rival 36 yacht review

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Used – Rival 36

Mention Rival yachts and most sailors think of fairly heavy, pretty, bulletproof affairs designed for crossing oceans in safety, with high speed not featuring particularly high on the priorities list. Rival Yachts, in its first iteration, was started by yacht designer Peter Brett in 1967 with the Rival 31, the first one of which was popped out of her mould in 1968. This was quickly followed by the slightly extended 32 and then later with the well respected 34, 41 and 38. The first 36 was launched in 1980, making it the sixth and final Rival from the company in its original form.

The Rival 34 in particular had gained many admirers in serious yachting circles following Wild Rival winning the OSTAR transatlantic race on handicap in 1976. The race had been a windy one and the 34 had triumphed in the main due to an ability to plug relentlessly to windward in conditions that had caused many other crews to ease off and yachts to retire. The 36 was launched with this triumph fresh in the minds of the boating public, to fill a gap between the slightly fuller ended aft cabin 38 and the bulletproof 34. The 36 was a fairly successful design for Rival with 78 hulls being launched from the Woolston, Southampton factory. Later, in the 1980s, Rival Yachts’, like many other boatbuilders’ stories became more complicated, performing and being subjected to various takeovers and mergers featuring Bowman, Starlight and Rustler, all illustrious names in their own right when it comes to world girdling cruising yachts.

The 36 was designed from the start with a lift keel variant, the 36C (for centreboard), which has a slightly shorter mast. The lift keel is a GRP foil that operates within an external stub keel with a flat bottom and grounding shoe for drying out safely alongside a harbour wall or similar. It is raised and lowered using a deck mounted winch. The 1984 model we are looking at here has the alternative deep fin keel of encapsulated lead. There was a third shallow draught variant offered with Scheel keel. The 36 was offered with sloop rig as standard and cutter rig and furling headsail were offered as options.

Entering the rich confines of the saloon, the first thing that strikes any visitor is the Rival trademark keyhole cut bulkhead. It’s actually quite a clever structure as it adds most of the additional strength of an extra central bulkhead without stealing too much natural light from the cabin. She’s constructed to Lloyds 100A1 standards and her solid feeling hardwood faced ply joinery bears this out. Maximum headroom is 6ft 3in (1.91m) declining slightly to 5ft 1in at the forward bulkhead. While small saloon ports and the hardwood finish are always going to create a darker atmosphere than in some more modern designs, I found it was actually quite bright and uplifting for a 25 year old boat. The saloon table is soildly constructed, amply fiddled and on some boats can be dropped to provide an occasional double. There are serious looking triple cup positions for pipe cots above the saloon berths, and the berths are a usable 6ft 3in (1.91m) long. Stowage under these berths is significant, thanks in part to the water tank being situated in the root of the keel and accessed through inspection hatches in the sole.

This is a real ocean eating plodder. She won’t be setting anybody’s pants on fire, but there are few 36ft boats available new today with the same cocktail of ocean going layup and design detail, and possibly none with the same unpretentious quality of finish. These boats justifiably hold their value very well, though it is a sad indictment on sailing snobbery that they would make more buyers’ shortlists if more of them had come with wheel steering.

For • Solid lump of quality boat • Heavy weather comfort • Proven seakeeping ability

Against • Would you get on with a tiller? • Not quick, especially in light airs

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Review of Rival 36

Basic specs..

The boat is typically equipped with an inboard Volvo Penta MD2030 diesel engine at 29.0 hp (21 kW), which gives a max speed about 5.5 knots.

The fuel tank has a capacity of 182 liters (48 US gallons, 40 imperial gallons).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Rival 36 is 1.81, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Rival 36 is about 185 kg/cm, alternatively 1040 lbs/inch. Meaning: if you load 185 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1040 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

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• Sailboat Guide

Rival 36 is a 35 ′ 9 ″ / 10.9 m monohull sailboat designed by Peter Brett and built by Rival/Bowman (UK) starting in 1980.

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)

A keel/centerboard and Sheel keel version was also available. CB version: draft bu: 3.75’, bd: 6.75’

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The Rival 36 is a 35.83ft masthead sloop designed by Peter Brett and built in fiberglass since 1980.

78 units have been built..

The Rival 36 is a heavy sailboat which is slightly under powered. It is stable / stiff and has a good righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally small. There is a short water supply range.

Rival 36 for sale elsewhere on the web:

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Bavaria 36 - any owners opinions?

• Thread starter Longshanks
• Start date 18 Apr 2010
• 18 Apr 2010

After looking at so many tired boats from the 1980s and 90s, the wife is getting quite keen on a more recent Bavaria 36. I know all the "opinions" of non-owners on the YBW forums, but are there any current or past Bav 36 owners out there that would care to give me an honest view of +/- factors and anything in particular to look out for on this model? If you had one, why did you sell it? If you currently have one, is it living up to expectations? Send by PM if you wish. Many thanks.  

We have the Bav37 from 1999-2001 design - so a little older, but has the same hull as the post 2001 Bav36. We moored up next to a 36 in Beaulieu last year and had a quick preview ... Very tidy boat, slightly different deck design and down below was a different layout. The only overall negative (concluded with the owners) was that the high cupboard spaces were a little short on the 36 - whereas ours are tall enough to stand a bottle in. In sailing terms they are pretty much matched (I believe) and whilst definately isn't a hot hatch - it is a good cruising boat. I wouldn't want to besailing one in F8+ .. but then I wouldn't want to be there out of choice anyway ... being a high volume boat it would take quite a bit of attention to keep going - when I'd rather not be! All in all Bavs are good boats for the money - but you should only get one if it suits what you want to do with it (as with all boats!) - and if you're looking at a newer 36 I would also look at the 1999-2001 models ....  

Lord High Commander of Upper Broughton and Gunthor

I dont own one... though I have sailed on quite extensivley.... (I have a slightly older 31...) and have sailed the 34, 32, and 37 of around those years as well.... Here is my potted review for the post 2001 boat; A quick and fun boat if had with the deep keel and FB main... practical interior with good use of space let down by some light fittings, in particular the overhead grab rails feel a bit light weight and only tacked on. Excellent and practical heads, good sized galley, excellent chart table. A much better sailor than the Bene 361 or SO 37, quick to accelerate and rewards tweeking. Cockpit let down by slightly pooor angles on the coaming making it a bit uncomfortable over long periods, but good space and easy to reach controls and winchs make it easy to short hand.... (Though could use with mainsheet and traveller in cockpit instead of on coachroof... like virtually all contemporaries.) AVS of 112' would make me a bit nervous about extensive offshore long distance cruising. Excellent value, nice boat, fun to sail... would be near the top of my list and ahead of SO 37 and Bene 361. You should also look at the 1999-2001 34, and the 37... the 34 feels a bit more susbtantial and is not quite a sporty... but is very well screwed together and not far short of space... the 37 feels a bit bigger still and not as sharp to sail, but again a bit more substantial down below. IMHO I would choose a late (say 2001) 2 cabin 34 over the 36, ( but if you are going three cabins then the 36 would probably win) for its more sustantial build. If OTOH sportiness is top of your list then the 36 is gonna be more fun. Problems; There were issues with the holding tanks on the early boats, not draining properly at sea and getting bunged up... inparticular on the 3 cabin models.... though I have had a unpleasant experience on a 2 cabin boat as well... I suspect that poor user practice may have contributed to this.. The push buttons on the locker doors were downgraded post 2002 and tend to jam more often... Other than that I havent heard of or had any major issues... they are pretty conventional boats, with straightforward and reliable systems sourced from the big suppliers. Our 1999 31 has been very good.. with no real isssues... (Fridge replaced 2 years ago... ) I found the 36 a joy to sail... only eclipsed by the Elan 333 in my experience.. Try chartering Anodyne from Liberty Yachts in Plymouth for a weekend if in doubt!  

