sydney 38 sailboat

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• Sailboat Guide

Sydney 38 is a 38 ′ 5 ″ / 11.7 m monohull sailboat designed by Murray, Burns & Dovell Pty. Ltd. and built by Sydney Yachts/Bashford Int. starting in 1999.

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)

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• By Peter D’anjou
• Updated: October 29, 2001

There’s a lot to like about the Sydney 38 from Bashford International’s Sydney Yachts and the design firm of Murray, Burns, and Dovell.

Outside of sails and electronics, the boat comes as a fixed one-design package that incorporates many desirable design elements. From the bottom up, the Sydney 38 has all the fast stuff: a modern underbody and foils faired and finished for racing, a bulb keel that draws 8’8″, a spade rudder with sealed bearings, and a recessed wheel set in an enormous cockpit. The cockpit is so large it could easily accommodate a cocktail party or the dance floor at a small junior prom. There are 842 sq. ft. of sail area, which includes a non-overlapping headsail. The aluminum rig’s aft-swept spreaders eliminate the need for runners or checkstays, and the high-end rigging package includes rod rigging and all the high-tech lines a serious racer would choose.

We test sailed this well-mannered boat last fall on Chesapeake Bay. According to our GPS, in a 12-knot breeze the boat sailed upwind at 7.2 knots. It accelerated to 8.4 knots downwind when we set the symmetric kite. If you’re looking for a gauge of its speed potential, the boat rates between an Aerodyne 38 and a Farr 40.

Doug Croker, who previously owned a 1D35, supplied our test boat, Canvasback. “I wanted something that could go offshore and do some distance racing,” says Croker. “This boat is unbelievable in a blow. One race we just smoked up and down the Chesapeake in 35 knots and waves. I went down below and nothing moved- no flex, no leaks. It’s a really solid boat.”

While our experience with the Sydney 38’s handling characteristics indicated the boat would excel in 20 knots, we checked with Alice Martin, a 38 owner from Chicago. “We looked at over 50 designs, and this boat fit our desire for a serious raceboat with an interior that allows us to enjoy Mac races,” says Martin. “My crew had ’jib envy’ in the light airs at Key West Race Week, but I’ve been in a few good storms, and in anything over 10 knots, the boat kicks butt.”

The deck layout is functional, with six Harken winches positioned for duty and a split 2-to-1 European-style mainsheet system that runs aft along the boom to a flush-mounted deck traveler. The boat also has adjustable jib cars, Spinlock stoppers, and a solid Forespar boom vang.

To keep the price of the boat under $200,000, Bashford builds the boat using vinylester and E-glass over a PVC foam-cored deck and balsa-cored hull, and covers everything with a polyester gelcoat finish. The fractional aluminum rig and the high-gloss gelcoat interior finish- and in some places, such as the forepeak, a matte finish- are concessions to achieve the boat’s target price. An internal one-piece fiberglass grid, which incorporates the keel, mast, engine, and rudder, supports and stiffens the hull.

A clean interior look is complemented by the minimal amount of wood finish, primarily found in the teak and holly cabin sole. The forepeak is used for sail storage and houses a ventilated head, which has a vanity sink and wet locker. The main cabin has a large settee and fixed, contoured teak table forward and to port. The galley is placed forward too, opposite the settee, and has a sink, icebox, and two-burner stove.

To provide space in the main cabin, the engine is installed aft of the sail drive, instead of forward of it. This also places the folding prop forward, closer to the keel. The nav station is immediately to port of the companionway and has cubbies. To starboard is another settee, which conceals storage below and behind it. The backrest of the starboard settee has hinges, which allows it to flip up and make another berth. Other sleeping accommodations are quarter berths- a double to port and a single with a pipe berth above it to starboard. With the placement of all the bunks so far aft, one would consider balancing weight forward during overnight racing. The main cabin is open and spacious with four fixed sidelights and ample storage. It’s more functional than luxurious, but all the bases are covered for coastal or offshore racing.

Thirty-six Sydney 38s have been built; eight are in the United States, and there’s already a fleet of six in Chicago. There’s potential for more one-design fleets around the country, but, in any case, the boat’s usually rated at 30 seconds per mile. Its base price is $196,000. With sails and electronics, we estimate the boat, in race-ready, sail-away condition, will cost about $225,000. Although it doesn’t break new design ground, the Sydney 38 is a solid product, and the sum of its parts is a well-built racing package.

The Sydney 38 is distributed and sold in the United States by Nelson Marine; www.nelsonmarine.com, 510-814-1858, in San Francisco and Thoroughbred Yacht Sales, 410-267-9419, in Annapolis.

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The Sydney 38 is a 38.5ft fractional sloop designed by Murray Burns Dovell and built in carbon fiber or composite by Sydney Yachts/Bashford Int. since 1999.

65 units have been built..

The Sydney 38 is a light sailboat which is a very high performer. It is reasonably stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally small. There is a short water supply range.

Sydney 38 for sale elsewhere on the web:

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The most dramatic areas of departure for this design are in the displacement and the distribution of beam. At 11,575 pounds, the Sydney 38 has a D/L of 118 and this puts it in the "light boat" category, drawing a very distinct line between it and the Jeanneau, the Najad and the Elan. This difference would probably be best reflected in the techniques the builder uses to get the weight down. The Sydney 38 uses vacuum-bagged composite bulkheads.

