hunter 31 sailboat review

T he Hunter 31 can easily be added to the list of "everyman sailboats" because of its relatively affordable price, the sheer number of hulls currently on the used boat market and the sloop's overall versatility as both daysailer and family cruiser.

First impressions

Would-be boat owners looking for a bargain are likely to gravitate to the Hunter 31, which has a racy look with masthead rig and swept spreaders, and plenty of room above and below deck for friends to come aboard. The Hunter 31 doesn't look like a slow-moving tub or a traditional sloop from the 1960s or 1970s with overhangs and varnish-begging brightwork. Instead, it has the more contemporary lines found on boats made during the 1980s, with generous freeboard, a stainless steel destroyer wheel, tinted hatch covers, bow and stern pulpits, reverse transom and an aluminum toerail track similar to those pioneered by C&C. The deck is uncluttered given the overall length of the boat, although the sheer isn't the most elegant ever drawn.

The 31 was designed by Cortland Steck, who grew up racing dinghies from age 7 and later sailed larger boats offshore. In 1979, he graduated from the Westlawn School of Yacht Design and five years later established Cortland Steck Yacht Design. Steck has amassed more than 5,000 designs to his credit, including the Hunter 20, 34, 40 Legend, Starwind 223 and Hunter 25.5.

Construction

Many owners agree the Hunter 31 wasn't built with the notion that it would still be sailing far into the next century. Clearly not as rugged as some production boats, with the exception of its rock-solid hull, the overall build quality is the target of frequent criticism by owners. Complaints range from substandard winches to delamination on portions of the balsa-cored deck.

The hull was made of hand-laid, pre-cut fiberglass to ensure consistency. Hunter bonded a full-length internal frame and stringer system of unidirectional fiberglass directly to the hull to increase stiffness without adding undue weight. The chainplates were fastened to this framing system and led upward through the deck just outside the coachroof, creating more interior space and minimizing deck clutter. This design distributed the load to the frame and stringer system.

The keel is cast iron so rust will always be a factor where it's bolted to the hull. The rust tends to form on the crack where the metal meets the fiberglass. Although this joinery is covered with a thin layer of gelcoat at the factory, once the material wears away, cracks develop and a rust line becomes visible. Maintenance of this area is essential by carefully grinding and cleaning the boat after haul out, then recoating.

What to look for

Delamination may be found beneath the mast and compression post along with a weakened crossmember. Look for discoloration or mold.

The shower sump and icebox drain into the bilge, which is shallow and compartmentalized, an arrangement that allows stagnant water to become trapped and inaccessible. Owners report this can cause rotting of the cabin sole.

The bilge area under the engine can also collect water from rain entering through the companionway. This water can drain into the main bilge area, adding to what is already accumulated from the sump and icebox.

Leaks under the steering pedestal and at the cabin windows are common. These seals should be cleaned and recaulked. Some owners have replaced the fuel tank, claiming it's flimsy. As one owner wrote in an online forum, "I replaced that cheap plastic, sorry excuse for a fuel tank." Another sailor resorted to using a portable fuel tank rather than replace the original.

The fuel filter gauge is inside the starboard storage locker, where it is difficult to access or see. The integrated water and waste tanks are sensibly molded into the hull, but their screwed-down lids should be removed and resealed after 20 years to keep leaks and odors in check.

Prospective buyers should examine the cable-linked steering for wear.

The masthead rig features swept spreaders. The deck is uncluttered, except for lifelines, genoa track and shrouds, the latter attached nearer the coachroof than to the outside rail. The shroud placement allows crew to move more easily fore and aft for sail changes or foredeck work. The lifeline stanchions are mounted outboard, creating additional room on deck. The T-shaped cockpit is somewhat cramped due to the pedestal steering column, wheel and engine controls. The cockpit lockers are large enough to stow all sails and other equipment.

There's a big-boat feel once you go below. Headroom is 6 feet 3 inches in the spacious saloon, but the V-berth is tight for two adults. The head with sink and toilet is just outside the V-berth and fitted with a privacy door.

The overall layout is social, with a U-shaped galley to starboard that allows the cook to converse or otherwise take part in the goings on. The galley has a four-burner stove, two-basin sink and an icebox. It is abutted by a dinette that seats four.