Sans Bateau

Well-known member.

As with photodog, I dont own or have never owned a Bav 36, but I do get to sail one, and I think the views of us who sail on other peoples boats are of a very high value, we have no commitment as owners, and so we sail on them because we want to. I have no disagreement with what the other two have already said. the Bavaria model numbering is very confusing, I believe the Bav 36 is nearly 38 ft long. The boat I sail on is based in the South of France and is of 1999 vintage. Nearly every time we are down there, at some stage we experience winds at the top of the 30's knots, 35 - 38knts. Making to windward in this wind is a bit of a challenge, but that is mainly because of the very short sea that develops in the Med. The previous owner of this boat changed the original sails for some nice cruiser laminate tri radial sails, these set nicely and in moderate conditions she sails very well indeed. The only negative I would say is the light weight bow roller and what seems flimsy stanchions, pullpit and push pit. But all in all the Bav 36 is a good boat for the money.  

I have just changed to a B32 after having had three Moody's over the last 15 yrs. Tried to find a 4th Moody but all looking very tired. My B32 is a 2003 and so far apart from being much lighter am very pleased. Storage is excellent and all technical facilities are easily accesible.  

Thanks guys. I appreciate the views of those that sail on them as well as owners. To answer some of the points made, we're looking for a comfortable summer liveaboard cruiser for use around the UK, Ireland and maybe Brittany. Can be handled by two, have space for guests and entertaining, and probably won't be sailed in anything above F6 unless we get it badly wrong! Most nights in harbours, anchorages and marinas, with the occasional over-nighter at sea in settled weather. That's why in reality we don't need the likes of a Rival 38 (which I did consider last year!!) as much as I really love these older designs. Although, the ability of the Bavs and other AWBs to comfortably handle wind over tide conditions and short steep seas does raise a few concerns in my mind, it's all compromises at the end of the day, and living comfort / newness / value for money is beginning to take priority. The Bav 36 we've looked at has the deeper keel, which I assume is the better choice. I'd welcome any further comments by the way...  

With that description I would be more inclined to the 37... its just a bit more comfy in my experience... This looks a nice one..  

We have the shallow keel 37 - so not 1.8m ... this is the 1.4m version - with a bulb on the bottom. Like PD says - its not sharp to sail (I also race RS400's) - but it is good. Again - we specifically wanted a shallower keel having come from another boat with a 6' draft which we found a little restrictive around the solent and poole. Bav34 of this parish also has a shallow keel and gave us a test ride before we bought ours - which is what convinced us a shallow keel was acceptible - having sailed out in a F6 with cross sea with no dramas ....  

Other than the linear galley that looks pretty much identical to ours ... Ours has a U galley a bit further aft and 2 'captains' seats where this one has it's galley - thus we don't have the bench in the middle of the saloon either. The rest looks the same.  

I have the 3 cabin 37 shallow keel from 2001. Support all the previous comments. I have in mast furling and performs well with new, flatter sails. Layout not so good for lounging as 36 but cabins a bit more spacious and storage better. Everything has stood up well to 7 seasons chartering and 2 less hectic private use. Weakest points of gear are wobbly stanchions (only 2001), poor cabin lights and poor cooker. Everything else is at least as good as competitors and better in many respects. Fewer on the SH market in UK (plenty in the Med) compared with 34s and 36s and many were sailing school boats. If the volcano lets me escape, I shall be sailing mine back from Corfu to UK round the outside in a couple of weeks time. No concerns about her ability to do the passage.  

• 19 Apr 2010

Active member

390 Lagoon Ive sailed a couple of thousand miles on B36 and B38SC. Im not sure on the second hand prices, but I would consider going slightly older (I know you are tired of looking at tired old boats), but bear with me. The Bav 390 lagoon should be considered, the ones I looked at were pristine. The first one I saw looked like it had just come off the production line. It was built very well, carried the Lloyds certificate, and and ouzed quality on all aspects. By the time I had done my research, someone else had paid the deposit. I then travelled quite a long way around Europe looking for one, and eventually bought an Oyster. I still get pangs when I see a Lagoon 390 though, and the feedback from other owners is 100% positive. There was a broker selling a Westerly that I looked at, he asked me what else I had looked at, when I told him about the 390, he said "snap their hands off, its a much better built boat than the Westerly or Moody it was competing against".  

Moodymike said: I have just changed to a B32 after having had three Moody's over the last 15 yrs. Tried to find a 4th Moody but all looking very tired. My B32 is a 2003 and so far apart from being much lighter am very pleased. Storage is excellent and all technical facilities are easily accesible. Click to expand...

Here is a nice one... http://www.yachtworld.com/boats/1991/Bavaria-390-Lagoon-2198743/Sint-Annaland/Netherlands  

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NEW LISTING – Rival 36 ‘RIVAL MISCHIEF’

Friday 2nd July 2021

Mark Cameron Yachts are delighted to have been appointed to act in the sale of the Rival 36 ‘RIVAL MISCHIEF’.

First launched in 1980 the Rival 36 was the last of the Rival designs to be drawn by Peter Brett, the man responsible for creating the Rival brand and its iconic reputation as a robust reliable cruiser. Originally built by Southern Boatbuilding Company before the the merging of the Rival and Bowman brands there was reportedly a total of 78 hulls produced in the class before production ceased in the mid 1990’s.

