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THE SITE OF PERFORMANCE YACHTS

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Best performance yachts: Our pick of the top options

• Toby Hodges
• March 10, 2023

Toby Hodges takes a look at all the nominees and the winner of the performance yachts 2022 category in the European Yacht of the Year Awards

The European Yacht of the Year awards is the most thorough and impartial awards programme – the winners here are widely considered the best yachts of the year . As such the boats nominated by the jury in the performance yachts category can be considered the best of the best.

This year’s shortlist had the full range. From the more conventional definitive style of performance cruiser to the contemporary French interpretation of a lightweight planing cruiser – and even a new brand of sports  catamarans  for the thrill seekers.

Three Italian pure performance yachts and two very different yachts built in Slovenia made for a varied and exciting Performance Yachts category.

Best performance yachts

Winner best performance yachts 2023 – beneteau first 36.

Where once we could assume a cruiser-racer was a fairly standard format design, over the last decade it’s been much more the sexy, perormance yachts the Italian yards specialise in. But as French yards like Pogo and JPK have proven, there’s growing enthusiasm for lightweight planing yachts – and the First 36 is the first real production yacht in that spirit.

Here’s a yacht that puts the focus firmly back into sailing. The First 36 has been kept inviting and approachable – unlike many yachts that can plane, the look is modest, not aggressive. It’s uncomplicated, unfussy and the result is a pleasure for all to sail. It’s more about what you can’t see, the design and engineering, which should ensure longterm demand.

The small, fiddly heads compartment and lack of tiller options are perhaps the only real detraction from an otherwise brilliant collaboration by Seascape and Beneteau, from concept to build quality.

It was their goal to keep this area of the market relevant and prove a mainstream brand can do it, rather than only niche specialist yards. To create a mass produced yacht at this weight and to this foam-cored quality and one that can bring so much fun is a feather in the cap of the First brand.

Grand Soleil 40

The Grand Soleil 40 is an archetypal Med cruiser-racer, and an absolute delight to sail – a feature I’ve learned that Matteo Polli designs tend to share (he also drew the Ecoracer). We sailed the race set up with ORC keel (an IRC version is available too) and six winches, an extended bowsprit and a taller mast. It was one of my most memorable trials of the season in 10-12 knots, with the deep and forward positioned rudder giving plenty of control and lovely direct steering.

The three cabin interior can have one or two heads and different galley options, the cabins are a good size with modest stowage, and it’s all tastefully styled by masters Nauta.

Italia yachts 12.98

At 5ft longer and from the board of Cossutti (who Polli once worked under), the Italia Yachts 12.98 is another cruiser-racer in the same grain as the GS40, but with a markedly different looking white interior. We sailed the ‘Bellissima’ cruising version, which 80% of customers have opted for.

Italia’s yard is now in Fano and its one-shot infused vinylester build looks impressive. However, the deck lacks some refinement and practical stowage, while the three cabin interior isn’t voluminous by today’s standards.

This is a slippery yacht that has a lovely, light feel on the single rudder – the interior styling will be the deal breaker for most.

Solaris Yachts on the other hand has perfected its recipe, tripling its yard size to cater to demand for its sexy Acebal-designed performance yachts.

The Solaris 50 we tested in 2015 and which won this award was arguably the turning point that propelled the brand’s popularity. The owner of the new 50 we tested previously had the original 50 and a 58 and confirms this replacement has nearly the same space as the 58, yet is faster, more powerful and stable than its predecessor (we easily matched 7-8 knot winds under gennaker).

It heels onto its chine and accelerates well, while twin rudders provide ample control. The design prioritises helming experience but the yard needs to come up with a better helm seat option. The interior is well executed, especially the spacious forward owner’s cabin.

The Elan E6 is a big 47-footer, high and beamy and one that leans more towards spirited cruising with generous accommodation over racing. That said, extensive options allow you to tailor it either way, including foam cored furniture and a taller carbon mast for those looking for extra oomph.

It’s a fine collaboration between Humphreys Yacht Design, Gurit, Pininfarina and Elan, while an impressive standard spec includes a carbon sprit and six winches.

The E6 is fun to sail at various angles and gives a nice, sporty feel on the helm – it likes to heel but has plenty of grip and tracks well.

The cockpit is deep and comfortable, with good optional protection and there’s ample deck stowage. A really smart three (or four) cabin interior shows a high standard of construction, finish and styling. It is bulky and you pay for the size in weight, but it looks good and Elan knows how to build a great boat for the price.

Best performance yachts 2022

Winner best performance yachts 2022 – jpk 39fc.

Along with fellow Brittany yard Pogo, JPK has redefined the modern performance cruiser: stiff, stable and efficient to the max. For the keen sailor who wants to get the utmost enjoyment out of hands-on cruising, the JPK 39 is a superb design (and to my eye, an appealing one too), while the yard has done a nice job with the vacuum-infused construction and interior fit-out. The two-cabin version we sailed had plenty of stowage too.

It looks different, behaves beautifully and stands up to its canvas, is designed to sail efficiently with a loaded displacement, and has a deck set-up to encourage you to trim it to your heart’s content. My only slight negative is the unnerving mess the cockpit can become as there are so many control lines.

This lightweight blast will best suit experienced sailors and those comfortable with short-handed sailing. And it guarantees smiles.

Photo: Andreas Lindlahr/European Yacht of the Year

One such sports catamaran is the IC36, an exciting first offering from a new Czech brand that’s packed with fresh thinking. The first turbo version of this cruising catamaran (Independence) is built using a carbon fibre crossbeam, bowsprit, boards and rudders, epoxy hulls, plus a custom Pauger rotating mast, which all serve to keep weight below three tonnes.

It provided some spirited sailing, particularly when fetching at a measured pace of 10-13.5 knots with the code 0. The direct feel of tiller steering while seated in the low rotating bucket seats was a highlight.

The finish quality in the hulls is first class and there is somehow space for up to eight berths. The coachroof features a retractable bimini and removable vinyl side panels and solar panels, while the cockpit table, which includes an exterior galley, is also removable.

In fact the IC36 can be dismantled to 2.55m beam to make it legally trailable. It has so many options and ideas – too many perhaps – all reflected in the price.

Monohull enthusiasts will share our congratulations to J-Boats for its elegant new flagship. The J/45 won the hearts of the jury and made for a long drawn out decision against the JPK. In the end the two yachts will appeal to different sailors and tastes.

J has stayed true to its roots, yet still managed to bring a current, classy new offering. The unmistakable Alan Johnstone lines have been paired with a contemporary, warm European interior designed by Isabelle Racopeau, while much focus has been paid to the joinerwork and the invisible quality. We saw the two cabin version, which has an excellent technical cabin in place of the second aft cabin.

The J/45 is designed to still perform when loaded with cruising gear. True to J’s reputation, it was a witch upwind and could outpoint anything else during our trials. The compromise is that it won’t plane easily like a JPK or Pogo.

The Solaris 40 is another looker from Soto Acebal and the blue steel metallic hull colour of the test boat made the powerful hull shape really stand out.

We liked the recessed traveller, direct steering to the twin rudders, neat folding helm seats, clutches integrated into the coamings and the easy access to the side decks. However, the jury found the cockpit with its short benches and deck design a little too flat and minimalist.

The interior is smart and contemporary, again offered with two or three cabins with two heads it makes good use of the space.

One of the yachts I was looking forward to sailing most was the Pogo 44, and the only one shortlisted that I didn’t manage to! A collision with the photographer’s RIB shortly before my scheduled trial put it out of action.

However, my colleague Rupert Holmes did a full Pogo 44 test and report on it for Yachting World and describes the 44 as designed to thrill and unlike any other pure cruising yacht of its size. The stability from the beamy hull and deep lifting keel combines brilliantly with the ability to sail fast easily and in comfort. However some jury members didn’t like having to rely on an autopilot to use winches.

The interior is like a loft apartment, with so much natural light – it’s minimalist yet comfortable, spacious and practical for cruising.

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Performance Cruising & Racing Yacht Brokerage

Berthon are one of the very few International Brokerage houses with a dedicated Performance Cruising and Race Yacht Broker. Our broker Ben Cooper has been running the desk since 2005 and has been competing in the various regatta and one design circuits for many years and has an in-depth knowledge of the rating classes, various handicap rules, one design classes, and the trickle down into Performance Cruising.

We are delighted to offer some of the world’s most competitive racing yachts and budget conscious options that still have their day. On the Cruising side, we have some excellent yachts for sale that will deliver a sparkle and lower passage times, be less reliant on motoring yet remain comfortable and safe for the family.