This boat was designed by Murray Burns and Dovell. No, not to be confused with the Aussie doo-wop group Murray Burns and the Dovells. This is an Australian design office headed by Ian Murray of America's Cup fame. The hull form is not tailored to any particular racing handicap system with the idea that boat speed in itself is timeless in its appeal: I'd second that. Compare the plan view of this design with that of the other boats this month. You will quickly see that this design is much finer forward with the deck line from the point of max beam being almost a straight line to the stem. The cutwater of this design is very sharp, and although the L/B is 3.14, which is certainly not narrow, I would guess that the BWL of this design is considerably more narrow than the others and the topsides are quite flared.

The keel shown here is apparently not the "real keel" as the brochure says the keel is a bulbed fin. Draft is a confidence-building 8 feet, 8 inches. I would think that with the Sydney 38 you would have at least a knot in boat speed on any point of sail in any condition over the other three boats.

You had better appreciate that extra knot of boat speed because below you will not have the sumptuous veneered interior that the other boats show.

The galley is minimal, and I don't see any reefer space at all. "Oh boy! Warm Vegemite and cheese sandwiches." There are individual cubby holes for personal gear like Chap Stick, sun block, sunglasses and bandages. Despite the simple layout of this interior, it's amazing just how comfy and cozy you will feel after you beat your friends in by two hours.

This is a tall fractional rig and once again a clear sign that this boat is not intended to be put into the same category as the other three. The SA/D of this design is 26.45. The spreaders are swept about 22 degrees and there is no babystay. This is the only boat this month with a keel-stepped mast. The designers have decided that the extra weight of the two-spreader mast section will be offset by the reduction in windage over a lighter three-spreader section. The two-spreader rig will also be easier to tune. The mainsail roach appears to overlap the backstay by about 16 inches, and although it seems contradictory, with its small, 109-percent jib and big mainsail, the Sydney 38 may be the easiest boat of the four to sail.

This is a racing boat deck layout because this is really a race boat. Six are currently scheduled to be delivered to the Chicago area for one-design racing. The big, wide cockpit will allow crew functions to be kept to the middle. The splayed cockpit well with its narrow side decks will keep the helmsman well outboard.

If your style of sailing includes some club racing and you want to give your local PHRF racing committee fits, bring in a Sydney 38.

Also in Perry on Design

• Wallyrocket 51
• Clubswan 28
• Beneteau Oceanis 37.1
• M.A.T. 12.2
• Jeanneau Yachts 55

Also from Robert H. Perry

Sydney 38 OD

• 3rd and 5th Sydney to Hobart Yacht Race IRC 2002
• 2nd and 3rd Sydney to Hobart Yacht Race IRC Division 2002
• 1st, 3rd, 4th and 5th Sydney to Hobart Yacht Race IRC Division 2003
• 3rd Sydney Hobart Yacht Race IRC 2003
• 1st Chicago to Makinac Yacht Race IRC 2006
• 1st Sydney Hobart Race IRC Division D 2006
• 1st and 2nd Sydney to Hobart Yacht Race IRC 2006
• 3rd Sydney to Hobart Yacht Race IRC 2006

Sydney Yachts is onto a winner with its new IRC and one-design racer. Vanessa Dudley looks at the reasons why

I should probably make something clear right at the outset. If I was in the market for a new yacht and had at least $350,000 to spend, I would look very seriously at a Sydney 38.

This boat scores highly on my own personal approval register for lots of reasons. Not only is it purpose-designed and built for racing, from class regattas to club twilighting to IRC handicap events, but it looks as though Sydney Yachts really is giving the one-design concept a decent shot, with class rules and an owners' association in place. With 17 boats already produced and 12 more on the order books, (including 20 for Australian buyers), according to the company, the class is quickly reaching critical mass as far as fleet racing is concerned.

The boat is fast and nice to steer both upwind and down (at least in breeze to 20kt, the most I've experienced onboard the Sydney 38). It's a manageable size, and getting a crew of eight people together for a weekend race is probably manageable, too.

The swept-back spreader rig looks bulletproof and user-friendly without being a telegraph pole. I'd prefer a carbon-fibre rig, but maybe that's just Farr 40 One-Design envy, and then we're jumping up into another price bracket altogether, out of my (imaginary) reach.

I can imagine having a lot of fun with one of these boats, giving much bigger boats a hurry-up in club twilight races, having a good chance of finishing in the money in the IRC division of events like the Sydney-Mooloolaba Race, Sydney-Gold Coast Race and Hamilton Island's Hahn Premium Race Week, and taking on the challenge of one-design racing at the Sydney 38 class titles, sailed for the first time this year as part of the Hog's Breath Race Week off Airlie Beach. I can also imagine using the boat for more relaxed social outings, pottering around Pittwater or wherever with family and friends.

It's not hard to imagine all of the above because it's a brief summary of how the first Australian buyers have been using their boats during the past six to eight months.

I'm not sure if I'd paint the Telstra Sydney to Hobart Yacht Race into my own personal picture for the Sydney 38, not because of any concern about the craft's integrity or performance characteristics, but rather because it's a small boat for the big race, and that large, open cockpit and low profile coachhouse - so well-suited to around-the-cans racing or northern passage races - could leave you feeling pretty exposed in tough and cold conditions.

But there is talk of one or more of the Sydney 38s entering this year's Sydney to Hobart Race, including hull number 17, the latest to roll out of the Nowra factory on its way to Melbourne yachtsman, Lou Abrahams. Having already competed in 37 Sydney-Hobarts, most of those as owner/skipper, Lou could be expected to be discerning in his choice of entry, and prudent in his decision-making. And after all, a bad weather forecast on Boxing Day could always be the prompt to wait until January 2 for the start of the Strathfield Pittwater to Coffs Harbour Race.

