sailboatdata j32

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• By Herb McCormick
• Updated: July 31, 2002

For any sailor, it’s always fun checking out a new J/Boat. The reason is simple — they’re a joy to sail. Sure, depending on the model, the crusty cruiser may yearn for more teak and displacement, and the fickle racer might be more swayed by this week’s hot one-design. But anyone who gets a jolt out of hoisting a sail, sheeting it in and grabbing the helm will find something to like in just about any J.

Still, it was with more than the usual sense of anticipation that I stepped aboard the cruising oriented J/32. I’ve spent good chunks of the last two years living aboard a 1975 C&C 33 with, give or take an inch or two, the same length overall — in my case 32’6″. I like the way my boat sails. My wife and I are quite comfortable aboard, and obviously it has become the focal point of our on-the-water experience. So I was anxious to compare the difference two decades had made in “state-of-the-art” production boats of similar size and — because we use our boat strictly for cruising — purpose.

The J/32 is the first design from young Alan Johnstone, the son of founding J/Boat designer Rod Johnstone. Alan says he got many of the ideas for the 32-footer after a cruise with his wife aboard a 40-foot J/120, a sporty racer/cruiser with an emphasis on performance. One of his big goals was to make an all-around boat even easier than that one for a couple to sail.

From the helmsman’s station alongside the big 48-inch Edson wheel and pedestal, everything (Lewmar two-speed self-tailing winches, Sailtec hydraulic backstay adjuster, Harken traveler and 6:1 mainsheet system — with coarse and fine trim!) is a simple twist or turn away. Moving forward, the efficiency theme continues. The cockpit seems plucked from a much larger boat; another set of Lewmar self-tailers and “Superlock” clutches is stationed on the coach roof for halyards and reefing lines. Lazy jacks, a Hall Quik-Vang on the boom and a Schaefer 1100 headsail furling system are all standard.

The difference between the circa ’70s rig and the J/32 approach is vast (as are the sailing characteristics). Gone are the days of high-aspect rigs with short booms and wimpy mainsails. The J/32 employs a low aspect, double-spreader fractional rig stationed fairly well forward, making for a relatively small foretriangle and easily managed headsails. The mainsail is big and roachy, and unlike my boat’s it provides plenty of drive without a jib. Once the headsail is unfurled, however, the J/32 really comes into her own. Our test boat, equipped with a 140 percent genoa, easily topped 6 knots close-hauled in 11 knots of true breeze.

For off-the-wind work, an optional spinnaker hardware package includes all the gear necessary to fly a cruising chute tacked to the stemhead fitting and to set and douse it using a spinnaker sock. No poles, guys or fuss — and again, an easy 6-plus-knots in moderate air on a beam to broad reach.

Like the cockpit, the belowdecks layout appears startlingly roomy. Freed from the overhang constraints of the old IOR rule, the J/32 employs a waterline length of 28’8″ — a full 2 1/2 feet longer than my once beloved antique. Add another six inches of beam, to 11 feet, and standing headroom for a six-plus-footer, and suddenly it’s apparent that the greater interior volume is not an illusion.

The accommodation plan is laid out for a couple, and the space has been used wisely. The forward cabin features a 6’6″ V-berth, with a good-size hanging locker. In the central saloon, the opposing 6’4″ settees make good sea berths. The starboard settee slides open to make a second double. The head, with wet locker, and a standing nav table are to port; an L-shaped galley, with two-burner Force 10 propane stove and six-cubic-foot icebox is to starboard. There is no aft cabin. Instead, the designer has opted for a dedicated, walk-in storage locker aft of the galley. It’s a sensational idea for a two-person layout, and extremely rare on a production vessel of this size.

The J/32 is built to a high standard by TPI Composites utilizing the SCRIMP resin infusion technique over a balsa core. It comes with a 10-year hull warranty against blistering. Though it’s a boat that would probably be classified as a coastal cruiser because of its LOA, nonetheless with oversize chain plates, a surprising 10,000 pounds of displacement and a deep, six-foot-draft bulb keel (a 4’8″ shoal-draft version is also available), it definitely has offshore capabilities. In fact during last year’s Boat Of The Year testing, California-based judge Bill Lee said he’d love to sail one to Hawaii.

The boat is powered by a Yanmar 27-horsepower diesel turning a 16-inch Martec two-blade folding propeller. With a 27-gallon fuel tank, the builder says a cruising range of 300 miles can be expected. On our test run, the boat made an easy 6.3 knots at 2,000 rpms, and was responsive and maneuverable in forward and reverse.

Along with the options listed above, this versatile cruiser is also available with a shore power package, a “systems group” that includes a second 50-gallon water tank and cockpit shower, a windlass, a carbon fiber mast and a quarter berth in lieu of the storage area. Base price for the J/32 is $117,500; with a reasonably tricked-out version, expect to pay between $120,000 and $130,000.

As one who has often wandered the docks muttering that nothing new has occurred in the sailboat market in the last 20 years, I walked off the J/32 ready to eat my words, my hat, or whatever else was offered. Young couples or retired ones looking for a boat that’s a blast to sail and still full of creature comfort should put this one on their shopping lists.

