sun yachts 27 review

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

Sun 27 is a 27 ′ 5 ″ / 8.4 m monohull sailboat designed by Robert Perry and Edwin Monk Jr. and built by Spencer Boats Ltd. starting in 1977.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

The SUN 27 was also known as the SUN 838. A later, slightly modified version was called the SUNSTAR 28.

Embed this page on your own website by copying and pasting this code.

Discover Related Sailboats

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

• Search forums
• Sailing Anarchy
• Thread starter dpetersak
• Start date Dec 20, 2022

More options

• Dec 20, 2022

I'm looking at purchasing an 85 Sunstar 28, but there is isn't much info available on them as compared to many other boats of that era. I've read about it's somewhat confusing origins, but it's hard to find specifics on its predecessors also. Specifically, I'm wondering if it's a wood core deck, how the deck attaches to the hull, is the rigging considered to be heavy-duty enough, and if it has a bolt-on or encapsulated keel. They seem like tough little boats, and I haven't been able to find anyone discussing any glaring flaws. If purchased, this would be the largest sailboat I've owned, so I don't have any experience with judging the soundness of the design. At 6300 lb and 2300 lb in the keel, it seems a bit light on ballast when I compare it with other boats. I need to first get the boat from Puget Sound to Ketchikan, and then it will be used for exploring the passages and inlets Ketchikan to Skagway. Thanks for the help- David  

• Dec 21, 2022

Cheetah 26, Sun Yacht 27, Specialty Yachts/Spencer SunStar 27/28 history

Grande Mastere Dreade

Snag's spellchecker.

Super Anarchist

SloopJonB said: When the Maestro set his coffee on the plans it changed the deck and cabin top quite a bit. That Cheetah forerunner had a very boxy sharp edged cabin Click to expand...

Leeroy Jenkins

• Dec 22, 2022
• Thread starter

SIFF said: The Sun 27 is an evolution of Cheetah 26 of 1973-75. The Cheetah was designed by Ed Monk Jr. who was also doing work for Tollycraft at the time. @Bob Perry once set his coffee cup on the drawings, so he gets prominently mentioned in the brochure (actually it is thought he did the stern revision, modified from the Cheetah and perhaps the bilge/keel extension - only application of truth serum will reveal ). The boat was an effort of "Island Partners" a consortium of a San Juan Island and Vancouver BC group of like-minded partners. They had a connection with the management of Reinell Boat Company in Marysville, WA which built the hulls in a special project area and to a higher standard than their mass-produced powerboat products. The Sun 27 was launched in mid-1977 (the first few boats going to Canada) so most of the early promo shots are in Vancouver harbour. Originally to be called "Bagherra" (an Indian subcontinent panther) to keep the big cat naming theme, "Here comes the Sun!" was just too irresistible of a tagline. A special export model (Sun 838) with a metric measurement-based name and later, a revised portlight arrangement, was created for the Canadian market. 1978 saw a full year of production (2 per week) at Reinell. Though Reinell was at a one-time the US's largest recreational boat builder, the company had been mis-manged in the late 1970s. Rainier Bank called in the Reinell loan in January of 1980, which caused Reinell to implode. Reinell's works was quickly boarded up and Marysville lost their largest local employer overnight. Curiously the entire Reinell intellectual property/engineering drawing data set (a railroad car amount of drawings and data originating from 1940) disappeared shortly after lockup and no trace was never found by the Marysville police. The island partners managed to scoot the molds out before the door slammed shut and about 20 Sun 27s were completed by some post-Reinell mechanism by early spring when US-built Sun production ended. About 165 were built over two- and one-half years. Island partners shopped the molds around and they made their way to Vancouver to Yacht Specialties LTD. It is thought the Yacht Specialties was the original Canadian partner, but now would be the sole partner. They hired Spencer Boats in Richmond (south of Vancouver) to take up build of the Sun 27 with some minor mods. The Sun LOA was actually 27.5 (unclear why Sun didn't call it a '28 originally - was the marketing guy sick that day?) and Spencer slightly reworked the transom to add an LPG locker, so the Spencer version is slightly longer. It was christened the SunStar 28. Spencer built them to print, so it is difficult to tell a Sun 27 from a Spencer-built SunStar 28, especially the early ones. It is thought that a lot of parts and materials came with delivery of the molds and supported early SunStar 28 production. With later examples, Spencer had to be creative. The window treatment differs on Spencer built examples between the separate portlights of a Sun 27 and the smoke plex one-piece of the 838. Spencer built them on commission for Yacht Specialties who managed the interface with the final purchaser. By 1985 the design was nearly ten years old - sailboat designs had evolved, material prices had increased and the boat madness of the 1970s was waning. Washington State's largest boat manufacturers: Reinell, Glas Ply, Uniflite, Clark (San Juan) were gone or would soon be gone, leaving only Bayliner in Arlington and Tollycraft. Spencer Production was terminated, with about 65 SunStars built. Spencer was facing headwinds and would be gone soon too. Production: Sun 27 165? (SYV) SunStar 28 (65-75? -- it was Spencer's highest production boat) (ZSD) Names Sun 27 (Island Partners, built by Reinell) Sun 838 (for Canada, Island Partners, built by Reinell) Sunstar 28 (Yacht Specialties, built by Spencer) also, incorrectly: Spencer 28 (because the Spencer MIC is used in the HIN) Reinell built Sun's have a HIN (Hull Identification Number) MIC (Manufacturers Identification Code) of SYV; Spencer-built SunStars have a HIN MIC of ZSD Construction of the Sun/SunStar 27/28 is a typical boat of the period. Appreciated is its proper headroom and spaciousness. The keel is lead, 2300 pounds, attached by keel bolts in the deep keel bilge (The Cheetah used a 1600 lbs. cast-iron keel, bolted directly to the hull). Sun's came with OMC ("Oh My Christ") Zepher gas inboard drives or Yanmar "thumper" 9 or 12 HP diesels (Built for pearl diving boats in Japan and later used on Zamboni's). It is thought that all Spencer built units came with diesels only and the very last may use multi-cylinder Yanmars or Westerbekes. Things to look closely at are: - Keel bolts (wet well bilge) - The bulkhead/house structure chainplate attachments - Condition of window seals (this window seal system, once ubiquitous on production boats is now no longer available) - The engine (if original) - Thru-hulls But that is all standard stuff to inspect closely for any 1985 vintage boat. As for the sails and rigging, anything original is 45+ years old and should be evaluated on an individual basis with that in mind. A well-maintained boat will have newer fittings as required. The deck/hull joint is a legacy of the Cheetah origins. The Cheetah was very much a 1960s look with an upright "coach house" style house. The trick in making the Sun a standing headroom design was to move the deck line up. So the hull/deck flange join is hidden by a rub strip that surrounds the hull. Most of the decking is wood-cored, but well-sealed on examples I've seen. The Spencers are built to Spencer's quality and are better built than the Reinells. Despite a modest production number, Sun/SunStar's made it to every boating corner of the US and Canada, and I have found examples as far away as the UK, Mexico and Australia. As a coastal cruiser, Sun/SunStars have done several Swiftshures and are found around Vancouver Island ports. Feel free to DM me David if you have specific questions. Here is the thread that collects the knowledge base Cheetah 26, Sun Yacht 27, Specialty Yachts/Spencer SunStar 27/28 history Does every boat have a soul? (Even the most miserable 14’ Bayliner?) The automotive author L.J.K. Setright once pondered if all mechanical devices have souls. A car, a steam engine, a motor launch is basically an appliance, no matter how simple or exotic he opined. Do all appliances have... forums.sailinganarchy.com View attachment 561437 Specialty Yachts was once a multi-division import and manufacturing company, and still exists as a brokerage only. View attachment 561450 View attachment 561449 View attachment 561445 View attachment 561444 View attachment 561459 The Spencer flysheet Click to expand...