One of the later examples of the Rival 36 design RIVAL MISCHIEF was commissioned by a discerning owner and lavished with extras from the factory. She is a rare combination of options with the more versatile MkI interior combined with the shallower Scheel keel and wheel steering.  With only her 5th owner since built she has had enjoyed continual maintenance and upgrading, maintaining her Lloyds 100A1 classification through until 2005. Reluctantly offered for sale she comes with a comprehensive inventory including highlights such as:

• Gelshield coated underwater hull sections from new
• CopperCoat antifouling applied 2014
• Laid decks professionally re-screwed and re-plugged in 2020
• Blakes seacocks fitted for all underwater through hull fittings.
• Yanmar 3YM30AE marine diesel engine fitted new in 2015, less than 200 hours running time
• Sterngear replaced in 2015
• Whitlock Cobra 5R pedestal wheel steering system
• Stainless Steel fuel, freshwater and black water tanks
• Raymarine es78 MFD with Raymarine Quantum radar installed new 2017
• New galley stove, 2 burner, oven and grill installed new 2015
• Ebersapcher diesel fired blown air heating system installed new 2015

Lying on a berth in Bridlington, East Yorkshire RIVAL MISCHIEF is available for viewing strictly by prior appointment.

FIND FULL DETAILS OF ‘RIVAL MISCHIEF’ HERE

Rival 36 ‘RIVAL MISCHIEF’

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Better Sailing

Best Small Sailboats To Sail Around The World

While there are plenty of 30-35ft blue water cruising yachts currently on the used sailboat market, many of them are tired and need new standing rigging, sails, engine, etc. That said, there are good boats out there that have been loved and looked after. Those that are well used have most likely been well maintained, too, so don’t be put off by yachts that have crossed oceans or even circumnavigated before, as their owners will have had to keep them properly seaworthy. Sailing around the world is no easy task, so these boats should be in tip-top shape. 

Some might consider 30-35ft too small for bluewater cruising or for a circumnavigation (sail around the world), but that has been disproved over the years. Bigger might be better for coastal cruising with friends, but maintenance costs rise exponentially with every extra foot. A small sailboat should be more than enough to carry a couple off on the adventures of which they dream.

Nicholson 35

Now somewhat legendary, the tough and dependable Nicholson 35 first appeared in 1971, and between then and 1985, some 228 boats were launched. Built to Lloyds’ specifications with a hand-laid solid GRP hull, she boasts a fully encapsulated lead fin keel and full-depth skeg. She has an alluring sheer with nicely balanced overhangs, giving her bows a powerful go-anywhere look, while her low-profile coachroof blends pleasingly into the decks.

Compared to today’s modern cruiser, the Nic 35’s accommodation is somewhat limited due to her relatively narrow beam and pinched ends, but what there is has been used intelligently and makes for a good working environment on long passages. The need to pass through the heads to reach the forecabin can be inconvenient with guests on board. Still, for two people cruising, these minor irritations are more than compensated for with the high quality and solidity of the fittings and joinery and the availability of safe sea berths on passage.

The main saloon is comfortable with 1.88m/6ft 2in headroom. A U-shaped dinette makes a narrow but long double in port, and the 1.92m/6ft 4in-long starboard settee a great sea berth. However, many were fitted with one or two pilot berths above the settee backs instead of lockers. The galley boasts a huge coolbox, full-size gimballed cooker, deep sink, and plenty of stowage. A crash bar, bum strap, and bulkhead pole make it a great working galley at sea. Opposite is a large aft-facing chart table with instrument mounting space on a half bulkhead separating it from the watch seat and wet locker further aft. A few boats had a forward-facing chart table and roomy quarter berth instead.

The water tanks are under the sole above the keel, not under the saloon settees as with many modern crafts. Small portlights and hatches mean natural light and ventilation might not be so plentiful as on a newer boat, but then there is less opportunity for leaks. Her cockpit is business-like – not over wide but with high coamings to support the crew securely and keep them dry. She also has a high bridge deck to stop water going below should a wave find its way into the cockpit and very deep cockpit lockers. The mainsheet track is within reach of the helmsman, just forward of the pedestal, but getting to the primaries entails climbing over the seats from behind the wheel. Her masthead sloop rig has a keelstepped mast. It is stout and uncomplicated, with twin lower shrouds and a removable inner forestay for a storm jib.

Post-1975 models had a taller mast option (51ft as opposed to 45ft), increasing the sail area considerably. No doubt most will now have the control lines led aft into the cockpit for safer shorthanded sailing. Under sail, the Nic comes into her own. She has a very positive helm, although she can be prone to weather helm if overpressed. Her performance under sail is well mannered and drama free. However, her large (145%) genoa can take some sheeting in (don’t leave the inner forestay on). Her high bows part the waves with a gentle motion, and her deep, longish keel keeps her tracking dead straight in a following sea. She won’t break any speed records, averaging around 5 knots on a long passage, but she’ll always get you there safely and in comfort.

Nicholson 35 Specs

>>Also Read: Best Sailboats Under 30 Feet

The Sadler 34 evolved from the 32, and while the 32 was a tough, capable seaworthy sailboat cable of sailing around the world. The 34 offers much more in the way of accommodation thanks to her wider beam. Apart from being pretty, the most notable feature of the 34 is her double-skinned hull, sandwiched with thick closed-cell foam, making her unsinkable and eliminating condensation thanks to the added insulation. She came with a deep fin, shoal fin, or bilge keels, and the post-1990 models had a Stephen Jones-designed, foiled fin keel with ballast bulb that upped upwind performance. Under sail, she is responsive and vice free with a comfy motion and predictable handling. While her pinched (in modern terms) stern might limit the width of the aft cabin, it works well at sea, allowing her deep full skeg-hung rudder to keep a good bite on the water.

The Sadler 34 is quite a powerful performer and, despite having a fairly high displacement, achieves excellent passage times due to her ability to soldier on through foul weather and rough seas. Her deep and secure cockpit is perfectly dimensioned so as not to get thrown around at sea, and yet it provides enough clear seating for dining alfresco with mates. Stowage is also good, especially in the full-depth locker to port. There are harness points in the cockpit, but the mainsheet track runs across the bridge deck, which can catch out the unwary if the traveler isn’t locked in place.

On deck, the layout is practical, and the side decks uncluttered. Her foredeck is set up ideally for regular anchoring with a twin roller stemhead fitting and big anchor locker. Her accommodation is spacious enough for four. Though it was called a ‘double’ aft cabin, it only really works as a single, roomy quarterberth. She has an excellent U-shaped galley where pretty much everything can be reached with ease. The chart table opposite faces forward with its own seat, and there’s room aplenty for instruments and pilot books. Her saloon is roomy, and the table and seating are large enough for six to dine in comfort.

To port, the heads have a basin and its own door, allowing access to the forecabin. But in shower mode, the entire compartment runs athwartships, which isn’t ideal, especially as the hanging locker is in the same enclosure. There’s a decent-sized vee berth forward, which makes an ideal owner’s cabin at anchor. Stowage is reasonable, although the water tank is under the starboard settee.