#####J/32 Specifications

LOA: 32′ 5″ (9.88 m.) LWL: 29′ 0″ (8.84 m.) BEAM: 11′ 0″ (3.35 m.) DRAFT (deep): 6′ 0″ (1.83 m.) DRAFT (shoal: 4′ 9″ (1.45 m.) BALLAST: 3,850 lbs (1,746 kgs.) DSPL: 10,000 lbs. (4,536 kgs.) SA (100%): 518 sq.ft. (48.12 sq.m.) Mast above water: 48’6″ (14.8 m.) Ballast/Disp: .39 Disp/Length: 183 SA/Disp: 17.9 Fuel: 27 gal. (102 ltr.) Water: 50 gal. (189 ltr.) Holding: 29 gal. (110 ltr.) Auxiliary: Yanmar 3GM-30 27-hp diesel Cabin headroom: 6’3″ (1.9 m.) Designer: R. Alan Johnstone Base Price: $117,500

J/Boats Inc. 557 Thames St. Newport, RI 02840 Phone (401) 846-8410 Fax (401) 846-4723

• More: 2001 - 2010 , 31 - 40 ft , Bluewater Cruising , J/Boats , keelboat , monohull , racer / cruiser , Sailboat Reviews , Sailboats
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Hello, I'm seeking input on the J/32. Has anyone sailed or owned one? Any opinions on construction quality, sailing characteristics, or warts? Thank you for your help  

J boats are quite well made. They have cored hulls and that is can be the cause of issues that will cost as much, or more than the boat is worth. They are often sailed very hard in club racing, so close inspection is important. A survey would a necessity. They look to be a great sailing boat. The fractional rig looks great, and small fore triangle looks quite manageable. How old is the boat? They really seem to be awesome boats.  

I've always liked the J32 but remember them always being somewhat overpriced. Perhaps that's changing now. Great cockpit arrangement, decent coamings yet comfortable and sensible seating all around the wheel. By 'today's' standards the interior volume and layout is a bit limited but plenty for two. IIRC there's not two double berths available. It's not likely a J32 was extensively raced, it was more of a cruising J. Like her big sister the J40 they just 'look right'.  

You should read the links from the J/Boats.com website and the review from Good Old Boat www.goodoldboat.com/…r_services/more_online/J32.php Clearly the J/32 is designed to for coastal cruising for a couple -- not racing. Because of the volume pushed forward into the bow, the pointing performance is reputed to be less than many other J/Boats. The small foretriangle should reduce the strength demands on the typical husband and wife crew but reduce downwind performance. Roller furling, hydraulic backstay, fractional rig, and slab reefing from the cockpit facilitate depowering. Like many J/boats the J/32 is reputed to handle well under main alone. You'll have to decide whether the location of the mainsheet and traveler suit your needs; it appears to facilitate a bimini.  

I've always like the cruising J's. But like Faster, felt the J32 was (and still is) overpriced. And the lack of even a quarter berth was a deal killer for me when I was shopping for a boat in this size range several years ago. Great for a couple however. And with a PHRF in the low-mid 120s, it's quick for a cruising boat of her size.  

I'm very drawn to the lines and layouts on the J/28 and J/32. So far we've not heard from owners. I figured there would be a few lurking around here.  

There were only 85 J/32s built. it would be interesting to know how many are in North America and how many are in Europe. The J/110, another one-couple cruiser, was built in about the same time period as the J/32. I believe that 94% of J/110s are in Europe and 6% in the US; the J/110 was built in France. When I looked for a J/28 I found that an extraordinary number were still with their original owners. Thin trading keeps their price up. I suspect the same is true of the J/32.  

The J/110 was also built in the US. I looked at a US built J/110 about a month ago. I was told by the broker (who works for the local Jboat dealer) that the european 110 came with a deeper keel and no aft toe rails - they were set up more for racing than the US built ones.  

Hudsonian is likely very correct in that the original owners seemed to keep a hold of the boats. Not sure that the J32 and J28 were as popular in Europe, but maybe. At any given time I've seen 4 or 5 J28s kicking around the east coast. I'm part of the J/28 group, because I wanna know when boats come up for sale (as they also only made about 50ish)... Several owners "toy" with the idea of selling, but wind up keeping their boats, year over year. One particular owner listed his boat, and it was an ideal fit for me (was on a trailer), and subsequently pulled the boat off the market when he realized that there weren't any other compelling boats to "upgrade" to. The boats are old enough now, that core issues would concern me. Although I have exactly the same balsa core in my 1982 S2, and its nice and dry, so I'm sure there are plenty of dry Js too. What draws me is a relatively "fast" rating for what seems like otherwise to be a friendly cruising platform. With sail controls where a single hander would appreciate.  

Thanks guys. I ended up going with a Laser 28. This is going to be on the lake (Tahoe) for day sails, poorly executed beer can races (emphasis on the beer), and the occasional overnight camping trip. Much appreciated.  

Great, fun, responsive boat.. clever touches with storage bags etc. A bit of a handful shorthanded in a big breeze. The smallish rudder unfortunately gives you little warning before it loses its grip, the resulting roundups can be fun if the boat is pushed hard. Enjoy!  