• Jan 7, 2023
• Jan 12, 2023

@dpetersak Sorry not to respond, I'm in Paris for work. One formula is to divide a boats length by three determine the maximum wave height, so 28/3 = 9' seas. 20 knots conditions can found everywhere. Without knowing the specifics of the mission, I'd say that's when you're evaluating your reefing plan and system and contemplating your dodger yes/no decision. Breezy sailing is a function of sea state, heel and crew resources. But these are just statistics and variables. The real unknowns are the maintained condition of the boat and the ability of the skipper. An 80's boat is 40+ years old. Most folks who acquire an older boat assess the condition and update/upgrade to meet their desired mission. If the mission is day sailing, that's one thing. If it's a trip to Hawaii, that's another set of requirements and updates. Spencer built strong boats, but those boats are now all 40 years old. That's an important variable. A vintage boat has life left in it, but you have to do the right things for the end use. Two well-documented vintage boat-owner philosophies can be enjoyed on YouTube - Sam Holmes and Christian Williams. Both sailed to Hawaii in vintage boats and were kind enough to provide an armchair for us to come along. Both are now on the second boats. Holmes bought a Craiglist-esque Ranger 23, made basic pragmatic modifications and lived to tell the tale. Williams put two years effort into updating his Ericsson 32 MK III and by his own admission didn't get all things right. Williams has been sailing for 50+ years, was crew on Ted Turner's winning 1979 Fastnet entry and knows a thing or two about sailing. Both are excellent story tellers. Their YouTube adventures (And William's audiobooks) are a treat for any sailor contemplating adventure beyond the local duck pond. Both put their lessons-learned into the preparation of their second boats (Cape Dory 28 - Holmes, Ericsson 38 - Williams). They're both entertaining presenters in their own style, and their video adventures are excellent primers on adapting a vintage production 80's sailboat boat to a specific mission. Both take chances that I wouldn't take, but that's their decision. https://www.youtube.com/c/samholmessailing https://www.youtube.com/@ChristianWilliamsYachting So without knowing if your Spence 28 to be is the best example on the planet, or a bargain with potential, I answer only in generalities. Hope this is useful  

• Jan 13, 2023

Thanks again, Siff. Yer da man!  

Latest posts

• Latest: bloodshot
• 1 minute ago

• Latest: WCB
• 2 minutes ago

• Latest: Steam Flyer

Sailing Anarchy Podcast with Scot Tempesta

• Forums New posts Unanswered threads Register Top Posts Email
• What's new New posts New Posts (legacy) Latest activity New media
• Media New media New comments
• Boat Info Downloads Weekly Quiz Topic FAQ 10000boatnames.com
• Classifieds Sell Your Boat Used Gear for Sale
• Parts General Marine Parts Hunter Beneteau Catalina MacGregor Oday
• Help Terms of Use Monday Mail Subscribe Monday Mail Unsubscribe

1977 Sun 27

• Thread starter Mark Casteel
• Start date Sep 10, 2006
• Forums for All Owners
• Ask All Sailors

Mark Casteel

information about manufacturer and specs?  

I own one. Mark I own a Sun Yacht. The info sheet gives an address of Box 188, Marysville, Wa. (206)659 1217. Design contributions were made by Robert Perry.loa 27' 6"lwl 22' 6"disp 6200#ballast 2300"sail area 340'j 11.91p 27.25i 33.83e 10.00draft Our boat is about 4'6"We bought new sails, faired the keel and rudder. The boat sails to hull speed with no problem. Lake Michigan rating is 207. For a 27' it has good interior room. I think it will be known as one of the "Good Old Boats".  

• This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register. By continuing to use this site, you are consenting to our use of cookies. Accept Learn more…

The Sun 27 is a 27.5ft masthead sloop designed by Monk/Perry and built in fiberglass by Spencer Boats Ltd. since 1977.

The Sun 27 is a moderate weight sailboat which is a reasonably good performer. It is stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally very small. There is a very short water supply range.

Sun 27 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, modal title.

The content of your modal.

Personalize your sailboat data sheet

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Pay My Bill
• Customer Service

• Free Newsletter
• Give a Gift

How to Sell Your Boat

Cal 2-46: A Venerable Lapworth Design Brought Up to Date

Rhumb Lines: Show Highlights from Annapolis

Open Transom Pros and Cons

Leaping Into Lithium

The Importance of Sea State in Weather Planning

Do-it-yourself Electrical System Survey and Inspection

Install a Standalone Sounder Without Drilling

Rethinking MOB Prevention

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

In Search of the Snag-free Clew

What’s Involved in Setting Up a Lithium Battery System?

Reducing Engine Room Noise

Breaking Point: What Can Go Wrong With Your Yanmar?

Mildew-resistant Caulks for Boats

Can We Trust Plastic Boat Parts?

Repairing Molded Plastics

Mailport: Marine plywood, fuel additives, through bolt options, winch handle holders

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Rhumb Lines: Livin’ the Wharf Rat Life

Resurrecting Slippery Boat Shoes

Shoe Goo’s Gift to Sailors

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

The Ultimate Guide to Caring for Clear Plastic

• Sailboat Reviews

Affordable Cruising Sailboats

Practical sailor reviews nine used boats over 35 feet and under $75,000..

In a search for a budget cruiser, Practical Sailor examined a field of used sailboats costing less than $75K and built between 1978 and 1984. We narrowed the field to boats with sufficient accommodations for four people and a draft of less than 6 feet. One way to approach a used-boat search is to look for sailboats with informed, active owners associations and high resale values. Practical Sailor’s quest for recession-proof cruisers led us to the Allied Princess 36, Bristol 35.5C, Endeavour 37, S2 11.0, Freedom 36, ODay 37, Niagara 35, C&C Landfall 38, and the Tartan 37. The report takes a more in-depth look at the Tartan, C&C Landfall, and Niagara.

Let’s say you’re looking to buy a boat for summer cruising along the coastal U.S. or on the Great Lakes, one that, when the time is right, is also capable of taking you safely and efficiently to Baja or the Bahamas, and perhaps even island-hopping from Miami to the West Indies. Like most of us, your budget is limited, so a new boat is out of the question. Let’s set more specifics:

• Passes a thorough survey by a respected surveyor and has been upgraded to meet current equipment and safety standards. (These are old boats, after all, prone to all sorts of potentially serious problems.)
• Fun to sail inshore (which means not too heavy and not too big).
• Sufficient accommodations and stowage to cruise four people for two weeks.
• Popular model (active owners support group for help and camaraderie) with decent resale value
• Under $75,000.
• Monohull (multihulls violate the price cap, anyway).
• Draft of less than 6 feet (for the islands, mon).

In the February 2008 issue, we examined 30-footers from the 1970s , which is just above the minimum length for the Big Three: standing headroom, enclosed head, and inboard engine. Too small, however, to satisfy our new criteria. So we need to jump up in size. As we culled through the possibilities, we found a fairly narrow range of boat lengths and vintages that satisfy the criteria. Of course, there always are exceptions, but basically it is this: 35- to 38-footers built between 1978 and 1984. Bigger or newer boats that meet our criteria cost more than $75,000.

Heres the list of nine models we came up with: Allied Princess 36, Bristol 35.5C, C&C Landfall 38, Endeavour 37, Freedom 36, Niagara 35, ODay 37, S2 11.0, and the Tartan 37. All were built by reputable companies in the U.S. or Canada, with underwater configurations ranging from full keels with attached rudders to fin keels and spade rudders. Displacements are mostly moderate.

Below we present notes on six of the finalists. Details of our 3 favorites are linked to the right of this page.

ALLIED PRINCESS 36

Allied Yachts developed an excellent line of cruising sailboats in the 1960s, including the first fiberglass boat to circumnavigate, the Seawind 30 ketch, which later was expanded to the 32-foot Seawind II. The handsome Luders 33 was the boat in which teenager Robin Lee Graham completed his historic circumnavigation. Arthur Edmunds designed the full-keel Princess 36 aft-cockpit ketch and the larger Mistress 39 center-cockpit ketch. None of these boats are fancily finished, but the fiberglass work is solid and well executed. They’re ocean-worthy, and affordable. The Princess 36 was in production from roughly 1972 to 1982. Wed look for a later model year; prices are under $50,000.