Sadler 34 Specs

>>Also Read: Best Sailboats Under 100k

Not unlike the Nicholson 35 in both hull lines and reputation, the Rival 36 is a tough, solid yacht designed for passagemaking in virtually all weathers and sea conditions. The 36 slotted between the slightly cramped 34 and the larger 38 ketch, with 78 in total being launched. Possibly a squeeze on such a tight budget, but you get a lot more space in the R36 than the older R34, and there’s a good chance you could find one that’s already equipped for bluewater cruising. She was offered as a masthead sloop or with a cutter rig option. Keel choice was between a deep lead-ballasted fin, a shallower Scheel keel, or a centerboard (R36C).

Under sail, she’s predictable and easily handled, although, like her predecessors, she’s not the fastest boat around. As with most heavy displacement cruisers, she’s designed more to get you safely across oceans than to race around the cans. Wheel or tiller-steered, she has a large, deep cockpit with high coamings and excellent stowage for deck gear. Access along the wide side decks is good, assisted One of a range of solidly built and well-found cruising yachts built by Northshore Yachts, the Vancouver 32 was designed specifically for serious passagemaking.

Full hull sections and short overhangs offer a high-volume yacht with excellent load-carrying abilities. Her fully encapsulated shallow keel contains nearly 3 tonnes of lead ballast, giving her an enviable ballast ratio of nearly 45%; a keel shoe extends aft to support the rudder and protect the prop from floating debris and lines. Only available with tiller steering and transom-hung rudder, she has an easily manageable masthead cutter rig with full shrouds and twin straight spreaders.

A smart teak-capped bulwark offers extra security going forward while large scuppers ensure rapid deck drainage. The interior is surprisingly spacious and comfy. The long quarterberth and port-side straight by high teak-capped gunwales and long handrails on the coachroof, and the foredeck big enough for handling the headsails and ground tackle, which can be securely stowed in the large, deep anchor locker when sailing. Below decks, she is warm and woody and retains the trademark Rival ‘keyhole’ bulkhead separating the superbly designed and well-appointed galley and navigation areas from the saloon. The twin-leaf saloon table has fiddles and can seat six for a meal, while the settees are straight and make comfortable 1.91m-long sea berths with lee cloths. Most had a pipe cot above as well.

Maximum headroom is 1.91m/6ft 3in, and stowage is good, thanks in part to the water tank being above the keel. With no double cabin aft and only a quarterberth, the forecabin provides a comfortable vee berth with ample floor space to dress, plenty of lockers to stow your clothing, and even a dressing table. The heads/shower compartment is also roomy, and Jack and Jill doors offer access from both saloon and forecabin.

Rival 36 Specs

>>Also Read: Best Sailboat Brands

Vancouver 32

One of a range of solidly built and well-found cruising yachts built by Northshore Yachts, the Vancouver 32 was designed specifically for serious passage making. Full hull sections and short overhangs offer a high-volume yacht with excellent load-carrying abilities. Her fully encapsulated shallow keel contains nearly 3 tonnes of lead ballast, giving her an enviable ballast ratio of nearly 45%; a keel shoe extends aft to support the rudder and protect the prop from floating debris and lines. Only available with tiller steering and transom-hung rudder, she has an easily manageable masthead cutter rig with full shrouds and twin straight spreaders. A smart teak-capped bulwark offers extra security going forward while large scuppers ensure rapid deck drainage. The interior is surprisingly spacious and comfy.

The long quarterberth and port-side straight settees make excellent sea berths, leaving the U-shaped starboard saloon settee (converts into double berth) and roomy vee berth forward for sleeping at anchor. A half bulkhead separates the galley/navigation areas from the saloon, with a support pillar on either side providing excellent handgrips. It’s a bonus having the quarter berths behind the ch

art table as it allows the off-watch crew to keep one eye on the instruments and chart. However, having the heads forward can result in a lot of water dripping off your oilies when going below in wet weather.

All that lovely solid hardwood adds to her weight (nearly twice that of a modern 32ft Bavaria). Most owners are more concerned with her superb oceangoing abilities, though. She sails predictably and undramatically, her high bows and fine balance ensuring she parts the waves with little spray and no slamming – ideal for long passages where many lighter boats can throw you about.

Vancouver 32 Specs

Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.

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Rival Owners Association

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The Rival Owners Association was formed in 1974, with the official launch at a London hotel in January 1975.  Peter Brett agreed to be our President. 

History of the Rival 31 through to the Rival 34

This seems a good moment for a record to be made.  I hope it will interest the many Rival 32 owners who did not come onto the scene until some years after the class had started.  I would have preferred someone else to write the story, so that it would have been less personal, but is seemed that I was the only one with enough of the information to do it.  I hope the owners will put up with my viewpoint and will recognise that very important parts were played by many people who have not been mentioned.

If there had been a queue of moulders eagerly wanting to produce the boat to my design, in 1967, I hope I should still have selected Eric White for the job.  But it did not happen like that at all.  Eric was the only one to take an interest in my design, to study my background and to be only a little dubious about my hopes of selling perhaps 50 boats to the design.  He alone offered to make the mouldings, and he quoted a price which I gladly accepted.  In 40 years of cruising, ocean racing and designing yachts I suppose I must have learned something – even if only how much more there was to learn – but this had been a spare time activity and there was an important gap.  Although I had used a small GRP cruising boat for a few years I had never had one built to my design in this material, so I lacked some vital experience.  Eric had built up a successful business producing GRP boats.  His “Trident” class was flourishing and he had established a good reputation with Lloyds.  He was keen to help me and I was keen to learn.

I had decided that no work must start until a sailing model had been produced and tested for hull balance.  So this was the next job.  After five weeks hard work making the model, the sailing trials were carried out on the canoe lake at Sandown over the 1967 Easter weekend and these showed that the balance of the hull was right.

After agreeing that Eric White’s company, Marine Construction (Woolston) Ltd., were to make the moulds, the next subject was the building of the wood plugs from which the moulds would be made.  Eric introduced me to three young men who had recently started a business nearby, as Southern Boatbuilding Company.  This was how I came to meet Charles Maunder, Keith Crossley and John Florance.  I arranged with them to make the plugs for the new boat and they made a superb job of them.

The first set of mouldings was ready for fitting out by the late autumn.  By then Southern Boatbuilding were fully occupied with fitting out the prototype boat for Marine Construction to show at the Boat Show in London, so another firm was sought and found for this work.  By the time they got the mouldings they, too, were fully loaded with other contracts and I began to think my luck was running out.  There followed a frantic rush round other builders.  Someone else was found to fit out the first boat and she was commissioned at Easter 1968, just 12 months after the sailing trials on the model.

In the meantime, on 1 January, Charles Maunder had written to me on behalf of Southern Boatbuilding offering to give “a competitive quotation for the completion of your Rival class yachts”.  Thus started the happy association which still flourishes.  All the complete Rivals which I subsequently sold were fitted out by Southern Boatbuilding, between autumn of 1968 and the middle of 1971.

