The venerable Cal 20 is still considered one of the best ever
Few if any designers had as much impact on fiberglass sailboat design as C. William “Bill” Lapworth. After WWII Lapworth, who’d received a degree in Naval Architecture and Marine Engineering from the University of Michigan in 1941, was approached by Merle Davis, who had a yacht design office in Los Angeles, about joining the firm.
“It worout pretty well with Merle,” Lapworth sai a 2002 interview in Latitude 38 magazine, “except that I started working with him in September and he died the next March. So there I was, I had an office and was ready to go. It’s pretty hard to get started designing yachts when you don’t have anything behind you, but we did surveying and in turn started meeting people in the shipyards. We managed to find people who liked us, and we liked them, and things started going better.”
Fortunately Jack Jensen (founder of the boatbuilding company Jensen Marine) walked into Bill’s office one day. “Jack was the kind of guy who really didn’t have to have anything formal,” Lapworth said. “With just a handshake we agreed to do the design for the new 24-footer he wanted to build. Jack wanted to call it the Lapworth 24 but I said, ‘No, you can’t do that’ because we already did a 24-footer for somebody else.’ So that’s when he decided to call them ‘Cal’ boats. It really took off from there.”
The 24-footer was only the beginning, as it turns out. Together, Lapworth and Jensen would go on to produce thousands of boats including the Cal 24, 28, 29, 30, 33, 34, 36, 39, 40, and 46—and what ended up being the best selling model—the Cal 20.
Because of their ubiquity, accessibility and general usefulness, the practical, durable Cal 20 has been compared to both a pickup truck and a Volkswagen. With its fractional sloop rig, fixed fin keel with weighted bulb, and a transom-hung rudder, the Cal 20 did just about everything pretty well. She’s a good performer, and her big, self-draining cockpit comfortably handles two or three crew. She is regarded as stable, self-righting (900 pounds of ballast) and seaworthy, and her cabin has four bunks. The original boats even came equipped with a marine head.
First built in 1961, the Cal 20 became so popular that before long Jensen Marine was pumping out as many as one per day at their Costa Mesa factory. A total of 1945 were built before the factory ceased production in 1975.
Following her initial popularity, the Cal’s reputation only seemed to grow. In the mid-70s she was sought after in part because she was one of those class designs that didn’t adhere to the I.O.R. rules, so her owners could be certain their boat wouldn’t be “outdated” by a new rule change. And then later she gained more “sea cred” when one 20 was sailed across the North Atlantic and another from San Francisco to Hawaii. Later, another Cal 20, BLACK FEATHERS, was sailed to Hawaii as well (see sidebar). Author John Vigor even featured the Cal in his book Twenty Small Sailboats to Take You Anywhere, writing: “Like many other boats of her size, she’s little more than a floating fiberglass pup tent—except that if you’re willing to put up with a little discomfort, the Cal 20 has the thrilling ability to whisk you away over the blue oceans to magical tropical islands and palm-fringed beaches.”
We didn’t take one to Hawaii, but we were excited to finally have a chance to test sail a Cal 20 ourselves, with owner Kirk Boike.
PERFORMANCE:
“The boat is light so it does keep moving, but I don’t really enjoy any boat in light air. Maximum sustained speed has been 7 ½ knots. Average speed to Hawaii was 5 ½ knots.” Robert Crawford, 1961 model BLACK FEATHERS
“The boat did well with a 170% genoa, drifter, or light spinnaker. Reached hull speed as the wind increased. A very experienced crew could make the boat surf in large waves and strong wind.” David Chase #840 BLITZEN
“Cal 20s are incredible sailers in heavy weather, and I had a (1.7-ounce) Ghost 180 genoa that would keep her moving in very light air. The higher the wind the more she wanted to run!” Dik Lang, ACQUA-TOPO
Maneuvering from Kirk’s shallow, inside-tie location in the marina, we concluded quickly the Cal 20 is essentially a big dinghy. True, she draws over 3 feet with her deep fin, but we spun the 1950-pound boat around at the dock and slipped out between the larger boats mostly blocking the narrow fairway.
Out in the bay we raised the main and jib and the 20 accelerated quickly to 5 knots. The first sensation we noticed was her easy motion. Her deep bulb keel lends a steadiness you can feel through the helm. Like only a handful of designs we’ve sailed before, the 20 seemed to move along effortlessly—with a difficult-to-quantify sense of equilibrium.
Her no-nonsense outboard-hung rudder and stout tiller only emphasize this connection, with no other moving parts and a direct transmission of forces. The helm felt balanced with a touch more weather pull than some boats. And as opposed to boats with long (fore-and-aft-length) keels, the Cal’s fin offers dinghy-like responsiveness. We were impressed with overall performance despite our review boat’s older sails which wouldn’t set as well as we’d have liked.
The 20 seemed to point fairly high, too, but it should be noted that for all of our good-performance talk, she’s not a particularly fast boat by current standards (PHRF 279). While no demon around the triangle course, we did turn up stories of Cal 20s up on a plane offshore doing 14 knots—so context matters.