The port side features a settee and full navigation station with chart table and light. The aft cabin is roomy. Teak paneling warms the saloon and other bulkheads. Plentiful windows provide light and cross ventilation. The boat carries 35 gallons of water.

The hulls made from 1983 to 1985 were fitted with a 13-horsepower, freshwater-cooled, Yanmar diesel. Later boats were beefed up with a 16-horsepower engine. Both versions proved reliable, but underpowered when motoring to windward or in a choppy sea. Engine power has been a source of owner complaints. Panels allow for good engine access. The boat carries 18 gallons of fuel.

One owner praised the 13-horsepower engine, noting Yanmar suggested running it full bore and then backing off 10% to find the ideal rpm. "Mine runs like a top and is happy at 3,000 rpm," he said. "I can make 6.1 knots in a calm to slight chop, running at 2,900."

The Hunter 31 gets good reviews for its sailing abilities. Although the light-displacement sloop can be tender in a gusty wind, overall it's a forgiving boat with a balanced helm. Owners contend it's a no-brainer to sail and a joy to singlehand.

Opinions vary about the boat's proclivities when sailing downwind because the puffed-out mainsail hits the swept-back spreaders and doesn't always fill properly.

A few Hunter 31 skippers advocated using instead a combination of genoa and spinnaker when possible.

The boat performs nicely on its mainsail, but once the wind exceeds 20 knots, one or two reefs are highly advised. It tracks admirably once in the groove but can be slow to heel and may round up in a heavy gust. A broad reach is not its fastest point of sail.

Generally, owners find little fault with the boat's sailing characteristics. As one put it, "More than once I looked like a sailing genius because the boat handles so well."

Although the original sales brochure described the Hunter 31 as a bluewater boat, it seems more suited as a coastal cruiser. Given that a used Hunter 31 can be purchased on average for $20,000, one in good condition with upgrades already installed would be a bargain.

Bottom line: For not much more than the price of a used car, you can have a heck of a lot of fun on this boat.

PRICE: The price for a used Hunter 31 ranges from nearly $35,000 for a model in excellent condition with upgrades, to $16,400 for a boat in poor condition. Most 31s are priced around $20,000.

DESIGN QUALITY: Designed by Cortland Steck, the masthead sloop features a choice of deep or shoal-draft keel, fiberglass hull, spade rudder and has a pleasing overall length-to-width ratio of 3-to-1.

CONSTRUCTION QUALITY: The Hunter 31 was built from 1983 to 1987 in Alachua, Florida, by Hunter Marine USA. Complaints have been voiced about undersized winches, a weak mainsheet traveler and poor craftsmanship in some areas below deck. As one owner put it, "Details were compromised due to pricing."

USER-FRIENDLINESS: Owners seem to agree the Hunter 31 is an easy boat to sail, simple to rig, somewhat tender but able to point high in a moderate breeze. By all accounts, it's made to singlehand. Mast height from the water is 47 feet 4 inches, enabling the boat to fit under most fixed highway bridges.

SAFETY: The Hunter 31 is often referred to as high and dry, mostly due to its generous freeboard. However, owners claim it gets pushed around by heavy seas, and its underpowered diesel leaves much to be desired. Grab rails on the coachroof provide a modicum of safety on deck.

TYPICAL CONDITION : The boats vary in condition. If maintenance has been kept up, the boat may be a good value, particularly if equipment upgrades were also made. Potential buyers should keep in mind the youngest 31 is now 27 years old and could be showing its age.

REFITTING: Common upgrades include adding a wind speed indicator and gauges for water, fuel and holding tank. Installing a beefier mainsheet traveler; larger winches and anchor roller are typical improvements.

SUPPORT: In 2012, Morgan Industries, parent company of Hunter Marine, filed for bankruptcy and was renamed Marlow-Hunter, which can be reached at www.marlow-hunter.com . For retail parts, contact www.shop.hunterowners.com . The Hunter Owners' Association, www.hunterowners.com is also a resource of support and information.

AVAILABILITY: Dozens of Hunter 31s are currently on the market, mostly listed. In early 2014, a project boat was being offered at $10,000 and eBay was auctioning a 1984 model for $6,900.

INVESTMENT AND RESALE: Because of its low-price on the used boat market, there is only moderate resale value.