Please do browse through the selection of listings below, if you would like any more information, or would like to chat through buying or selling process and the market, we are open 7 days a week and will be only too happy to oblige and I make a mean cup of tea.

Performance, Cruising and Racing Yachts

MaxZ86, WAY OF LIFE €690,000 / 2003 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Mylius 80 FD, CARBON ARROW 3 €4,000,000 / 2020 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Maxi Dolphin 75, KARMA €3,700,000 / 2018 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Felci 71, MARDOR €1,480,000 / 2006 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Custom B&R / Eric Goetz 68, ROUTE 66 US$650,000 / 1993 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Volvo Ocean 65, VO65 NO6 €400,000 / 2015 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Volvo Ocean 65, AMBERSAIL 2 €395,000 / 2013 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Botin 65, ARTEMIS US$1,250,000 / 2013 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

12-Metre Class, CRUSADER €330,000 / 1985 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Nautor Swan 60, CONCERTO US$375,000 / 1994 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Nautor Swan 53, GAIA €775,000 / 2005 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Oceanis 523 Clipper, SLOW GIN £230,000 / 2008 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Carkeek CF 520 #01, OYSTERCATCHER XXXV €1,300,000 / 2021 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Pegasus 50 Globe (DIESEL) €1,250,000 / 2025 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Pegasus 50 Electric, OAYA €890,000 / 2023 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Cookson 50, TestaCuoreRace €590,000 / 2004 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Beneteau Sense 50, BAILANDO €225,000 / 2011 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Polar 55, RUT VIII €545,000 / 2011 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Arcona 465 Carbon, MIKAELA €640,000 / 2017 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Reichel/Pugh 45, PTERODACTYL US$325,000 / 2006 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Nautor Swan 45, YESS TOO €320,000 / 2003 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Arcona 435 Carbon, ELINE V SEK6,750,000 / 2019 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Finngulf 41, AURELIA SEK1,950,000 / 2003 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Farr 40 OD – 082 €66,000 / 2000 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

CR 380 DS, ARDEA €225,000 / 2012 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Corby Spirit of Tradition, SPIRIT OF JOYRIDE POA / 1991 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Alfred Mylne Glen-Coats Gaff Sloop, DUET £35,000 / 1926 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

M32, TAND’M 32 SEK1,195,000 / 2016 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

Aston Harald M32, GAC PINDAR €90,000 / 2015 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

J/80, JERONIMO £18,950 / 2000 [wpv-post-field name='bb_builder'], [wpv-post-field name='bb_model']-->

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• Boats for Sale

Cruiser/racer for sale (sail)

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• Cruiser/racer

What is a Cruiser/racer?

A Racing Boat Cruiser/Racer is a sailboat designed for sailing in races and cruising comfortably. Boats in this category typically have a shorter keel length, wider beam, and a higher centre of gravity compared to most other cruisers, which makes them more suitable for racing. However, they often feature amenities such as comfortable cabins, galley, and heads, which makes them suitable for cruising. They generally have a wide variety of sail plans to allow them to be easily adjusted for different wind and sea conditions. A Racing Boat Cruiser/Racer’s design is often based on a range of racing rule parameters, and they are usually much lighter and faster than a traditional cruising boat.

Which manufacturers build cruiser/racer sail boats?

Manufacturers that produce cruiser/racer sail boats include Jeanneau , Shogun Yachts , Nautor Swan , Vismara and Wauquiez .

How much does a cruiser/racer sail boat cost?

A used cruiser/racer sail boat on TheYachtMarket.com ranges in price from £14,000 GBP to £2,930,000 GBP with an average price of £488,000 GBP . Factors including the condition, age, model and specification will affect the price of a cruiser/racer.

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• Custom Racing Yachts
• Elliott Design Fleet

We specialise in custom racing yacht design. Our clients' design  briefs and race aspirations determine the types of racing yacht they require.  Our successful track record in high performance yacht design is proven by the podium results achieved by our clients. Following are a few of our custom designed racing yachts.

Mari Cha IV

The design brief for the Mari Cha IV was to create the world’s fastest offshore racing monohull capable of breaking ocean racing records. Greg Elliott was a member of the design team. The yacht is built of carbon fibre and has twin masts 45m high and a canting keel Mari Cha IV is capable of speeds of over 40 knots.Mari Cha IV is the undefeated fastest monohull in the world. First monohull to sail over 500 nautical miles in 24 hours.

Elliott 100 Maximus

Maximus is a light displacement carbon fibre construction 100m yacht. Features include carbon fibre wing mast special and canting keel. Launched 2005. Podium Results Include Round the Island Cowes Race   Line Honours. Race Record Auckland to Tauranga   Line Honours Rolex Fastnet   Line Honours. 1st Handicap Rolex Trans Atlantic Challenge 1st handicap. 2nd Line

Elliott 100 Investec Loyal

Elliott 100 Investec Loyal  took Line Honours in the 2011 Rolex Sydney to Hobart.

Elliott 100 Ragamuffin 100

The Elliott 100 renamed Ragamuffin 100 in 2013 took Line Honours in the Transpac 2013.  Rolex Sydney to Hobart 3rd Line 2014.

Elliott 52 SuperSport Outsider

"Outsider" is a high tech 52 ft offshore and inshore racing yacht. Construction is carbon fibre. The hull form is well balanced, low drag moderate beam. Stability is enhanced with a canting keel. Highly competitive in IRC, the rig is optimised to incur no penalties whilst racing IRC.  Podium Results include:

Newport to Hamburg Trans Atlantic Race  Line Honours Kiel to Copenhagen  Line Honours Round North Island, New Zealand 1st Elapsed Time Baltic Sprint Cup  1st Line Overall Trans Atlantic Challenge 2015  1st IRC Div 2, 2nd IRC Overall

Elliott Open 50 - A Southern Man

A Southern Man was commissioned by New Zealand yachtsman Graham Dalton to compete in the Open 50 Class. Built in New Zealand and shipped to the USA before sailing across the Atlantic for the start of the Velux 5 Oceans Single Handed Race. A Southern Man proved to be very competitive against older generation Open 60s. Undoubtedly one of the fastest open 50 yachts in the world.

Elliott Open 50 - Venture II

The Elliott Open 50 was renamed Venture 11 when purchased by an Australian yachtsman for campaigning in local racing.  Competed in the 2013 Rolex Sydney to Hobart.

Elliott 11 Cruiser Racer

A custom designed cruiser racer capable of both offshore and inshore racing. The yacht is of composite construction. Simple handling systems enable the yacht to be sailed short handed. Bulb keel enhances stability and allows for a generous sail area. The interior layout is simplistic but functional. Launched in 2006, Mrs Jones has completed over 2000 ocean miles, including two circumnavigations of the North Island of New Zealand in short handed mode.

Elliott 50 Super Sport Sportivo

The Elliott 50 SuperSport design is a 50 foot canting keel yacht built of carbon fibre and sporting a  carbon fibre rotating wing mast. The first Elliott 50ss design was commissioned by a well known New Zealand yachtsman as a state of the art racing yacht for local and offshore racing. Sportivo showed impressive speed in her first race, winning the hotly contested RNZYS Night Race to Kawau and has gone on to achieve numerous impressive race wins since.

Elliott 50 Ran Tan 11

Elliott 50 ft, high performance, offshore racing yacht design. Some of the Elliott 50 RanTan 11s  podium Results Include: Wellington to Nelson  Line Honours  Race Record Record Kapiti Island to Ships Cove Line Honours Ships Cove to Wellington  Line Honours Mana to Picton  Line Honours Race Record SSANZ Round North Island Race Line Honours All 4 Legs Whangarei to Vanuatu Race Line Honours Race Record

Elliott 52 Primo

LAUNCHED: 1994 "ELLIOTT MARINE"  RENAMED: 1996 "PRIMO"  Since her debut race in late 1994 this awesome racing machine has: sailed some 60,000 miles, raced in events in New Zealand, Australia. USA, Hong Kong and Japan, slashed several records and thrilled and inspired numerous people throughout the world of yachting.

Elliott 52 Cocorin V

Cocorin V is now based in Tokyo.  Since her debut race in late 1994 this awesome racing machine has: sailed some 60,000 miles, raced in events in New Zealand, Australia. USA, Hong Kong and Japan, slashed several records and thrilled and inspired numerous people throughout the world of yachting. 

Elliott 45 Maverick

Elliott 45 Maverick. Built by Elliott Marine Ltd.Launched June 2000 as Kiwi Coyote. The concept and driving force of the Elliott 45 is to reduce the drag associated with sailing fast. To achieve this, the very latest in technology was used throughout construction. The result being the production of a lightweight, strong structure, which has highly efficient foils attached. Initial testing produced some very exciting results and the yacht continues to excel. This Elliott 45 was sold to Europe in 2006.

