Whitby 42 Known Issues

Common problems, survey red flags, and what to inspect before buying a Whitby 42.

These are the most commonly reported problems on the Whitby 42, compiled from surveys, owner reports, and marine forums. Use this list as a pre-purchase inspection checklist — especially the high-severity items.

Known Issues

4 High 6 Medium

Accommodations

Medium

The interior joinery is largely teak-framed with plywood panels, and many boats suffer from softening or delamination of the plywood substrates due to chronic low-level leaks from ports, deck hardware, and chainplates over decades. The overhead liner panels in particular frequently hide saturated or rotted backing material.

Medium

The opening bronze portlights used throughout the hull sides are original Bomar or similar cast units whose frames are bedded into the hull. The bedding deteriorates and the portlight frames develop hairline cracks, allowing water ingress directly into the hull sides and settee areas below.

Electrical

Medium

Most Whitby 42s have original or multiple-generation-old wiring that does not meet current ABYC standards. The original harnesses frequently run behind fixed cabinetry and liners, making inspection and replacement difficult. Overloaded circuits and undersized wire gauges added during owner upgrades are commonly found.

Engine

Medium

Earlier production Whitby 42s were fitted with Perkins 4-108 diesels, while later boats received Westerbeke or Universal units. The engine beds on many boats show cracking or delamination of the fiberglass tabbing due to the heavy displacement and vibration loads over years of use; engine bed integrity should be verified as part of any survey.

Hull/Deck

Medium

The deck-to-hull joint on early Whitby 42s uses an inward-turning flange that is bolted and bedded but not glassed on many hulls. This joint is notorious for weeping leaks, particularly along the toerail, and can allow water intrusion into the hull-deck laminate over many years.

1972–1979 models

High

The chainplates are inboard-mounted and pass through the deck with individual deck plates. The bedding around these penetrations fails frequently, allowing water to track down the chainplate straps and into the settee or hanging locker cabinetry, often causing hidden rot in the surrounding wooden structure.

Medium

The balsa-cored deck sections, particularly in the side decks and cockpit surrounds, are prone to core saturation and delamination resulting from fastener penetrations and port frame leaks. Tap testing often reveals extensive soft areas that are not visible from the surface.

High

The rudder on the Whitby 42 is a full-length skeg-hung design with an internal steel armature. The armature is known to rust internally, causing the rudder foam core to delaminate from the fiberglass skin and producing a spongy or sloppy helm feel. Inspection should include probing the rudder for voids and checking for any weeping rust stains.

Keel

High

The external lead or cast iron keel is attached with stainless or mild steel keel bolts that pass through a solid glass sump. Keel bolt corrosion and weeping at the keel-to-hull joint is commonly reported; the bilge area around the keel sump should be inspected for rust staining, soft laminate, or movement under load.

Rigging

High

The Whitby 42 uses a ketch rig with a relatively heavy displacement-to-sail-area ratio. The original chainplate backing plates are often undersized wooden pads that compress and rot over time, reducing the structural integrity of the shroud attachment points. Backing plate condition should be verified by opening the interior liners.

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