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

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Buying First Boat - 1985 Hunter 31

• Thread starter Diane
• Start date Mar 16, 2003
• Hunter Owner Forums
• Mid-Size Boats

Hi, we're very excited to have found THE BOAT, or at least the one we hope is THE BOAT, after a long time looking. We are scheduling the survey on what appears to be an exceptional 1985 Hunter 31 and thought other owners might have suggestions on key areas to check on (or things to know about) this particular boat. (The owner reviews have already been very helpful.) Although the surveyor is the 'expert,' we plan to stay completely involved through the entire process. It's been quite a learning experience already! Thanks for any help you might offer. We're looking forward to sailing the Chesapeake soon.Diane  

Check the compression post Be sure to check the compression post for rot. Make sure you check both the top and bottom of the post. My surveyor just checked the top, and then he just checked the teak, not the post itself. A key indicator of whether the boat has post problems is a "sticking" door to the head/shower area. There are some pictures of an H31/H34 compression post repair. The repair is either expensive or time consuming.Also, check the condition of the gate valves; you may want/need to replace with seacocks.  

only an expert if they know the boat. Diane:Do not rely on the surveyor as being an expert unless they are 'very' familiar with the Hunters of this era. All suveyors are ex-pert when they are selling their services. Ask how many Hunter from 1983-1987 they have surveyed. If you check the archives and find out how many surveyors have missed obvious items that they SHOULD have found you will be surprised.As far as I am concerned, they ONLY way to find out if the compress post is leaking is to remove one of the panels on the compression post. If the owner is not willing to let this happen, I would consider walking. Your other option is to reduce the asking price by $4000 and take your chances. That is what it costs to do this repair. There is also the possibility of problems in the crossmember. This problem is also not that obvious until other symptoms show up.There is no guarantee that ANY surveyor is going to find everything. You just need to limit your liability by finding one that is knowledgable with the vintage that you are looking at.  

Surveyors Marine surveyors are just as reliable as home inspectors. They will point out the obvious and garentee nothing. Having said that it is still cheap insurance so to speak. I paid $10/ft (very cheap) and he found several items for me to negociate on. It is a good idea to be there when he does the inspection.Good Luck,Jeff  

Kevin Muhledorf

1985 Hunter 31 I just purchased a 1985 Hunter 31 in December for the Chesapeake. The survey came back with some defects that allowed me to negotiate an additional 1500 of the asking price. In general, the boat checked out ok, but I do have some corrosion on the keel that I am dealing with. I am also told that the rig, which is now 17 years old, may be reaching its useful lifetime - definitly have that carfully checked out. The surveyor came up with lots of little things that I think Hunter did in 1985, that are probably sub-standard by today's measures, i.e., the fuel lines, the though-hulls, etc., but nothing too serious.  

Hi Diane, most good surveyors will check... topside, below decks and hull for structural integrity. The surveyor should take at least four to six hours to do a good job on this size boat. The first two while it is in the water and the hull after it has been hauled out and pressure washed, all at the owner's expense. While the surveyor does the hull on the hard be sure to replace the zinc/s and throughly clean the speed meter impeller, if it has one. Steve has a good point about how well they know the boat. They also will normally not look at the propulsion engine or sails/rigging. You need separate surveyors for that.Do you know how many hours are on the engine? If it has more than two thousand hours I would have the engine surveyed. Most Yanmar engines will last for 8,000 to 10,000 hours if well cared for. If these are the original sails, as many are, they are beyond their useful life.Just some things to ponder, IMHO.Terry  

Terry -- Haul at Who's Expense? All of this input is great, I hope it continues! Terry, you said it would be hauled out of the water and power-washed at the owner's expense. Is this the norm? We understood that since it's in the water already, it was on our nickel to have the yard pull it for survey. Any clarification on that would be appreciated. We've lined up a local surveyor (well referred) who will make the hour drive to the boat, instead of using someone down there (who we know nothing about). I'm going to be printing a lot of information from this site to bring with us and to our surveyor. We expect that he'll find plenty of 'concerns,' but hopefully nothing serious/costly enough to send us running. There's no engine meter so we're not sure about the hours, but maybe there's more information in the owner's documentation. He appears to have kept excellent records. We'll talk to our surveyor about this and see if he recommends a separate engine inspection. Thanks again.  

at the buyers expense... Diane:I think that the entire survey process is at the BUYERS expense. It is for their (buyers) protection and not the sellers. When you find problems it becomes a bargining point. You can either reduce the asking price to accomodate the repair or have the buyer pay to have the repair done as a condition of sale.  