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• Sailboat Reviews

The Modern Classic Racer-Cruiser

40-year-old islander 36 proves to be a comfortable and fast ride..

The Islander 36 was built from 1971 to 1985, making it one of the longest-lived 36-footers ever on the U.S. market. More than 750 of the Alan Gurney-designed racer-cruiser sloops were built, with production spanning almost the entire history of Islander Yachts.

When it was first introduced, the Islander 36 seemed conservatively modern in appearance, with a flattish but concave sheerline, a fin keel, and a skeg-mounted rudder. The boat was designed as a racer-cruiser under the then-new International Offshore Rule (IOR) , but you would be hard-pressed to say that the same rule could create both the I36 and a modern IOR design. The Islander 36 was launched during the infancy of the IOR, before boat designers took advantage of the rules loopholes. As a result, its hull shape is undistorted and bears more resemblance to a modern fast cruiser than to a contemporary IOR racer.

While custom boats were the biggest force in racing in 1971, it was still possible to be competitive in local regattas with a production racer-cruiser. That all changed very quickly. Boats like the Islander 36-which were out-designed under the IOR but were still reasonably fast and easy to sail-served as the foundation for the movement that became the Model A of handicap racing: the Performance Handicap Racing Fleet (PHRF). And still today, I36s often take podium positions in PHRF races, particularly where I36 fleets are most popular, particularly in the San Francisco Bay area.

Even by todays standards, the hull proportions of the Islander 36 are nearly ideal for a modern racer-cruiser. The beam is moderate and carried well aft, offering fairly good hull volume aft, so that the boat does not squat excessively when cockpit lockers are loaded with cruising gear. Despite the age of the design, the I36 is not dated in appearance. You could even say that the boat is a modern classic.

The Islander 36 is predominantly a West Coast boat, but youll find them throughout the U.S. Most of the owners responding to our survey use the boat for daysailing, club racing, and coastal cruising.

Sailing Performance

Despite being designed as a racer-cruiser with an IOR Mk I rating of 27.9, the Islander 36 was not a particularly fast or successful IOR boat. However, under the PHRF rating system, a well-sailed Islander 36 is a reasonably competitive boat; many are still active in club racing, with the largest contingent in California, where conditions are a good match for the I36.

The Islander 36s rig is a simple, untapered aluminum spar stepped through the deck. It has two sets of spreaders and double lower shrouds. The shrouds are set well inboard, and genoa tracks are set just outboard of the cabin trunk to take advantage of the tight sheeting angles.

The Islander 36 is well-balanced under sail, although like many boats of its era with relatively small mainsails, you need a variety of headsails to keep the boat moving her best in all conditions. While this isn’t a problem on a crewed racing boat, todays fast cruisers tend to have slightly larger mainsails so that less-frequent headsail changes are required. The original I36 sailplan shows genoa overlaps as large as 180 percent; genoas that large are generally a nuisance to handle and tack.

Both deep and shoal draft keels were available on the Islander 36. Most boats have the deep keel, and this version of the boat is generally about six seconds per mile faster. The shoal-draft boat has an additional 150 pounds of ballast to compensate for the keels higher center of gravity.

The mainsheet traveler is positioned at the forward end of the companionway hatch. Late-model boats have a small molded breakwater aft of the traveler so that a companionway dodger can be installed. On boats without the breakwater, installing a dodger is trickier. Since the mainsheet is attached almost exactly to the middle of the boom, sheet loads are fairly high, and youll need a winch to trim the main in heavier air.

Original steering, mostly Edson brand, was the typical chain and sprocket with the steering cable led through sheaves to a quadrant clamped to the rudder post. The boat was designed with a tiller, but most owners have retrofitted wheel steering over the years. Since there are very few owner complaints about excessive weather helm, changing to wheel steering was more a matter of personal choice than necessity.

You will find slight differences in deck layouts, depending on whether the boat has been used predominantly for racing or cruising. On racing boats, the primary headsail-sheet winches are usually located on the forward portion of the cockpit coamings, with the secondaries aft. That position is often reversed on cruising boats. Likewise, racing boats may have most halyard and lift winches mounted at the base of the mast; cruisers use fewer winches, mounted on the mast itself. For shorthanded family cruising and daysailing-the type of sailing for which the boat is best suited-we would suggest larger-than-standard multi-speed self-tailing headsail sheet winches installed on the coaming, near the helmsman.

The I36s cockpit is very deep, which can make it challenging for some to see over the cabin when seated. Other cockpit features make it less than ideal for offshore work: cockpit drains are fairly small and there is no bridgedeck. To comply with the International Sailing Federations (ISAF) Offshore Special Regulations for offshore racing, the companionway dropboards would have to be fixed in place up to the level of the aft cockpit coaming, which would make it extremely difficult to get below.

Like most boats with a long production history, a variety of engines were used in the Islander 36-and most have been replaced over the years-making generalizations about performance under power difficult.

The I36 was first powered with an Atomic Four gasoline engine; that was followed by the undersized Palmer P-60 gas engine, the optional Perkins 4-108 diesel, and then the optional Westerbeke L-25 four-cylinder diesel. Islander even used a Volkswagen diesel engine, the Pathfinder 42 horsepower, in the 36 at one point, and by the end of the boats production run, a 30-horsepower Yanmar diesel was used. Most of these original auxillaries have since been replaced.

The most common replacement engines youll find in contemporary Islander 36s are Yanmars, usually in the 30- to 37-horsepower range. They are lighter, and with about a 2:1 reduction and a 13-inch three-blade, fixed prop, the I36 can approach 7 knots in flat water.

Given this wide variety of engines-some left-handed, some right-handed-and the mix of fixed, folding, and feathering props, Islanders will often pull from one side to another when backing up. With all but the smallest two-blade, folding props, skippers will need good seamanship skills for well-behaved backing into slips and docks. The knack is to get the boat moving astern with modest power, idle to keep speed under 2 knots, then use the large rudder and skeg to ease into a berth.

The Islander 36s interior finish is one of its best selling points. However, there are several interior-design shortcomings that are typical of boats of the early 1970s. Two of the biggest changes in boat interiors since then have been in navigation stations and galleys. The marine electronics boom had not begun in 1971. Loran C was new, and very expensive. Only hot race boats had wind instrumentation. Satnav was a far-off dream for recreational sailors, as were such things as personal computers and weather facsimile machines. For this reason, nav stations on cruising 36-footers in the early 1970s were rudimentary, when they existed at all.

The nav station of the Islander 36 is no exception. It is tucked away under the sidedeck, and the cabin sole in front of it slopes awkwardly upward. There are no drawers beneath the chart table, no good place for chart stowage. Theres no place to sit, and if you use the shelf above the table for electronics, theres no space for books. On late model I36s, there are drawers just forward of the chart table behind the port settee, but by modern standards, the boats nav station is nothing to brag about.

The shortfalls have given owners reason to use their sailorly ingenuity and a little creativity to come up with ways to add GPS, chartplotter, AIS, SSB, and radar instruments to the cozy nav station area. Youll find as many different solutions as there are I36s on the used boat market, and the I36 Owners Association website (www.islander36.org) offers some good examples.

The original I36 galley also is a relic from the days when a lot of people considered cruising in a sailboat just one step above camping out in a tent. The sloping cabin sole in the galley makes it difficult to work at the sink or reach the bottom of the icebox. There is relatively little counter space or storage space. There is no provision for galley ventilation except the main companionway, and without a dodger, the companionway cannot be left open in the rain because of the forward-sloping aft bulkhead.

A large number of Islanders were built with alcohol stoves, many of which have been replaced with propane or natural gas. Microwaves also have been added to current I36 galleys. Some I36s were produced with refrigeration systems, and many others have been added along the way. Pressure water systems are also common in todays Islander 36s, though not universal.

Aft of the nav station on the port side, there is a quarterberth tucked completely beneath the cockpit. The lack of ventilation in the quarterberth is a problem in warm climates, and its location is not one for the claustrophobic.

The main saloon itself is quite comfortable. The settees on either side are long enough to be comfortable berths. The starboard settee folds out into a double berth, but it is not the most convenient to set up or use. Above and behind each settee, there is a fair amount of storage space. Late model boats have lockers and drawers outboard of the port settee, while earlier boats have only a shelf. It would be fairly easy to build storage lockers in this area on an older boat, and many owners have.

Most boats of this size have fixed cabin tables, but the Islander 36s folds up against the bulkhead at the forward end of the main cabin. It is just possible to squeeze by the table along the starboard side when it is in use.