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New Boat Review: J/32 An ideal cruising boat for couples and small families

It’s always great to sail with an enthusiastic new boat owner. The excitement, sometimes the nervousness of owning a new boat and the correctness of decisions often long pondered are in the air. Mac and Kris Baird with their new J/32 have good reason to be excited about their choice.

Mac and Kris, native Minnesotans who lived for five years in Wabasha, Minnesota just south of Lake Pepin have been boat owners and sailors for over 30 years. Before going out east to the Syracuse, New York area they had owned several boats culminating in a thirty foot Tartan on Lake Pepin. On Lake Ontario they purchased a J/40 which they kept at Sacket's Harbor, New York. They sold the J/40 when they returned to the Twin Cities three years ago. They went boatless prior to buying the new J/32 from Brian Jepsen at Hooper’s Yachts in Afton, Minnesota.

The Bairds have "boated down" to the J/32. "I always liked the builder’s quality and performance in the J/40," said Mac. "What I was looking for in the J/32 was a smaller, easier package for a couple to manage with plenty of room, all the new technical advances and performance." The Baird’s added all the option packages, some extra teak down below and the carbon fiber mast and boom package. Mac also loves blue boats which led to a paint job by a Rhode Island painter who regularly paints custom J color jobs.

The J/32 was designed by Alan Johnstone, the son of the legendary Rod Johnstone who has designed all other J/Boats beginning with the J/24 over 20 years ago. The J/32 is a cruising boat for a couple or a family of four (it sleeps five with the optional settee berth). All modern J/Boats, race or cruise, are designed to be sailed with a short-handed crew. For example, the new forty footer could be raced with a crew of four including using the asymmetrical spinnaker. The best kept secret in the sailing industry is that J/Boats also builds some great cruising boats. The J/32 is very easy to handle.

The Test Sail

The helm on the J/32 is remarkably sensitive using the forty inch "destroyer" wheel. It’s so well balanced that it is easy to oversteer the boat until you get used to it. With the asymmetrical spinnaker up in about 11.5 knots of wind the boat didn’t heel much nor did it give any hint of "hard to handle" even at sixty degrees apparent wind angle. My race boat would at least give me a hint or two that rounding up would soon be a possibility in a puff. I was not the only one impressed with the ease of sailing and the incredible "feel" of the J/32. Duke and Mary Richards of Stillwater who were aboard for the test sail were very impressed. They thought it was easier than an extensive list of other boats they had looked at to double-hand.

Why this boat heels so little, sails so well and with such ease is slightly complex when related to a sound bite. It starts with the design which uses a 29 foot waterline on a 32 foot hull. Then you have TPI building the boat using their patented SCRIMP process. This system pulls triple the normal vacuum bagging levels to draw air out of cored hull and deck laminates and resin into every void, all in a single production step. Even the entire J/32 keel structural grid cures with the hull as a primary bonded component. The net results of this technology are high strength, light weight and void free hull and deck laminates. The traditional hand lay-up and the chopper gun construction techniques are heavier and inferior according to TPI and many others. The weight saved is then added back at the lowest center of gravity, the keel, in the form of a lead bulb shaped as an inverted wedge with a tapered tail aft. To complete the weight picture, the Baird’s put a carbon fiber mast and boom on the boat which saves an additional 100 lbs aloft. The net result is the boat sails on its feet, the most efficient way to sail.

One of the best attributes of the J/32 according to Bill Hooper is that a customer does not have to upgrade stock hardware when buying the boat. I found the self-tailing winches, the traveler, the mainsheet and the stock hydraulic backstay to be just what an experienced customer would order. I agree with Bill on this important point. We had six people in the roomy, comfortable cockpit. Two more would max it out. The cockpit has two very large lazarettes for stowing gear and a vented, gasketed one made for the propane tank. Each is rimmed on the interior with a draining lip which prevents water from going into the bilge when washing down, etc. The helm seat is comfortable and the visibility is good both through the dodger and to the jib and main.

The side decks on the J/32 are wide and easy for going forward. The double lifelines, stainless steel handrail and open bow pulpit are very functional and safe. The anchor locker is self-contained and drains overboard rather than into the bilge. In general the deck is uncluttered and easy to manage.

The L-shaped galley to starboard is very workable with a molded, deep sink integral to a Granicoat counter top. It includes hot & cold pressure water, a large well insulated icebox, 2-burner Force-10 LPG range, and dedicated trash storage with flip lid access. Open the door aft and you have access to the very large stowage area under the starboard side of the cockpit.

The navigation table is large enough with a hinged-top, large drawer, tool cabinet below and complete DC electrical center.

As you walk forward, the trim doubles as hand-holds. Tankage is under the settees. The floor boards all pull up for access. Engine access below the companionway ladder, in the starboard storage room and from the port lazarette is excellent. The substantial structural bulkhead supports the shroud chainplates. This bulkhead was changed to teak by the Baird’s. Forward is the owner’s double V-berth stateroom which also has 6’3" headroom. The stateroom has a 2 drawer bureau, vanity with sink and mirror and a hanging locker large enough to store a permanent "on-board" wardrobe. There is also substantial storage under the berth.