BRISTOL 35.5C

Bristol Yachts was founded by Clint Pearson, after he left Pearson Yachts in 1964. His early boats were Ford and Chevy quality, good but plainly finished, like the Allieds. Over the years this changed, so that by the late 1970s and early 1980s, his boats were between Buicks and Cadillacs in overall quality. This includes the Ted Hood-designed 35.5C. Its a centerboarder with a draft from 3 feet, 9 inches board up to 9 feet, 6 inches board down; a keel version also was available (named without the “C”).The solid fiberglass hull was laid up in two halves and then joined on centerline. It had an inward-turning flange on the hull, superior to the more common shoebox hull-to-deck joint. The 35.5C is very good in light air, but tender in a breeze. Pick one up for around $60,000.

ENDEAVOUR 37

The Endeavour Yacht Corp. was founded in 1974, and its first model was a 32-footer, built in molds given to it by Ted Irwin. Yup, the Endeavour 32 has the same hull as the Irwin 32. Its second model was the Endeavour 37, based on a smaller, little known Lee Creekmore hull that was cut in half and extended. Its not the prettiest boat in the world, and not very fast, but heavily built. Owners report no structural problems with the single-skin laminate hull. It has a long, shoal-draft keel and spade rudder. What helped popularize the Endeavour 37 was the choice of layouts: an aft cabin with a quarter berth, a V-berth and quarterberth, and a (rare) two aft-cabin model. Production ended after 1983. Prices are around $50,000.

After the Halsey Herreshoff-designed Freedom 40 that reintroduced the idea of unstayed spars, several other designers were commissioned to develop the model line-up. These included David Pedrick and Gary Mull; the latter drew the Freedom 36, in production from about 1986 to 1989. While the early and larger Freedoms were ketch rigged, models like the 36 were sloops, which were less costly to build and easier to handle. To improve upwind performance, a vestigial, self-tacking jib was added. Thats the main appeal of these boats: tacking is as easy as turning the wheel. The 36s hull is balsa-cored, as is the deck. Balsa adds tremendous stiffness, and reduces weight, which improves performance. The downside: Core rot near the partners on this boat could lead to a dismasting and costly hull damage. Interior finishing is above average. These boats sell right at our price break: low to mid-$70s.

This low-profile family sloop was second only to the ODay 40 in size of boats built by ODay under its various owners. Founded by Olympic gold-medalist George ODay to build one-designs and family daysailers, subsequent ownership expanded into trailer sailers and small- to medium-size coastal cruisers. Like the others, the 37 was designed by C. Raymond Hunt Associates. The center-cockpit is a bit unusual but some prefer it. The cruising fin keel and skeg-mounted rudder are well suited to shallow-water cruising, and the generous beam provides good form stability. The hull is solid fiberglass, and the deck is cored with balsa. Owners report it is well balanced and forgiving. Early 1980s models are on the market for less than $40,000.

Built in Holland, Mich., the S2 sailboat line emerged in 1973 when owner Leon Slikkers sold his powerboat company, Slickcraft, to AMF and had to sign a no-compete agreement. The 11.0 was the largest model, introduced in 1977. The designer was Arthur Edmunds, who also drew the Allied Princess 36, though the two are very different. Edmunds resisted some of the bumps and bulges indicative of the International Offshore Rule (IOR), but still gave the 11.0 fine ends, and a large foretriangle. Two accommodation plans were offered: an aft cockpit with conventional layout of V-berth, saloon, and quarter berth and galley flanking the companionway; and an unusual center-cockpit layout with V-berth forward immediately followed by opposing settees, and then galley and head more or less under the cockpit. The master suite is in the aft cabin, of course. The hull is solid fiberglass and includes the molded keel cavity for internal ballast; the deck is balsa-cored. Overall construction quality is rated above average. Prices range from about $30,000 to $50,000.

NIAGARA 35: a handsome cruiser with Hinterhoeller quality.

Austria-born George Hinterhoeller emigrated to Canada in the 1950s and began doing what he did all his life: build boats, first out of wood, then fiberglass composites. He was one of four partners who formed C&C Yachts in 1969. He left in 1975 to again form his own company, Hinterhoeller Yachts. The company built two distinct model lines: the better known Nonsuch line of cruising boats with unstayed catboat rigs, and the Niagara line. About 300 Niagara 35s were built between 1978 and 1995.

Canadian naval architect Mark Ellis designed the Niagara 35 as well as all of the Nonsuch models. He gave the 35 a beautiful, classic sheer with generous freeboard in the bow, swooping aft to a low point roughly at the forward end of the cockpit, and then rising slightly to the stern. The classic influence also is seen in the relatively long overhangs; todays trend is to lengthen the waterline as much as possible, with near plumb bows, discounting the old belief that overhangs were necessary for reserve buoyancy. So the Niagara 35 has a somewhat shorter waterline than the others in our group of nine, but as the hull heels, the overhangs immerse and sailing length increases. The short waterline also accounts for the 35s moderately high displacement/length ratio of 329. There is a direct correlation between the D/L and volume in the hull, and for a cruising boat, there must be sufficient space for tanks and provisions. Unfortunately, tankage in the 35 isn’t that much: 80 gallons water, 30 gallons diesel fuel, and 25 gallons holding tank.

The cruising fin keel is long enough for the boat to dry out on its own bottom should the need arise, like drying out against a seawall in Bali to paint the bottom. (Sorry-just dreaming!) The spade rudder seems a little unusual for a cruiser. When asked about it, Ellis said that it provides superior control to a skeg-mounted rudder, and that skegs, which are supposed to protect the rudder, often aren’t built strong enough to do the job. Circumnavigator and designer/builder/developer Steve Dashew agrees that offshore, in nasty conditions, spade rudders are the way to go.

Construction

George Hinterhoeller and his associates at C&C Yachts were early advocates of balsa-cored hull construction, because it reduces weight, increases panel stiffness, and lowers costs. The worry, of course, is delamination of the core to the inner and outer skins should water penetrate through to the core. This is why quality builders remove balsa coring wherever through-hulls or bolts pass through the hull or deck, and fill the area with a mix of resin and reinforcements. Hinterhoeller was such a builder, but core integrity still deserves close inspection during a pre-purchase survey.

All bulkheads are tabbed to the hull and deck with strips of fiberglass, and this is an important detail for an offshore boat. Many mass-produced boats have molded fiberglass headliners that prevent tabbing bulkheads to the deck; rather, the bulkheads simply fit into molded channels in the headliner, which do not prevent them from moving slightly as the boat flexes in waves.

Hardware quality is good. One owner described the chocks and cleats on his Niagara as “massive.” Hatches are Atkins & Hoyle cast aluminum, which are about as good as you can buy. And the original rigging was Navtec rod. Owners report no structural problems.

Performance

With its moderately heavy displacement, conservative sailplan, and relatively large keel, the Niagara 35 is not a speed demon, and does not point as high as a boat with a deep, narrow fin keel. But thats not what were after here. The 35s specs are just about what we want for a versatile cruising boat. Owners say performance picks up quickly as the breeze fills in. If the sailplan were larger, for improved light-air performance, youd have to reef sooner, and reefing is work.

The long keel has another advantage, and that is improved directional stability over shorter keels, which means less effort at the helm. We tend to think that a powerful below-deck autopilot can steer any boat, but autopilots struggle, too. A boat thats easy for the crew to hand steer also is easy for the autopilot to maintain course.

A lot of Niagara 35s were equipped with Volvo saildrives rather than conventional inboard diesel engines. Advantages of the saildrive: improved handling in reverse and lower cost. Disadvantages: potential corrosion of aluminum housing and not as much power. Various inboard diesels were fitted: Westerbeke 27-, 33-, and 40-horsepower models, and a Universal M35D, all with V-drives. Owners rate access somewhat difficult.

Accommodations

Two interior layouts were offered: the Classic, in which the forepeak has a workbench, shelves, seat, and stowage instead of the usual V-berth; and the Encore, which has an offset double berth forward, and quarter berth and U-shaped galley aft. The saloon in the Classic, with settees and dining table, is farther forward than usual; the head and owners stateroom, with single and double berths, is aft. Both plans have their fans.