The excitement of the first trials on the prototype was somewhat tempered by the bitterly cold north-easterly wind in which they were sailed, but it was very satisfying to find that her performance was all that could be desired, except in one respect.  Although she was well-balanced when going to windward, with the helm showing no tendency to change as she heeled over, we found that when reaching in strong winds, at 7 knots or so, she carried more weather helm than I liked.  She had a raking transom with the rudder hung on the outside, an arrangement with which I had had plenty of experience on previous designs, but not when associated with a fin-and-skeg.  After further trials and much consideration I decided that the way to improve matters was to make the rudder-stock vertical, bringing the trunk up inside the boat.  The mould was thereupon altered so that the second boat could be built this way.  The effect was dramatic.  It was found that the boat could be steered with one finger under conditions which had previously required a strong pull on the tiller.  However, this was only realised in the autumn, on delivery of the second boat.  In the meantime I had to carry on campaigning and demonstrating the first one.  It was a season of excitement, hard work and worry.  I had been advertising regularly in the yachting papers, but there were no orders.  My money continued to pour out while nothing was coming in (“How long can this go on?”).  Six off-shore races proved her performance to our satisfaction and bolstered my confidence.  At last – in the autumn – the orders started arriving; there were five before the Boat Show in the following January.

We had a good spot in the pool at the Boat Show and found our first experience of exhibiting at Earls Court exciting – and even exhilarating.  An unending stream of people came on board and nearly all made encouraging comments.  Even though no orders were taken we left full of confidence.  A week after the show I had a quite unexpected telephone call from Switzerland with an order.  That was a really exciting moment!  Other orders trickled in during the year and at the next Boat Show, with the yacht on the Marine Construction stand, five were taken.  The cost of the original mould had now been recovered – more or less – so I decided that the time had come for a new hull mould, with a short counter added, making the length 32 feet instead of 31.  This was something I would liked to have done at the same time as the angle of the rudder stock was altered, but a new mould could not be afforded at that time.

After three seasons sailing in the class the time came to think about improvements.  Also, talks were going on with Southern Boatbuilding about their sponsoring a class of their own.  So I took the original model, which had been made for sailing, and stripped it down for testing in the tank at Southampton University.  It was decided to explore the effect of deepening the afterbody, following the practice becoming more common in off-shore racing yachts.  The model was tested at heel angles of 10°,20° and 30° and leeway angles between 5° and 9°, resistance and side-force being measured.  Two different degrees of increase in after-body depth were tried and the less extreme one showed the best average reduction in resistance over a wide speed extreme one showed the best average reduction in resistance over a wide speed range so this was followed.  One can summarize roughly the mass of results obtained by saying that the average reduction in resistance, compared with the Rival 32, was about 6%.  The slightly longer overhangs given to the Rival 34 had nothing to do with the tank tests.  They were included to improve her steadiness when beating to windward in a seaway, and to give her a more graceful appearance.

Southern Boatbuilding decided to go ahead with the class and at that point I decided to drop out of the procurement and marketing sides of the business as there were taking up too much of my time and I needed to concentrate all my attention on design.  Rival 32 mouldings were still available to customers as Marine Construction had always had the right to sell mouldings for home completion, though previously they had sold very few because my company had been doing all the advertising.  Marine Construction – or “Marcon” as they were more commonly called by then – did not immediately pick up the advertising, as their sales effort was fully occupied with marketing the classes they had developed themselves.  In spite of this the sales of ‘32’ mouldings kept up well, partly because of the good reputation the class had established and partly because the instant success of the Rival 34, which came out in 1972, led to it having a very extended delivery date, so Rival 32 mouldings could be obtained quicker.  From 1974 Marcon included the Rival 32 with the other boats they were advertising, produced brochures for them and exhibited them at Boat Shows.

In 1975 the original superstructure mould became too worn for future use and a new one was built.   Some modifications were included at the same time and a new interior layout was developed, thus making the Rival 32 “Mark III”.

In 1979, shortly before Marine Construction (UK) Ltd. was taken over by a Receiver, Rival 32 No 200 was moulded.  Later, Southern Boatbuilding bought the moulds.  It is sad to see them still outside, unused, but the hart fact is that the cost of producing a Rival 32 is almost identical with that for a 34 and one cannot see there being a demand for both at the same price.

The activities and achievements of many of the individual Rival 32’s are recorded in the pages of this and earlier Rival Round-ups, and there must be many that are unrecorded.  At least four have crossed the Atlantic both ways and of these John Chaundy’s round trip described on pp 7-12 is perhaps the most remarkable.  In the very early days of Rivals, John Hobson sailed 6000 miles in the Indian Ocean in a Rival 31, while many have gone to-and-fro between this country and the Mediterranean, some round the outside and some through the French canals.  One spent many years in the Persian Gulf.  Possibly the most satisfaction had been realised by the great number of husbands and wives who have used them happily for cruising round the British Isles and on nearby coasts.  Les us hope that this will continue for many years.

Rival Model History

Peter Brett designed the R31 in 1967 and she was launched in 1968. The original boat had a raking rudder stock and to reduce weather helm in reaching conditions the subsequent R31s had a vertical rudder stock. Twenty-two R31s were built.

Rival 32 

The Rival 32 was a development of the R31 but with a short counter. Over 200 R32s were built.

The R34 was a further development with a slightly deeper afterbody and longer overhangs to give steadiness in a seaway.

There were two basic hull versions, one with a deep keel at 5ft 10ins, and a shallow one at 4ft 8ins draft. 174 R34s were built.

The R36 was the sixth and last RIVAL designed by Peter and comes in three basic versions. Deep draft, Scheel keel, and Centre board. 78 R36s were built. The first being launched in 1980.

The R38 was the fifth RIVAL designed by Peter. Whilst being very much a Rival she has fuller ends than his previous designs enabling a stern cabin to be fitted in beneath the companionway in the aft cockpit version. There is also a centre cockpit design but not many of these were built. The centre cockpit can be ketch rigged, whilst the aft cockpit version is either sloop or cutter rigged. The first R38 was launched in 1977. 63 were built

The R41 was the fourth RIVAL to be designed and is a much sought after long range cruising yacht. There are two versions based on the same hull, aft cockpit and centre cockpit and was rigged as either a ketch, sloop or cutter. There were 57 R41s built.

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Lancer 36 Sloop

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Would like to get any information I can on the Lancer 36 sloop designed by Bill Lee. Thanks.  

I suggest that you check the archives. There was a good discussion on the Lancer 36 within the last month. Not a great boat. Jeff  

starlightventure Starlightventure's spin on the Lancer 36. They are a great boat for speed. It was the first boat under 40' to win the Trans Pac. They were built for ocean racing. They are light weight, 10,000. pounds, but a strong hull. The mast is deck stepped and ok if it is maintained, the shrouds must not be to loose or the mast rocking side ways back and forth will stress out the deck core where the mast is stepped, could be bad, if maintained its ok. They are approximately 30% lighter than a Catalina 36 so you tend to go over the top of the wave instead of plowing through it, and like all light weight racers it can be a rough ride with some slamming in over 20knots of wind. But a very fast and responsive boat. If you like to go fast then it may be the boat for you.  