MODERN TIMES The apparent demand for the Sydney 38 reflects the international trend towards one-design offshore racing yachts with class rules requiring owner/drivers and restricting the number of 'professional' crew members.

The Farr 40 One-Design which embodies these principles has proven a runaway success in both the US and Australia. The Sydney 38 is a local, more budget-conscious answer, resulting from collaboration between the Pittwater-based yacht designers Murray, Burns & Dovell, professional yachtsman Ron Jacobs of Performance Boating Services, who played a key role in the design brief for the 38, and the Australian production-yacht builder Sydney Yachts, also known as Bashford International.

According to Martin Thompson of Sydney Yachts: "No-one wants to do the Saturday races any more; people want to club race in the twilights and go more one-design." He calls the Sydney 38 "the Year 2000 version of the J35" and says: "We're finding that people like the aggressively-styled wheel, the big cockpit and they want an interior that presents well."

Studying actual patterns of boat usage among local club fleets in this size range, plus Sydney Yachts' closest established models, the 41 and the 36, has led to some sensible decisions with the 38's layout. For example, Thompson says: "We could put a V-berth in the front of the boat and no-one wants to use it. So we have made that area all for sail storage."

Because the boat was not designed primarily for IMS handicap racing, Thompson says a more user-friendly keel shape with a thicker, rounder bulb carrying all the ballast low, rather than distributing some of the lead in the bilge, could be incorporated in the design.

SURVEY STANDARD Construction is all "to survey standard from day one", Thompson says. (Actual survey certification is an optional extra.) Construction is in accordance with the American Bureau of Shipping classification for offshore racing yachts.

The hull and deck laminates are cored using PVC foam and end-grain balsa and the hull is laminated with vinylester and polyester resin, using E-glass unidirectional and biaxial fabrics.

A one-piece GRP laminated structural grid incorporates the keel attachment, mast step, engine mount and rudder bearing. Bulkheads are vacuum-bagged composite and ply.

ON DECK The anodised aluminium Whalespar mast is set up with double swept-back spreaders to support the fractional rig without running backstays or checkstays. Control of the rig while sailing is via the topmast backstay, which is adjustable using an hydraulic system controlled with a lever on the front of the wheel pedestal.

The mast is keel-stepped, with discontinuous Dyform standing rigging. The aluminium boom is also custom made by Whalespar, with a Selden solid boom vang. Running rigging is good quality throughout in Vectran, Spectra and braided polyester.

The mainsheet system is the tried and tested 2:1 version which uses a Lewmar traveller system mounted on the cockpit floor, and runs the double-ended sheet forward along the boom, down to turning blocks at the mast base and back aft to Lewmar 44 two-speed self-tailing winches on either side of the cockpit.

The primary winches are two-speed 46s, while there are a pair of two-speed 40 self-tailers at the aft end of the coachhouse for the halyards and control lines, which are locked off in banks of Spinlock jammers.

The headsail sheets are led through jib cars, which are adjustable from the cockpit using block and tackle jib car pullers. All spinnaker gear is also supplied, including running rigging, the pole and a 3:1 butt lift system for raising the inner end on a mast track with RCB car.

DOWN BELOW The boat we looked over was Blowfly, hull number 3802, owned by Pittwater yachtsman Barry Moore who previously raced the J35 Locomotion.

A DeLonghi Aria dehumidifier was running on shore power in the main cabin when we climbed below at the marina. First impressions were of a clean, functional layout, with the warmth of wood and soft furnishings in an attractive suede-look green fabric.

The interior is uncluttered without being sterile; you could hose it out after a passage race and, to my mind, that's a good thing. The less fuss the better on a boat like this.

The timber joinery is well executed, with teak panelling along the hull sides, teak-and-holly veneer floorboards and attention to detail in the double-groove motif carried around the edges of the dining table (an attractive feature with its pattern of radiating teak veneer panels), the navigation table, bunk surrounds, and the fiddles around the galley and on top of the engine box under the companionway (providing a handy storage space for sail ties, etc).

The companionway is a simple, light double frame in anodised aluminium, with moulded fibreglass steps.

Forward of the main bulkhead is an open area with the forepeak given over to sail storage and a Jabsco marine head to port with handbasin alongside, supplied with fresh-water via a foot pump.

Behind the head is a storage compartment for toiletries with mirrored sliding doors. The head's workings are exposed, so you don't have to grope around in the back of vanity units, etc, trying to find the seacocks.

Opposite to starboard is a hanging locker which saves weight by dispensing with a door - access is via an oval cutout in the fibreglass moulding. Ahead of this is a narrow hanging space for sheets, braces, etc. Above is a round anodised aluminium opening hatch which provides minimal snags for spinnakers.

The main cabin has an L-shaped saloon to port and a settee on the starboard side which doubles as a hinged sea berth with a rigid- based berth below. The cabin is fairly low profile, with wide sidedecks, and I found myself banging my head on the coachroof when I got up from the settees. (Hopefully something you do only a few times before learning avoidance tactics.)

The galley runs along the starboard-side of the main cabin, forward of the settee, and is set up with the essentials including a Maxie double burner metho stove and griller, icebox and small sink with freshwater supply via foot pump. There isn't a lot of storage space for food and utensils, apart from the small cupboards above and outboard, which have sliding perspex doors for easy access.