Headroom is 6 feet, 4 inches in the main cabin and 6 feet, 2 inches in the aft cabin. Berths are 6 feet, 7 inches long; a few owners say berth widths are a bit tight. A couple of thoughts on the double berths offered in these two plans: V-berths are subject to a lot of motion underway and so do not make great sea berths, but at anchor, ventilation via the forward hatch makes them far more comfortable than a stuffy aft cabin, where its much more difficult to introduce air flow. Offset double berths do not waste outboard space like V-berths do, but the person sleeping outboard must crawl over his/her partner to get out of bed.

Thirty-year-old boats should be surveyed thoroughly. Nothing lasts forever, but boats well maintained last a lot longer. Pay particular attention to the balsa-cored hull and deck. If either has large areas of delamination, give the boat a pass, because the cost to repair could exceed the value of the boat.

A few owners expressed concern about the boats handling off the wind, which surprises us somewhat. A test sail in lively conditions should answer that question.

We much prefer the inboard. If you prefer the saildrive, look for signs of corrosion and get a repair estimate.

Niagara 35 Conclusion

The Niagara 35 is a handsome, classically proportioned cruising sloop from one of the best builders of production boats in North America. It is not considered big enough these days to be a circumnavigator, but certainly large enough for a couple to leisurely cruise the Bahamas, Caribbean Sea, and South Pacific. We found asking prices ranging from around $54,000 to $89,000, with most in the $60,000 range.

C&C LANDFALL 38

As noted, George Hinterhoeller was one of four partners who formed C&C Yachts in 1969, at Niagara-on-the-Lake, Ontario. The others were Belleville Marine, Bruckmann Manufacturing, and the design firm of George Cuthbertson and George Cassian. From the beginning, the emphasis was on performance. Indeed, the 40-foot Red Jacket won the 1968 Southern Ocean Racing Circuit (SORC).

In 1973, Cuthbertson retired to his Ontario farm, citing burn-out. Eight months later, he was back as president of C&C Yachts, telling staff that they ought to pursue more multi-purpose racer/cruiser models. C&C became the dominant boatbuilder in North America, with models ranging from the C&C 24 to the C&C 46, with models just about every 2 feet in between. The Landfall cruiser series was introduced in 1977, with the Landfall 42. It was followed by the Landfall 35, 38, and 48. Production of the 38 ran from 1977 to 1985, with about 180 built.

The C&C Landfall 38 is directly related to the earlier C&C 38. We wrote in our original 1983 review that the older hull design was “…modified with slightly fuller sections forward, a slightly raked transom rather than an IOR reversed transom, a longer, shoaler keel, and a longer deckhouse for increased interior volume.” The spade rudder is not everyones first choice on a serious cruising boat, but it does provide superior control. And the Landfalls have a higher degree of finish inside, along with layouts more suited to family cruising.

The Landfalls perform very well, thanks to lightweight construction and speedy hull forms. The Landfall 38s displacement/length ratio of 272 is the lowest of the three compared in this review.

Notable drawbacks: a V-berth that becomes quite narrow forward, and as noted in the 1983 review, “a hull that rises so quickly aft that C&Cs normal gas bottle stowage at the end of the cockpit is eliminated.” This on a cruising boat no less, where a hot meal is often the highlight.

Like nearly all the C&C designs, the Landfall 38 is attractively proportioned with sleek lines and a modern look, even several decades later. It appears most dated in the raked bow, but this better suits the anchoring duties on a cruising boat anyway.

Materials and building processes used in C&C Yachts are very similar to those of the Niagara 35, namely because of Hinterhoeller. Practices he established at C&C continued after he left, at least for the short-term. So what we said about the Niagara 35s balsa-core construction also applies to the Landfall 38, where it is found in the hull, deck, and cabintop.

The hull-deck joint is through-bolted on 6-inch centers, through the teak toerail, which gaves the Landfall series a more traditional look than the distinctive L-shaped anodized aluminum toerail Cuthbertson designed and employed on the rest of the C&C models. The joint is bedded with a butyl tape, which does a good job of keeping out water, but doesn’t have the adhesive properties of, say, 3M 5200. On the other hand, if you ever had to remove the deck-heaven forbid!-it would be a lot easier.

Deck hardware is through-bolted with backing plates or large washers, although some of the fasteners come through on the underside, where the core transitions into the core-less flange. We also saw this on our old 1975 C&C 33 test boat. It means two things: water migrating down the fastener after the bedding fails can contact a little bit of balsa, and uneven stresses are placed on the fastener, which above deck can cause gelcoat cracks.

Proper bronze seacocks protect the through-hulls, and hoses are double-clamped for added security. The mast butt is not deep in the bilge where it can corrode in bilge water, but rests on two floor timbers in the sump, above any water that would typically collect.

The external lead-ballast keel is bolted through the keel sump in the hull. Its run is flat, and the boat can sit on its keel, allowing it be careened against a seawall for bottom painting, prop repairs, or other work in locales where boatyards are rare.

In our earlier review, we noted that the engine compartment has no sound insulation, despite its proximity to the owners berth, but gluing in some lead-lined foam is within the capability of most owners.

Despite being 2,000 pounds heavier than the C&C 38, the Landfall 38 is still a quick boat. Its old PHRF rating of 120 is just a little higher than the Cal 39 at 114, and less than the Tartan 37 we’ll look at next.

The mast is a little shorter than that of the C&C 38, but as with most boats of the IOR era, the Landfall 38 has a large foretriangle of 385 square feet. A 150-percent genoa measures 580 square feet, which is a handful for older crew. Roller furling with maybe a 135 percent genoa would be a logical way to minimize the effort required to tack this boat.

Strangely, the Landfall 38 did not come standard with self-tailing winches; a highly recommended upgrade. The main halyard, Cunningham, and reefing lines are led aft to the cockpit, while the headsail halyards run to winches on deck near the mast.

The boat is stiff and well balanced. Owners like the way it handles and appreciate its speed.

The standard engine was a 30-hp Yanmar diesel. The early Yanmar Q series had a reputation for being noisy and vibrating a lot. At some point, C&C began installing the Yanmar 3HM which replaced the 3QM. Power is adequate. The standard prop was a solid two-blade. Engine access leaves a lot to be desired.

The interior is pushed well into the ends of the boat to achieve a legitimate three-cabin accommodation plan. The standard layout was a V-berth forward with cedar-lined hanging locker. The berth narrows quickly forward so that tall people might not find enough foot room. Moving aft, there is a dinette and settees in the saloon, U-shaped galley and large head with shower amidships, and a double berth in the port quarter, opposite a navigation station. In rainy or wild weather, youll want to close the companionway hatch and keep weather boards in place so that water doesn’t spill into the nav station. Installing Plexiglas screens on either side of the ladder will help.

Oddly, there is no place to install fixed-mount instruments outboard of the nav table; that space is given to a hanging locker, but could be modified. Other than this, about the only other shortcoming is that the toilet is positioned so far under the side deck that persons of average size cannot sit upright. And, the head door is louvered, which compromises privacy.

There is not a lot to complain about with the Landfall 38 that we havent already said: the V-berth forward is tight, theres no sitting upright on the toilet, theres no place to install electronics at the nav station, and the nav station and aft berth invite a good soaking through the companionway.

Construction is above average, but have a surveyor sound the hull and decks for signs that the fiberglass skins have delaminated from the balsa core. Small areas can be repaired, but our advice is not to buy a boat with widespread delamination.

Landfall 38 Conclusion

The Landfall 38 is an excellent family boat and coastal cruiser. Its popularity in the Great Lakes region is not surprising. Island hopping to the Caribbean is also within reach, but any longer cruises will likely require more tank capacity and stowage. Standard tankage is 104 gallons water and 32 gallons of fuel. Prices range from around $55,000 to $65,000.

TARTAN 37: shoal draft and S&S styling.

In the early years of fiberglass boat construction, the major builders-Columbia, Cal, Morgan, Tartan, and others-commissioned well-known naval architects to design their models. Today, this work is more often done by a no-name in-house team over which the company has more control. Tartan Yachts of Grand River, Ohio, relied almost exclusively on the prestigious New York firm of Sparkman & Stephens; they’d drawn the Tartan 27 for the company’s antecedent, Douglass & McLeod, and were called on again to design the Tartan 37, which had a very successful production run from 1976 to 1988.