Rip Edmundson

31 is a great boat - we love ours N/M 31 is a great boat - we love ours N/M  

Hi Diane, Oops! At the buyer's expense... is what I meant to say. I don't know what I was thinking. I've purchased two boats and in both cases I paid for the haul out.Sorry.Terry  

We knew that you knew! Terry:We knew that you knew!  

Thanks Steve for the vote of confidence... If you're ever coming up this way be sure to let me know. We have skipper's night every Wednesday at the Woodfire Grill in the Everett Marina; a nice place to tip a few brewskies.I had planned on sailing over to Ganges on Salt Spring Island this morning to spend a few days, but gale force winds accompanied a low pressure system. Sure stirred things up. Maybe next week.The new Xantrex inverter/charger that I just installed made a big difference in the electrical system operation. Belle-Vie is pretty ship shape.Terry  

Keel rust deduction Unless the keel on that '31 has been blasted, treated and barrier coated in the last 2 years, there WILL be rust on it somewhere.I wouldn't take off a dime for keel rust if I sold my boat, unless it was a true "deal breaker" for the uninformed buyer who hasn't looked at any other Hunter 31's and noticed they almost every cast iron keel will have rust.It is COSMETIC, but then exactly sometimes that's what sells boats and houses.  

First Boat - 1985 Hunter 31 - UPDATE from Diane Hi everyone -- we had the survey today. And besides the usual list of things that need attention, we did discover a large problem. Anyone want to guess?? At the compression post!! It appears that the crossmember is compressing/collapsing, causing a large bulge in the fiberglass aft of the crossbeam. You can also see the excessive(?) compression from inside the head and yes, the head door sticks. The compression beam itself appears to be O.K. from what we can see. On deck, you can only see a small degree of compression at the mast -- it's inside where everything is happening. We don't how we missed this the first time around. We're also not certain of the extent of the problem yet. We were certainly hoping for a better outcome from the survey ....but with everyone's input here in this forum, at least we weren't completely surprised. Any other input/suggestions would be welcome, either here or directly to my email address. Once the survey is completed, the broker will have to go back to the seller and we'll see how things progress from there. I know we're not talking about 'minor bucks' with this one. Thanks again for all the support.  

How do they know the compression post.... Diane:How do they know that the compression post is OKAY? I do not think you really would know unless they removed the covering.Regardless they will need to remove the compression post and the bulkhead to do this repair. I have copied a link for you to review. This was done by an owner of a Hunter 34, but it is basically the same setup. If you look up the Photo Forum and enter '34' for the models to look up you will see some other links for this situation.http://www.sailboatowners.com/upload/display.tpl?folder=Hadad73043553070&fno=17IF you can get the owner to pay for this I would not walk away from the deal. Once this is fixed and done correctly you should not have this problem again. I would guess that you are looking at a price of $2500-4500 for these repairs. They need to remove the mast and then open the crossmemeber (removing the fiberglass and wood). Then replace this with some type of material. Reseal the area and install a NEW compression post (metal)with the appropriate covering and finishing of the interior.Be sure that if there is any other gelcoat repairs that need to be done on the boat to have it done while they are doing these repairs. Most yards don't do the gel coat themselves, so you can save some money when the guy comes in to do the interior gelcoat and anyother touchup at the same time.Good luck, let us know what you do.  

Compression Post Veterans Steve is correct in his price range for the repair. If the owner gives you an adequate price reduction for the work, I say go for it!! We've sailed our Hunter 31 for 17 years and averaged more than a thousand miles each summer. For two people, it's a great cruising boat and faster than many boats the same size.  