Ventilation is a weak point in the Islander 36, as it is with a lot of boats. Late model I36s have a ventilation hatch overhead in the middle of the main cabin; theres no reason you couldnt add one to an older boat. A hatch in the cabin trunk over the forward cabin provides fair-weather ventilation, but theres no provision for air?ow in bad weather. You can add cowl vents in dorade boxes, but the installation is tricky due to the vinyl headliner. The original foam and vinyl headliners had zippers to access the backs of fittings, but they tend to corrode shut. Many owners have opted to replace the headliners.

The head compartment is to port at the forward end of the main cabin, with lockers opposite on the starboard side. Headroom of over 6 feet is carried all the way forward. Drawers under the V-berth and a narrow hanging locker to starboard offer reasonable storage. A door at the aft end of the forward cabin can be secured in the open position to provide privacy for the forward cabin.

Conclusions

Unlike a lot of boats with long production histories, there are relatively few differences between the first and last Islander 36s. This means that youll likely be able to find a well-kept boat at a pretty good price. Most have seen systems upgrades and creative interior makeovers that make this modern classic a competitor for newer used production boats. The I36 also boasts a very active and large owners association, an invaluable resource for those buying-or thinking about buying-an older used boat. Since so many Islander 36s were built, theres a well-established used boat market, and you should not have trouble reselling one in the future, particularly if youre West Coast based.

Because of the cockpit design and relatively light construction, this is not the type of boat that we would choose for extended offshore voyaging, but there have been several I36s that have successfully raced from California to Hawaii, and a number have made circumnavigations. In our opinion, the I36 is best suited for coastal cruising, club racing, or even daysailing and weekend getaways.

As with any older boat, a careful survey is mandatory. Pay particular attention to the chainplates, gelcoat condition, rig, and the mast step. We would also look hard at the engine installation, fuel system, and the hull structure near the mast. Try working in the galley and at the chart table to see if you can live with them.

All in all, the Islander 36 is a well-mannered, fast-sailing boat, at its best in a breeze. With proper, modern sail-handling equipment, it can easily be handled by a couple for shorthanded cruising. With good sails and a smooth bottom, it is also can be a competitive PHRF club racer.

Owners Comments

The boat is easy to sail single-handed, especially with an autopilot. It has great speed and points well into the wind. It offers plenty of space for a single person or a couple for full-time cruising. I upgraded the galleywitha three-burner stove and oven, and replaced the holding tanks. Im still working with the original Pathfinder 42-horsepower diesel engine. It has plenty of power, butit isn’t always easy to find parts or someone to work on it. – Len Diegel; Katana, 1980 Islander 36; Lake Grapevine, Texas

The I36 is a fun and fast boat in most wind conditions, and it does respectable in its class in local races. Improvements that would make the I36 even better would be the addition of well-placed cabin handholds to aid in moving about the cabin in bad weather, and a better-designed navigation station, which is too small and offers no place to sit. – Jack and Anneke Wolf; Trillium, 1976 I36; Muskegon, Mich.

We purchased our I36 in 2012, from the second owner who had maintained it in like new condition. This boat must represent the very best value in a coastal cruising boat for the San Francisco Bay area. Having been a racer for 40 years, my wife didnt appreciate sailing with me until we bought this boat and settled into pleasure sailing. Comfortable, stable, quick, and roomy all describe our experiences. It has put the pleasure into sailing for us. – Gene Novak; Fantasy, 1980 Islander 36, hull #581; San Francisco, Calif.

We have sailed the boat in 80-mile-per-hour winds with no problem. The Islander 36 is the perfect daysailer-coastal cruiser. My only criticism is with the galley, which is poorly designed and not very functional. – 1972 model, Texas

This is an excellent boat for cruising. It can be singlehanded with the help of self-tailing winches. Our aluminum holding tank failed. – l977 model, California

We bought the boat for its appearance, reputation, and size. Its a great boat for San Francisco Bay and the Pacific coast. Weve sailed it south to the Channel Islands and north to Canada. – l978 model, California

Very fast for a comfortable cruising boat. The boat seems to be a good compromise between being light enough to sail well and heavy enough to be safe and solid. Gelcoat has crazed in spots. – 1979 model, Michigan

The intermediate and lower shroud chainplate is pulling out of the bulkhead. – l980 model, California

The only real problem with the boat is lack of ventilation. It is an excellent blend of sailing performance for the cruising couple or club racer. I suggest looking for an older model since they are often exceptional buys and are essentially the same boat that was produced until 1984. – 1973 model, Florida

The cockpit sole is flush with the companionway sill, which is not a seaworthy setup for going offshore. The aft bulkhead is too slanted to leave the companionway dropboards out when its raining unless you have a dodger. – l980 model, Maryland

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Best British cruiser-racer boats: Our pick of the secondhand market

• Peter Poland
• November 11, 2022

Cruising sailors who avoid racing designs could be missing out on the extra pleasure that comes from a boat that sails superbly in light or heavy winds, with or without a full crew…

Many sailors tend to steer clear of yachts dubbed as cruiser-racers when they’re browsing classified ads or brokerage lists in search of their first (or next) cruising yacht. I often wonder if they’re missing out on enhanced sailing fun by following this route.

Much of my early sailing experience was based on cruiser-racers such as the Nicholson-designed South Coast One Design (SCOD) and Nicholson 26, a Holman-designed Elizabethan 29, a French Samouraï quarter tonner and an Oliver Lee-designed Hunter 19 and Hunter 701.

In their different ways all these yachts mixed cruising (admittedly cramped in the Hunter 19!) with above average performance and handling.

And then there’s the social side of the sailing clubs that are at the heart of our sport. Whether you enjoy a cruise in company, a social get-together, occasional sessions at the bar, low key club racing or high-octane regatta weeks, sailing clubs come up with the goods.

Without these clubs and the volunteers who help administer them, our sport would have less to offer and provide fewer opportunities to get together with like-minded sailors.

Article continues below…

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Over a lengthy sailing career I’ve been lucky enough to enjoy countless happy hours – mainly pulling sheets – on all sorts of club races. And in the process I’ve made many friends. That’s the joy of cruiser racing.

Whether it’s as up-market as Cowes Week , as huge as the Round the Island Race , as muddy as Burnham Week, as chilly as a winter or spring series or as low key as mid-week summer evening racing, it guarantees splendid sociable sport.

And you don’t need to own an expensive modern yacht to join in the fun. Cruiser racing can encompass anything from a modest 22-footer up to a sumptuous Swan. Splitting the fleet into separate divisions takes care of size variations and the results are calculated using a variety of handicap systems.

When assessing a yacht’s likely performance, motion and behaviour at sea it’s important to take account of its displacement, ballast ratio, DLR (displacement to waterline length ratio), SA/disp (foretriangle and mainsail area to displacement ratio) and Ted Brewer’s Comfort Ratio (a complex formula that assesses a yacht’s motion at sea based on waterline beam and weight etc).

The crew of this Hunter Impala seem to be enjoying their Round The Island Race in The Solent. Photo: Peter Brogden / Alamy

Lower DLR and Comfort Ratio and higher SA/Disp indicate faster sailing.

The day I asked David Thomas to design a new Hunter cruiser-racer was – with the benefit of hindsight – the day that Hunter Boats’ fortunes took a dramatic turn for the better.

It was also the day that David embarked on his career as the leading British designer of One Design cruiser-racers: although One Design racing was not part of my initial brief.

I simply asked for a boat of around 22ft that would have more beam and offer better accommodation than other cruisers of its size, look attractive, handle nicely, take strong wind in its stride and win races under its IOR handicap. Looking back, it was a request that bordered on mission impossible.

Hunter Sonata

When the wood hull plug for the Hunter Sonata (Displacement 2,460lb, ballast ratio 41%, DLR 175, SA/disp 17.3, CR 11.1) arrived at Hunter’s Essex factory, we made a mould and then tackled the deck plug.

But once we’d framed up the coachroof and draped it with material to see what it looked like, my business partner Derek Chardin and I reckoned it could go higher, thus winning two more inches of headroom in the cabin.

So we took a unilateral punt and did precisely that. Once it was planked up we invited David Thomas to the factory and heaved a sigh of relief when he said it looked very elegant.

A Hunter Sonata from Scarborough Yacht Club racing on the North Sea in South Bay, North Yorkshire. The yacht in front is a Hunter 707 ‘sports boat’. If you plan to go racing you should inform your insurers to be sure that racing risks are covered. Photo: Damien Taylor / Alamy

The Sonata’s spacious interior was unusual for a mid-1970s design. The settees stretch under the cockpit to create quarter berths, and there’s enough width to incorporate another DT ‘special’ – simple pilot berths offered as an alternative option to fixed side shelves.