The head/shower/wet hanging locker compartment is on the port side of the companionway aft. According to J/Boats the one-piece molded unit is copied from units installed in over 100 plus J/40s & J/42s. The unit incorporates a shower sump with dedicated pump and strainer system. I found the unit to be good sized for a 32 footer. The Bairds installed additional cockpit showers.

Ventilation is provided by two dorade intakes, as many as eight opening ports, three deck hatches and the large dodger-protected companionway hatch. With the addition of an autopilot the companionway and dodger function as a soft-topped pilot house when passage-making in bad weather.

Seventy-five to ninety percent of all sailboats sold are used, I asked myself and in this case the Bairds what makes this new boat purchase make sense? The J/32 answer is clearer than most. You’re getting ten virtually worry free years on the hull with the transferable blister warranty. You’re getting a boat which sails much bigger, faster and most importantly easier than the comparable used boat. It would be somewhere between difficult and impossible to modify a used hull to get matching specifications. The expense would be significant. You’re getting a modern interior and a state of the art cruising rig. You’re getting a boat you can be proud of for years to come. The ideal cruising boat for many years has been the classic 40 foot sloop. For many, this may no longer be true. When a 32 footer feels like a 40 footer you’re going to sail with a smile. Bring along a great conversationalist and a well stocked library, there’s not much to do!

Thom Burns publishes Northern Breezes and Sailing Breezes.

Bill Hooper owns Hooper's Yachts in Afton, Minnesota.

For more information:

Hooper's Yachts: 651-436-8795

J/Boats: 401-846-8410

All contents are copyright (c) 1998 - 2003 by Northern Breezes, Inc. All information contained within is deemed reliable but carries no guarantees. Reproduction of any part or whole of this publication in any form by mechanical or electronic means, including information retrieval is prohibited except by consent of the publisher.

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Jeanneau Sun Odyssey 32

The sun odyssey 32 and sun fast 32i are two versions of the same boat, designed by philippe briand. the attractive combination may well capture a good share of the market in this size slot..

Following its founding in 1956 by Henri Jeanneau, and subsequent sale and resales, Chantiers Jeanneau SA became, in 1995, a member of the Beneteau family of power and sailboat builders. Forty-plus years after its start, the company has produced 60,000 boats, and currently launches 4,000 boats annually, of which 1,200 to 1,500 are sailboats. The US market accounts for 100 to 125 sailboats. All are built in France, and range in size from 17 to 54 feet.

Skeptics assumed that the absorption of the smaller company would result in the loss of its identity, but results are the opposite. Beneteau and Jeanneau share the same top management, but marketing and dealer networks are separate operations.Paul Fenn, president of Jeanneau America, and Wayne Burdick, president of Beneteau USA, are friendly rivals who enjoy a spirited competition in the sales arena, competing for both buyers and dealers.

Jeanneau benefited significantly in two areas following the merger. Its position as a purchaser of raw materials was significantly enhanced, and it gained better access to new technology than it would have had it remained on its own. A primary example is the parent company’s response to France’s institution of regulations requiring the elimination of styrene vapor emissions by 2008. With the cash available to invest in new technology, the company is now using more environmentally friendly machinery and techniques.

The deck of the Sun Odyssey 32, for example, is constructed with a closed-mold, resin-infusion method that meets the new standard. In the process, glass fiber is placed between steel male and female tooling, the molds are sealed, and resin is pumped into the laminate. So, in addition to controlling vapor, more precise glass-to-resin ratios are achieved, as are smoother surfaces. Though still in the developmental stages, the concept is similar to SCRIMP and vacuum-bagging techniques that are becoming more commonplace among high-end production manufacturers. The issue raises questions about the future of small manufacturers required to adapt in a regulatory environment.

Both companies also enjoy what Jeanneau describes as a “sympathetic government eager to protect domestic industries,” an attitude that has, perhaps, contributed to the conglomerate’s ability to enjoy substantial market share at home and abroad.

Sun Odyssey models are known primarily as cruising boats with full interiors and a turn of speed; the Jeanneau Sun Fast line lives on the performance-oriented side of the design arena, but offers identical creature comforts.

That Jeanneau simultaneously introduced the Sun Odyssey 32 and Sun Fast 32i is unusual, but provides potential buyers with an opportunity to compare two boats with identical hulls and decks that have significantly different sailplans and displacement. That’s a far cry from awaiting the introduction of a performance version of a new model during the decision making process.

Design Veteran designer Philippe Briand is credited with the lines of the 32-footer, which combines good looks and large interior volume with sprightly performance.

In profile, she carries the combination of nearly plumb bow and reverse-transom that has characterized modern performance cruising sloops since Bruce Farr began the trend in the 1980s. However, compared to early French models, the intersection of her low, forward-sloping cabintop and the deck, coupled with triangle-shaped portlights, presents a sleek appearance. Her sheer line is nearly flat.