The aft end of the port settee doubles as the seat for the aft-facing nav station, which consists of a chart table plus space for navigation equipment and electronics. Facing backwards probably isn't a bad idea; as the navigator can have direct eye contact with the cockpit crew through the companionway.

Aft of the nav table is a small bench seat which would be a handy spot to sit and pull your seaboots or wet weather gear on or off, or simply unwind and annoy the navigator at the end of a watch during a longer race.

Outboard of this seat is a six-compartment storage area for personal items like sunscreen, sunglasses and caps, as well as boat gear like winch handles, tools, etc. Another handy nook for hardware such as change blocks, VB cord, etc, is under the chart table.

Blowfly's nav station was set-up with Seiwa GPS chartplotter with C-MAP NT charts, the standard electrics panel, Clarion marine CD player with AM/FM radio and Wagner SSB radiotelephone. Wind and performance instruments were Brookes & Gatehouse. (The other boat involved in this test, Obsession, had Raytheon instruments and chartplotter plus an Icom VHF and Codan marine radio.)

Aft to port is the master cabin with a large double quarter berth, which has split bunk squabs so you could add a leecloth down the middle for racing offshore. On the starboard side is a single quarter berth and a pipe cot.

Standard engine is a Yanmar 3GM30 diesel engine with saildrive and 80 amp alternator. The seawater-cooled wet exhaust system discharges through the transom. The control panel with rev meter and on/off switches is on the engine box, while the throttle control is at the helm position.

PERFORMANCE We sailed on Sydney yachtsman Michael Jones' Obsession, brand-new at the time of this test. The occasion was a Wednesday afternoon club race with the Royal Prince Alfred YC.

There was an all-star cast onboard, involved in tuning the rig before the boat embarked on racing. Obsession's North Sails wardrobe included grand prix 3DL main and three headsails, plus a Dacron delivery/cruising main and headsail. We were sailing with the 3DL main and the dacron headsail.

According to North Sails' Michael Coxon, onboard for this sail, the three racing jibs are all around 109 per cent, with the No 3 being smaller on the hoist and with a hollow leech.

The Sydney 38 class rules prescribe strict limits on sail wardrobes and the number of sails which can be replaced each year.

We did not get to experience any thrilling spinnaker rides, this being a no-extras race, but upwind the boat happily sailed at 7.3-7.4kt in a 20kt breeze and proved very stiff. When a stronger gust arrived, the boat would heel fairly quickly onto its bilge and then sit happily at that angle and power along without wanting to round up or overloading the helm.

The class rules propose a maximum total crew weight limit of 720kg, and in one-design racing every bit of movable ballast will no doubt be valuable in a breeze, but because the boat is so stiff, you certainly won't need that sort of weight on the rail to enjoy the sail.

The recessed carbon fibre steering wheel is very big (and very bright green on Obsession) and steering was an absolute pleasure, with fingertip control all that was required upwind and down, and comfort for the driver either seated or standing.

The cockpit seemed huge for a yacht of this size and was easy to move around, while the transom area aft of the steering wheel provided a clear space for less-experienced guests.

When we returned to the marina, Michael Jones looked thoroughly pleased with his new yacht, while Michael Coxon declared it "a good family boat, with gear you can handle". Also onboard was Victorian yachtsman John Savage, whose background in one-design keelboat racing includes a World championship win in the Etchells 22 class. His approval of the Sydney 38 translated to an immediate decision to buy one.

Initial race results since the date of our test give an indication of the Sydney 38s' capabilities in mixed fleet racing. At the Hahn Premium Race Week at Hamilton Island in August, sailed in mostly light conditions, the four 38s sailing with an IRC time correction factor of 1.1060 placed second, fourth, fifth and sixth overall in the fleet of 20 IRC entries. (The smaller Sydney 36 Sport, Pamela C, which hung onto us doggedly during our sail on Obsession, took out the IRC division at Hamilton Island sailing with a TCF of 1.0610.)

The three 38s competing in the Sydney-Gold Coast Race - two of them brand-new - placed seventh, ninth and 16th.

THE CHARTER OPTION Although most of the Sydney 38s launched to date have been ordered for private use, six have been ordered by Pittwater Yacht Charters (Team Sail) with three delivered to date, for use in corporate racing and team-building programs as well as being available for charter for fleet and match racing championships.

A similar option is on offer from the charter company Sunsail in conjunction with Hamilton Island Ltd and Sydney Yachts. Under this plan, investors are being sought to launch a fleet of 10 Sydney 38s, to be based for most of the year at the Hamilton Island marina, and to provide an attractive feature for conference groups visiting the Whitsunday Islands resort seeking alternative team-building exercises, as well as opening new avenues for high calibre, national or international one-design regattas. The yachts are for sale to investors through Sunsail's local yacht investment program, which the company says has been used to sell yachts to 55 yacht investors during 1995-1999.

Benefits to investors include yacht charter and resort accommodation as well as first right of refusal to use their Sydney 38 in Hamilton Island's annual Race Week.

BUILDING FLEETS Sydney Yachts has so far built nine 38s for export, with six going to a group of Chicago Yacht Club members, two more to private buyers in the US and another to Hong Kong. The Australian dollar's low rate of exchange could well attract more overseas orders; good news for a local yacht producer which has already carved out a strong export trade.

The good news for local buyers, meanwhile, is the steady growth of fleets in Sydney and Melbourne. The Sydney 38 is a fun boat to sail, and true one-design racing will be the icing on the cake. For this to work in the long-term really depends on fleet numbers, the lack of which has tripped up many promising production boats in the past.