The galley butts against the main bulkhead while the forepeak accommodates twin V-berths and a heads. David and Derek also perfected a simple, light and strong ‘box girder’ system of plywood structures to provide the basis for the accommodation plus overall rigidity. This was jigged then bonded into the hull (while still in its mould) before the deck was attached.

As a result, finishing off the interior became a simple procedure; both for the Hunter workforce and – more relevantly – for clients who bought the boats as kits. This was an important part of the business as owners traded their way up the Hunter range; building, then sailing, then selling, then building bigger.

At the 1975 Earls Court Boat Show we handed out provisional leaflets showing our new but as yet unlaunched Sonata. DT’s reputation as a designer was invaluable and several sailors liked the look of her so much they put down deposits.

Things were on a roll before anyone saw, let alone sailed, a Sonata. We had another stroke of luck when Peter Hornbrook, an existing Hunter owner, ordered a Sonata and said he’d like to become class secretary and help set things up.

David Thomas also ordered his own Sonata and helped create Sonata One Design class rules. And the rest is history… Sonatas won races galore and became the first RYA-recognised National One Design cruiser class.

To this day, Sonatas are popular as speedy coastal cruisers as well as One Design or handicap racers. Back in 1979, Yachting World said: ‘She is fun to sail yet seaworthy enough for short cruises.

As the Sonata has already shown herself capable of out-sailing larger boats, she is worth racing in handicap events where there is no one-design class.’

Hunter Duette 23. Photo: SailingScenes.com

Hunter Duette 23

Later, we asked David Thomas to design sleek twin keels to go under the Sonata hull and rig and called this the Hunter Duette, followed by a stub keel and centreplate Sonata. Several were bought by RYA Sailability.

Then, as a final throw of the Sonata dice, we asked David Dyer to draw a completely new deck that could provide standing headroom, an aft heads compartment and an aft double berth.

The Hunter Horizon 23 (LOA 22ft 9in, Disp 2,745lb, Ballast ratio 52%, DLR 205, SA/Disp 17.6, CR 12.6) and 232 twin keelers showed how a successful Thomas racing hull could morph into an even more spacious fast cruiser.

Proof of this bionic cruiser’s ability was the 2021 Sailor of the Year Award won by 82-year-old Murdoch McGregor for his 1,900 mile 10-week single-handed sail around the UK in Artemis , his Hunter Horizon 232. At the same time he raised £10,000 for the charity Mental Health UK.

The previous year, 15-year-old Timothy Young had also set off to sail solo around the UK in a Hunter Impala 28 (LOA 28ft, disp 4,300lb, ballast ratio 44%, DLR 154, SA/disp 20.33, CR 14) showing that David Thomas’s second One Design for Hunters was as capable a cruiser as a racer.

Hunter Impala 28

The Impala 28 came into being after a group of sailing pundits decided to select three new offshore One Design classes. The OODC (Offshore One Design Council) invited proposals for a 28-footer, a 34-footer and something in between. So David Thomas showed me the plans of his new 28-footer and told me that Hunter should build it.

The Impala’s development and build processes were like the Sonata all over again; but bigger. One unusual feature was the pivoting outboard motor system located in a central stern locker. It was cheaper than an inboard, made life easy for kit builders and was simple to install.

The Impala’s interior was also unusual for its time. Settee berths extend under the cockpit seats and their backrests hinge up to create two comfortable pilot berths under the side decks, safely suspended by lines and lee-cloths and ideal for off-watch crew on night passages.

Hunter Duette 23. Photo – David Harding

The galley is forward to starboard and an ingenious full size chart table hinges down beside the main bulkhead opposite to port. The enclosed heads compartment is just ahead of this and the forepeak contains twin berths.

Overall, Thomas designed a simple and practical seagoing layout that was as good for cruising as it was for racing.

The Impala duly won the OODC’s 28ft slot. It excelled as a One Design, frequently beat top Half Tonners in IOR regattas and also made a great fast cruiser. As ever, Thomas was on hand to help the class he had created.

In later years an IOR rule change led to him add a 3in lead shoe to the keel base, then the association changed the rules to permit an inboard diesel. Otherwise little has changed.

Just like the Sonata, the Impala Class is still active and the boat remains a potent weapon in IRC club cruiser-racing. Thomas’s evergreen designs do as well under today’s IRC rules as they once did under IOR and CHS handicaps.

As was Hunter’s wont, the Impala hull (with an elegant new extended counter stern) was also used to create a new twin keeled cruising variant.

The Hunter Horizon 30 adds an extended, elegant counter stern to the Impala’s hull

Hunter Horizon 30

Named the Hunter Horizon 30 (LOA 30ft, disp 7,264lb, ballast ratio 43%, SA/disp 19.8, CR 22.5) this had a new deck design and interior layout featuring a twin berth forecabin, a conventional saloon with table, an aft chart table (port) and galley (starboard), an aft heads compartment and a separate aft double cabin.

It’s a tribute to Thomas’s original Impala 28 hull design that, with this elegant new deck, the Horizon 30 has ample headroom and space for an aft heads and double cabin without having to resort to an ugly fat stern. It all adds up to a great cruiser with race-boat genes.

Say the word ‘Sigma’ to many cruising sailors and they might reply that these are racing boats and they wouldn’t want anything so quick or demanding.

This would be a shame, because they could be missing out on the extra pleasure that comes from a boat that sails superbly; either in light or heavy winds, with or without a full crew.

The David Thomas-designed Sigma range – the 29 (1983), 33 (1979-1991), 36 (1979), 362 (1983), 38 (1988) and 41(1982) – first hit the scene back in the late 70s with the Sigma 33.

A Sigma 33 sailing at Cowes Week 2005. Photo: Gary Blake/DPPI Media/Alamy

This was marketed as a One Design cruiser-racer and to this day there are fleets of Sigma 33s racing around the cans along our coastline.

Many cruiser-racers spawned by the IOR rule in those distant days have a lot going for them. They are beamier than their RORC rule inspired predecessors, providing more initial stability and increased space down below.

Some had pinched narrow sterns but most were of medium displacement and their sterns were moderately wide.

Sigma 33 Workout under spinnaker during the 2015 Round the Island Race. Photo: Niall Ferguson/Alamy

The Sigmas remain balanced and well mannered, even when sailed overenthusiastically. The Sigma 33 (LOA 32ft 6in, disp 9200lb, ballast ratio 38%, DLR 227, SA/disp 17, CR 22) proved her seaworthiness when the prototype boat successfully weathered the worst of the infamous 1979 Fastnet storm.

Thirty years later 29-year-old Will Sayer sailed his Sigma 33c (a masthead rigged, shallower draught cruising version of the 33 OOD) to overall IRC victory in the single-handed OSTAR race from Plymouth to Rhode Island.

His 33c Elmareen was the smallest boat in the race and finished in 16th place on the water, winning her class (and overall) on IRC handicap.

In the same 2009 OSTAR, Marco Nannini’s Sigma 36 British Beagle (LOA 36ft, disp 12,350lb, ballast ratio 34%, DLR 232, SA/disp 18.2, CR 23.9) was first to finish and overall handicap winner in the IRC3 class. Whether sailed single-handed or fully crewed, these Sigmas are balanced and seaworthy yachts.

Since then, hundreds of Sigmas have sailed thousands of miles. And many are now owned by enlightened cruising sailors who have no intention of going anywhere near a race course. But such owners have the knowledge and experience to recognise a good thing when they see it.

They regard sailing upwind as a pleasure rather than a penance and they enjoy the sensation of sailing quickly and efficiently – as opposed to bouncing around in the same hole in the water or crabbing sideways towards their destination.

Back in 2001, Yachting Monthly ’s comment on the Sigma 36 could equally well apply to the entire range: ‘…. the Sigma 36 is beautiful to sail. There are not many yachts that can compare. She gives a huge feeling of security… backed up by fabulous handling.’

Sigma 38s enjoy close racing at Cowes Week. Photo: Johnathan Smith/Alamy

The larger Sigma 38 OOD (LOA 38ft, disp 13,750lb, ballast ratio 42%, DLR 206, SA/disp 19.33, CR 23) and Sigma 41 (LOA 41ft, disp 19,000lb, DLR 229, SA/disp 16, CR 29.5) are equally popular as capable offshore cruisers.

My most memorable Sigma experiences were on a Sigma 362 (LOA 36ft, disp 12,400lb, ballast ratio 41.6%, DLR 252, SA/disp 17.8, CR 24.4). This successful model sold in large numbers from the early 1980s to the early 1990s and was the first Sigma hull of its size to adopt the contemporary accommodation layout.