Despite having a large inventory of halyards and sail controls, her deck layout is clean. A wide beam carries aft to a wide transom, defined by a swim platform and two seats that break up what otherwise would be a broad slab. Like so many other designers these days, Briand tries here to maximize interior volume, cockpit space, and transom access without wrecking the looks of the boat. He succeeds better than most. Of course, you have to enjoy the plumb-stem, wide-transom look to begin with, and to do that you have to appreciate form following function.

Steering and Deck Layout Our first pleasant surprise upon stepping aboard the test boat was that a major manufacturer is producing a 32-foot cruising boat with tiller steering. Always at issue is whether a tiller requires more strength to manage than a wheel, and there’s no question that in many cases it does. It is observed, for example, in the venerable Skene’s Elements of Yacht Design, that in order to steer a boat with the same amount of force needed to turn a 28″ pedestal wheel, you would need a tiller 12’9″ long.

Of course, tillers far shorter than that do work, and on boats much bigger than 32 feet. Much depends on how the rudder is balanced, how the boat is balanced, and where the center of effort is in the sailplan. When all is in harmony, a tiller is responsive to the touch, rarely heavy to handle, and obviously simple, with no extra moving parts to break. While it can make some maneuvers tricky for a full cockpit crew under sail, it allows easy movement forward and aft, and can generally be lifted completely out of the way when the boat is at rest, opening the cockpit entirely.

Assuming that the boat can be steered easily enough with a tiller, the biggest trade-off is the loss of the pedestal, which today is home to so many instruments and controls, tables, and drink holders, that the Keene brothers at Edson must be getting hard-pressed to find room for more.

Both models of the 32-footer are equipped with Sparcraft masts, though the SO is deck-stepped, the SF keel- stepped. The SO is fitted with stainless steel wire rigging and one set of swept spreaders; the SF with rod rigging and double spreaders. Shrouds on the SF are farther inboard, to create closer sheeting angles.

The sail inventory on the SO is factory- supplied Technique Voile sails constructed of Bainbridge’s HSX hybrid Dacron. Jeanneau says the fabric is lighter than conventional Dacron, so produces less weight aloft, and is more tightly knit and durable. The sails also have a softer hand. The mainsail carries 80% battens that are easy to trim while producing excellent shape. Boats are equipped with a split backstay, but the owner of our test boat added a block and tackle arrangement that improves and simplifies tuning.

Jeanneau has equipped the boat with its version of a mainsail stacking system, a “lazy bag sailcover with lazy jacks.” In operation, the main is easily doused between lines and stacked inside a zippered sailcover attached to the boom. To our eye, the bag looks a bit flappy when the sail is up. The Doyle StackPack would be a neater alternative. Forward, the headstay is equipped with a 135% genoa and Profurl furler.

A significant difference exists between the gear and arrangement of mainsail controls on the two models. The SO mainsheet is led from the middle of the boom to blocks located port and starboard on the coachroof forward of a spray dodger that houses instruments and provides a surface for the addition of a canvas dodger. Though the arrangement is easily manageable and keeps clutter out of the cockpit, it compromises the ability to tweak the mainsail.

The SF is equipped with more efficient end-boom sheeting, and a mainsail traveler in the cockpit at the helmsman’s fingertips. The price is paid in some clutter and the loss of cockpit space. The SF also is equipped with a solid vang.

Our test boat was equipped with Harken 16 self -tailing winches on the cabintop. These are single-speed winches, but we’d go for the optional two-speed winches, and a second winch to port. The standard arrangement leads mainsheet, outhaul, and jib halyard to a Spinlock XAS sheetstopper to starboard. A separate stopper handles the furler line. To port, a triple rope clutch controls two reef lines and the main halyard. Spinnaker gear adds the need for at least one additional double stopper.

Cockpit seats are generous, measuring nearly 7′ long and and 15″wide, with 12″ backrests, and so provide support and length to fully recline. The footwell allows plenty of room for crew to stretch their legs.

The length of the cockpit on the centerline from the tiller to the companionway is 73″. A nice touch is that the helm seat drops out of the way to the cockpit sole, allowing swimmers and passengers easy access through the stern. Cockpit stowage is in a 38″ long, 20″ deep locker with a false floor that provides room for stores and an inflatable dinghy. Space below the seat to port is occupied by a stateroom.

Decks are 14″ wide, and handrails span recesses on the cabintop, providing a full grip without interfering with her low profile. Tracks for headsail leads on the SO are near the base of the cabin, but there’s an absence of track for outboard sheeting of headsails or spinnakers. However, eyes welded into the base of the stern pulpit provide places to secure turning blocks when flying a drifter or spinnaker.

The space at the bow is large enough for crew work, but too short for sunbathing. The anchor locker is a sealed compartment designed to store an anchor, chain, and rope secured to a Lofrans electric winch that is standard gear.

Accommodations Spaces in the saloon are fairly conventional. Notable characteristics are a minimum headroom of 6’1″ throughout, a minimal nav station, and the extensive use of teak and teak veneers, including battens on a white headliner running the length of the 9’6″ long, 6’9″ wide cabin. The headliner is secured by screws, and can be removed to reach deck hardware.