You just replied to a 7 year old post!! :hammer  

And besides the post is perhaps a bit misleading post. Once upon a time the Lancer may have been considered a fast design, and may have corrected out well in a couple ancient Transpac, (but then again so did Ticonderoga) but by any reasonable modern standard (with a US Sailing PHRF rating of 126-132 depending on the rig and region) these are not particularly fast 36 foot boats. (A reasonably modern 36 footer would rate down around 72 to 81 or so) While the original design weight of these boats was supposed to be 10,500 lbs and you often see this weight quoted, the later literature and PHRF measurement certificates indicate that the stock Lancer 36 weighed 12,400 lbs with the same 4,000 lbs of ballast listed for earlier versions. In its original form, the prototype Lancer 36 was designed as a masthead rig. When it first hit production, it was offered with a fractional rig, but as far as I know very few of these fractionally rigged 36's were built. The design was altered back to a masthead rig with enorous headsails and a tiny mainsail. In masthead rig version, the Lancer 36's were optimized for reaching and running with huge spinnakers and also to do well under the rating system of that era, but are a slug upwind. These masthead rigged versions, when compared to other designs of that era or today, they were exceptionally hard boats to sail shorthanded. Lancer 36's also had one of the strangest interior layouts that I have ever encountered on a boat this size. While there may actually be a logic to this design for a couple living aboard at a marina in a cool climate, (or with AC added) for most folk I think it would be a difficult layout to live with. The ones I have been on also seemed poorly thrown together. Respectfully, Jeff  

Lancers are often underrated I know this is an old post to reply to, but these posts stay up indefinitely, and people continue to read them as a source of information. As the past owner of many sailboats, crew on many others, ex-racer, dinghy, catamaran & 49er sailor, and current Lancer 36 owner, I'd like to clear up some misconceptions about these boats. First of all, they are well-built, or the majority of them were. The marine surveyor who checked mine out at the time of purchase has been in the business for over 30 years. He lived near the Lancer factory, and has surveyed several dozen of these boats. He regularly surveys boats worth hundreds of thousands, and not infrequently, millions of dollars. He assured me that most Lancers are very well built, and that mine was a well-above average example in terms of its current condition. He winked and congratulated my on my judicious purchase - a bargain. As a case in point, my boat was moored at Semiahmoo Marina in the spring storm of 2006 that decimated Vancouver's Stanley park, with windspeeds exceeding 90 mph. Several boats in my marina had their hulls stove in - serious, BIG holes in the beam that I could literally have crawled through. My boat (I hadn't bought it yet) had its 135% Genoa unfurl and power up. The rocking action (waves on the beam) had kicked the fenders up onto the dock, and decent sized waves bashed the hull against the dock's wooden rub rail and a heavy horn cleat on the edge of the dock. Meanwhile, the Genoa heeled the boat against the dock even harder, until the sail finally shredded. Total damage? 1 headsail written off, minor cosmetic scratching to gelcoat - ZERO structural damage. Upon telling the marine surveyor this story, he highlighted that when he goes to survey hurricane damage for insurance companies, he almost never sees boats of this vintage on the scrap-heap. It's almost exclusively new, high-performance, modern construction boats that are holed in these storms. Make your own conclusions. The surveyor informed me that when Dick Valdez (Lancer's founder, previous founder of Columbia Yachts; a Plastics Engineer) sold Lancer to Bally, a NYSE, publicly traded company, they started a separate production facility that knocked out inexpensive small motor-sailors - McGregor competitors that didn't employ a lot of hand-laid roving, but did employ a lot of gun-blown chopped strand. These boats had a tendency to separate at the hull-deck joint under heavy loads, such as heavy air races. Different company, different boat, different production line and methods. But the upshot was this: Lancer's name was absolutely destroyed. The boating community at large reviled the brand, and this is reflected to this day across the brand lineup's resale value. My Lancer 36' is similar in build quality to its contemporary C&C or Catalina. There are some things I like better about either of these boats, and things I like better about the Lancer. It does indeed sail just fine to windward, contrary to popular belief. Tracks like an arrow, in fact, with very little leeway. That 4000 lb keel is also 6'2 feet underwater. This makes for a very stiff boat - if it had a foot less depth, for instance, it would take a lot more weight to give it as much stiffness, or righting moment. I often sail with more canvas up than newer cruising yachts, with a similar amount of heel and a lot more speed. I've spent time in high winds on a friend's 44' C&C; a 6x Vic-Maui veteran, and class winner. My boat performs much like a 36 foot version of his much larger vessel. Stiff, fast, easy to sail, confidence inspiring. Contrary to popular mythology, this boat points high for its vintage and has a well-balanced rig. I regularly single-hand my boat in 35 knots or more of wind. I'm as confidant on board my Lancer as I've been on the best boats of this vintage; very. Yes, it has lively fore and aft movement in short, steep waves. But I also regularly exceed hull speed. I often see +8.5 kts without a spinnaker up and very little fanfare. I have frequently seen 7.5 kts close-hauled, while towing a hard dinghy. Does this sound like a slug? Not to me. Close-hauled, I can apply a small amount of friction to the wheel, and nip below to grab something while the boat tracks as straight as an arrow. The traveler is well out of the cockpit, ahead of the companionway hatch and dodger. I love this. I just don't understand where all of the criticism of these boats comes from, to be honest. I suppose, of course, if one wants to justify spending double the money for a similar boat… My guests come aboard and marvel at the spacious cabin and liberal use of high-quality teak. They instantly 'ooh and ahhh'. My fiancee loves the large head with shower and separate vanity, and walk-through access to the aft stateroom. I've had a family of 6 aboard (plus myself) on a multi-day trip with as much room for all as you'll find on any boat of this era and size - we were able to sit around the table and play board games in the evenings. I regularly take out 4 students for a week at a time, some of them experienced sailors and current boat owners -and you know what? They love the boat, and want one just like it. Yes, the layout is unconventional - oh my! But it works… Are there things I would change? Of course - boats are an exercise in compromise, and for every 5 things you like, you'll find one or two you don't. But just because it's different, doesn't mean it's not functional. Other notes: yes, it is a deck-stepped mast with a compression post. Deck integrity has to be there - any boat that leaks can wind up rotting out - this is important on every fibreglass boat out there. Don't buy a boat with soft decks unless you just absolutely love DIY projects. And make sure you pull out that compression post every 25 or 30 years or as needed to have it professionally acid etched and repainted to protect against corrosion. Yes, these boats need to be maintained, just like all of them, and the rigging kept ship-shape. Is there a sailboat where you wouldn't want to do that? I saw a lot of keel-stepped boats dis-masted this year at the Southern Straits race - too much canvas for the conditions (operator error). Don't use more canvas than your rig can handle. Want to race in storms? Buy a storm trysail and a storm jib. Deploy them before you need to. Don't run under a full main and Spinnaker in 40+ knots of wind while the Barometer is plummetting and windspeed is increasing, and you'll blow past the entire fleet with your hankerchiefs up, while they blow out their sails and find the top section of the masts sticking through their decks. Get it? While you're at it, if you want to race in serious conditions, buy proper harnesses and jacklines, and use them. Put large stainless steel backings on your hard points. Close your hatches companionway washboards when the going gets rough so you won't be swamped if you broach or get pooped by a following wave breaking into your cockpit. Be safe and be smart. But I digress. I brought aboard a friend who's all but stopped counting his global circumnavigations - he spent 9 years teaching offshore sailing while crossing the world's oceans with novice students aboard his custom-built, full-keeled boat. I commented that I wasn't sure my boat would be that great offshore. He didn't hesitate to reply that with the right preparation, he would sail my boat anywhere in the world; he's sailed from Vancouver, BC, to the North Sea via the Panama Canal in a boat nowhere near as capable or well-built. He reminded me not to listen to the opinions of boaters who haven't owned and seriously sailed the same boat. Hmmmm. Food for thought, indeed. No offence intended. So in summary; of course it isn't a year 2000+ design. It has to be measured against its contemporaries to come up with a fair evaluation of the boat's capabilities. Well-maintained examples compare favorably with other brands currently valued at double the price or more. So if you are a value-seeker, and are willing to do a little of your own homework to dig up some facts, and take a very deep look at the vessel you are considering purchasing, you may just find that a Lancer gives you great value for your dollar, in a package that is safe, fun, and raises more than a few eyebrows as you gracefully slide past more expensive boats of the same vintage (oh - and high-volume modern cruising boats that I wouldn't take out in serious weather). I have yet to bump into a Lancer owner (of one of their bigger boats) who wasn't delighted with his or her vessel. Good sailing to all of you!  