Your Fix vs. Owners Fix Ranter than require the owner to have the boat repaired as a condition of purchase, if it were my deal I would prefer to have the priced reduced and I would arrange to have it done.The disadvantage of having the seller do the work it you have minimum control over the quality of the work and the seller will want to get it done the cheapest way possible. On the other hand, if you get an appropriate price reduction and have the work done you can pick the yard, have an agreement with the yard on how it will be done, and greater control over the quality of work. The downside of you doing the work is (1) you have no use of the boat even though you own it and (2) it is "work" to contract and quality control the work, something that you should but probably cannot get a price reduction for.There is always the possibility of finding "other things" during the course of the project which will cost $ to fix: Replacing the mast wiring (the mast will be off and this an excellent time to replace the wiring and maybe the steaming and anchor lights. Maybe add a Windex? Installing a new VHF coax and antenna? On the other hand if you're close by you can do this work yourself while the boat is being worked on by the yard (an andvantage to you).Try to USE (as a consultant) your surveyor to work through this as he is familiar with your "deal" and the boat. The surveyor can assist in the contract with the yard and maybe help with the progress inspection or suggest someone who will. Find out what he will cost you for these services.The work should be inspected when everything is ripped out and probably at stages when it is put back together before it is all covered up. The yard should let you know when they will be at a certain stage of work so you can look at it.Don't forget to incude a cost for having a rigger tune the rig when it's finished.  

Peggie Hall/HeadMistress

Not necessarily so, John "The disadvantage of having the seller do the work it you have minimum control over the quality of the work and the seller will want to get it done the cheapest way possible."Not if you (the buyer) specify that the work be done to your surveyor's satisfaction by a yard approved by your surveyor. IMO, requiring the seller to make the repairs on those terms is the only way to go. 'Cuz as you pointed out, there's always the possibility of finding additional problems or more extensive damage once the job is underway. If you've agreed to a price reduction based only on what's obvious, it could end up costing you a lot more than you saved on the purchase price. There'd be no reason why you couldn't have any additional work done at your expense at the same time, which would give you the advantage of having your surveyor on hand to bird dog ALL the work as it progresses. And the best part is, ALL the work is done (except for any work you want to do yourself after the yard is done) by the time the deal is done.  

Peggy, We're Agreeing with You Thanks for all the different viewpoints. While there will always be those Q.C. concerns with a repair job being paid by someone else, if you know the yard's reputation and keep your surveyor involved, I think it's manageable. Plus the more we've talked about it and the more we've researched, we've come to understand what a major undertaking this repair will be. We can be flexible on some of the other issues -- the normal things that you find on a boat this age -- but not on the compression post/beam. We were given very good advice by someone who said, 'the price you pay for the boat shouldn't just be the down payment.' We know there will always be maintenance and repairs with a boat. But we're looking to spend our first season ON the water and not eating PB&J sandwiches at the marina while the boat is being repaired! So now we wait for the survey results and whether the owner is willing to make the necessary repairs. [It's a beautiful day here in MD and we wish we already had a boat -- we could be painting the bottom instead of doing yardwork!!]  

Not too much choice. Diane:The owner does not have a lot of choice in this matter. The only difference is how he/she pays for it. It is going to be a reduction in the purchase price or pay for it out of the procedes from the boat. I doubt that he is going to turn down your offer in this market. The boat is going to be un-saleable until this item is resolved. It is usually hard to turn down a sale when it is a buyers market.  

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Marlow-Hunter 31

• By Herb McCormick
• Updated: March 16, 2016

Once upon a time, I owned a J/30. As a racer/cruiser introduced in 1979, it lacked many cruising amenities, even for its era, but for a 30-footer it was plenty beamy (over 11 feet), and I always considered it a not-insubstantial vessel. Times change, of course, particularly with yacht designs, a point that was driven home as I stepped aboard the Marlow-­Hunter 31 last fall. Thinking back on my cherished J boat, I had to smile. Though roughly a foot shorter than the latest offering from the well-­established Florida builder, figuratively speaking, my old girl would have fit in this new 31-footer’s hip pocket. How was it even possible?

Well, the short answer is a quick summation of many of the characteristics shared by lots of contemporary production cruisers. Designers Glenn Henderson (a longtime Hunter hand) and David Marlow (a veteran powerboat builder who purchased the company three years ago) have incorporated a trendy hard chine just below the waterline and used it to maximize the dimensions and interior volume. Long waterline? Check. Extended topsides? Check. Max beam (almost 12 feet!) carried well aft? Check.