The Tartan 37 has the modern, clean, strong lines that typified S&S designs. The bow is raked, and the angle of the reverse transom is in line with the backstay-an easily missed detail that nevertheless affects the viewers impression of the boat. Freeboard is moderate and the sheer is gentle. In an early review, we wrote: “Underwater, the boat has a fairly long, low-aspect ratio fin keel, and a high-aspect ratio rudder faired into the hull with a substantial skeg.” In addition to the deep fin keel, a keel/centerboard also was offered. A distinctive feature is how the cockpit coamings fair into the cabin trunk. Its displacement/length ratio of 299 and sail area/displacement ratio of 16.1 rank it in the middle of the 9-model group (see table, page 9), so while it looks racy, its not going to smoke the other nine.

From its beginning, Tartan Yachts set out to build boats of above average quality, and this can be seen in both the finish and fiberglass work. Some unidirectional rovings were incorporated in the hull laminate to better carry loads; like the vast majority of boats of this era, the resin was polyester. Vinylester skin coats, which better prevent osmotic blistering, had yet to appear. Some printthrough is noticeable, more on dark-color hulls. The hull and deck are cored with end-grain balsa, which brings with it our usual warnings about possible delamination. The hull-deck joint is bolted through the toerail and bedded in butyl and polysulfide. Taping of bulkheads to the hull is neatly executed with no raw fiberglass edges visible anywhere in the interior. Seacocks have proper bronze ball valves. One owner advises checking the complex stainless-steel chainplate/tie rod assembly, especially if its a saltwater boat.

Shortcomings: Pulpit fasteners lack backing plates. Scuppers and bilge pump outlets have no shutoffs.

Under sail, the Tartan 37 balances and tracks well. As noted earlier, its not a fireburner, but not a slug either. Its no longer widely raced, but the few participating in PHRF races around the country have handicaps ranging from 135-177 seconds per mile. The Niagara 35 now rates 150-165, and the C&C 38 126-138.

The deep fin-keel version points a little higher than the keel/centerboard because it has more lift, however, the deep draft of 6 feet, 7 inches is a liability for coastal cruising.

Because of the large foretriangle and relatively small mainsail, tacking a genoa requires larger winches and more muscle than if the relative areas of the two were reversed. For relaxed sailing, jiffy reefing of the main and a roller-furling headsail take the pain out of sail handling.

The 41-horsepower Westerbeke 50 diesel provides ample power. Standard prop was a 16-inch two blade. A folding or feathering propeller reduces drag, thereby improving speed. Access to the front of the engine, behind the companionway ladder, is good. Unfortunately, the oil dipstick is aft, requiring one to climb into the starboard cockpit locker-after you’ve removed all the gear stowed there.

The layout below is straightforward with few innovations: large V-berth forward with hanging locker and drawers; head with sink and shower; saloon with drop-down table, settee, and pilot berth; U-shaped galley to starboard; and to port, a quarterberth that can be set up as a double. To work at the navigation station one sits on the end of the quarterberth. This plan will sleep more crew than most owners will want on board, but its nice to have the option. Pilot berths make good sea berths but often fill with gear that can’t easily be stowed elsewhere.

The fold-down table, like most of its ilk, is flimsy. Underway, tables should be strong enough to grab and hold on to without fear of damaging it or falling-thats not the case here. And the cabin sole is easily marred trying to get the pins in the legs to fit into holes in the sole.

Finish work in teak is excellent, though this traditional choice of wood makes for a somewhat dark interior. Today, builders have worked up the nerve to select lighter species such as ash and maple.

Eight opening portlights, four ventilators, and three hatches provide very good ventilation.

The standard stove was alcohol, which few people want anymore, owing to low BTU content (which means it takes longer to boil water), the difficulty in lighting, and almost invisible flame. Propane is a better choice, but there is no built-in stowage on deck for the tank, which must be in a locker sealed off from the interior and vented overboard. (You could mount the tank exposed on deck, but that would not complement the boats handsome lines.)

Theres not much to pick at here, but we’ll try. Centerboards come with their own peculiar set of problems: slapping in the trunk while at anchor, broken pendants and pivot pins, and fouling in the trunk that inhibits operation.

Often what sets apart higher-quality boats from the rest of the fleet is the cost of materials and labor in making up the wood interior. They look better than bare fiberglass, work better because they have more drawers and stowage options, and are warmer and quieter. The unnoticed flip side is that the joinerwork tends to hide problems, like the source of a leak. When all the fasteners are neatly bunged and varnished, it takes courage to start pulling apart the interior!

Checking engine oil is unnecessarily difficult, and to operate emergency steering gear (a tiller) the lazarette hatch must be held open, which could be dangerous. Lastly, the companionway sill is low for offshore sailing; stronger drop boards would help compensate.

Tartan 37 Conclusion

The enthusiasm for this boat is strong. In fact, theres a whole book written about it, put together with the help of the Tartan 37 Sailing Association (link below). You’ll pay in the mid- to high-$60s, which ranks it with the Niagara 35 and Freedom 36 as the most expensive of our nine. While Tartan 37s have made impressive voyages, and are as capable as the Niagara 35 and C&C Landfall 38, like them, its not really a blue-water design. We view it rather as a smart coastal cruiser and club racer. Good design and above-average construction give it extra long life on the used-boat market.

Classic Cruisers For Less Than $75,000

Niagara 35 Sailnet Forum

C&C Photo Album

Tartan Owners

Tartan 37 Sailing Association

RELATED ARTICLES MORE FROM AUTHOR

27 comments.

Great article, but why did you leave out your namesake build – Camper Nicholsons Nicholson 35. Very similar to the Niagara 35, except that it trades the (less than useful – my opinion) quarter berths for two GIGANTIC cockpit lockers. And I find the transverse head on the Nic a civilized alternative to telephone booth head/shower combinations.

While the Nic claims 6 berths, you’ll never find that many on ours. Cocktails for 6, dinner for 4, sleeps 2 is our mantra

This is great information and a good guideline to go by. Thanks for the heads up on theses vessels.

Every time Practical Sailor does a review of boats in the 35- to 38-footers built between 1978 and 1984, they always leave out the Perry designed Islander Freeport 36 and 38. Many people are still cruising in these great boats, and among Islander Yachts designs this one is a wonderful cruiser.

I was also sad to see that. We sail a ’79 I-36, and it is stiff, fast, forgiving, and a very comfortable cruising platform. While many of the 800+ built are ready for the wrecking ball, there are some excellent, well cared for boats available. They are lovely sailors.

Couldn’t agree more, with Islander Freeport 36 & 38 raised coachroof that opens up all sort of possibilities and transom based swim ladder, her utility is unmatched.

These are all nice boats. I have sailed most of them. I owned a Tartan 37 for 4 yrs. As A US Sailing Cruising instructor, I have sailed and cruised hundreds of boat. This is one of the best balanced and behaved boats that I have sailed. She will sail on jib alone with no lee helm and sail main alone with minimal weather helm. Few boats will do this. She tracks quite well in a seaway. There are only 2 instances that you need to put the centerboard down: clawing off a lee shore or racing upwind. Otherwise she is just fine with board up. I have not had problems with the board slapping in a rolley anchorage. I keep the board up tight all the way and no problem. And my boat a 1983 had a built in propane vented locker. Also my dipstick was forward port and easy to reach, but not so for the filter so I remote mounted it forward. S & S did a great job on this design. And a 4 foot draft is wonderful and special feature for a boat that sails so well.

Surprising that the author did not address the obvious question, “if you had to pick one of these for a bluewater cruise, which one would it be?”

I too would appreciate the author’s response to this question.

Every time I star liking one of these I see the word ‘balsa’

Why did you not look at the Catalina 36. They are sea kindly; easy to repair and get parts; there’s a lot of them; and newer ones are in the price range you are talking about.i.e. my 2002, well fitted, is $72500.