Lancer 36 I really enjoyed your post. It was interesting to understand where the nagative coments come from, the two different manufacturing standers. I have owned Redemption,Lancer 36 for almost 10 years now and still love sailing this wonderful boat. Sure their are complants, but this boat really sails well in all kinds of conditions. I may never sail her to Hawaii but I know we could do it and may do it one year. Brad s/v Redemption Channel Islands California  

There seems to be a bit of misinformation involving the Lancer 36, starting with the Trans Pac and including construction qualities. 'Chutzpah' which won the Trans Pac overall in 1973 and 1975 was a custom boat designed and built by Bill Lee. Chutzpah was one of the earliest ULDBs and weighed about 7500lbs and only shares a small family resemblance to a Lancer 36 which was designed by Lee based on Chutzpah but weighing substantially more and carrying much more interior furniture. Still, the Lancer 36 is , for a Cruiser/Racer designed in the early '70s, a fairly light boat that performs well under sail. Although the standard rig was intended to be optimized for reaching and running, the boats have a very large keel and sail upwind just fine. Lancer's less than stellar reputation stems from the fact that most of their product line was made up of power/sailers and some small trailerables, none of which sail well. All of the Lancer 36s I've seen appear to well built, with decent joinerwork below and gelcoat that still looks good after 30+ years on deck.  

I am also the owner of a 36 foot Lancer hull #99 built Dec 81. It was bought new buy my father and passed down to me 7 years ago. I keep it in Blain, WA. I love the boat and would never even consider selling it. Just had a full survey done, and it passed with flying colors. It sails beautifully and is very fast. 7.6 knots with 15 degrees of heel, into the wind. No weather helm. Can take my hands off the wheel and it tracks straight as an arrow. Everything in the previous post is bang on. Great boat, Love it, and would buy another one without hesitation !  

We own Brown Sugar, a Lancer 36 hull #21 built in 79' We bought it in 2013, The survey stated "Excellent condition, shows pride of ownership" And from Stockton CA, in 2014 we took it to Cabo San Lucas and back with many fun stops on the way there and made it back in 13 days with one lay day for alternator repair (Turtle Bay, Baja MX). ON the way their we were caught in the tail of Hurricane Vance and as we were "uncomfortable" all night in a pitch black sky, large sea's and us having our first major storm experience, the boat handled without any issues, on auto pilot and No damage to her. Easily sailed short handed or single. There are a lot of quality boats out there and Bill Lee with Bruce King designed a good one with the Lancer 36. Any boat should be regularly exercised and kept up on maintenance. Sailboats are safe in the harbor, but that's not what their made for.  

I own Lancer 36 Hull #127. We ordered the boat from Dick Valdez sitting in his office in Orange County in 1981 and took delivery in March, 1982. I have owned the boat ever since. The boat has been in San Francisco Bay since delivery and sailed in all types of conditions in this typically windy venue. I am a big fan of regular maintenance and the boat has been superb. We have replaced and upgraded equipment as we go but that is what you do as a long term owner. The Lancer build quality was overall pretty high - excellent gelcoat finish, good rigging and mechanics overall. The boat is a dream to sail and is comfortable for a family of 4 to stay aboard for a long weekend or more. It is a light boat for the SF Bay conditions but has never failed us and goes downwind like a Porsche - fast and tight. I have never raced my boat so the rating game doesn't interest me. I agree that it is an old design but nevertheless it has it's merits. BTW - the interior floor plan still gets rave reviews from my Guests, many of whom have newer and larger boats that still can't match the space down below on this model. It would be tough to find one that is still in good condition but if you do give it some serious consideration, especially for the money. They did get a bad rap in those years after Lancer Yachts failed but mostly that was based on some of their larger Power/Sail models, those boats didn't sail well at all and performed marginally under power to boot. The 36, using the old Chutzpah hull mold, was really their best sailboat in the line.  

Re: Lancers are often underrated I have owned a 1981 Lancer 36 for nine years now and have grown to love the boat. I sail her more than anyone else I know in our large marina - all seasons and (nearly) all weathers. The negative comments above sound like they belong to a totally different boat. Mine is built well, surveys well, points well and simply out-sails much larger sailboats again and again. Apart from all of that she is darn pretty to look at! Another Jeff.  

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Sadler Starlight 35: a solid 35-footer

• Duncan Kent
• January 13, 2021

Duncan Kent examines the enduring appeal of the Sadler Starlight 35 and discovers a yacht that is a delight to sail and built to last

The Starlight 35 has a low coachroof allowing a clear panoramic view from the helm. Credit: Bob Aylott Credit: Bob Aylott

Product Overview

Manufacturer:.

Stephen Jones drew up the first of Sadler International’s Starlights, the 38 in 1988, which soon after became the 39. He followed this in 1991 with the equally popular Starlight 35.

The company was rescued from the recession in 1993 by Rival Bowman Yachts , which continued to build the range, launching an improved MkII model with a slightly larger rig.

Sadly, it too went under in 1998 and the moulds were sold to Rustler Yachts , which built a few more to order.

In total 105 were launched.

Design detail of the Sadler Starlight 35

The 35 was similar to the 39; in fact several of the deck mouldings and the entire cockpit were incorporated into the 35, giving her the feel of a much bigger boat.

She has a long bow overhang and a noticeable sheer rising from quite a low freeboard aft, to high bows with a little flare to keep her dry in heavy seas.

She is relatively heavy by modern standards and has a healthy amount of form stability, together with generous ballast to enable her to carry a good sail area and keep her stiff and upright in a blow.

Her hefty ballast keel is bolted onto a GRP stub, keeping the weight low and forming a deep bilge to stop any water from reaching the accommodation when heeled.

The cockpit has enough space for three to work the boat, and more for relaxing on deck. Credit: Bob Aylott

Starlights came with a wing keel option, which is said to add lift to windward whilst keeping her draught as shallow as possible.

Though built using the foam-filled technique, Jones never claimed her to be unsinkable, unlike the earlier Sadlers.

But she still had an inner moulding, bonded to the hull at the ring frames, with closed-cell foam injected between this and the hull.

This produced plenty of additional positive buoyancy as well as insulating the hull from the cold and noise.

The inner moulding provided the basis for much of the furniture and a smooth, easy-to-clean finish inside lockers and stowage bins.

The decks on the Sadler Starlight 35 are wide with a very effective, moulded-in, non-slip surface.

The coachroof melds nicely into the foredeck and there are virtually no slippery areas to avoid except, maybe, the top of the cockpit coamings.

All lines leading back to the cockpit from the mast run under hinged covers, which protect them from the sun and remove a trip hazard.

The handrails – big, through-bolted stainless rails leading all the way from the sprayhood to the foredeck – are excellent.

Her foredeck has a deep chain locker with a plinth for a below-decks windlass, twin chunky bow rollers for self-stowing anchors, sizeable deck cleats and fairleads integral to the aluminium toe rail.

The cockpit is spacious enough for a crew of three to work in without hindering each other.

A flared topside gives the Starlight 35 a racy look. Credit: Bob Aylott

It has a deep, self-draining well with a seat-height bridge deck and a cutaway aft to clear her large wheel.

Steering from the coamings is easy and comfortable and she has stowage aplenty in three deep lockers.

Access to the small transom platform and hinge-down boarding ladder is through a rail gate and requires climbing over the helm seat.

She has a stout masthead rig with deck-stepped, twin spreader Seldén mast.

Her standing rigging is generously sized and boasts both fore and aft lower shrouds plus an adjustable back stay.

She has a fully battened mainsail with lazyjacks and luff cars for easy handling.

All lines are led into the cockpit via clutches, to two Lewmar 30ST winches.

The primary winches are Lewmar 48STs, which handle the large genoa with ease.

The Starlight 35 is comfortable to live on for extended periods. Credit: Bob Aylott

Under way A 29hp Volvo drives a two-bladed prop through a conventional shaft, which gives her the ability to cruise at around 6 knots at an economical 2,400rpm.

Maximum speed is just over 8 knots at 3,600rpm.

She goes where you point her and is easy enough to manoeuvre at close quarters, providing you make allowances for the prop walk.

Her spreaders are swept aft just 10°, allowing the boom to go nearly right out without the mainsail fouling on them, so the chances of an accidental gybe are minimal.

Her deep rudder and skeg kept her tracking dead straight with little effort on the wheel.

Working through tacks and gybes is easy and safe, thanks to a sensible deck layout and good, strong deck gear and winches.

Her mainsheet is just forward of the pedestal, within easy reach of the helm, but the genoa winches are set a bit too far forward to reach from behind the wheel.

Upwind she ploughs a dead straight furrow as soon as the genoa is trimmed.

The helm is light until she is really pushed and the deep rudder means she never breaks out.

The chart table is spacious, with plenty of stowage. Credit: Bob Aylott

In one test sail we had the lee rail well under during a few 22 knots plus gusts with little effect except that the hard-over rudder was knocking a knot off our speed and we had to gimbal the tea mugs!

Her wing keel exhibits the same effect as a much deeper fin and appears to produce no more leeway than a normal fin keel.

The wings also have a damping effect, which helps prevent pitching in big seas.

The Sadler Starlight 35 tacks easily and confidently through 80° and will point right up to 32° off the apparent wind until the mainsail luff starts flapping and the speed drops off.

Her favourite point of sail is around 45° off the wind, when she’ll see 7 knots in a stiff breeze.

Despite having a tall bridge deck, going below is made safer thanks to sturdy stainless grab bars each side of the companionway, both above and below the hatch.

The lower step is the engine box, which is well forward, making it easy to access the engine for servicing.

Accommodation

The layout is pragmatic and well suited to long-term cruising.

Because she has foam between the GRP inner moulding and the hull, a small amount of interior volume is lost, but this is barely noticeable.

Her navigation area, just inside to port, contains an Admiralty chart-size, forward-facing chart table with neat instrument storage trays.

There’s a deep bin beside the table for pilot books and logs, and ample space for electronic instrumentation next to the switch panel and on the half bulkhead.

The conventional saloon has a central drop-leaf table and settee berths. Credit: Duncan Kent

The L-shaped galley is large and has all you’d need for preparing and cooking during a long voyage.

There are two deep sinks, a large fridge and a fully gimballed cooker with crash bar and bum strap.

The abundant stowage is well organised and partitioned, and the worktop fiddles are deep enough to rest your tea mugs against when heeled.

Above are two portlights.

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Teak handholds on the deck head enable you to go forward safely.

The saloon isn’t huge, but it is seamanlike and the two 1.98m x 0.65m (6ft 6in x 2ft 2in) settees make excellent sea berths.

The starboard side also has a pull-out extension.

Light and ventilation are good thanks to the four ports each side (two openable), so despite teak in abundance it isn’t gloomy.

Electric lights all have a red/white option for night passages.

Beneath the seating is stowage, and above are a mix of lockers and fiddled shelves.

The table seats four to six comfortably and has a large bottle store.

A fiddled centre section ensures items stay put when the leaves are folded down.

The two cabins are roomy enough and comfortable, with plentiful lockers and shelves and a small dressing area with standing headroom.

Duncan Kent is a technical writer for marine publications and websites

The berths, however, are not large by modern standards.

The fully lined heads compartment, aft of the nav station, is a good size and has a shower seat over the toilet.

Headroom, like the saloon and aft cabin, is 1.83m (6ft).

The Sadler Starlight 35 has a reputation of being a tough, long-legged blue water cruiser with an above average sailing performance.

She is built to last and her outstanding seakeeping qualities and well-balanced handling make her a delight to sail.