Indeed, the Marlow-Hunter 31 is a thoroughly ­modern pocket cruiser that also includes many familiar Hunter features, including a B&R rig with swept-back spreaders that eliminate the backstay. You’re not finding that on any imports. But when you start to scratch the surface, it’s also abundantly clear that there’s some serious innovation happening here, particularly in the methods and materials used to piece the boat together. We tested the M-H 31 on Chesapeake Bay during last fall’s Boat of the Year trials, and got totally skunked on breeze: zero, nothing, nada. It happens. But while a couple of the judges and I vainly tried to put the boat through its paces, David Marlow and the third member of our panel, systems expert Ed Sherman of the American Boat and Yacht Council, disappeared below, two salty dogs lost in private banter. Whatever were they discussing? Later, during deliberations, Sherman spilled the beans. “We had a fascinating conversation,” he said. “He’s a man on a mission who really wants to reinvent the Hunter brand. Part of the way he’s doing that is to take a hard look at long-term durability while trying to build a product that’s easier for his factory workers to assemble. He’s invested a huge amount of time and R & D in developing a database of what works and what doesn’t. It blew me away.

“Most of his experience is in the powerboat sector, but he has a broad nautical background, so he’s got some knowledge of ­hydrodynamics, aerodynamics and structural build,” he continued. “It’s evident in the hull layup, for instance, with the use of Kevlar forward to increase impact resistance. They’ve made some phenomenal decisions in how to address cores, where they’re going to be applied, and the type of fiberglass they use in the overall laminate. It’s pretty amazing, and it was impressive to talk to him about it.”

There’s the overview on the construction side. Judge Tim Murphy discussed specifics. “There’s definitely a new sheriff in town,” he said. “They’re doing a lot of things really right. There are no chopper guns in the layup shop anymore. Now they’re using biaxial cloth, and it’s engineered so the stress is carried in the right direction. They’re also using vinylester resin, which will really work against osmosis. Below the waterline, the boat is solid fiberglass, but in the topsides and deck they’ve eliminated balsa core and replaced it with Nida-Core, a honeycomb panel that’s lighter and stiffer. All good things.”

So, yes, a new day has dawned at Marlow-Hunter, especially on the manufacturing front. What about execution? The judges loved some items and questioned a few others, starting all the way aft, with the hatch in the transom opening into a dedicated storage locker for surfboards or kayaks. Let’s put it this way: Holes in boats that may allow the ingress of water make the judges very nervous.

Topsides, the centerpiece of the design is the expansive, beam-to-beam cockpit, which eschews traditional coamings to create the widest possible space. The coolest part, everyone agreed, was the nifty articulating Lewmar pedestal and steering wheel, operated with a foot pedal to swing from side to side so the helmsman can steer in comfort from either a windward or leeward position. (The wheel spokes also fold inward to permit easy access to the drop-down transom.) Despite the beam, with this arrangement, there’s no need for twin wheels.

As with previous ­Hunters, the traveler for the B&R mainsail is stationed atop a prominent arch, which also houses speakers, LED lights, a bimini and one end of the double-ended main sheet (the other is led to the cabin top). Over the years, I’ve sailed many Hunters with this setup, and it’s functional, though it does take some getting used to. (It’s tough to gauge where the traveler is positioned.) Judge Alvah Simon isn’t a fan, primarily because the arch necessitates a high gooseneck for the boom to clear it; this elevates the sail plan, and power in the B&R rig is really derived from the mainsail. Though our test boat was equipped with an optional in-mast furling main, Simon recommends the standard, traditional, fully battened one.

One last thing: Some members of our team, perhaps less nimble than they once were, wondered if it would be difficult getting into or out of the cockpit on a steep heel. (There is a step in the coachroof leading forward, but one of our judges initially mistook it for a seat.) With calm conditions, we didn’t get the chance to try.

Down below, the layout is spacious. There is a large head, a straight-line galley and roomy berths in the ends of the boat. Each is a bit of a trade-off. The forward cabin has great headroom but a slightly smaller V-berth. The aft bed, athwartships below the cockpit, is huge but in a more enclosed space. All in all, for well under $200,000, the Marlow-Hunter 31 is a whole lot of boat in a very manageable package. As for the company itself, we’re talking equal parts revolutionary and evolutionary.