Add several portlights and hatches, including two in the hull at eye level when seated, and she has a feeling of spaciousness.

The port settee measures 5’7″, and will seat 3-4 adults at the table, positioned on the centerline. Elevate a table leaf, and four passengers to starboard also have a dining surface. The wine is close at hand in a compartment recessed in the center of the table. Storage is below and outboard of the settees, and on shelves running the length of the hull.

The navigator faces aft at a chart table measuring 28″ x 20″ with a 4″ deep storage area. A fuse panel is outboard, and fixed with screws rather than a piano hinge. Space for instruments is at a premium on a small bulkhead, though adequate for small GPS and VHF units. Outside, instruments will need to be mounted on the aft end of the house, and be large and well-lit enough to see from the tiller. Here’s where instrument fanciers may begin to miss that Edson pedestal.

The chef will operate in a smallish, C-shaped space that has all of the tools of the trade: two burner stove-oven, single stainless steel sink, dry locker outboard, and refrigerator aft. The working surface is 31″ wide, so elbow room is adequate, and storage is in several cabinets and drawers.

A bi-fold door encloses the forward cabin, which has adequate space for dressing and 6’2″ of headroom. The berth measures 6’1″ on the centerline, but comes to a sharp V at the foot. Storage is in a hanging locker, on shelves, and below the berth in a space shared with a water tank.

The aft cabin is an almost-queen-sized, almost-square area, that allows bunkmates to sleep athwartships more comfortably than fore and aft. The space is ventilated by a port in the cockpit, but could do with a second that would allow the aftmost passenger more ventilation.

A large storage cabinet outboard shares space with a stainless steel holding tank aft of the head, above the waterline to allow for a gravity drain. The steel tank should be less odorous than PVC.

On balance, the area belowdecks provides space to lounge, is well organized, functional, and well appointed. Finishes on fiberglass surfaces and wood joinery are quite good. Cabins will accommodate four crew comfortably, and light and ventilation are adequate.

Construction Jeanneau continues to build solid fiberglass hulls in the traditional manner with production workers hand- laying fiberglass and distributing resin with rollers. After NPG gelcoat is sprayed on the mold, layers of woven roving are laminated with vinylester resin, which is gradually becoming the industry standard. However, polyester resins are employed in the layup of the final layers of mat and roving. The use of chopped strand mat is disdained.

The companyuses a grid system constructed of laminated plywood bonded to the hull and glassed with biaxial or unidirectional cloth, after which stringers are bonded to the hull sides. It continues the use of plywood in the stringers rather than lighter products.

All of the furniture bases for cabinetry are molded in a single pan that is bonded to the hull with epoxy. Cutouts in the pan accommodate underwater transducers and seacocks, and those areas are easily accessible for maintenance. Similarly, wires are run through heavy hoses to reduce chafe and ease modifications and maintenance.

Economies of scale are reflected in the methods employed in the construction of cabinetry. In previous years, Jeanneau’s joinery was considered to be slightly above average; more recently, computer-controlled woodcutting equipment is producing cuts that are within thousandths of an inch of specifications, and the final product evidences the changes. Varnishes are applied mechanically.

Both boats are constructed to meet varying European CE standards, depending upon crew size.

Performance With assistance from Dan Krier of Marine Sevicecenter of Seattle, and a willing client of his , we tested the SO on a balmy morning on Puget Sound. The wind built to 13 knots during our test sail (before fading away later) and she performed well with the full main and 135% genoa. In 5 knots of breeze she sailed close-hauled at 3.5 to 4.5 knots; when winds piped up to 10-13 knots speed ranged from 5 to 6.3 knots. The semi-balanced rudder and tiller produced slight weather helm at the upper range, just about right, and the boat responded quickly to every move of the tiller. At 15° of heel she settled into a comfortable groove, close to the wind, and tacked within 90°.

With sheets eased and sailing on a broad reach in 9-10 knots of wind, speed held steady in the 6-knot range. We think she’ll add a couple of knots of boatspeed under a cruising or conventional spinnaker.

She tracked well and felt buoyant in the near-flat conditions. We’d want to sail her in heavier chop to better evaluate her motion if we planned on sailing offshore or in high-wind areas like San Francisco. And we’d sure like to compare the performance of the SO32 and her almost-twin sister.

Under power, her standard 18-hp Yanmar pushed her quietly at 6 knots in the calm water (a Yanmar 3GM 27 would be a wiser option in some areas), and her 4’11” fin keel produced good tracking and maneuverability in a tight marina.

Comparison Here’s how she stacks up to two similar-sized, contemporary production boats, the Catalina 320 and J/32.

The Catalina 320, designed primarily as a couples boat, or for a family with young children, measures 34’3″ overall, including the bow pulpit, and 32’6″ on deck, with a 28′ waterline. Her beam is 11’9″, and draft with fin keel 6’3″. According to Catalina, her approximate weight is 11,300 lbs., including 4,000 pounds of ballast. Total sail area is 521 square feet, assuming a 100% foretriangle. Her SA/D is 16.5, on the high end of the low-power scale. The current price is approximately $91,000, FOB the factory.