The Sydney 38 looks like it could clear that first major hurdle, as the Farr 40 One-Design has already done, presenting local yachtsmen and women with two very appealing - and quite different - options for offshore one-design racing.

• Stiffness sailing to windward; which translates to impressive power and fingertip helm control.
• No excuses to hide behind when you get it wrong in one-design racing.

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SYDNEY 38 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of SYDNEY 38. Built by Sydney Yachts/Bashford Int. and designed by Murray, Burns & Dovell Pty. Ltd., the boat was first built in 1999. It has a hull type of Fin w/bulb & spade rudder and LOA is 11.73. Its sail area/displacement ratio 25.43. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

SYDNEY 38 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about SYDNEY 38 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the sydney 38.

SYDNEY 38 was designed by Murray, Burns & Dovell Pty. Ltd..

Who builds SYDNEY 38?

SYDNEY 38 is built by Sydney Yachts/Bashford Int..

When was SYDNEY 38 first built?

SYDNEY 38 was first built in 1999.

How long is SYDNEY 38?

SYDNEY 38 is 10.75 m in length.

What is mast height on SYDNEY 38?

SYDNEY 38 has a mast height of 15.4 m.

Member Boats at HarborMoor

38′ Sydney – BustinLoose

• Name: BUSTIN LOOSE
• Make: Sydney
• Length: 38 feet
• Hull Material: Fiberglass
• Engine Brand: Yanmar
• Located In: Alameda, CA

To schedule a showing  please contact: 

Wayne Goldman

510-759-8481

[email protected]

Phone Number

BOAT INFORMATION

This magnificent Sydney 38 is a serious racer that comes with some bragging rights.  BUSTINLOOSE raced weekly in Monterey in all series and specialty races including the Spinnaker Cups, which she won class and overall. BUSTINLOOSE made podium finishes in the Big Boat Series 12 times, winning two of those times. BUSTINLOOSE has also won the Aldo Alessio, Big Danny and Stone Cup numerous times.

She sails perfectly in all conditions and all types of racing. She recently had her head kite out for display at the US Open for the Media Cameras. BUSTINLOOSE is an excellent racing shape for her new owner.

New/upgrades include:

• New standing rod rigging
• New bottom job
• Designer: Murray, Burns & Duvell, Pty. LTD
• Flag of Registry: United States
• Hull Shape: Monohull
• LOA: 38 ft 6 in
• Beam: 12 ft 4 in
• Displacement: 12260 lb
• Ballast: 4225 lb
• LWL: 35 ft 3 in
• Maximum Draft: 8 ft 8 in
• Engine Type: Inboard
• Engine/Fuel Type: Diesel
• Engine Model: 3GM30
• Total Power: 24 HP
• Engine Hours: 1892
• Drive Type: Sail Drive
• Engine Power: 24 HP
• Cruising Speed: 7 knots
• Maximum Speed: 9 knots
• Fresh Water Tanks: 104 gallon
• Fuel Tanks: 26 gallon
• Holding Tanks: 8 gallon

Accommodations

• Number of heads: 1
• Number of cabins: 1

The large forward cabin is open for storage of sails and lines.

Forward, port side is one (1) Jabsco manual head with sink. The holding tank is built into the head with an estimated capacity of 8-gallons. The discharge is either overboard or discharge at the deck fill.

In the main cabin on the starboard side is the galley, which contains a single stainless steel sink. Refrigeration is 12-volt with cold plate and compressor.

The freshwater system holds a capacity of 52.8 gallons contained in two Plastimo bladder tanks. The bladder tanks are located under the port and starboard main cabin berths.

BUSTINLOOSE has a beautiful long sleek white hull. There is one hatch on the foredeck, another companionway hatch with access to the cockpit from the main cabin. The decking is fiberglass over cored material. Lifelines are 1×19 stainless steel wire upper and lowers. The lowers contain hiking straps. The stanchions and bow pulpit are 1-inch stainless steel bolted to the weather deck. The cockpit is large and set up for competitive racing.

Below the water line is a sail drive with a Gori 2-blade folding propeller.  The keel is a bulbous fin equipped with a kelp cutter on the forward edge. The steerage is a spade rudder.

The mast, boom and boom vang are anodized aluminum by Whale Spars. The mast is stepped to a keel plate. The upper rigging is .33 stainless steel rod rigging and lower is .28 stainless steel rod rigging. All rod rigging was just replaced. All halyards run to the cockpit.  There are two carbon fiber spinnaker poles stored on the foreword deck.

  There are two Harken #40 self-tailing 2-speed winches located on the cabin top. Two\ harken #46 self-tailing 2-speed located on the cockpit combined and two Harken #44 self-tailing 2-speed winches located on the cockpit combing. All winches were last serviced in June of 2018.

The mainsheet traveler is located forward of the wheel on the cockpit sole.

This vessel is equipped to race with 14 sets of sails:

• North Sail – carbon fiber main: new 2015
• Hodges – carbon fiber jib 105%, new 2015
• Hodges – carbon fiber jib 105% medium; new 2018
• S2 nylon spinnaker; new 2016
• S4 nylon spinnaker; new 2016
• Carbon fiber main sail with 5-battens
• Laminate mainsail with 5-battens
• Carbon fiber medium jib sail
• Carbon fiber heavy jib sail
• Three North Sail spinnakers: .6-ounce; .75-ounce; .5-ounce
• Two Hodges spinnakers: .6-ounce; .75-ounce

A Furono GPS Navigator is located at the navigation station on the starboard side. A Clarion CD/AM/FM is also above the navigation station. There are (4) four flush mount speakers throughout the boat. At the cockpit, forward of the helm on both port and starboard sides are B&G depth and speed indicators and compasses.