Good article, thanks.

Pearson 365 conspicuously missing from this list.

Excellent article with factors that almost all of us who own vintage older cruising sailboats have considered at one time or another. However, when making my choice and before putting my money down, I also included PHRF as a factor. Without degenerating into a large discussion of pros and cons of PHRF (or any other indexes of performance), I think that you should consider performance in the equation. While livability is important (and I am a comfort creature), the ability to run away from a storm or handle tough conditions, is also important, you don even mention it. Paraphrasing Bill Lee, “faster is fun”. After weighing all of the factors discussed above, and adding considerations for performance, I purchased a 1984 Doug Peterson designed Islander 40 for $65,000 and am still in love with the boat 15 yrs later. It still is a “better boat than I am a sailor” and is also very comfortable. The only drawback is that it draws 7’6″ which in SF Bay, is not a problem. On the “right coast” that might be a problem, but on the “correct coast” it has not been.

Hate to be picky but you left out of this old list a high quality design and blue water capable cruiser designed and made by quality Canadian company–Canadian Sailcraft, namely CS 36 T. A Sailboat 36.5 feet with all the necessary design and sailing numbers needed to be attractive , safe, and fast.

No one likes to see their favorite boat left off a list like this, but it must be done. But my Ericson 38 has almost none of the cons of the boats in this article, and most of the desireable pros. After 13 years of ownership, it hasn’t even hinted at breaking my heart. Great design pedigree, glassed hull/deck joint, ahead of its time structural grid, points high, extremely liveable interior, and the list goes on…so much so that I’m glad I didn’t buy ANY of the boats in the article instead.

Missing are the CSY 37 and 44. Ernest M Kraus sv Magic Kingdom CSY 44 walkover cutter

Very useful article. Thanks! I’d love to see the same framework for a selection of length 40′-50’ft coastal cruisers.

I know that it is hard to include all boats, but you missed a boat that fills all the requirements. I’m speaking about the Bob Perry designed and Mirage built 35. It has all the capabilities and handling characteristics that you would want in a capable cruiser and the speed of a steady over-performing racer-cruiser. It has 6’5″ headroom and all the standard features that are a must in a strong well built beauty with 5 foot draft, light but rigid and strong. Great for the Chesapeake bay or other depth challenging bodies of water.

Great publication through the year’s. Still miss my print version to read on rainy day. Owned a Cal 27 T-2 and Irwin Citation over the years. Sailed on the Chesapeake. The Irwin ended up in Canada. JA

We have a Swallow Craft Swift 33. The boat was made in Pusan Korea in 1980. For a 33′ boat it is cavernous. We live aboard 1/2 the year. I thought it might be a boat you would be interested in looking at. I call it a mini super cruiser.

How about the Pearson 367?

Surely this is a joke. I’ll put the Nonsuch 30 Ultra against anyone.

Good article, but another vote for the CS36T. No better value for an offshore capable, fast cruiser and built to last.

Great article

The list looks familiar to the list I was working with back around 2004. Back then the prices were even higher of course. To fit my budget, I got a great boat… Freedom 32. That is a Hoyt design from TCI. All I really gave up was some waterline. Below deck, the boat is as roomy as many 35-36 footers due to the beam. I find it to be a great boat for me. I do not see a move up to the sizes on this list to improve my lot. I could be tempted by a Freedom sloop over 44′ but that is retirement noise.

which edition of month/year of the PS Magazine is this covered in please, it would be great to know?

A great article, but what about the Young Sun 35 Cutter! a great offshore boat that I have sailed single handed from Canada to Hawaii and back, single handed, in rough conditions, but which was an incredible 30 days each way. Overall 40 ft. and 11 ft. beam. I believe also built by Bob Perry!

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

How To Make Starlink Better On Your Boat | Interview

Catalina 380: What You Should Know | Boat Review

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

27' Sun Yachts 27 Cruisers

Brokers Comments: The Sun Yachts 27 is a dependable cruiser that has been maintained and upgraded over the past few years. Owners are looking to move into a bigger boat for more extended cruising.

The SUN 27 was also known as the SUN 838 .

• Specifications
• Description

Ray marine depth and speed new 2015 Ray marine A65 chart plotter New compass 2017 VHF radio Battery Charger and Shore Power Chord 2 New 12v Marine Batteries 2017 Current USCG Required Safety Equipment Electric Bilge Pump and Float Switch 2018 Life Sling Tiller Tamer Magna Grill with Rail Mount

Yanmar SB8 with Rancor Fuel Filter New Alternator 2016 New fuel line 2017 Many spares: belts, impeller, starter� Serviced every spring and fall

Main Sail Quantum with two reef points 2016 Roller Furler 135% Genoa Quantum 2016 Furler Lines and Genoa sheets 2016 Roller Furler Lazy Jacks Masthead rigged sloop Chain Plates Rebedded 2016

Pressurized Water with new Pump 2015 New Head 2018 Alcohol Two Burner Stove Ice Box V Berth Aft Quarter Berth Settee ââ?¬â?? converts to a double berth Wet Locker Chart Table In line water filter

Hull Type:  Fin w/spade rudder  Rig Type:  Masthead Sloop

Bottom Paint 2018 Rudder Rebuilt 2018 Tiller Refinished 2018 Cockpit cushions Custom Teak Cockpit Table 2016 Bimini Swim Platform Canvas Winter Cover Hatch Screens

Note: dinghy motor not included

Contact Dave Regnet 419-202-0201, [email protected]

Connecting with Marinesource.com

Copyright 1992-2024 MarineSource Network, Inc. All Rights Reserved.

Yachting World

• Digital Edition

Beneteau First 27 review: sportsboat given the Beneteau treatment

• Rupert Holmes
• June 20, 2022

Has Beneteau managed to turn a niche sportsboat into a fun cruiser? Rupert Holmes sails the Beneteau First 27 to find out

Product Overview

Price as reviewed:.

The original version of the Sam Manuard-designed Seascape 27 (now branded as the Beneteau First 27 SE) has long been one of my favourite small yachts. In 2014 I sailed the prototype in Slovenia on a gusty winter’s day with the wind varying from 12-22 knots. Downwind with a big kite it was absolutely exhilarating, with speed hovering at 13-15 knots and occasionally hitting 17.5 in the stronger puffs.

Yet this was not an edge-of-control ride – the boat handled as though it was on rails, with heaps of reserve in the rudders, even when pressed hard. Given more time we could have enjoyed wonderful downwind sailing for 200 miles or more to Split or Dubrovnik, then put the boat on a road trailer for the upwind return leg.

So why change a winning formula? Quite simply, not everyone wants a boat that’s as optimised for speed: creature comforts and simplicity are also important factors. Hence Beneteau’s adaptation to create what’s now called the First 27 (without the SE designation).

Key changes include a shorter aluminium mast with pinhead mainsail, a fixed fin keel with torpedo bulb and 30cm less draught, plus an inboard diesel engine.

The cockpit benches in the forward part of the cockpit are also new and create a more comfortable cruising style, especially with the optional cockpit cushions. They also provide easily accessible on-deck stowage, in addition to the big lazarette.

The interior is brighter, more spacious and more civilised, thanks in part to the lack of a box for the lifting keel, although you still have to step over the frames in the bottom of the boat and there’s no standing headroom.

The Beneteau First 27 has berths for four, plus cooking and heads facilities, but there’s no standing headroom

There are berths for four, including two comfortable settee/quarter berths in the saloon, plus a double in the forepeak and enough space to stow kitbags. The central folding table can also be used in the cockpit.

Between the saloon and forepeak there’s a small galley to port and toilet to starboard. This is neatly arranged, with the latter closed off, except while in use, when the galley units are then similarly concealed.

Sail area is also reduced compared to the original, by a little under 20% upwind and 13% downwind. At the same time, the inboard engine and other changes add to displacement, which is 300kg higher – a significant 21% increase.

Sailing the Beneteau First 27

On paper this looks like a potential disaster, but the reality is different. I sailed the new Beneteau First 27 in Barcelona a few months ago in very light airs, with only 3.5-6.5 knots of true wind and three of us on board. These were perfect conditions to discover whether the boat lacks power.