A more modern rig and foils might improve an already good design—and her stock motor-well is certainly a performance drag—but as Cal 20 one-design racers say, at least they don’t have to worry about ratings—if a boat is ahead of you, you’re losing. If a boat is behind you, you’re winning.
On our return to the marina we discovered the outboard was out of fuel so we were forced to sail back to the same tight slip—something that would have been extremely challenging on a bigger, less nimble boat. But we were dinghy sailing, so Kirk dropped the headsail and deftly brought us back through the tight spaces with inches to spare.
TRAILERING AND LAUNCHING:
“Some Marinas and Yacht Clubs have small lifts allowing you to dry sail it.” Joe Paulhus, 1973 model SALLY
If there is an SCA review category where the Cal 20 is going to receive a poor grade—this will be the one.
With more than 3 feet of fixed draft the 20 isn’t especially practical to trailer or ramp launch. Consider, most of the owners we surveyed had never even trailered their boats, and several had never raised the mast—relying instead on marina cranes. No, the Cal 20 is not your conventional trailersailer.
On the plus side, raising and lowering the mast without a crane is definitely possible for the prepared owner, and although she sits up high on her trailer, towing isn’t difficult with the right vehicle.
SEAWORTHINESS:
“When we first got it we took it out in 20 knots with whitecaps and it was perfectly stable and behaved. There’s an active Cal racing fleet in Tacoma, and they say they race with full sail up when its blowing 20. The Cal is easy to manage due to its smaller size—like sailing a giant dinghy.” Joe Paulhus, 1973 model SALLY
“The boat feels much larger than her 20-foot size.” David Chase #840 BLITZEN
“The boat does well if you reef appropriately. Above 35 knots of wind you will begin survival-mode sailing. The Cal 20 is a wet ride when it is moderately windy or rough. You must dress appropriately to take much spraying of water in your face.” Robert Crawford, 1961 model BLACK FEATHERS
There are a number of features that make the Cal 20 more seaworthy than her size would suggest, but primarily it’s the heavily ballasted (900 pound) fin keel, which offers tremendous ultimate stability. There’s a reason 20s are known to carry full sail off the wind in 30 knots and that gales are sometimes referred to as “Cal 20 weather.”
The accessible rudder and relatively stout hull construction are advantages. The huge (8 feet long by 74" wide) cockpit is a negative, as is the relatively low sill at the companionway (9 inches), but if the motorwell is left open it can evacuate a lot of water quickly.
The flush deck makes a good platform upon which to stand, and there’s a nice toerail running around the perimeter, but our review boat, like most Cal 20s we’ve seen, had little to hold onto when going forward.
Kun Poi Chin, who successfully sailed his Cal 20 CHALUPA from San Franscisco to Hawaii in the early 1980s—enduring six days and nights of gales—had made several mods in preparation, including:
• Reinforced the hull with full-length foam/wood stringer
• Swapped leaky portlights for through-bolted Lexan replacements
• Installed new stainless keel bolts
• Built and installed a new sliding cabin hatch and dodger
• Added bow pulpit, stanchions, lifelines and teak grab rails
• Removed head (and a through-hull) and replaced with a bucket
• Located liferaft aft in cockpit, reducing total volume by 40%
• Installed Whale-pump inside
• Running rigging replaced
• Installed jacklines
• Reinforced underside of deck to help with lower shroud loads
Robert Crawford did many of these same things with BLACK FEATHERS and also suggests strengthening the rudder system. “Consider doubling the gudgeons—particularly on the lowers,” he says.
All of these modifications deserve consideration for anyone aiming to make an already seaworthy boat even more capable.
ACCOMMODATIONS:
“The cockpit is fairly large and can comfortably fit four adults. The Cal can sleep up to four but probably one or two would be more realistic.” Joe Paulhus, 1973 model SALLY
How you’ll judge the Cal 20’s accommodations depends largely on what you’re used to cruising aboard. Big-boat sailors might be disappointed, but the four-berth cabin and 46 inches of overall headroom are pretty luxurious for tent-camping types.
The pair of quarterberths are 24" wide by 78" long, which, not coincidentally, means the berth cushions also serve as cockpit cushions—a nice touch. The V-berth is a reasonably generous 75" x 75".
The quarterberths sit down close to the cockpit sole, so they’re less than ideal for sitting below. Stowage is just adequate in under-berth bins. Light and ventilation are limited with just the two fixed windows and only one sliding hatch.
QUALITY:
“I sailed to Hawaii with the original mast and regular stock-sized rigging. My 1961 Cal 20 is as tough as nails.” Robert Crawford, 1961 model BLACK FEATHERS
Owners were unanimously positive about overall quality, but most mentioned a few significant modifications or upgrades.
Several owners pointed out the conventional wisdom that boatbuilders in the 60s and 70s didn’t yet know how durable fiberglass was, so they viewed Cal 20s as being overbuilt. This is probably true to an extent, but keep in mind some of these boats are nearly 60 years old. The hull, deck and rig are all well-proven, but with high-enough mileage, eventually you’re going to find some flaws.