The J/32, the most recently introduced J/Boat not equipped with a sprit, measures 32’5″ on deck, has a 29′ waterline, and 11′ beam. She draws 6′, displaces 10,000 lbs., and carries 3,850 lbs. in her keel. Her SA/D is 18 (100% foretriangle), in the middle of the moderate scale. When introduced in 1997, the base boat retailed for $109,000. Base price today is $157,000.

The SO32 measures 31’5″ at the stem, but her LWL is 27’11”, within inches of the 310, but a foot shorter than the J-Boat. She’s the narrowest of the three, has a standard draft of 4’11”, and displacement of 10,009 lbs. She carries 3,020 lbs. in her keel.

The Sun Fast 32i has the same hull and deck as her sister. Her displacement is 9,237 lbs., the keel is 6’5″ deep, with 2,491 lbs. of ballast, so she’s significantly lighter, with most of the weight removed from the keel. Normally, this would make her more tender, but the added keel depth puts weight and leverage lower, and so compensation is made at the cost of added draft.

The interior layout and tankage are identical. A high-aspect mainsail is 11″ shorter on the foot, but the sailplan is balanced by a larger headsail. Her mainsail carries 275 square feet, her genoa 307 square feet, and a spinnaker 721 square feet.

Most recent pricing for the SO32 is $90,575; the SF32i list price is $95,575, FOB East Coast. Options with the SO32 include a mainsail furler ($1,620), and cockpit table on steering wheel pedestal ($700). Additional standard gear on the SF32i includes spinnaker halyard, foreguy and topping lift, spinnaker gear and barber hauler, tweaker system on the mainsail, and rigid boom vang. Sails are not included in her base price. An owner can expect to spend $4,337 for factory sails, or more for a performance inventory.

Conclusion Jeanneau struggled for quite a while to create a presence in the US, a task made difficult by ownership changes in the ’90s. Today, Jeanneau joins its sister company as a real competitor in the US market. With the Sun Odyssey 32 and Sun Fast 32i , the company has introduced boats that will appeal to a broad spectrum of sailors at prices designed to compete with major American production builders.

The boat is well designed, constructed, outfitted, and sails well. We’d like to know how she goes in stiff breezes and bumpy water.

Contact – Jeanneau America, 410/280-9400, www.jeanneauamerica.com .

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Cavalier 32

Cavalier 32 is a 31 ′ 11 ″ / 9.8 m monohull sailboat designed by Bob Salthouse and Laurie Davidson and built by Cavalier Yachts starting in 1970.

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)

From BlueWaterBoats.org :

The Cavalier 32, affectionately known as the “Cav32”, is perhaps the best production cruiser to be produced in New Zealand, and certainly one of the most successful. Right from the get go, when Sea Spray magazine in July 1971 took the first production boat for a sail they were impressed by both the spacious interior, berthing up to eight, and its on-the-water performance; noting it was fast, responsive, incredibly close-winded and with good acceleration.

The boat went on to compete very successfully as an ocean racer with a half ton rating, eventually finding its place among the cruising community as a comfortable and reliable blue water vessel. Many have cruised the South Pacific extensively, while others have circumnavigated.

Designed by Bob Salthouse in 1969, the prototype Cavalier 32 made its debut at the 1970 Auckland Boat Show. The concept was for a hull with high racing potential; a boat that would be satisfying to race inshore as well as offshore, yet have family-size cruising accommodation. It immediately proved popular with 14 boats sold by the time the first boat was launched in Jul 1971.

The Cavalier 32 became the first boat offered by a relatively new partnership between John Salthouse and respected boat builder Peter K. Smith. The venture was known as Cavalier Yachts, which incidentally, at its peak in the 1970s became the largest production boatbuilder in Oceania.

Shortly after its introduction the boat’s rig was revised with a shorter mast and boom to rate under the half ton racing rule. As a half tonner, the Cav32s were formidable competition that the boat stacked up many victories in the mid-70s.

The racing tradition of the Cav32 is alive and well today, each year a team of RNZYS skippers compete with the Royal Sydney Yacht Squadron aboard Cav 32s both in Auckland, NZ and Sydney, Australia. In the 30 year history there has never been a protest; in grand Kiwi-Aussie spirit, all altercations have been settled in the bar.

The boat went on to find its niche as a favorite among the cruising community. In total 99 boats were built in New Zealand before the infamous 20% “Muldoon boat tax” decimated the NZ boatbuilding industry. The molds were exported to Australia and Japan where a similar number were built.

The Australian boats sported a redesigned rig that was 1.5m taller as well as some altered layouts.

“Bullet proof”… Andrew Fagan recounts the maiden delivery voyage of Tingara in 1975, skippered by none other than builder Peter Smith himself. The boat was caught in extreme conditions passing Castlepoint; wind speeds were clocked at a sustained 100knots with gusts of 120knots. A nearby 55ft fishing boat floundered with the loss of 2 lives while Tingara, running on bare poles, was broached and rolled multiple times by breaking waves. Remarkably the rig stayed put, and the crew did not send a mayday (the radio quit), and after riding out the rough stuff, the boat made its way into Wellington harbor a little wet inside and a some staved in washboards.