The DC electrical panel is located at the chart table on the port side of the main cabin. The main breaker is located at the main panel. All of the wiring is 10-14 AWG, copper, braided and marine grade.

  There is one Group 27 AGM battery for the engine and one Group 27 AGM battery for the ship’s battery. Both batteries are contained in acid-resistant non-conductive boxes that meet ABYC Standards. The battery selection is by a dual type switch.  The batteries are charged by one True Charge 10- amp multi-stage battery charger.

The AC electrical system is a 30-amp connection with a 30-amp shore cord. The main breaker is located in the main cabin with a breaker switch on the distribution panel.

• EPIRB: PLP 406 MHz Personal Locator Beacon
• ICOM M-25 12-volt VHF
• ICOM M-930 handheld VHF
• West Marine hand-held VHF
• 2-decibel antenna on mast head

There is a one 12-pound Danforth and 125-feet of ½” rode that is stored in the port main cabin locker. An emergency tiller is stored in the port settee locker.

This Sydney 38 is powered by a naturally aspirated Yanmar (3GM30) three cylinder, 24 HP engine. There are 1,892 hours on the engine.  The cabling for the engine is Morse cable type.  Stingers are fiberglass reinforced plastic. The transmission is a Yanmar Sail Drive (SD #20), cooled by raw water. This fuel tank has a capacity of 26.4 gallons, which is contained in an aluminum tank just aft of the engine bay.

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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Sydney Yachts 38 Boats For Sale in Australia

Found 4 listings.

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Sydney Yachts 38

A one design gem, built originally for Lou Abrahams, "Challenge" is an outstanding ...

• 38' / 11.58m
• AU $142,000

With only 65 ever made the Sydney 38 yachts really are still regarded as the perfect club ...

• AU $119,000

Adrenalin, a 2001 Sydney 38, with an excellent racing record. She has been very well ...

• 38' 6" / 11.74m

Sydney Yachts 41

The Sydney 41, also known as the Bashford-Howison 41  has long been considered an ideal club ...

• 40' 11" / 12.46m
• AU $125,000

Sydney Yachts 38 ** NOW SOLD **

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Sydney Yachts 36CR

The latest performance cruiser from down under looks to have more racer in her blood than cruiser. designed by the firm of iain murray, ian burns, and andy dovell, the sydney 36cr (cruiser-racer) is the latest product in the evolution of the 12-year-old bh boats bh36 design.

The Sydney 36CR reflects the agony and the ecstasy of modern handicap racing. Her designers aim was a durable, sexy, race-ready boat with hassle-free operation and cruiser accommodations. In Practical Sailor  testers opinions, the 36CR addresses a very small niche market. Sailed hard and well, it can win races in most places and fleets. But thats not unique. It offers limited, yet realistic cruising, which expands its use. But how close to the top can you expect to get with a 12-year-old design optimized for Antipodean breezes? And is the 36CR enough of a cruiser to make it the dual-purpose boat of your dreams?

                                                  ****

Theres no evidence that the first caveman who paddled off on a log was into racing, but virtually ever since then, the idea of a dual-purpose boat has been afloat.

Introduced to the U.S. in February of this year, the Sydney Yachts 36CR (Cruiser Racer) is an instructive take on that time-honored idea that you can have your cake and eat it too. Designed by the Aussie firm of Murray, Burns, and Dovell, the 36CR was developed by folks who have long operated at the highest levels of the racing universe. The boat is built by Sydney Yachts http://www.sydneyyachts.com/ , a division of Azzura Marine born from BH Boats/Bashford International, which claims its boats have “strength-to-weight ratios that far exceed anything else available in the boatbuilding industry in either Australia or the rest of the world.”

Looking at the boat with its 60-inch carbon-fiber wheel, open cockpit, and utterly clean foredeck, we couldnt help but wonder whether it earns that “C”? What kind of cruising do they do down in Australia?

The term “performance cruiser” has gone through a dramatic evolution over the last few decades. Back in the day of Bob Perrys Valiant 40, “performance cruisers” progressed mainly through the water. “Performance” today, it seems, is more about moving over the water. Few designers have been more involved in that evolution than Iain Murray and company. Six-time world champion (designer/builder/skipper) in the flying “Eye-deen” skiffs that race for cash off Sydney, Murray went on to world titles in varied classes (12 meter/Etchells/maxi) and offshore racing (Sydney-Hobart). He also devoted decades to the Americas Cup wars. His partner, Andy Dovell, point man on the Sydney 36 design, was designer of record for the past three Aussie AC challenges.

Sydney Yachts grew out of BH Boats, a company founded by J-24 and multihull wizard Ian Bashford in the 1980s, which morphed into Bashford International when it began to produce semi-custom offshore racers. Its first Sydney 41 was a Murray, Burns, and Dovell design named Raptor , a boat that won the 50th Sydney-Hobart despite being delivered to the line “out of the box” from the factory. The BH36 was launched in 1995. Like Raptor , it enjoyed early racing glory (winning Melbournes Nissan Regatta). Designer Dovell recalls the BH36 as “one of my favorite designs.” In 1996, Bashford died at 37 of a heart attack. The company became Sydney Yachts, and the 36-footer lived on.

