what kind of boat it was. The bow rakes gently aft and the reverse transom is broad-there is nothing harsh about Perry’s lines. The beam is a moderate 12 feet, 8 inches. The coachroof extends well forward, in fact the foredeck is quite small, making it tough to stow a hard dinghy. The portlights are distinctive with two smaller bronze ports framing a longer one amidships.

Below the waterline a relatively deep forefoot trails into a powerful fin keel. As mentioned earlier, the rudder is skeg hung. I know this hull shape is outdated but I have logged thousands of offshore miles with this type of keel and rudder arrangement and I have great confidence in it. Two keels were available, the standard draft is 5 feet, 9 inches while the shoal model slices all of 6 inches off the bottom of the keel. A sloop rig was standard, although almost all boats have been fitted with a staysail stay, usually the removable type. Part of the original design objective was to allow the boat to be sailed under main alone and be easily sailed singlehanded. Total working sail area is 771 square feet.

The hull is solid fiberglass, heavily layed up with layers of 24-ounce roving, 1.5-ounce mat and polyester resin. The Passport 40 predated the switch to blister preventing vinylester resins yet blisters do not seem to be much of a problem, even with boats that have toiled for years in the tropics. A look below the teak-and-holly cabin sole reveals stout transverse floors. The hull is further stiffened with longitudinal stringers. The iron ballast is encapsulated in the keel cavity. Lead would have been better but most Taiwan boats of this period used iron because it was more widely available and much cheaper.

Early boats had marine plywood cored decks. The plywood was cut into small sections and infused with resin around the edges. Later boats were cored with Airex foam. Most of the boats have or at least had teak side decks, which were a thick, five-eighths inch and applied with a lot of Thiokol. They’re not the usual problem they are on other boats of this vintage. Some boats, especially later models, came with molded nonskid. The hull-and-deck joint is through-bolted on an inward flange and incorporates a raised bulwark. Bulkheads and furniture facings are securely fiberglassed to the hull. There is a lot of external teak besides the side decks, including handrails, eyebrows on the coachroof, and a lovely caprail. Also, the teak joinerwork below is exceptional.

What to look for
The prime reason the Passport 40 has held its value so well over the years is that it has aged very well. Another factor cannot be ignored. The Passport 40 has never been a cheap boat and in most cases owner’s have been able to afford the required maintenance and often lavished their boats with care. There are, however, a few specific items to watch for.

Teak decks are a mixed blessing. They look great and provide terrific nonskid when wet, but they are also a maintenance issue and a potential source of leaks from the myriad of fasteners that hold them in place. Be sure to have the decks carefully inspected although old Passport 40s rarely if ever turn up with delaminated subdecks.

Another area to check is the chainplates. A recent sale of an older 40 in Ft. Lauderdale, Florida, revealed badly corroded chainplates during the survey. The chainplate covers are easily removed from the deck, and this is the first place to look. If the caulking is old or missing, probe the area further from down below. Like all boats more than 10 years old, the standing rigging should be carefully inspected, and if original, it should be replaced before heading offshore. The fuel tanks on early boats were made of black iron and were usually glassed over, which in theory stopped them from rusting from the outside in. Later boats had aluminum tanks.

The brightwork is a big job on a Passport 40 but it is also a big part of why the boat looks smart when all trimmed out. A boat whose brightwork has been let go might save you a few shekels, and although it’s not expensive to bring the wood back into shape, don’t underestimate the time and work required to prep teak and meticulously apply multiple layers of varnish.

On deck
The Passport 40 has a near ideal seagoing cockpit. It is comfortable for three or four people with wide seats and angled coamings that are nicely trimmed in teak. There is a stout bridgedeck and large drains should an errant wave or two crash aboard. There is a large locker to port. The standard 36-inch Edson destroyer wheel seems a bit undersized and the boat I examined in Palm Beach had a larger, teak-rimmed wheel that was lovely. Individual engine controls require reaching through the wheel to manipulate, I’d prefer a single-lever control on the pedestal base. The primary winches are positioned fairly far aft, allowing the helmsman to trim the headsail without leaving the wheel. All other sail controls are led aft through a beefy coaming that provides a perfect base for the cockpit dodger. The mainsheet and traveler are just forward of the coaming, clearing space in the cockpit but still rigged far enough aft on the boom to provide good purchase.