Sailing Characteristics

By modern lightweight racer/cruiser standards the Cavalier 32 is considered a substantial all rounder with excellence in heavy conditions and downwind performance. Helped by it’s 50% ballast ratio, expect to hold up full canvas well after other boats have to reef.

When Sea Spray magazine tested the boat during its debut, they described the boat being particularly stiff, “when a gust hits, the boat accelerates forward and does not lay on her ear and fight to round into the wind”. They noted the boat being fast off the wind without the tendency to broach and summed it up by saying, “At all angles of sailing the boat is superb. When ghosting she carries her way and makes miles; in the fresh she is truly exhilarating”

The boat is well balanced and easy to sail and single-hand. Expect finger light steering at all times.

Boat Configuration & Layout

The Cavalier 32 has relatively modern lines for a boat conceived in the early 1970s There is a moderately racked bow tapering out to a relatively narrow beam and a powerfully shaped aft quarter, reminiscent of successful Sparkman and Stephen cruiser/racers like the S&S34. The overhangs are nicely balanced and the sheerline attractive.

Under the waterline is a fin keel drawing 5′ 6″ and a skeg hung rudder which is controlled optionally by tiller or wheel depending on the boat. There are some shoal draft examples on the market that draw 5′ 3″ and 5′ 4″.

The cockpit has space for three and is adequately protected by substantial coamings and a coachroof that is just the right height. Side decks offer easy passage. Five crew can quite happily get about the decks in sailing mode.

Up above is a masthead rig with a small high aspect ratio main and a large genoa. A handful of the earliest NZ boats had taller rigs, as did all of the Australian built boats.

Inside, the cabin feels spacious for a 32 footer of its era with 6′ 1″ of headroom. There are twin sea-going quarter berths in the space below either side of the cockpit. The galley is small and functional on port side of the boat. Refrigeration is under the port quarter berth, which can be inconvenient to access at times. Across from the galley on starboard side is a decently sized nav station.

Further forward is the saloon with settee births on either side of the keel-stepped mast which intrudes into the cabin area, not entirely the most ideal setup for liveaboard space. The saloon table on most boats can be put away by sliding it up the mast to the cabin top.

On the other side of the forward saloon bulkhead is the head which shares space with the v-berth. On some models the head is built on the saloon side of the bulkhead subtracting from saloon space but allowing for full twin berths in the V.

Various accommodation layouts were offered with up to eight berths. The interior is finished in white, mahogany trim and mahogany veneer giving an overall feel that is light and spacious.

Construction

The boat was one of the early pioneers of cored fiberglass construction. The hull is built incredibly strong with hand-laid GRP with end grain balsa coring.

The layup from the exterior moving inwards starts with the gel coat which is reinforced by 1oz matt, then followed by 10oz cloth and two layers of 2oz matt. The balsa coring is 19mm thick in the bilge and 13mm thick above the waterline. Then comes 2oz matt and 24oz woven rove which forms a strong impact resistant layer.

All through deck fittings are backed by wood and glassed over. The hull-deck join is epoxy glued, then pop riveted with Monel rivets every 6 inches and stainless steel bolts every 12 inches. The join is glassed over forming a gusset equal to the hull thickness.

Buyers Notes

The Cavalier 32 has aged well, a testament to its strong construction. Areas of interested to prospective buyers are noted below:

• The original boats built by Peter Smith of Cavalier Yachts had particular attention paid to preventing osmosis. It’s been noted that boats made later under licence may have had trouble.
• To maintain the Cav32’s exceptional close-windedness, rig tensions need to be high. Some owners have overdone these leading to fatigue. Check wire terminals, rigging screws and chainplates.
• Check mast fittings and the mast itself.
• Check joins between the hull and bulkheads for movement, especially main bulkhead.
• Check the chainplate knees. This is generally a very well engineered area, but also an area of very high stress.
• Check the rudder stock, a few boats have had wear in the rudder shaft keyway, look for loose play in the tiller.
• Leaching of zinc content of some bronze alloys in salt water is known to have shown up in some rudder stocks. Look for pinkish powder or paste on the surface.
• Yanmar YSE 12hp single cylinder diesels were commonly fitted. Though smaller than what most fit today, it has proven to have adequate power when matched with an appropriately sized prop (not the folder race prop).

There is an active market for used for Cavalier 32s in Australia and New Zealand. Expect reasonable entry prices and good resale. As of 2010 asking prices range from $35k-60k NZD. There are the occasional examples that come up on the market that are presented in “as new” condition having undergone extensive refits and priced to match in the $70k-85k range.

Links, References and Further Reading

» TradeABoat, Oct 2004 (p52-53), second-hand keelers review, “Cavalier 32, Tough & Seaworthy” by Andrew Fagan. » Boating World, Jan 1993 (p132-133), “Buying Second Hand, Cavalier 32” by John Wellsford. » Sea Spray, Jul 1971 (p27-31), Boat Test, “The Dashing Cavalier” by Staff. » Wikipedia, Cavalier Yachts

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