When the 36 debuted, it was very much in the shadow of the 41. “She never got much of a blast at the time, but ever since, Ive been getting great feedback from around the world,” Dovell said.

The 36 began life as a masthead racer, short-ended and relatively beamy by modern proportions. It weighed 9,500 pounds and carried 743 square feet of sail. Later, around 2000, it resurfaced with a new rig as a sportboat. Sailmakers who campaigned this version on the Great Lakes for a season reported it was a sweet sailor.

Toward the end of 2005, Sydney Yachts asked Dovell to revisit the design. He gave it a modern rig with swept-back double spreaders, a totally new deck, and, most importantly, a new and heavier keel.

“It was a question of taking a nice set of lines from a hull that had more than proven itself and making it better,” Dovell explained. “The cockpit shrank, though the closed transom of the earlier design was traded for the proven advantages of an open aft-section; the interior grew; the rig became more efficient and easier to handle; and, most of all, we dramatically increased her stability with a modern bulbed keel.” Voila—the Sydney Yachts 36CR.

Adding weight to a raceboat might seem strange. Dovell explains, “the 36 is relatively voluminous compared to a dedicated racer. Her sections are rounded and clean, so she can accept a reasonable payload. Balance and distribution of volume are keys. Shes not what Id call cruisey, but she is far more forgiving than lighter, narrower boats.”

Over 90 percent of the weight added to the design (almost 2,000 pounds, according to Dovell) is in the cast lead keel. Its 12 percent (thickness/chord) fin is hardly a blunt instrument, but the designer chose it for efficiency through a wide range of attack angles to give the boat a relatively wide groove.

The bullet-shaped bulb at the bottom concentrates the majority of the weight 7.5 feet below the waterline, where it will do the most good. Form stability is important, as is a low vertical center of gravity, but having one of the highest ballast/displacement ratios (43 percent) among modern racer-cruisers means that owners wont have to depend on “rail meat” to keep it upright.

Like other Sydneys, the 36CR carries an oversized wheel in a well. Available in assorted colors, of composite construction, and engineered to withstand a fair amount of abuse, the big wheel is nothing if not “racey.” Dovell used a NACA section on the rudder; and reported that it tends to stall gradually instead of all at once, like some more aggressive shapes. “It all comes back to making the boat genuinely easy to sail,” he says.

The same theme governs the rig. A pair of swept back (22 degrees) spreaders makes the backstay a sail adjustment tool rather than a structural necessity. Small and tall, the foretriangle accommodates a non-overlapping jib with a long, lift-producing luff. The lions share of the power is in the 36CRs generously roached mainsail. The result is simplicity and ease in tuning, adjustment, and shorthanded sailing, with no significant penalty in performance potential.

The new deck was designed to foster “all-round” sailing. Seats in the cockpit offer a respite from rail- sitting while leaving the space open enough for a racing crew to work. The coachroof was lengthened, widened, and raised to provide a roomier interior. Styling has been updated via smoked glass “swoosh” side windows, rounded corners, and a profile that slopes integrally into the foredeck.

Call it “cruiser” if you will, but the Sydney 36CR looks like a raceboat. Its big wheel, open cockpit, thicket of winches, clear sidedecks, and flat-sheer/low silhouette profile say: “at home on the starting line.”

Look closer, and the impression deepens. Our test boat was rigged with Dyform shrouds, Spectra lightweight running rigging, adjustable jib cars, and a removable, fixed carbon bowsprit designed to facilitate both fractional and masthead asymmetrical spinnakers. Dave Tomlinson, who oversees Sydney sales in the U.S. and hosted our test sail, says that some owners have opted for conventional spinnakers as well. One-design rules have yet to be codified.

Perhaps the supreme accomplishment of the layout is the 36CRs mainsheet arrangement. A Harken windward-sheeting Big Boat Traveler (6:1) recessed athwartships in the cockpit sole, just forward of the wheel, offers the maximum in accessibility and fine tuning, by virtue of both gross/fine tackles and a “German” two-sided purchase system via the gooseneck that permits both high sided and double-winched mainsheet trim. All of this without creating a toe-stubber in the cockpit. Though a dedicated mainsheet trimmer could work easily while racing, the setup is one of the best answers weve seen to making solo or short-handed sailing less of a gymnastic challenge.

The 36CRs spar is tapered aluminum. A carbon-fiber mast is available as an option. Having Harken two-step (40 x 2 & 44 x 2) self-tailers as halyard and primary winches is a plus. The additional spinnaker winches on our test boat were an option. Any (or all) of the winches can be electrified. Clustering halyards and control lines at housetop clutches port and starboard is efficient, as is the 36CRs telescopic adjustable vang. All work stations seem to honor (as well as possible in a 36-footer) ergonomic reality. She has been set up for “hassle-free” operation, no matter how competitively you are sailing.

Accommodation

The big thing about the boats interior is that its big. While the Sydney 36CR doesn’t match most boats in its size in cruising niceties—like tankage, (29-gallon fuel tank/26-gallon water tank), stowage, privacy, or even convenience—it does offer a remarkable amount of space to live in. “What I like about my boat is her openness. Shes not cluttered,” one Florida owner told us. “There arent the nooks and crannies that cut up other boats.” While the head is small, ventilation might be better, and the galley is a bit cramped, theres space enough for sailors to adapt to their own style of cruising and to make weekending and limited passagemaking attractive realities. Living aboard or taking it well offshore would involve substantial modifications.