One owner mentioned spongy decks. Another said his boat’s hull-to-deck joint was riveted (as opposed to more reliable through-bolting) and leaked. We also saw a reference to deck delamination from rotten plywood coring—an ugly repair job. Another common complaint was that shrouds and forestay were only affixed to deck and not tied into the hull.
So overall quality is excellent, but given the used ones on the market might have been sailed and raced hard for six decades—survey carefully.
COMPROMISES:
“Awkward motor well requires removal of outboard to race successfully.” David Chase #840 BLITZEN
“The fixed keel means you can’t go into shallow water and will most likely need to keep it in a slip during the sailing season.” Joe Paulhus, 1973 model SALLY
As we noted earlier, the biggest trade-offs for Cal 20 owners will revolve around the fin keel. Owners who find rigging, trailering and launching impractical will likely end up paying to leave their boats in the water, which might lead them, justifiably, to ask why they aren’t sailing a bigger, more comfortable boat.
Shallow-draft sailing and gunkholing are off the table with a Cal 20, but then bashing along offshore in rough weather is back in play. And the 20 does have many of the other advantages of the smallest boats—from less expensive moorage to lower repair costs.
MODIFICATIONS:
We highlighted many modifications already, but other projects owners mentioned include:
• Adding an outboard bracket (this allows the well to be sealed for better performance)
• Adding a traveler.
• Installing cockpit supports below sole to prevent cracking
• Fairing the keel
VALUE:
“I paid $1,400 for mine without a trailer. It needed some TLC but it was complete and seaworthy enough to go out in Puget Sound in a blow. Since most people who buy a boat like this will need to keep it at a slip, that helps bring down the price.... Lots of people selling them will have it at a slip that costs them around $200/month. They probably just want to get a little money for the boat and get out of paying the monthly fee.” Joe Paulhus, 1973 model SALLY
A decent Cal 20 can be found for as little as $2,000, and some nice ones pop up for less than $3500. Upgraded models and outfitted race boats can sell for $6k to $10k. Either way we think it’s a lot of boat for the money.
If you’re looking for a smooth sailer for racing and mixing-it-up with bigger boats in the deeper waters of the West Coast, the legendary Cal 20 is a comfortable, low-cost, seaworthy option.
Some Ways to Make the Cal 20 Even More Seaworthy by Robert Crawford
Increase Cockpit Drainage – Enlarge drain into the engine well to 3 inches. Raise the well cover in the cockpit to allow drainage into the well. Consider opening the transom to allow drainage.
Reduce Cockpit Volume – Keep life raft in cockpit. Make a storage locker in cockpit. Block off all or most of the leg space in cockpit.
Improve Chances of Collision Avoidance - Install radar reflector as high on the rigging as possible. Position navigation lights as high as possible on the mast (masthead, if possible). Install AIS (Automatic Identification System) and CARD (Collision Avoidance Radar Detector) devices.
Strengthen Rudder System – particularly at the waterline. Use heavy-duty pintles and gudgeons. Consider doubling the gudgeons, particularly on the lowers.
Protect The Electronics From Water – by moving the electronics and electrical system far into the cabin (batteries included). Keep as many devices on separate circuits as possible so you only need to turn on exactly what you need.
Install Lifelines All Around
A Taste of Trade Wind Sailing on a Cal 20 by Robert Crawford
The beautiful day turned into an enchanting night with a sky so full of stars it became difficult to identify any particular one. Although still chilly, it felt magical to lie down in the cockpit and look up at the heavens. Now, in the darkness with no one around, I lazed there watching my strobe blinking away as if trying to signal the millions upon millions of stars above me. Black Feathers sailed wing-on-wing through the night, trailing in her wake a stream of phosphorescent glitter that seemingly tried to compete with the diamonds overhead. Our speed would always feel greater at night. Often I would stand in the hatch, 10 feet of boat in front of me and 10 feet behind, and marvel at how it all works. How can it be that I, the only one aboard, can be riding along as a passive observer watching this incredible machine carrying me across this ocean? I would look behind and see the Monitor, ever vigilant, creating constant but subtle movements of the tiller to keep us on course. With a steady breeze in my face I would feel the stern rise as an overtaking wave would lift us, and then let us fall as we would slide down its face, and the resultant wake would leave a glittery trail as a reminder of where we had been. It was all a bit too much to take in and fully appreciate at one time. Fortunately I would experience this time after time and come to accept it as truth. (From: Black Feathers – A Pocket Racer Sails The Singlehanded TransPac, pg. 48) •SCA• First appeared in issue #120
I recently put back to life 1963 Cal 20, you can see it on my you tube channel. Most of my videos about Cal 20 sailing. Please subscribe. Thanks for watching!
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I have a Cal 20 on a trailer the keel is removed for trailering but still with the boat. The boat has been outside but the mast and all of the rigging,sails and rudder have been stored indoors. I would give it to someone if they are willing to restore it .