Close-hauled in 4 knots of true wind we only managed 2.8 knots of boat speed, but the boat came alive in just 5 knots of breeze when it accelerated to four knots, rising further to 4.5 of boat speed in 6 knots true. When fully powered up, maintaining 6 knots upwind shouldn’t be a problem – this is therefore a model that should out-sail many much larger cruising yachts on all points of sail.

Beneteau’s First 27 is fast, predictable and great fun to sail

Bearing away onto a beam reach, we set the nylon furling gennaker, initially in 3.5 knots of breeze which gradually built to 6 knots. Boat speed throughout matched the wind speed. Bearing away further to a true wind angle of 120° on our return to harbour we maintained 5.5 knots of speed in 6.5 knots of true wind.

The helm was super light throughout, with the boat beautifully responsive both to accurate sail trim and to distribution of crew weight. In the very light airs at the start of our test, sitting to leeward and shuffling forward had a noticeable effect on both the feel in the helm and speed.

A boat that’s so responsive adds significantly to both the fun factor and the sense of satisfaction you get from sailing, which was a welcome change for me at the end of a week testing 45-60ft yachts. However, the Beneteau First 27 has more than enough inherent stability that it’s not dependent on crew weight for this, so you can sit wherever is most comfortable or convenient.

The Beneteau First 27 is light on the helm and easily driven

Historically one of the downsides of small boats like this has often been when conditions get tough. However, this boat can be pushed far harder than most owners would contemplate, so the boat will remain safe in this respect, even if caught out in more challenging conditions than expected.

One drawback though, is the relatively short stanchions and pushpits. While they meet all the regulations for a boat of this size, a full height rail would give a better feeling of security.

The inboard engine is a 15hp with shaft drive. It’s a powerful unit for such an easily driven hull, but was chosen as it’s the smallest model that satisfies the emissions requirements of the USA’s Environmental Protection Agency.

Seven knots at cruising revs is easily attained and at full throttle we left the stern wave behind and accelerated to 10 knots! This makes it a very interesting option for a weekender, or even a quick summer evening sail, where the ability to return quickly to base is an imperative.

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

This is an appealing fast cruiser that stands out for a number of reasons. Its sailing qualities promise far more satisfaction for daysailing and weekend jaunts than most cruisers can offer. Although compact, the interior is welcoming and provides for all basic needs. And it’s a boat that will be very easy to look after. It’s therefore an interesting option for someone who usually sails in the sun, whether on their own boat or with others, but wants a capable and fun yacht to keep near home for daysails, weekends and occasional longer trips. Indeed it’s clearly cross-Channel capable in decent weather and in experienced hands, with the potential for a fast passage in the right weather. Compared to the SE version, this offers the benefits of simplicity, comfort and the convenience, without sacrificing the key ethos of a boat that’s enormously enjoyable and satisfying to sail.

Image upload Sun 27

• The boat as such
• The cockpit
• For sailboats: The keel
• For sailboats: The rig
• For trailable boats: The boat on a trailor

Com-Pac Sun Cat

This easy-to-sail catboat makes quick work of daysails, yet is spacious enough for a weekend coastal cruise.

By the time his 17-foot Com-Pac Sun Cat came along in 2000, Mills was already famous for designing the Optimist pram in 1947 and the 15-foot Windmill in 1953, the latter a one-design dinghy made for sailing with a crew of two.

Mills had received the commission to design a catboat from Com-Pac Yachts, a company founded in 1974 in Clearwater, Florida, by W.L. Hutchins, who was fond of saying, “I know people who get on a power yacht to go somewhere. But, when I get on my sailing yacht, I am there.” 

The decision to once again tap Mills for his design skills came at a time when Hutchins was adding a line of catboats to its fleet. The company introduced the Picnic Cat and the Sun Cat while adding new technology such as the trademarked Mastendr Quick Rig Sailing System for raising and lowering the mast without having to remove the rigging.

According to Gerry Hutchins, who today runs the company with his brother, Richard, the Mastendr technology attracted customers interested in ease and convenience. The system allows the mast to be quickly lowered in preparation for trailering or, perhaps more importantly to coastal sailors, to fit under low bridges.

First impressions

At first glance, the Com-Pac Sun Cat seems like a little bit of everything. It’s clearly a catboat with main and gaff booms, a sassy elliptical cabin port window on each side, and a sweeping sheer with pronounced bow as though meant to take on the waves. The daysailer has a huge cockpit, while the version with a cuddy cabin has potential as an overnighter, and perhaps even a weekend coastal cruiser. The hull shape and construction appear robust, coupled with a hinged mast that takes the work out of unstepping and makes it easy to load the boat on a trailer. 

Construction

The Sun Cat is constructed as an open boat with a cockpit roomy enough for six adults. It is, in that sense, a picnic boat. It is also available with a cabin, which makes it capable of providing shelter on overnight trips and more accommodating during a day sail should the weather turn foul. The hull and decks are hand-laid fiberglass. In more recent years, Com-Pac has designed and introduced a stainless steel centerboard and centerboard trunk. Hull No. 471 was completed this spring.

What to look for

Catboats must endure tremendous strain on the mast with its single sail. This can cause the boat to flex and result in cracks or crazing in the gel coat. The oldest Sun Cats have been around for 16 years, which means it could be time to inspect and, if necessary, replace the standing rigging. Deck delamination is always a possibility. Close attention should also be paid to the mast hinge. 

The mast is fitted with a sturdy hinge that allows it to be quickly raised or lowered. The mast rests on a crutch aft of the tiller. To raise the sail, simultaneously raise the main halyard and the peak halyard, which lifts the gaff boom horizontally until the throat halyard reaches the block. Raise the peak halyard until the sail is up above the top of the mast. Both are led through Spinlock line clutches, and you can release them momentarily without dropping the sail.

The high cockpit coamings provide welcome back rests along the bench seats. The cockpit has a bridgedeck to keep water from entering the cabin should a wave wash over the boat. The traveler is mounted across the bridgedeck. The optional bimini is popular in warmer climates. Hutchins notes that the comfortable and spacious cockpit helps ensure that owners enjoy “hanging out” on their Sun Cats. The boat also features storage under the cockpit benches.

One version of the Com-Pac catboat has a cuddy cabin with two berths and space under the bridgedeck for a porta-potti. The Sun Cat at 17 feet is obviously a wide boat, with a 7-foot 3-inch beam. The cabin has an enclosed locker forward.

The Sun Cat requires an outboard engine for propulsion. The boat has an adjustable motor bracket on the transom. It typically handles a long-shaft outboard of approximately 5 horsepower.

The Sun Cat has no shortage of control lines and clutches that when used in tandem can finely tune the sails. The primary sail control is the peak halyard that controls  angle of the gaff boom, and small adjustments make a big difference in sail shape and performance. The downhaul controls the tension along the luff, and there are two outhauls, one for each boom. The traveler is mounted across the bridgedeck. 

According to Hutchins, the Sun Cat literally sold itself because it was trailerable, easy to rig, offered a shoal draft, had few moving parts and was nearly maintenance-free. The company even offered advice on how to sail this diminutive catboat, including how to veer off the wind for a more comfortable sail rather than attempt to pinch it. 

The Com-Pac Sun Cat 17 is an affordable, safe and sturdy boat ideal for adventurous coastal sailing and overnight gunkholing or a rollicking afternoon sail to a favorite picnic spot.