LOA: 32’4″ LWL: 28’9″ Beam: 11’10” Draft (shoal / deep): 4’5″ / 5’5″ Sail Area: 581 ft 2 Ballast (shoal / deep): 3,525/3,379 lb. Displacement (shoal / deep): 11,854/12,000 lb. Ballast/Displacement: 0.28 Displacement/Length: 205 Sail Area/ Displacement: 17.7 Water: 50 gal. Fuel: 21 gal. Holding: 20 gal. Hast Height (Standard): 46’7″ Engine: 29 hp Yanmar (saildrive) Designers: Glenn Henderson/David Marlow Price: $160,000

Marlow-Hunter LLC 386-462-3629 www.marlow-hunter.com

Herb McCormick is CW’s executive editor.

• More: 2011+ , 31 - 40 ft , Coastal Cruising , marlow-hunter , monohull , sailboat review , Sailboats
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• Hunter 31 Sailboat

The Hunter 31 Sailboat Specs & Key Performance Indicators

The Hunter 31, a B&R rigged masthead sloop, was designed by Cortland Steck and built in the USA by Hunter Marine.

Published Specification for the Hunter 31

Underwater Profile:  Fin keel & spade rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  31'4" (9.6m)

Waterline Length:  26'3" (8.0m)

Beam:  10'11" (3.4m)

Draft:  5'3" (1.6m)

Rig Type:  B&R

Displacement:  9,700lb (4,400kg)

Ballast:  4,000lb (1,814kg)

Designer:  Cortland Steck

Builder:  Hunter Marine (USA)

Year First Built:  1983

Year Last Built:  1987

Published Design Ratios for the Hunter 31

Sail Area/Displacement Ratio :  16.2

Ballast/Displacement Ratio:  41.2

Displacement/Length Ratio: 239

Comfort Ratio:  22.4

Capsize Screening Formula:   2.1

Read more about these  Key Performance Indicators...

Summary Analysis of the Design Ratios for the Hunter 31

1. A Sail Area/Displacement Ratio of 16.2 suggests that the Hunter 31 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 41.2 means that the Hunter 31 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 239, tells us the Hunter 31 is a moderate displacement cruiser, which means she'll carry all your cruising gear without it having a dramatic effect on her performance. Most of today's sailboats intended for offshore cruising fall into this displacement category.

4. Ted Brewer's Comfort Ratio of 22.4 suggests that crew comfort of a Hunter 31 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not the best of news for anyone prone to seasickness. 

5. The Capsize Screening Formula of 2.1 tells us that a Hunter 31 would not be as good a choice of sailboat for ocean passage-making, owing to the increased risk of capsize in strong winds and heavy seas when compared to a sailboat with a CSF of less than 2.0.

The Hunter 31 Sailboat: A Review

The Hunter 31 is a popular model from Hunter Marine, an American company that has been building quality sailboats since 1973. The Hunter 31 was first introduced in 1983 and was designed by Cortland Steck. It was produced until 1987, when it was replaced by the Hunter 33.5. In 2006, Hunter Marine launched a new version of the Hunter 31, which is sometimes referred to as the Hunter 31-2 or the Hunter 30/31. This boat was designed by Glenn Henderson and was in production until 2014. In this article, we will focus on the original Hunter 31, but we will also mention some of the differences and similarities with the newer model.

The Hunter 31 is a sloop-rigged cruiser that can accommodate up to six people in two cabins and a convertible salon. It has a fin keel, a spade rudder and a single wheel steering system. The boat has a self-tacking jib and an optional in-mast furling system for easy sail handling. The boat also has a Yanmar diesel engine with a low fuel capacity of 12 gallons.

The Hunter 31 is a boat that offers a lot of features and benefits for recreational sailors. Here are some of the main aspects of the boat that you might want to know more about:

Overview The Hunter 31 is a boat that combines performance, comfort and convenience. It is a boat that can sail well in light to moderate winds, thanks to its efficient hull shape and rig design. It is also a boat that can handle rougher conditions, thanks to its high stability and stiffness. The boat has a PHRF rating of 174, which means it is faster than some of its competitors in its size range.

The Hunter 31 is also a boat that offers plenty of space and amenities for living aboard. It has a beam of 10 feet and 11 inches, which gives it a roomy interior and a wide cockpit. It has two private cabins, one forward and one aft, each with a double berth and storage space. It has a large salon with a U-shaped dinette that can convert into another double berth, a navigation station with an electrical panel and instruments, and a galley with a two-burner stove, an oven, a sink, an icebox and ample counter space. It has a head with a marine toilet, a sink and a shower. It also has plenty of ventilation and natural light, thanks to its numerous ports, hatches and skylights.