The side decks are fairly wide and the molded bulwark lends security when going forward. The stanchion bases are vertically mounted for strength and overall the deck fittings are robust and top quality. I like the bronze fairleads that are fitted through the bulwark and caprail; they’re handsome and practical. The mooring cleats are huge at 10 inches. Deck hatches were originally Atkins and Hoyle, later in the production run they were replaced by Lewmar hatches. A husky stainless steel stemhead fitting with a single anchor roller was standard along with a manual windlass. Many owners opted for the double roller and most boats will have upgraded to an electric windlass by now.

Down below
The interior of the Passport 40 is simply lovely. The woodwork is superb, from the solid teak staving on the bulkheads to the rounded joints fashioned into handholds in the galley and nav station. Remember, the rich teak finish coated with many layers of satin varnish makes for a fairly dark interior, however.

It is hard to generalize about the interior plan as each boat was more or less custom built. According to Wagner, about half of the Passport 40s came with a head-forward layout followed by a Pullman berth. The other half featured a traditional V-berth, followed by a head with a separate shower. Owners seem to favor the head-forward plan as it allows the forward hatch to be left open longer (a little spray in the head is no big deal, a little spray in your bunk is not nice) and pushes the bunk aft a bit, which is always more comfortable when sleeping under way.

The saloon has either a U-shaped or L-shaped settee draped around a lovely teak table. Some boats mount the table along the partial bulkhead dividing the galley, allowing it to fold up, creating a roomier saloon. There are lockers and bookshelves above and outboard of the settees. Thick, four-inch cushions were standard. The nav stations vary, usually they’re opposite the galley to starboard and can be forward, aft or outboard facing. All boats feature a double quarter cabin aft. The large galley invariably includes two deep stainless sinks, a very well-insulated top loading icebox/refrigeration and a propane stove and oven.

The old reliable Perkins 4108 diesel was the original engine and you will still find them on some Passport 40s. Boats with the U-shaped settees usually feature the Perkins due to the clearance beneath the table, while boats with the L-shaped settee had Yammers, which were used on later boats. Either way access is terrific, and good access almost always translates into better maintenance. Parts are still widely available for the 4108 and it is an easy engine to work on. With that said, a boat with a quieter, more efficient Yammer would be preferred. The fuel tanks were originally black iron encased in fiberglass to prevent corrosion with a total capacity of 105 gallons. A three-bladed prop was standard but most boats on the market seem to have upgraded to a feathering propeller. According to several owners, performance under power is more than adequate, with 1,800 to 2,000 RPMs on the 4108 translating into 5 to 6 knots depending on conditions.

Under way
The sweet sailing characteristics of the Passport 40 just may be its most endearing feature. Almost all owners boast how well the boat handles. Words like “predictable,” “swift” and “nimble” dominate their comments. Fast passages are de rigueur for Passport 40 sailors. They also speak highly of the soft ride, and as my readers know, I am always extolling the merits of an easy motion at sea. The less the boat works, the less the crew works, and the more enjoyable the passage.

Specifically, the Passport 40 sailplan allows it to make way in light going, but it really thrives when the wind perks up. Most owners report reefing the main at around 20 knots and others talk about the nice balance when the staysail is in use. The boat does not make much leeway and easing the traveler usually eliminates weather helm. For a cruising boat the Passport 40 is reasonable close winded. When conditions turn nasty, it is nice to be able to drop or roll in the headsail, set the staysail and carry on with a deeply reefed main. One owner noted how he skirted deadly Hurricane Mitch offshore and came through unscathed.

The Passport 40 is a world class cruising boat, equal parts rugged voyager and elegant yacht. It is a boat that you can be proud of and one that can carry you to any corner of the globe. Now that the price compares with a new 35-foot production boat, it’s even affordable. It was worth the wait.


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