Unlike the 33 and 36 (from whose hull she evolved), the 362 has an aft stern cabin with a double berth and a sizable aft heads compartment with shower. The boat is long enough to accommodate these features while still retaining a graceful and moderate stern.

Amidships, the hull features a touch of tumblehome. This not only looks beautiful, it also creates extra buoyancy in the right place as the yacht begins to heel and puts the maximum beam where it’s most useful from an ‘inside space’ point of view.

So why don’t modern cruisers have tumblehome? Tumblehome means the builder has to make a split, as opposed to one piece, mould to get the hull out and this puts up the price.

And the extra labour needed to lay up the hull in a two part mould and then polish out the flash marks where the mould is joined means extra time. And time is money.

The 362’s hull lines are the same as those of the sportier 36. Her well-proportioned new coachroof design is nicely styled and provides ample space and headroom below without looking too high or sacrificing the wide side decks.

The 362’s rig, however, makes concessions to family cruising. Instead of the racier (and taller) fractional rig on her Sigma 36 sister designer Thomas gave the 362 a slightly shorter mast featuring a masthead rig.

Thus the genoa becomes a bit larger and lives on a headsail roller, while the mainsail becomes smaller and is easily tamed by efficient slab reefing and a system of lazyjacks.

The owner of the 362 I sailed said the only drawback was that the repositioning of the mast changes the boat’s trim slightly, so small puddles can remain on the side deck right aft.

My first experience of the Sigma 362 was on a race. Alastair Chilston and his co-owners had entered Thembi in the Round the Island Race. When I came aboard, I discovered (to my relief) that Alastair had enlisted one crew who was an experienced racing helmsman.

Thembi ’s forward facing nav station. Photo: Peter Poland

The boat also had a nice new fully battened mainsail and a fancy looking light No1 genoa. Alastair’s youngest son looked as though he had all the makings of a nimble foredeck hand, so things looked promising.

The skilled guest helmsman made an impeccable start and kept us clear of the close tacking tangle. When sailing in such a big fleet clear air is essential. Then, from the Needles on, the powerful masthead spinnaker pulled like a train.

On the final long beat the genoa set beautifully and Thembi continued to climb through the fleet. I’ll never forget the delightful feel on the wheel (with one finger on one spoke) as she ate up the miles to windward with effortless ease and sailed past larger and racier yachts in the process.

Interior of the Sigma 362 Thembi that Peter Poland raced on in the Round the Island Race then later cruised in the Ionian… four male crew can tend to be untidy!

We knew, as we crossed the finish line, that Thembi had done us proud. But a first in Class and Division came as a complete surprise. If we’d gone easier on the refreshments off Ventnor we could probably have saved another one-and-a-half minutes and carried off the top prize.

My second, and considerably longer, sail on Thembi could not have been more different. I was part of a motley crew of four for a week’s fun on a ‘boy’s outing’ in the Ionian. Alastair had had enough of spiralling Hamble mooring costs and decided to sail Thembi to warmer and cheaper climes.

He’d already visited Ireland and Brittany on long summer cruises and enjoyed a trip across Biscay and back to visit some rias in Northern Spain.

Some might think that four large chaps would find living aboard a 36ft cruiser-racer for a week a bit of a squeeze, but that wasn’t the case. The 362’s interior provides the ideal compromise between seagoing efficiency and harbour comfort. That’s the benefit of using a designer who is also an experienced seaman.

Starting in the bow, the 362 has a generous sized forecabin. Despite being 6ft 2in tall, I happily shared this with a spare sail or two. With an infill in place the berth is wide and long enough to qualify as a genuine ‘double’.

Sigma 362 Thembi cruising in the Ionian. Photo: Peter Poland

There are also full-length under-deck lockers either side, plus a hanging locker (starboard) and a washbasin (port). So stowage and ablutions are well catered for.

In the spacious main saloon, the U-shaped settee to port converts into a double berth. Outboard of the starboard settee, this 362 featured an option derived from the 362’s racing pedigree – a pilot berth.

In heavy sailing conditions this makes a snug and secluded corner for an off-watch crew. When in cruising mode, it becomes a stowage area into which untidy crew can dump bulky objects.

The navigation and galley areas are located aft, at the foot of the companionway steps. Both are large for the size of boat and work well.

The chart table faces forward and is surrounded by useful lockers and drawers while the galley has a substantial work surface and usable lockers – when the doors are slid open the contents don’t fall out in a jumble.

The deep ice-box and double sink are big and work well. It’s hard to believe that this functional and user-friendly layout was designed so long ago.

The spacious aft heads compartment is also a surprise in such a sleek hull. Indeed, it’s big enough not to look out of place in a modern wide-stern cruiser. And much the same can be said of the aft double cabin on the other side of the boat. The bed is big, yet there’s still space for hanging lockers and shelves.

Perhaps the clearance beneath the cockpit sole is slightly less than one might find on a modern, high freeboard cruiser, but it’s still ample to do the job. And it’s a small price to pay for owning a thoroughbred, proper looking yacht.

Despite her age, Thembi ’s rig and equipment were mostly original – which speaks volumes for her solid build. The Kemp (now Seldén) spars looked in excellent condition, though the standing rigging had sensibly been replaced as a matter of course.

The original Volvo inboard thumps along happily. “It’s serviced regularly. They say the first part of these engines likely to give trouble is the gearbox”, said the owner. “But, so far so good.”

The only thing that caused a brief worry was the DeepSea stern gland. But this was only because a service engineer had removed an extra jubilee clip that the owner had wisely clamped onto the prop shaft immediately ahead of the seal to stop it slipping.

A new stainless steel fuel tank lived under the aft double berth. This was a Spanish replacement for the original mild steel tank that rusted through then dumped its smelly contents into the bilge. Access to the tank and stern gland is achieved by lifting the bunk boards.

The interior fit out will be familiar to any Moody owner. This is because, like production Moodys of that era, all Sigmas were built by Marine Projects. The finish in teak-faced ply and solid teak trim is sound and functional.

The interior tray moulding supporting bulkheads and bunk structures is neat and unobtrusive. Moulded side linings inside the roof are nicely matched in colour and texture to the vinyl material glued to the headlining panels.

In places the vinyl had come unstuck, but this is easily rectified. The cushions throughout the boat were also original, and in excellent condition. What’s more they are comfortable to sleep on – even in the sticky heat of Greek nights after overindulging in Greek tavernas.

Since it was hot, we saw a lot of the cockpit. It’s typical of a Thomas design and is spacious yet not too wide. With the helmsman aft behind his wheel, there’s comfortable room for three or four more ahead. Sheet winches are sensibly positioned and the mainsheet track spans the cockpit. So it’s easy to adjust sheets.

A cockpit table folds neatly away against the wheel pedestal when not in use – which was not often the case on our Ionian cruise. And to prevent crew from tumbling down the companionway, solid and seamanlike grab rails surround the opening and come easily to hand.

About the only sign of age in the cockpit was the condition of the teak decking panels (made of ply) set into the seats. But that’s par for the course on many production boats of this era.

And how did she sail? Being in the Ionian in June, the answer was not very often. Many a mile was covered under engine, with the original trusty Autohelm connected up to the wheel. But when the wind did blow, Thembi was a joy to sail.

One evening we enjoyed an unforgettable and long spinnaker run in a rising breeze as we approached Paxos. With the wind initially on the beam and the spinnaker set shy, the boat charged along at 7+ knots.

What’s more she was so well balanced when the wind went further aft that she let the Autohelm steer her – without collapsing the spinnaker. “The Autohelm’s steering the boat better than I did,” muttered one crew member.

But that’s the sign of a sweet and balanced hull – if you set the sails properly, it should rarely leave its groove.

On another memorable occasion we had a stomping beat back towards Levkas. With a couple of rolls in the genoa Thembi reeled in fat charter boat after fat charter boat as they sagged off to leeward while she climbed effortlessly up to windward.

I sat on the lee side of the cockpit with a finger looped around one spoke of the wheel, just watching the woollies on the genoa luff and helping her on her easy and speedy way.

That’s the joy of steering a well-designed yacht. Who would swap such a splendid sensation for a larger stern cabin? Maybe a charter company, but not me.

The Sigma 362 achieves an admirable balance between creature comforts, sailing performance and good looks, which is all that I’d ask for in my ideal cruiser. A well-maintained and re-engined 362 would do nicely.

Sigma 38 Beefeater racing at Cowes Week back in 2007. Photo: Gerry Walden/Alamy

The Sigma 38 also makes a great cruising yacht. An owner once summed up the 38’s appeal well when he told me: “It is interesting how, as classes wax and wane, the Sigma 38 still hangs in there.