Generally, the impression below is crisp, clean, and tasteful. The molded headliner masks deck hardware, but permits efficient wiring runs and appears easy to clean. Faux seams etched into the hull sides break up the “ice-box” feel. Joinery is production quality, but the touches of wood (southern myrtle for the most part) on door and locker frames, plus a large wooden drop-leaf table in the saloon work well.

The layout provides sleeping for six (two quarter-berths aft, two in the saloon, and a forecabin double). The saloon makes the most of the room afforded by the boats exterior chainplates, and there is surprisingly ample space for all aboard to dine and socialize below.

Tucked well outboard, the galley suffers from squeezed headroom and a rather small centerline sink. Cruising essentials like cooking, dishwashing, refrigeration, and electricity are not exactly afterthoughts, but the innovation and intensity reflected in the 36CRs set-up for racing seems not to have been carried belowdecks.

Some plusses in the details, however, include well-placed and copious gear lockers; high-quality positive push-button closures on their doors; see-through Plexiglas sliders to maximize transparent stowage; an attractive wooden shower grate; and a simple, serviceable Whale manual bilge pump.

Still, even with the (optional) cockpit ports, we thought ventilation for the after-doubles was minimal. Cabin lights seemed randomly placed, in awkward spots, and too low for reading. The convertible combination of nav seat and ice chest seemed far from convenient, though the chest was deep and well-insulated. Lifting the companionway steps provides superior engine access, but dealing with the unshipped housing at sea might prove a problem.

Performance

During our test sail on Biscayne Bay, Fla., in February, the breeze never topped 6 knots. Beyond recording our pleasure at how much speed the 36CR wrung from so little pressure and noting it was markedly quicker than any of the two-dozen multihulls or cruiser-racers around us, it was hard to attach much significance to the experience. Certainly the boat is laid out with creditable efficiency, and it is undoubtedly a joy to get behind its 60-inch wheel.

In such instances with boats of this ilk, we turn to race records, owner feedback, and hope for another chance to sail the boat and amend our performance report.

Theres limited data on the 36CR—its too new. However, the Sydney 38 One-Design, a Murray, Burns, Dovell design that came after the BH36, has had a brief career in the U.S. Introduced around 2000, the boats finished first through fifth overall under Americap in the 2001 Chicago-Mackinac.

Said a Chicago sailmaker: “The Sydneys are optimized for Aussie conditions. That means breeze. Summertime around here is pretty drifty. The class never really established itself as a vibrant one-design. Some of the original boats have migrated to San Francisco though, and they seem to be thriving there.”

Heres what weve been able to gather from existing owners.

“My boat approaches 7 knots uphill in 25 knots of wind through a Golden Gate chop,” said an owner in San Francisco, whose comments regarding stiff-air performance were echoed by others.

“The sense of something solid, almost bulletproof, is what I like best about her,” another owner commented.

“Shes much less of a handful in a breeze than the 38, for instance,” Dovell says.

We asked Dovell if his 36CR was well-suited to the sort of light-air racing that characterizes many parts of America: “It depends, of course, what sort of competition youre talking about, what sort of fleet youre racing against. In the under-8-knots portion of the wind range, Id say that a weakness is there. Still, masthead asymmetricals and creative use of Code 0 type headsails can really juice up light-air performance.”

With its relatively high prismatic coefficient, generous wetted surface, and small foretriangle, the 36CR would hardly be an ideal “drifting machine.” Efficient, easily driven, and stable, however, the 36 seems to possess a quickness that doesn’t disappear as the wind diminishes.

The Southern Florida (a quite typical American sailing ground) PHRF handicappers rate it at 63. Using the J-109s rating of 72 (or a handicap of 9 seconds/mile) for comparison, it seems there are some who believe her potential, even in lighter airs, to be noteworthy.

Conclusions

The Sydney 36CR reflects the agony and the ecstasy of modern handicap racing. What better way to “get into the game” than a durable, sexy, rocket thats fast, forgiving, and manageable? On the other hand, how close to the top do you expect to get with a 12-year-old design optimized for Antipodean breezes and marked as a “ringer” by the handicappers? Does the life of chasing regattas and sleeping aboard appeal or appal? And is the 36CR enough of a cruiser to make it the “dual-purpose boat” of your dreams?

Sailed hard and well, it can win races in most places and fleets. But thats not unique. It also offers limited but realistic cruising that expands its use. It is solidly built and intelligently designed.

However, it addresses a relatively small niche in the market. That limits its ability to hold its price. Comparing winners lists is a black art; predicting performance potential and outlining whats needed to deliver the silverware are patently risky. Getting the most for your money depends a lot on your answer to “most of what?”

Last year, we reviewed the C&C 115 ( August 2006 ) and Beneteau 10R ( November 2006 ). Billed as “racer-cruisers,” they nonetheless combine cruising and competitiveness in about the same proportions as the Sydney 36CR. Costing considerably less than the Sydney ($255,000 FOB San Francisco), they make greater use of strength/weight technology (both have carbon spars) and modern design thinking. In a heavy-air area like San Francisco, we like the Sydneys stability and good manners, but its hard otherwise to set it above those other two choices.

• CRITIC’S CORNER: SYDNEY 36CR
• INTERIOR NOTES: SYDNEY 36CR
• SYDNEY 36CR CONSTRUCTION DETAILS
• SYDNEY 36CR IN CONTEXT

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The design is the most critical part of your new sail. Ensuring the sail fits and performs its best is a must for our crew. The Precision Sails Design team are experts at their craft. Unlike other sail lofts all of our sailors work one-on-one with a designer to perfect their Sydney 38 sail.

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