SAILING 's Value Guide (5-star rating system)

PRICE:  A used Com-Pac Yachts Sun Cat in good condition typically sells for between $6,000 and $12,000, while the market price for a new hull is just under $20,000 without a trailer. The trailer can add about $2,100.   ★★★

DESIGN QUALITY:  Clark Mills designed the gaff-rigged catboat as a comfortable family daysailer that could also be used as a weekender with a shoal draft that would allow gunkholing. The Sun Cat is one of three different deck styles available on the 17-foot hull.  ★★★

CONSTRUCTION QUALITY: The fiberglass Sun Cat Daysailer is an open boat with cockpit roomy enough for six adults while the standard Sun Cat boasts a cuddy cabin with two berths and space under the bridge deck for a porta-potti. The centerboard is stainless steel with a fiberglass trunk. The standing rigging is heavy duty.   ★★★

USER-FRIENDLINESS:  The boat is outfitted with the patented Mastendr quick-rig sailing system. The main boom, gaff boom, sail and rigging all remain in place while the boat is being trailered, which cuts down on preparation time prior to launch. The mast is on a hinge that makes for easy raising and lowering. On board there are plenty of line clutches and trim adjustment controls.  ★★★★

SAFETY:  Lazy jack systems are available to help ensure the main sail gets doused efficiently and safely while also controlling the gaff boom. The keel is weighted for stability.  ★★★

TYPICAL CONDITION:  All of these boats are less than 20 years old and many are trailered for daysailing, which suggests the overall number of hours in the water is usually modest.  ★★★

REFITTING:  Finding parts for a Sun Cat is easy since the company is still in business and technological assistance is also at hand.   ★★★★

SUPPORT: Com-Pac Yachts is part of the Hutchins Co., a family-owned-and-operated business founded in 1957 by W. L. Hutchins Sr. and is run by President Gerry Hutchins today. The company has been building boats in Clearwater, Florida, since 1974. The website is www.com-pacyachts.com and the company can be reached by phone at 727-443-4408.   ★★★★

AVAILABILITY: Construction of the Sun Cat began in 2000. According to Gerry Hutchins, hull No. 471 was just completed. Used Sun Cats were for sale in fall 2016 in at least five states.  ★★★

INVESTMENT AND RESALE:  A new Sun Cat can fetch $20,000 and a decade later will be valued at slightly more than half that amount. The boats are popular with families and have remained in demand, creating a brisk aftermarket.  ★★★

Overall 'SVG' Rating:   ★★★

Also in Used Boat Notebook

• Hunter Passage 42
• Pearson Rhodes 41
• Santa Cruz 52
• Allied Princess 36
• Kelly-Peterson 46

Also from David Liscio

• Chasing a dream
• The wide, wide world of multihulls
• Flares are expired. Now what?
• Saved from the scrap heap
• Pedal to the Medal

Are Sunseeker Boats Any Good?

Sunseeker has been building boats since 1969 and is one of the largest motor yacht builders in the world. With approximately 150 boats produced each year and their range exceeding 20 models to choose from, it's safe to say that the Sunseeker brand will continue its pursuit for quite some time. With thousands of monthly searches for Sunseeker Yachts on Google, one question that continues to arise from boat buyers is "Are Sunseeker Boats any good?"

This is a very subjective question as Sunseeker builds a particular style of yacht for a particular style of boating, one that may not appeal to someone that loves sportfishing boats or center-consoles. By looking at both industry awards and a good volume of boats sold, we can assume the answer. Sunseeker Yachts are widely considered a good boat builder as they are often recognized through marine industry awards, like the World Yacht Trophies, but there have also been more than 450 used Sunseekers sold since the beginning of 2021. 

"Builders like Sunseeker, Princess, Fairline, Azimut, and others are all pretty similar in their styles with some of the shipyards investing in new technology that may give them slight advantages," said Jay Hendrix, Vice President of SI Yachts. "We are proud to represent Princess Yachts and Absolute Yachts as dealers, which are competitors to Sunseeker, but we have also sold a fair amount of all of these brands on the brokerage market. If you have a Sunseeker you want to sell, call us and we'll put together a full marketing plan just for your boat. We can also help you with learning more about Princess, Absolute, and other luxury motor yacht builders.

Seen below: 'AQUAHOLIC' does a walk-through video of the Sunseeker Manhattan 55

What Kind Of Awards Has Sunseeker Won?

The Sunseeker designers and engineers are not strangers to the major marine industry awards that are given out annually. The Motor Boat Awards are arguably one of the top ceremonies for yacht builders on the international stage. The 2022 awards which were held in January included multiple Sunseeker models in the running for various categories. The Sunseeker 65 Sport Yacht was the winner in the 'Sports Cruisers Over 45-Foot Category'.

"The Sunseeker 65 Sport Yacht lives up to its name with the kind of nimble handling and near 35 knot performance that belies its size and simply wouldn’t be possible on a full-blown flybridge," the judges said. Add in the exhilarating experience of driving the boat from the Skyhelm station on the flybridge and you have one extremely fun boat ride. Additionally the Manhattan 55 was nominated for 'Best Flybridge Up To 60-Feet' and the Manhattan 68 was nominated for 'Best Flybridge Over 60-Feet.

The World Yacht Trophies are another highly-regarded awards ceremony where Sunseeker did tremendously well in 2021. Three models took home awards in major categories, a testament to the popularity of the British shipyard. The 65 Sport once again won an award, this time for Best Exterior Design in its category. The 88 Motor Yacht won for Best Exterior Design in its category as well, while the 90 Ocean won for Best Layout.

What Are The Most Popular Sunseeker Models

Again, this is a very subjective thing to say that any one model is more popular than another, especially when there can be many differences between ranges like the Manhattan, Portofino, Superhawk, Predator, and others. There are also going to be much fewer boats sold in the 90-foot and up range as there is less of a market at that price. 

The Manhattan model range was quite popular and the sold data supports this. From the beginning of 2021, there have been 83 used Sunseekers sold in the United States and recorded in the MLS. Nearly half of those boats sold were from the Manhattan model line, with the Manhattan 52, Manhattan 55, and Mahattan 66 being the most popular. During this same timeframe, there were 3 Sunseeker boats sold over 100-feet, two of which were based in Miami.

Comparing Sunseeker sold numbers to other competitive brands is worthy of discussion, but other factors like production schedules, sourcing equipment, owners keeping their boats longer, and a variety of economic situations can "muddy the waters" when trying to determine popularity. Looking solely at the American market, Sunseeker came in behind Azimut in total number of pre-owned vessels sold, but did exceed the numbers for Princess, Fairline, Ferretti, and Galeon.

As a leader in the yacht brokerage industry and as one of the most successful new boat dealers in the Northeast, the team at SI Yachts is uniquely experienced to help you take your boating interests to the next level. If you are looking to sell your current Sunseeker or other boat, we can execute a personalized advertising plan, as well as utilize our vast Hubspot CRM database, to help you find a buyer quickly. If you're looking to purchase a yacht, we have access to boats on and off the market that may fit your budget and requirements. Contact us today at 1-718-984-7676, or by email at [email protected], to get started with one of our yacht sales professionals.

Other Sunseeker Related Articles Of Interest :

• How Much Does A Sunseeker 65 Yacht Cost?

Staten Island Yacht Sales

• Yachts Under 500K
• Best Yachts Under 2 Million
• Absolute Navetta 64
• Viking Fishing Boat
• Absolute 52 Yacht
• 80 Foot Yacht For Sale
• Staten Island Marina
• 3 Million Yacht
• Pershing Boats For Sale
• 500 000 Yacht

Luxury Yachts & Boats

• Meridian Boats For Sale
• San Lorenzo Yachts For Sale
• Regulator Boat For Sale
• Vanquish Yachts For Sale
• Intrepid Boats For Sale
• Grand Banks Boats For Sale
• Luhrs Boat For Sale
• Scout 530 Lxf For Sale
• Venture 34 For Sale
• 2019 Riva 100 Luxury Yacht Price
• 55 Princess Yacht
• Seahunter 28 Floridian For Sale

Popular Models

• Cruiser Yacht For Sale
• Sunseeker Boats
• Galeon Boats
• Absolute Yacht For Sale
• Ferretti Boats For Sale
• Buddy Davis Boats For Sale
• Cabo Boats For Sale
• Blackfin Boats Cost

Brands & Types

• Valhalla V46 Price
• Pardo E60 Price
• Pardo Yachts
• Contender Boat For Sale
• Nor-Tech Boats For Sale
• Valhalla 41 Price
• 52 Viking Express
• 80 Foot Viking
• 72 Ft Viking
• Valhalla 55 Price
• Valhalla V37 Price
• Sea Ray Slx 400 For Sale

Send Us A Message

Share this Article: