gozzard sailboat review

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• By Darrell Nicholson
• Updated: May 30, 2002

Setting out on the Gozzard 41 for a sail on Chesapeake Bay last fall, I knew almost instantly that this was my kind of boat. With a cruiser-friendly hull and deck plan, a pragmatic yet creative interior, and sensible onboard systems, the Gozzard 41 reflects traditional virtues often lost in pursuit of the Next Big Thing. Because I also happen to like clipper bows, raised quarter rails, and heart-shaped transoms, I also might add that the Gozzard is a very good-looking boat.

The product of what is truly a family business in Ontario, the Gozzard 41 is the latest evolution of the popular Gozzard 36, introduced in 1984. Since leaving the now-defunct Bayfield Boat Yard in 1981, designer Ted Gozzard has been constantly refining his version of the ideal voyaging liveaboard. His son, Mike, the production manager at Gozzard, oversees the onboard-systems and construction details, where the semicustom 41 shines. The boat is also available in a pilothouse version.

After spending a day riding gusty 15-knot breezes on the Chesapeake with my wife, Theresa, and the boat’s owners, Barbara and Andy Heath, I had only two regrets. One was that the ocean, the true arena for such a boat, was beyond our reach. The other was that this boat wasn’t mine. The helm responded naturally on all points of sail, and under the full-battened main, 130-percent genoa, and a generously proportioned staysail, she showed surprising power. This is a no-nonsense boat that will make comfortable progress when sailed full and by into a building sea, but she’ll quickly discipline an incurable sail tweaker inclined to pinch. The ride was so agreeable on a close reach that we abandoned plans for a lunch stop, broke out the sandwiches, and left our drinks untended on the steering console as the water rushed under the keel.

Although the boat’s underbody is a fairly conservative fin keel and skeg-hung rudder, Mike Gozzard says they’ve used strong, lightweight composites “to put the boat on a diet.” Her sail area-to-displacement ratio of 18.64 suggests sufficient canvas for moderate to light airs, and should the wind grow feeble, you’ve got 71 horsepower and 88 gallons of diesel fuel (more at the owner’s requests) at your disposal. When the time comes to short-tack up a channel or claw off a lee shore in a blow, the self-tacking staysail and its arced sheeting track allow for a good angle of attack. As a matter of preference, I’d choose a hank-on staysail rather than roller furling, and I’d invest in a good storm jib. (See “In Praise of the Versatile Staysail,” May 2002.)

The pull-pull steering using sheathed cables was smooth and efficient. The standard autopilot, an Autohelm 7000, connects directly to the steering quadrant, providing backup should a cable fail. Should both the autopilot and cable go kaput, a perfectly suitable emergency tiller is at the ready in the seat-locker lid. That said, our Boat of the Year judges regard the pull-pull cable system as less desirable than the usual cable-and-sheave arrangement (in which the exposed cable more readily lends itself to inspection, maintenance, and repair), direct-drive steering, or hydraulic steering. Mike Gozzard says that at the owner’s request, the 41 can be fitted with a hydraulic or a cable-and-sheave steering system. However, he regards a properly installed pull-pull system—which Gozzard has used for over 20 years—as an improvement over the usual cable-and-sheave arrangement.

Under power, the boat performs as expected, given her displacement and underbody. Reverse introduces noticeable prop walk, an inevitable trade-off for having a full-length skeg protecting the rudder and a large, three-bladed prop—both of which are in line with the boat’s philosophy. The 41 comes with a Westerbeke 71C4 rated at 71 horsepower at 3,600 rpm. Our test boat cruised comfortably and quietly at 6.6 knots at 2,800 rpm.

What I liked most about the boat is that when there’s a compromise to be made, Gozzard leans toward the side of safety, comfort, and reliability. It’s a realistic approach, tinged with a healthy dose of skepticism, that assumes nothing should be left to chance. A good example is the main-boom sheeting arrangement. The Gozzard’s mainsheet connects at the boom end, where the load belongs, and leads through a 3:1 purchase to a winch on the cockpit console, within easy grasp of the helmsman. The setup precludes a mainsheet track, but a Forespar rigid boom vang sufficiently controls mainsail twist.

Built to Last

As pretty as the Gozzard 41 is, it’s a forgiving boat, designed to take some abuse. Hull integrity has been one of Ted Gozzard’s hallmarks since his days at Bayfield, and the sandwich construction of the 41 is no exception. Layers of double-bias E-glass cloth and mat (with an outer-skin about 1/4-inch thick above the waterline and 5/16-inch thick below the waterline) are bonded on either side of 3/4-inch 550 Corecell, a linear polymer foam core that ranked high in U.S. Navy tests for strength and impact resistance. Solid glass laminate replaces coring material at the sheer line, centerline, keel, rudderpost, and all through-hulls. Thickness is added to the outer skin at the bow, trailboard, chainplate, mast step, and transom. The deck is equally robust, with core thickness up to 1 inch and solid laminate in place of core at any deck penetrations for hardware. The hull/deck joint is bedded in 3M 5200 and through-bolted with 316 stainless-steel machine screws at 6-inch centers. A varnished teak caprail (segmented for easy repair) creates an independent seal for the hull/deck joint, virtually eliminating any chance of a leak. Built to withstand a grounding or collision with flotsam, the rugged rudder and skeg assembly—both reinforced by internal stainless-steel frameworks—provide exceptional protection to the propeller and steering components.

One only has to take a seat in the cockpit to appreciate the Gozzard’s deck plan. The 8-inch-high coaming extends to the outboard rails, opening up a comfortable working area in the cockpit. The increased beam allows room for the center console, a versatile addition where the steering wheel, engine controls, and electronic displays mount.

The practicality of the permanent windscreen is crystal clear—so to speak. Even in the tropics, dodgers rarely go down, and toughened glass affords far better visibility and durability than clear plastic. A small canvas dodger extends protection over the companionway, and an easily managed bimini top shields the helmsman without obstructing his view of the mainsail. For full shade while the boat is motoring or at anchor, more canvas zips in to fill the gap between the dodger and bimini. When the monsoon season descends, optional side panels create an all-weather addition on deck.

In addition to the 300-pound-capacity davits—handy in coastal waters—Gozzard includes padeyes on the foredeck to secure the dinghy for offshore passages. Convenient fold-down stairs at the transom lead to the water, or to the dock if you’re moored stern to. If a wave dares to rush over the 4 feet of freeboard aft, the cockpit is self-bailing through an 8- by 18-inch spring-loaded freeing port in the transom. A high bridgedeck guards the companionway, which has slots provided for storm boards.

Two short steps bridge the transition from the cockpit to the main deck. Rock-solid stanchions bolted to the inner side of the bulwarks, handholds along the coachroof, and 31-inch-high lifelines offer reassurance on a rolling deck. Padeyes for jacklines are standard. A forward storage locker, accessible through a Lewmar hatch, is divided: The forward section is for chain and rode storage, the afterpart, for sails and fenders. A bulkhead isolates this self-draining locker from the rest of the boat.

The 6-foot bowsprit, featuring a sturdy, 23-inch-wide pulpit, extends the foretriangle to make room for an efficient staysail and carries two bow anchors in bronze rollers at its end. A bowsprit can make docking exercises tricky, but the Gozzard’s sprit is clearly visible to the helmsman, even when he’s seated. Any docking misjudgments will be countered by the rubrails that run the length of the boat. These, as well as the caprail forward of amidships, are protected with stainless-steel rubstrakes. As the Heaths’ first cruising boat, the Gozzard will provide peace of mind during a blow or bolster confidence when maneuvering in tight corners.

Belowdecks Unlike many boats that aim for a wider market and so sacrifice space for unnecessary berths or extra heads, the Gozzard’s imaginative layout is tailored for two people cruising and living aboard. This is a semicustom boat, so the builder is happy to modify interior details to suit individual needs. Any unclaimed corner, Gozzard’s carpenters turn into useful storage. There’s a double berth aft to port, with standing room, drawers, and a hanging locker as you enter. It makes a fine sea berth, but clearance above much of the sleeping area is about 24 inches, making the spacious forward berth/saloon a preferable place for a couple to sleep when the anchor sets.

I particularly like the boat’s clear run fore and aft—no corners to turn, no steps to descend. Ventilation on the boat is excellent, with all the right openings where you need them. The head and shower are to starboard, just below the companionway. Forward of the head is a comfortable navigation station that has an ample chart table as well as plenty of space for display monitors.

The galley drew very high marks from Theresa, who, after spending 11 years in front of a recalcitrant Shipmate stove, suddenly became wistful. A shiny Force 10 swings athwartship on lockable gimbals. The double sink lies well inboard, with both freshwater and saltwater faucets and a foot pump to back up the electric pressure pump. The top-loading freezer is thoughtfully equipped with a pneumatic hinge, so it stays open while you dig for freeze pops. The fridge below makes efficient use of cold air spilling from the freezer, and its door swings fore and aft, preventing an avalanche when you reach for a cold one during a passage.

The key to the Gozzard’s clever interior is the comfortable, athwartship dinette adjacent to the galley. The layout allows for a spacious area forward that readily morphs to suit your needs—an entertainment den, port and starboard sea berths, a separate double berth, or a larger dining area. With a wine rack, a huge locker forward, and enough bookshelf to fit a year’s worth of rainy-day reading, there’s no shortage of storage space up front. The Heaths requested a file drawer (funny how paperwork seems to follow you, even at sea), which fits nicely into the scheme. The versatile, airy layout offers a refreshing alternative for a cruising pair.

Beneath the fine joiner work and cherry interior is a boat built for the real world, with louvered cabinet doors for ventilation, sole panels that lock down, and adjustable hinges that allow for the wood’s natural expansion and contraction. In most places, access to wiring and through-bolts is easy through removable overhead panels and hull lining. Where access is tight, backing plates are threaded and bonded in place so that you can still easily remove the attached fitting for servicing or rebedding.

Systems Dissected

Despite my inclination toward cedar-bucket simplicity, I couldn’t fault the Gozzard for catering to a more civilized crowd, and I was won over by the fact that nearly all the systems are backed by redundancies. The mechanic has good access to all service points on the engine, although a special tool (provided) is needed to change the oil filter. Gozzard says the entire engine can come out in less than four hours without damaging any part of the boat. All tanks and batteries are securely mounted low in the hull. Gozzard has taken trouble to meet the difficult grounding requirements for lighting protection, including tying all rigging, the mast, and stanchions into ground plates to protect against side flashes.

Supplied by a 70-gallon main tank and an 18-gallon day tank (both made of aluminum, with epoxy coating to resist corrosion), the self-polishing fuel system virtually eliminates any chance of contaminants reaching the engine. Every tank has access panels in the top for cleaning. The 12-volt-DC electrical system has a dedicated absorbed-glass-mat starting battery plus rugged 2-volt cells grouped into two banks for a total of up to 900 amp-hours (600 amp-hours is standard) to supply house circuits. A 190-amp high-output alternator handles charging monitored by a Heart Interface LINK 2000R. A Freedom inverter/charger provides up to 2,000 watts of AC power at sea and a full charge at the dock. A separate AC distribution panel tends to your 120-volt needs.

Equipped to voyage, the boat has three separate water tanks, for a total of up to 175 gallons (150 gallons is standard), more than enough for an ocean crossing. The tanks’ vents have shutoff valves to prevent seawater contamination in washing-machine seas. The standard holding-tank size is 40 gallons. All seacocks are Marelon, eliminating any risk of electrolysis there.

I was still poking around for signs of neglect when our afternoon sail wound to a close. As one would expect of a family-built boat, this one shows uncommon pride in workmanship. I couldn’t help but feel a pang of envy. The Heaths had recently taken early retirement and were coast-hopping southward ahead of the winter chill. I would be back behind my computer in less than a day. They sent me an e-mail from the Bahamas in February. None to my surprise, they said they and their Gozzard were doing just fine. Some folks just have to rub it in.

Darrell Nicholson is a Cruising World associate editor

• More: 41 - 50 ft , before 2000 , Bluewater Cruising , keelboat , monohull , Sailboat Reviews , Sailboats
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First impressions The Gozzard 31 is a handsome boat. Even a diehard modernist can't help but admire the clipper bow, extended bowsprit and sweeping sheerline. The LOD measurement is 31 feet, and it's a bit misleading. When you add in the sprit the LOA is 36 feet, which, coupled with an 11-foot beam, gives the boat a big-boat feel. And the 31 is not a lightweight, with the design displacement of 12,000 pounds, and that's at half load. When she's fitted out and loaded up for cruising you can push the displacement up a few thousand pounds. Gozzard believes that a hull shape should have enough of a forefoot to keep the boat from pounding and to also have enough room to mount a bow thruster-typical of the way he blends concepts. The 31 underbody features a not-quite full keel that is cutaway aft and incorporates a full skeg rudder. The rudder is small. The cutter sailplan is generous with 607 square feet of sail area in the 100-percent foretriangle, translating into a respectable SA/D of 20.25. By all accounts the Gozzard 31 is a surprisingly good performer. Of course, with a Gozzard, that shouldn't come as a surprise.

Construction The Gozzard 31 hull and deck are both cored with half-inch Core Cell foam, which adds panel stiffness, thermal and sound insulation and weight savings. Interestingly, what Gozzard saved in weight he added back in additional layers of laminate to make the hull even stronger. In high-load and stress areas of the hull and deck solid laminate is used. This is an intelligent way to lay up a hull. As the Used Boat Notebook begins to examine more and more used boats that were born in the 1990s, the advantages of improved construction techniques becomes more apparent. In the new boats, vinylester resins are used exclusively. The hull and deck are joined with 3M 5200 and with stainless fasteners on 6-inch centers. The joint is then covered with a teak caprail. The bulkheads, and wherever possible, the furniture facings are glassed to the hull and deck. The lead ballast is mounted externally as is the skeg. The rudder is fiberglass and the stock is beefy stainless steel. The upper rudder bearing is mounted above the waterline, which prevents leaking, and the bottom bronze bearing is robust. Because the garboards are nearly hollow, the engine is mounted quite low in the boat, literally outside of the canoe body and this not only puts the weight down low where you want it but also allows for a very efficient near horizontal shaft angle.

What to look for When I asked Mike Gozzard what he'd look for in an older 31 he replied that he'd try to find one in as original condition as possible. This is an interesting point. Any boat that has been through a couple rounds of "updating," from electronics to other systems, will suffer some degree of having been hacked up. As we all know, there's nothing older than 10-year-old electronics. It rarely pays to put a premium on boats that are extensively equipped unless the equipment is relatively new. Usually a thinly equipped, lower priced used boat is the better value. While nobody would call the 31 tender, the first few boats were stiffer than later boats because Gozzard underestimated the increased stability of lowering the engine and added too much ballast. Also, Mike Gozzard told me that the most recent boats benefit from improvements in materials that foster better strength-to-weight ratios. Most issues with the 31 are age related. Early boats are now more than 15 years old. You may well be looking at changing the standing rigging, an expensive but necessary update, and the running rigging probably needs to be replaced as well. In terms of structural issues, there are few chronic problems with the Gozzard 31, the quality of the original construction was excellent.

On deck When you climb aboard the Gozzard 31 for the first time you can't quite believe you're aboard a 31-foot boat. Most 31s have dinghy davits, which were a popular factory item, and either hard-top biminis and or fixed windscreen dodger. And while you would think that all of this gear would make the 31 seem crowded, it actually works well. The cockpit features a pedestal wheel that is a bit on the small side. It also includes a clever fold-up table that sits four for dinner. There is a fold-up swim platform, unusual in a boat of this size. All lines lead aft, including a single-line, slab-reefing system. The devil is in the details, and Gozzard makes sure the details are right. From cockpit harness attachment points to robust deck cleats that can handle oversized mooring lines. As you make your way out of the cockpit you have to be aware of the small step in the side deck. However, the side decks are wide and the molded bulwark is a nice feature on a boat of this size. The shrouds are lead to outboard chainplates, which are strong and less prone to crevice corrosion, but don't allow for tight sheeting angles. Most 31 owners don't fuss over tight sheeting angles. The lifelines are tall enough to be useful and there are teak handrails on the coachroof. The Selden mast is deck stepped. The staysail is self-tacking, set up on a curved track that helps maintain good shape without the clutter of a club boom. Most boats seem to have the Schaefer headsail furling systems that came standard from the factory. The bowsprit is set up with double anchor rollers.

Down below The interior of the Gozzard 31 is a masterful use of space. As soon as you drop below you appreciate the open design plan. This is an ideal one-couple cruiser. The galley is to starboard and includes plenty of counter space and a single sink. The stove and oven face outboard. There are lockers above and behind, several drawers below, a pantry and an ingenious dish rack. There is more useful galley storage space in the Gozzard 31 than in several new 40-footers I have examined lately. The good-sized head is aft of the galley, which tucks it away, freeing up the rest of the interior for livable space. The head has a shower and of course a few clever features including a wet locker behind the mirror. Immediately to port is the aft cabin with a real double berth, a hanging locker and, again, an amazing amount of storage. You can also access the engine and prop shaft from this cabin. Just forward, across from the galley is the nav center. It is small, but find another 31 with a nav center these days. The saloon is the most impressive feature of the interior. The two settees, either of which can be used as a sea berth, have a small table between them. The berths convert into a huge double and the table expands to make a comfortable dining area. The way the bunks and table shift from each position is really impressive. There's even a wine rack below. The interior finish is usually cherry and the workmanship is terrific.

Engine The standard power plant is a three-cylinder Westerbeke diesel. I have put a lot of hours on my Westerbeke during the last four years of sailing all over the Atlantic, and have been impressed with its reliability. Newer 31s include a 120-amp, dual-belt alternator, which is what every cruising boat needs. Access is adequate, a limitation of a smaller boat. The aluminum fuel tank on new models holds 55 gallons, translating into a decent range for a small cruiser. As noted earlier, the engine is positioned low in the hull, allowing the shaft to exit on a near horizontal axis making it very efficient.

Underway The standard cutter rig includes a high-cut yankee. Most of the 31s carry a genoa on the headstay for more power and better performance in light air. However, the helm balances quite nicely with the yankee, staysail and full main. A balanced helm is a blessing on a cruising boat because it makes the autopilot or windvane's job easier. By all accounts the 31 likes a bit of breeze and comes into its own in 15 knots plus. The sailplan is easy to handle, the main and staysail are self-tending, and even with a big genoa, the loads on a 31-foot boat are not excessive. The 31 is well proven, with several transatlantic crossings to its credit. Conclusion I have long admired the handsome and innovative boats built by the Gozzard family. The 31 is a genuine offshore cruiser in a small package. Ted and his sons have always made their boats comfortable and user friendly. You can find a Gozzard 31 for less than $100,000 and sail it anywhere. You will also have the pleasure of drawing compliments everywhere you go.

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Gozzard 36 review: ingenious interior.

The closer you look at the Gozzard 36, the more well thought out features you will find on this classic Canadian cruiser. The Gozzard family has been building sailboats since 1970 when Ted and his brother opened up Bayfield Yachts in Ontario building a wide range of sailboats from 25 to 40-feet. In 1981 Ted split off and opened Gozzard Yachts which currently offers a wide range of power and sail yachts from 24 to 53 feet. They built about 100 hulls of the subject of this review, the Gozzard 36, from 1984 until 1998. She features an unconventional layout, beautiful styling, and robust construction.

First Impressions The Gozzard 36’s lines and styling take inspiration from the classic long bowsprit, teak combed yachts of yesteryears. She is whole different animal than the fantastic plastic production sailboats that are most common along our shores. Although advertised as a 36-footer, she is 42-feet overall and, as I will describe later, a much roomier yacht than you would suppose. Gozzards and their Bayfield sisters feature a distinctively molded cove stripe with inset name. The 36 has a true cutter rig above, and 5′ draft full keel with prop aperture especially cutaway aft to limit wetted surface area.

Construction and What To Look For Gozzard is an old school builder with a rock solid reputation for quality construction whose 36-footer weighs in at a stout 18,000 pounds. She is balsa cored throughout the hull and deck except of course where thruhulls and hardware attach. The mast is deck stepped, the ballast external lead. Over the years the Gozzards have tinkered a bit with the design. One cool feature is a on post-1985 models the aft transom door became an option. This cut-out portion of the cockpit folds down to make a swim platform which is a must have feature for many cruisers these days. Another addition is the hard dodger you’ll see on most hulls as far back as 1985 as well.

On Deck and Down Below The deck has a large anchor locker forward that houses the propane tanks. The foredeck is wide open and so are the sidedecks as you walk aft. The cabin top features butterfly hatches which provide tremendous ventilation below. The cockpit is a marvel of yacht design, long with a beautiful teak table and sole. Here you start to note the little touches that the Gozzards have added. The table folds up from both sides and connects with an insert to create a large, rigid cockpit dining platform. The teak wheel aft is sweet and evokes that romance of being on the high seas that sailboat cruising is all about.

Down below the solid mahogany wood is warm albeit a bit dark when all the hatches are battened down. You are immediately struck by how open and large the accommodations are on this 36-footer. Gozzard has eliminated the forward V-berth or pullman arrangement typically seen on such yachts and instead created a remarkable saloon that converts into a private cabin with a double berth. Equally amazing to the openness are the well thought out features which allow you to convert in a few steps the yacht into one with two very private staterooms. In addition to the forward saloon conversion, the quarterberth aft with navigation station closes off for complete privacy. The true saloon is amidships while the galley is opposite and head aft to port.

Engine and Under Sail Engine access is from the companionway and through the starboardside quarterberth. Although the engine is well set below the cockpit, there is enough access. Fuel tankage of around 45 gallons is aluminium as well as 100 gallons for water and holding. I seatrialed a Gozzard 36 in March of 2012 in stiff breeze in the Cammachee River area. The Gozzard 36 will not win you any races, but her cutaway keel and 51′ stick’s large sail area with get you going especially in a blow. While everyone else stays in port, you will be safely underway or cosily asleep offshore. Her winch arrangement is unique with two centerline winches instead of combing mounted primaries like you see on most yachts. All lines almost invariable come to the cockpit as she is made for shorthanded sailing.

Conclusion The Gozzard 36 is a stylish, stout Canadian built classic meant for shorthanded sailing and serious offshore adventure. You will be amazed by her ample accommodations. Tradeoffs are performance and extra maintenance for the on deck brightwork. Comparables with similar styling include the Cabo Rico 38, Bayfield 36, and Shannon 38. You will find the Gozzard sell for a wide range from $100,000 to $200,000 and up depending on their vintage.

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The Gozzard 36 Sailboat Specs & Key Performance Indicators

The  Gozzard 36, a heavy-displacement cutter,  was designed by Ted Gozzard and built in Canada by North Castle Marine Ltd.

Published Specification for the Gozzard 36

Underwater Profile:  Fin keel & skeg-hung rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  36'0"  ( 11.0m)

Waterline Length:  29'6"  ( 9.0m)

Beam:  12'6"  ( 3.8m)

Draft:  4'9"  ( 1.4m)

Rig Type:  Cutter

Displacement:  6,850lb (3,107kg)

Designer:  Ted Gozzard

Builder:  North Castle Marine Ltd (Canada)

Year First Built:  1985

Year Last Built:  1998

Number Built:  90 approx

Published Design Ratios for the Gozzard 36

Sail Area/Displacement Ratio:  20.

Ballast/Displacement Ratio:  37.7

Displacement/Length Ratio:  316

Comfort Ratio:  30.9

Capsize Screening Formula:   1.9

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Gozzard 36

1. A Sail Area/Displacement Ratio of 20.4 suggests that, in the right hands, the Gozzard 36 will have enough performance to leave most other sailboats of similar waterline length well astern. 

2. A Ballast/Displacement Ratio of 37.7 means that a sailboat like the  Gozzard 36 (which doesn't have a stiffness-enhancing bulb keel), is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 316, tells us the  Gozzard 36 is clearly a heavy displacement cruising boat. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. Not an ideal choice for coastal sailing, but she'll come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 30.9 suggests that crew comfort of a Gozzard 36 in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.

5. The Capsize Screening Formula (CSF) of 1.9 indicates that a Gozzard 36 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Gozzard 36: A Classic Cruiser with a Flexible Layout

The Gozzard 36 is a cutter-rigged sloop with a long keel and a skeg-hung rudder. The boat has a distinctive profile with a clipper bow, a bowsprit, and a reverse transom. The hull is made of hand-laid fiberglass with a balsa core above the waterline. The deck is also cored with balsa, except for high-stress areas where plywood is used. The deck has a molded nonskid surface and plenty of teak trim.

The boat has a single wheel steering in an aft cockpit that can seat six people comfortably. The cockpit has a dodger and a bimini for protection from the sun and rain. The cockpit also has a large locker for storage and access to the engine compartment.

The boat has a masthead rig with a deck-stepped aluminum mast and stainless steel standing rigging. The mast has two sets of spreaders and a single backstay. The sail area is 667 sq ft, divided between a mainsail, a staysail, and a yankee jib. The sails are controlled by two self-tailing winches on the cabin top and two on the cockpit coaming. The boat has roller furling on both the jib and the staysail for easy reefing.

The boat has a displacement of 16,500 lbs and a ballast of 6,500 lbs. The ballast is encapsulated in the keel, which has a draft of 4 ft 9 in. The boat has a beam of 12 ft and a length overall of 42 ft (including the bowsprit). The waterline length is 30 ft 4 in.

The boat has an auxiliary diesel engine that can produce 50 hp. The engine is located under the cockpit sole and drives a three-bladed propeller through a V-drive transmission. The fuel tank has a capacity of 50 gallons and the water tank has a capacity of 100 gallons.

Accommodation One of the most remarkable features of the Gozzard 36 is its flexible interior layout. The boat can be configured in different ways depending on your preferences and needs. The main cabin can be transformed from an open salon to a private stateroom with the help of folding bulkheads and sliding doors.

The main cabin has two settees that can be used as single berths or converted into a large double berth with an insert cushion. The settees have storage drawers underneath and shelves behind them. There is also a fold-down table that can be stowed against the forward bulkhead when not in use.

The forward part of the main cabin can be closed off by folding bulkheads and sliding doors to create a private stateroom. This stateroom has an offset double berth to starboard and a hanging locker to port. There is also an overhead hatch and two opening ports for ventilation and light.

The aft part of the main cabin can also be closed off by sliding doors to create another private stateroom. This stateroom has an athwartships double berth that extends under the cockpit. There is also a hanging locker, a shelf, and an opening port.

The galley is located to port of the companionway. It has an L-shaped counter with a double stainless steel sink, a three-burner propane stove with oven, and a top-loading refrigerator/freezer. There is also ample storage space for dishes, pots, pans, and food.

The navigation station is located to starboard of the companionway. It has a large chart table with drawers and shelves for charts, books, instruments, and electronics. There is also an electrical panel, a VHF radio, and an autopilot control.

The head is located forward of the navigation station. It has a marine toilet, a sink with hot and cold water, and a shower with a sump pump. There is also storage space for toiletries and towels.

Hull and Deck The hull and deck of the Gozzard 36 are built to last and withstand the rigors of offshore sailing. The hull is made of hand-laid fiberglass with a balsa core above the waterline. The deck is also cored with balsa, except for high-stress areas where plywood is used. The deck has a molded nonskid surface and plenty of teak trim. The deck hardware is of high quality and well-secured with backing plates.

The boat has a distinctive profile with a clipper bow, a bowsprit, and a reverse transom. The bow has a stainless steel stemhead fitting with two anchor rollers and a windlass. The bowsprit has a teak platform and a stainless steel pulpit. The transom has a teak swim platform and a stainless steel ladder.

The boat has wide side decks with teak handrails and lifelines for safety. The boat also has six opening ports, four dorade vents, and four overhead hatches for ventilation and light.

Mast and Rigging The Gozzard 36 has a masthead rig with a deck-stepped aluminum mast and stainless steel standing rigging. The mast has two sets of spreaders and a single backstay. The mast is supported by chainplates that are bolted to the hull. The sail area is 667 sq ft, divided between a mainsail, a staysail, and a yankee jib. The boat has roller furling on both the jib and the staysail for easy reefing.

The mainsail has two reef points and lazy jacks for flaking. The mainsail is hoisted by a halyard that leads to a winch on the mast. The mainsail is trimmed by a sheet that leads to a traveler on the cabin top and then to a winch on the cockpit coaming.

The staysail is set on an inner forestay that can be tensioned or released by a lever on the mast. The staysail is hoisted by a halyard that leads to a winch on the mast. The staysail is trimmed by a sheet that leads to a block on the rail and then to a winch on the cabin top.

The yankee jib is set on an outer forestay that is attached to the bowsprit. The jib is hoisted by a halyard that leads to a winch on the mast. The jib is trimmed by a sheet that leads to a block on the rail and then to a winch on the cockpit coaming.

Keel and Rudder The Gozzard 36 has a long keel and a skeg-hung rudder. The keel is an integral part of the hull and has an encapsulated ballast of 6,500 lbs. The keel has a draft of 4 ft 9 in and provides stability and directional control.

The rudder is attached to the skeg by two pintles and gudgeons. The rudder is made of fiberglass with foam core and stainless steel stock. The rudder is steered by a single wheel in the cockpit through cables and pulleys.

The keel and rudder combination gives the boat good tracking ability and maneuverability in various sea conditions. The boat can also handle shallow water well due to its moderate draft.

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

Other sailboats in the Gozzard range include:

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Review of Gozzard 41

Basic specs..

The Gozzard 41 is equipped with a long keel. A long keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space.

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can enter most marinas as the draft is just about 1.60 - 1.70 meter (5.25 - 5.55 ft) dependent on the load. See immersion rate below.

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 Gozzard 41 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 8.0 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 Gozzard 41 is about 285 kg/cm, alternatively 1600 lbs/inch. Meaning: if you load 285 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1600 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 a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 18.82

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 30m 2 (322 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

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.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Gozzard 41 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Sailboat Guide

Gozzard 37 is a 41 ′ 11 ″ / 12.8 m monohull sailboat designed by Ted Gozzard and built by Gozzard Yachts (North Castle Marine Ltd.) starting in 1998.

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)

Length incl. bowsprit: 42.25’.

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Gozzard 31 vs Pacific Seacraft 31?

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Here's the numbers comparison. There is just over a foot more beam to the Gozzard. I prefer the honesty of the Pacific Seacraft to the trailboards and clipper bow loomk of the Gozzard but each to their own. Here's a link to a review of the Pacific Seacraft. Pacific Seacraft 31 Review : Bluewaterboats.org  

Attachments

It depends what you're intended use is. If offshore cruising is part of the plan the Pacific Seacraft would be a better choice I think. The numbers don't always tell the tale. I think the leaner Pacific Seacraft with less wetted surface and a more efficient keel makes for a better sailor. Narrow boats would be my preference over wider boats in this type of boat. And I admit to being a fan of the late Bill Crealock. I don't think he ever designed a slow boat or a bad looking boat. No gingerbread, just function and beauty.  

mitiempo said: And I admit to being a fan of the late Bill Crealock. I don't think he ever designed a slow boat or a bad looking boat. Click to expand...

James, I'm pretty sure those sail area specs for the Gozzard include the staysail, whereas I know for a fact that the number for the PS 31 does not. So I don't think the SA/D figures above are really accurate, at least not for comparison purposes (apples to oranges). I think you would find the Gozzard felt quite a bit larger below decks. That extra 1'+ beam makes a big difference in hull volume. Then again, the extra hull volume usually comes with a performance penalty. I expect that the Gozzard uses it's staysail routinely, whereas we don't really need ours for the most part to keep the boat moving nicely.  

jbarros said: John, thanks, that makes a lot more sense. I couldn't imagine the sail area being that different on the two. Also, I'm not sure if this should be a new thread, but... I understand how a staysail could be really beneficial on long offshore passages. An extra knot or two over a few weeks journey, another way to balance the boat with less sail area up, if you want to drop the genoa, etc etc etc, but I know from experience what a pain tacking a cutter rig is. I believe that the PS 31 comes in either cutter or sloop rig. I've heard of boats that have a "removable"? staysail, which is to say that the staysail stay unclips from a point on the foredeck and attaches somewhere out of the way for near coastal and channel work, effectively leaving you with an easy to tack sloop. Do many boats do this? Does it work without doing horrible things to the structural integrity of mast and deck? Other advantages and disadvantages of this type of design? Thanks. -- James Click to expand...

John, Are you sure about the heritage of the Westsail? See link: Westsail 32 Review : Bluewaterboats.org The Westsail is influenced by Thistle  

Crealock's redesign basically kept the same hull form of the Atkin design. Later when the deck and interior was redesigned to become the Westsail weight was added not helping much.  

As far as sailing a cutter, offshore tacking is not done as often as inshore, so the cutter stay is less of an issue. When it blows a staysail with a high cut foot and a reefed main is a very efficient rig.  

jbarros said: John, Thanks for the chance to educate myself. On you mentioning it, I looked up the difference between a double headsail sloop and a true cutter. It appears the main difference is that in a true cutter the mast is placed farther aft, and thus, it's designed to rely on the headsails more, whereas a double headsail sloop is really designed around a single headsail, then has another added for a little extra canvas, better use of or shaping of the pocket, or something else? Is that even vaugely right? What are the advantages of each of these designs? BTW, is the PS31 a cutter or a double headsail sloop? Thanks -- James Click to expand...

Re: Gozzard 31 vs PS 31... Gozzard is building a re-designed G31 this winter for a repeat customer. Performance should be improved with a more powerful rig. Perhaps there is a trend to smaller boats. Ronbo  

Which sails into the wind better? It's one of the boats cannot go into the wind then the other might be faster overall. Sent from my GT-P3113 using Tapatalk 2  

I have a PSC31 with a cutter rig, i.e. a high cut Yankee and a staysail. This week, in anticipation of really light winds on the Chesapeake, I swapped out the Yankee for a 130 Genoa that the prior owner used to sail the boat as a sloop. I like the look of a cutter rig but didn't have any real comparative experience. I do know now that a high cut Yankee gives poor down wind performance ( see one if my other posts about an asym elsewhere), so before I rush out to buy an asym, I wanted to test out the 130. So of course it was blowing 18-22 kts. I just had a wind gauge installed so I was able to get some good feed back. I was able to get up to 40 degrees off the apparent wind with the 130, with the staysail furled. Then I tried just the staysail, and I could pinch to 32-34 degrees. I dropped boat speed but the upwind difference was palpable. Of course the genoa sheets run outside the shrouds and the staysail sheets run to the coach roof. Fwiw. Elan  

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Gozzard G44 Mark II

The Gozzard 44 Mark II is our flag ship and features the newer underwater configuration and rig which differentiates her from the classic Gozzard 44. Available with two interior themes, the A model is a true two person live aboard concept with our renown forward V settee, the “B” features a island queen stateroom forward.

Principal Numbers

• Length Overall 50′ – 0″
• Length On Deck 44′ – 0″
• Length At Waterline 37′ – 3″
• Beam 13′ – 6″
• Draft 5′ – 6″
• Displacement 29,925 Pounds (Light Ship)
• Ballast 10,800 Pounds
• Mast Height Above Water (Extrusion) 64′ – 6″ (Ketch 59′ – 6″)
• Sail Area Mainsail 464 Square Feet (Ketch – 375 Square Feet)
• Sail Area Topsail 793 Square Feet (Ketch – 701 Square Feet)
• Sail Area Staysail 316 Square Feet (Ketch – 246 Square Feet)
• Sail Area Mizzen (Ketch Only) 165 Square Feet
• Sail Area Total 100% Fore Triangle 1,118 Square Feet (Ketch – 1,097 Square Feet)
• Sail Area Total 1,563 Square Feet (Ketch – 1,498 Square Feet)
• Fuel Capacity (Main) A/B – 80 Gallons (Ketch – 64 Gallons)
• Fuel Capacity (Reserve) A/B – 18 Gallons (Ketch – 25 Gallons)
• Water Capacity “A” Model A – 204 Gallons, B – 237 Gallons
• Waste Capacity 52 Gallons
• Battery Capacity 1,200 Amp Hours
• Engine 71 HP Diesel
• Range At 7.6 Knots – 2500 RMPM (6.5 – 1,800) 6.33 NM / Gallon (8.125 NM / Gallon)
• Bow Thruster (Option) 8 HP – 12 Volt

Gozzard G44 Mark II B

Gozzard G44 Mark II B Ketch