Sigma 38s win in RORC, JOG and, when organisers take them out of One Design, they win under IRC inshore as well. Much of this is down to an enthusiastic bunch who run the Sigma 38 class association website , which is gradually being improved as a resource to help keep these boats going.

“One problem is that the 38 makes a seriously good cruising boat as well, which might dilute the racing. But most folk are attracted to them because they want to do both – and it would be difficult to find another boat that covers both these roles without spending more than double the money. But then I am probably biased!” He is, but then again he’s right.

When considering buying any well-used yacht, including a Sigma, it pays to employ a reputable surveyor. Hugo Morgan-Harris of surveyors Saunders Morgan Harris sails a Sigma 38 so knows what to look for on this and other models.

The Sigma 38 Association also offers useful advice about buying a Sigma (see their website). My own Sigma 362 experiences suggest that if they’re still there, any original mild steel fuel or water tanks will need replacing!

Sixteen-year-old Jessica Watson crosses the Sydney Harbour finish line of her unassisted solo voyage around the world in her S&S 34 Ella’s Pink Lady . Photo: Christophe Launay/DPPI Media/Alamy

The S&S 34 (LOA 33ft 6in, disp 9,195lb, ballast ratio 58%, DLR 290, SA/disp 16.5, CR 24.3) is another all time great cruiser-racer that has many fans.

It was built in the UK from 1968 and also in the USA and Australia. From the day Edward Heath became an owner, the S&S 34’s fame spread. Heath won pots galore, including the Sydney Hobart Race in his first S&S-designed 34 Morning Cloud .

Many S&S 34s built in Australia have circled the globe, including the remarkable Jessica Watson and her S&S 34 Ella’s Pink Lady . When she finished her non-stop 23,000 mile solo circumnavigation via the Roaring Forties in 210 days, Jessica was still only 16. You can read about it in her book True Spirit .

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

S&S 34. Photo: Sailingscenes.com

When I asked her ‘why a 34?’ she explained: “The S&S 34 was the obvious choice for the voyage. I just couldn’t ignore its amazing track record. I would have struggled sailing a bigger boat and I needed a boat that would comfortably handle multiple knockdowns.

“Also it was really important to have a boat that could sail into +30-knot wind and huge seas. Very few modern boats could do that.”

Experienced delivery skipper David Thompson was another owner to sing the S&S 34’s praises, saying: “The owner before me did four transatlantics in her, including the OSTAR.

“She’s what I call an offshore boat… very stiff, seaworthy and goes like a train to windward if it’s blowing hard. The raised sheer at the bow makes her a dry boat for her size. She has a big skeg rudder that’s unbalanced, as on many boats of that era.

“The pinched stern makes her a bit of a handful going downwind at speed, but the big rudder would always haul her back. With the powerful keel and strong construction one could hang onto lots of sail if the wind got up a bit.”

Anyone looking for a more modern cruiser-racer also has plenty of choice. Most of the many boats designed by Rob Humphreys make versatile cruiser-racers. The 32ft 9in Elan 333 (1999) is a good example.

A high SA/disp ratio of 20.72 and low DLR of 166.35 add up to speed; while a ballast ratio of 38% (with a CG-lowering bulbed keel) promises stability.

As an added bonus, the modern interior layout is well thought through and she’s also a pretty boat. If her size does not suit, the Elan 31 (2002) and 340 (2006) are worth a look.

The J109 (2004; LOA 35ft 3in) cruiser-racer has also been successful. Its 10,900lb displacement, SA/disp ratio of 21.3, DLR of 171.51, and bulbed lead keel (ballast ratio 35.78%) explain why this yacht really shifts, while its Comfort Ratio of 20.4 suggests an easy motion.

And note that J boats go for lead keels. These cost much more than cast iron, but are so much better in so many ways. The J109’s bowsprit and asymmetric downwind chute is suited to cruising as well as being potent around a racecourse.

The interior has a modern layout with a heads compartment and double cabin just aft of the L-shaped galley and forward-facing chart table. Forward are two saloon settee/berths, two hanging lockers and double forepeak berth.

Leading European builders such as Jeanneau, Beneteau and Dehler have also offered successful cruiser-racers down the years. However these days they tend to concentrate on larger yachts that also appeal to the charter markets.

If a brokerage cruiser-racer appeals, it’s still important to use an experienced surveyor and study any relevant owners’ class association facebook pages or websites.

Any boat that appears to have been raced hard needs careful scrutiny. But find the right one and you should get a lot of fun for your money. And if you plan to go racing, be sure to tell your insurers first.

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2022 Boat of the Year: Best Midsize Cruiser (Under 40’)

• By Cruising World Editors
• December 15, 2021

During and in the four days immediately following the US Sailboat show in Annapolis, Maryland, the  Cruising World  judges inspected and sailed on 27 boats vying for recognition. Learn more about the boats in our  2022 Boat of the Year  »

Once upon a time, midsize cruisers, 30 to 40 feet, dominated the market, and harbors across the US were filled with what were once considered to be “big” family sailboats. In this size range, a boat could sleep six or seven crew, with some models even offering one or more private staterooms. These boats often offered amenities such as hot and cold pressurized water, a shower and refrigeration, and they were capable coastal cruisers, while some went on extended voyages, including circumnavigations.

Sadly, the proliferation of midsize sailboats—and dozens of American builders launching them—is no longer the case. In fact, in this post-pandemic era, the midsize cruiser is an endangered species; the major overseas production boatyards have largely abandoned the entry-level buyer in lieu of manufacturing bigger boats that address the demand for three, four and even five private cabins, often with en suite heads. But all is not lost for sailors looking for new boats under 40 feet because there are still several companies knocking out quality vessels in well-designed packages that will get you just about anywhere you wish to go. Here’s a trio of craft that fits that bill and, collectively, they made a splash at the U.S. Sailboat Show in Annapolis, Maryland this year.

The “C” in German builder Bavaria’s C38 is for “cruising,” and more specifically, as stated by company reps, family coastal cruising. It’s a sweet spot for the under-40-foot market, and Bavaria has managed to pack a lot of punch in that length overall. Hard chines maximize the interior volume, and the three staterooms in this roomy two-head 38-footer are expansive and impressive. BOTY judge and yacht designer Gerry Douglas noted the wide radius of the bow, which allowed the owner’s cabin below to be pushed far forward, making the most of the interior space.

Twin wheels have become the rule, not the exception, in contemporary cruisers, and the Bavaria’s are stationed well outboard, which provides plenty of visibility forward and a nice passage from the cockpit to the drop-down transom and boarding ladder. Sail control lines are led aft to winches at either wheel. The boat our judges sailed had an easy-to-manage self-tacking jib and an in-mast furling main; an over-lapping genoa is available for owners looking for a little more oomph from the rig. 

The C38 was designed by Cossutti Yacht Design, a firm known for slippery hulls. Underway, its single rudder felt responsive, and on a close reach, the boat scooted along nicely. 

Overall, judge Ed Sherman thought its stated purpose—”a family coastal cruiser”—was an honest and straightforward one.

The Sun Odyssey 380 is the fourth boat in Jeanneau’s line of cruising sailboats to employ the walk-around deck that has earned a host of awards and recognition in Boat of the Year circles. Rather than having to climb over the coaming to reach the deck, the side deck slopes down as it passes the cockpit, so crew can simply walk around either of the two helms and stroll forward. An added bonus is the height of the rear pulpit railings and lifelines as one makes the transition.

This latest design from performance-oriented French naval architect Marc Lombard combines a host of go-fast features: twin wheels and dual rudders; an integrated bowsprit for setting quick-reaching and running sails; a high-aspect rig that will acquit itself well not only for speedy passages, but also for those inclined to mix it up on the club racecourse. 

The boat we sailed had a traditional main and boom sail pouch, which was a refreshing change from the in-mast furling sails many of the other boats in the fleet carried. Rather than fairleads mounted on genoa tracks, the over-lapping jib’s sheets are run through friction rings that can be adjusted up and down, as well as in and out, an arrangement that allows for true fine-tuning of the sail’s shape. The result, well, let judge Tim Murphy weigh in here: “It really was a lovely boat to sail. Boy, and we got out there this morning, the breeze was light and you really, really felt the pleasure of going sailing.”

The 380 was comfortable, as well. Down below, the layout is traditional, with a simple saloon incorporating the galley, dining area and nav station. What’s not broken need not be fixed.

Rounding out this category was a very different boat, the Hallberg-Rassy 340 , built in Sweden at a yard renowned for its bluewater cruisers.

At 80, the great Argentinian naval architect Germán Frers is a living legend, with an unparalleled career designing everything from high-end race boats to superyachts. But Frers is nothing if not versatile, which he proved with this beautiful, twin-wheeled cruiser. Judge Ed Sherman summarized its winning appeal: “We started our sea trial with no wind, then it built slowly. And this boat sailed beautifully. It’s such high quality; it’s high-end, furniture-grade interior versus the Ikea treatment we sometimes see. What an impressive boat.”

The other judges were not far behind in their praise of this twin rudder, twin wheel boat—quite a change of pace for the builder, though it allows for beam to be carried farther aft, creating additional volume for accommodations below. 

In describing the design brief, judge Tim Murphy recalled that the importer of the boat described it as being intended for a cruising couple to go out for a weekend, a week or a month. In practical terms, this translates into adequate storage, a workable galley and accommodations that allow a crew to feel secure and stay rested, both underway and at anchor.

Said Murphy, “I love the interior of that Hallberg-Rassy maybe more than any boat in this year’s fleet. I loved being in that space.” And his colleagues did too, which is how the 340 came to be named Best Midsize Cruiser (Under 40’).

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Want to See America’s Cup Racing Up Close? These 9 Yacht Charters Let You Watch From the Water

Options range from 200-foot-plus superyachts with side trips to ibiza to intimate sailing vessels catered by michelin-starred chefs. let the races begin., jemima sissons, jemima sissons's most recent stories.

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Next week, when the 37 th Louis Vuitton America’s Cup kicks off in Barcelona with its opening ceremony, the contest that began in 1851 with a race around the Isle of Wight between the fastest British and American sloops (the yacht America won handily) will come back to Europe for the first time in 14 years.

The move to the Catalan capital from the 2021 event in New Zealand will make it more accessible to sailing fans in Europe, and even North Americans who want to view the fast, technical AC75 foiling boats in person. Barcelona has been preparing itself for a surge of spectators for the “return” of the Cup, which was held twice in Valencia, Spain, in the aughts.

The America’s Cup may be billed as “the race with no second place,” but it takes three months of racing and four events for one of five Challenger teams to win the Louis Vuitton Cup, and that winner will race Defender Emirates Team New Zealand in the America’s Cup final. The racing runs from August through October, and this year includes a first-time all-women’s America’s Cup as well as an event for the world’s best youth sailors.

Having Barcelona as a venue was a smart move, partly for the gorgeous beaches fronting the race course on the Med. But there is also the city’s magnificent architecture and sense of history as well as vibrant arts, culture and, of course, no shortage of Michelin-starred restaurants.

There are many five-star hotels in the area, but the smartest and most thrilling way to see racing is by water. The vessel options are wide-ranging—from weeklong superyacht charters to luxury suites on a cruise ships to day trips on sailboats with Michelin-starred cuisine. Many can be combined with on-land stays and even cruises to other parts of Spain as part of the itineraries.

One important note: Four zones adjoining the race course allow spectator boats. Before chartering a vessel, be sure to find out which zone the boat will operate in, because that impacts how close you are to the racing.

Here are 9 options to suit the most avid Cup aficionados or those visiting Barcelona who want to sip champagne and watch the AC75 foiling boats battle it out.

Superyacht ‘Resilience’

Edmiston is offering charters aboard the 212-foot Resilience during the America’s Cup. The ISA-built superyacht, designed by Enrico Gobbi, features a mosaic-tiled pool, circular fire pit and a BBQ for a ringside lunch. Post-race pampering comes via the steam room, sundeck jacuzzi and gym, and there’s even a self-playing Edelweiss piano and projector for evening entertainment. The vessel sleeps 12 across seven cabins. From September 16, weekly charters start at about $645,000 (€600,000).

Explora Journeys

The soon-to-be-launched Explora II looks very much like its sistership, the Explora I : onyx finishes, self-playing Steinways, on-deck Technogym bikes, a spa with a Himalayan salt room, Dunhill cigar den and a wine cellar boasting decades-old Chateau Latour. With 461 luxury suites, how was the Explora II chosen to become an America’s Cup viewing platform? The idea came from the top down. 

“I love sailing and believe the Med is the most beautiful sea on earth,” Pierfrancesco Vago, executive chairman of the cruise division of MSC Group, told Robb Report during a visit aboard Explora I in Barcelona. “We thought if only our customers could also experience [the America’s Cup], we can call it the ocean state of mind.” 

Explora II launches in mid-September, with itineraries planned to coincide with the different Cup events. On October 6, the vessel will be in port for the Louis Vuitton Cup Final and Puig Women’s Races. Guests can take a walk to the official race village and experience its excitement before watching the races from their suites. A 10-night journey starts from $5,210 per guest.

The Almanac Sailing Experience

Barcelona’s Almanac hotel has a romantic-gastronomic experience that offers guests front-row seats on a Jeanneau Sun Odyssey 45 sailboat with a capacity for 10 guests. Besides the racing, the package includes two nights at the hotel. The boat comes with the hotel’s branded slippers and Jimmy Boyd bespoke amenities. Enjoy a selection of customized Cava Bellinis from the pop-up bar. Chefs from the hotels’ restaurant will also serve up shrimp salad and fennel ceviche paired with organic Spanish wines. The boat can be chartered every Saturday from August 31 to October 26. The Louis Vuitton Cup round-robin starts on August 29 and lasts through Sept. 8. There’s also the Puig Women’s Race (first all-female America’s Cup in its 171-year history) and, of course, the America’s Cup finals in October. Prices start at $2,940 per couple. 

Superyacht ‘C’

For a majestic week-long cruise that incorporates America’s Cup summer races and possible side itineraries in Costa Dorada, Sitges and Formentera, Camper & Nicholsons’ expansive 177-ft C is the flashy option, defined by Minotti furniture, lacquered panels and a hamman. It also sleeps 12 in six cabins that feature a master and two VIP suites. Its chase boat also offers a great opportunity for side trips. Weekly charters from Sept. 18-October 31 run from about $513,000 or €400,000.

Sailing Yacht ‘Imagine’

UK adventure specialists Pelorus offer a private seat on an elegant sailing boat seeped in America’s Cup history. Built in New Zealand by Alloy Yachts, Imagine is a 110-footer that served as an official viewing platform for the America’s Cup in Auckland, but it has also completed three global circumnavigations. Beyond its sailing chops, it’s a beautiful vessel, with a blonde, teak-lined deck, large salon and dining area, and three cabins for sleeping seven guests. It will be available from October 12 for the America’s Cup final. Pelorus is also offering to bookend the week with trips to Majorca and Ibiza. About $101,000 (£79,121)

Superyacht ‘Diane’

Also available from Edmiston, the 141-ft Diane can accommodate 10 guests in five staterooms for the week. The interior is all about soft hues, featuring cream leather and white marble, boasting a bar and plenty of outdoor seating for watching the races. For the non-race legs, guests can take to the water via the large beach club, complete with seabobs and wakeboards. It has a Balearics license, making a hop to Ibiza or Majorca a possibility. Weekly charter rates from September 23 run about $150,000 per week (€140,000)

Black Tomato Cup Package

Incorporating a city-stay, Black Tomato’s America’s Cup getaway includes a day’s private day charter to view the race, plus five nights at the Mandarin Oriental as well as visiting the regatta course and different bases of the America’s Cup teams for an insider’s look at the operations and technology. As a dayboat, its Bali Yacht Saxador 400 GTO can accommodate 11 guests. It sets sail from Port Olympic, giving guests a sweeping view of the city on one side and the regatta course on the other. The boat has access to the blue area (for preferred charter boats) on the front line. From $12,750 per person, based on two people.

Superyacht ‘Quasar’

Camper & Nicholsons recently introduced the 153-foot Quasar to the charter market and what a great way to end the Med season than by viewing the America’s Cup. It has six cabins (including two master suites) that can accommodate 12 guests, along excellent outdoor seating, an upper salon that joins the aft deck area for viewing the races or dining al-fresco. The beach club has a large selection of water toys. Visits to scenic Med ports around Barcelona are also possible on the week’s charter, which start at about $232,000 (€210,000).  

Superyacht ‘Kiawah’

For front row seats on day charters in the blue zone (the third-closest area to the races), official charter partner ac37 Sailcharters offers different types of vessels and packages. The 110-foot Kiawah features a cocktail lunch on board, a specialized lecture from an expert sailor, and an AV system to follow the race in real time. From August 22 through October 11, daily rates are about $34,000 (€30,800) and during the America’s Cup finals October 12-27, rates move to about $41,000 (€37,400).

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