The Hunter 31 is also a boat that is easy to operate and maintain. It has a simple and user-friendly layout, with all the controls and lines led back to the cockpit. It has an engine access panel under the companionway steps, which makes it easy to check and service the engine. It has a molded fiberglass hull and deck, which are durable and easy to clean.

Accommodation The Hunter 31 can sleep up to six people in two cabins and a convertible salon. The forward cabin has a V-shaped double berth with storage drawers underneath, shelves along the hull sides, an overhead hatch and two opening ports. The aft cabin has an athwartships double berth with storage lockers underneath, shelves along the hull sides, an opening port and an overhead hatch. The salon has a U-shaped dinette that can convert into another double berth with storage lockers underneath, shelves along the hull sides, four opening ports and two overhead hatches. The head is located on the port side of the salon, opposite the galley. It has a marine toilet with a holding tank, a sink with hot and cold water, a shower with a sump pump, storage cabinets, an opening port and an overhead hatch.

The accommodation layout of the newer Hunter 31-2 is slightly different from the original model. The forward cabin has more headroom and more storage space than the original model. The aft cabin has less headroom but more floor space than the original model. The salon has a straight settee on the starboard side instead of a navigation station, and a smaller dinette on the port side that can convert into a single berth. The head is located on the starboard side of the salon, opposite the galley. It has a separate shower stall with a folding door, which makes it more spacious and comfortable than the original model.

Hull and Deck The Hunter 31 has a solid fiberglass hull with a balsa core sandwich construction for the deck. The hull has a moderate displacement of 9,700 pounds and a ballast of 4,000 pounds. The hull has a fin keel with a draft of 5 feet and 3 inches, which gives it good performance and stability. The hull also has a spade rudder with a stainless steel shaft and bearings, which gives it good maneuverability and responsiveness. The deck of the Hunter 31 is designed for safety and convenience. It has a wide and flat foredeck with an anchor locker, an anchor roller and an electric windlass. It has stainless steel bow and stern pulpits, stanchions and lifelines. It has two dorade vents on the cabin top for ventilation. It has two large cockpit lockers for storage, one on each side of the wheel. It has a transom swim platform with a folding ladder and a shower. It also has a stern rail seat on each side of the cockpit, which provides extra seating and visibility.

The hull and deck of the newer Hunter 31-2 are similar to the original model, but with some improvements and modifications. The hull has a slightly longer waterline length of 28 feet, which increases its speed potential. The hull also has a shoal draft option of 3 feet and 11 inches, which makes it more suitable for shallow waters. The deck has a more modern and sleek appearance, with flush-mounted hatches, recessed handrails and an arch over the cockpit that supports the mainsheet traveler and the optional bimini top.

Mast and Rigging The Hunter 31 has a sloop rig with a deck-stepped mast and swept-back spreaders. The mast is made of anodized aluminum and has internal halyards and wiring. The mast height is 46 feet and 7 inches, which makes it suitable for most bridges and marinas. The mast also has an optional in-mast furling system for the mainsail, which makes it easier to reef and stow the sail.

The boat has a B&R rig, which is a fractional rig that eliminates the need for a backstay. This allows for a larger mainsail area and a smaller jib area, which improves the boat's performance in light winds and reduces its heeling tendency. The boat also has a self-tacking jib, which makes it easier to tack and trim the sail without changing sheets.

The boat has stainless steel standing rigging and low-stretch running rigging. The boat has two Lewmar self-tailing winches on the cabin top for halyards and reefing lines, and two Lewmar self-tailing winches on the coaming for jib sheets. The boat also has rope clutches, cam cleats, blocks, tracks and cars for adjusting the sails. The mast and rigging of the newer Hunter 31-2 are similar to the original model, but with some differences. The mast height is slightly lower at 46 feet, which reduces its windage and weight aloft. The mast also has an optional in-boom furling system for the mainsail, which gives it more sail shape control than the in-mast furling system. The boat also has an optional spinnaker or gennaker for downwind sailing.

Keel and Rudder The Hunter 31 has a fin keel which is bolted to the hull with stainless steel bolts and nuts. The keel draft is 5 feet and 3 inches, which gives it good performance upwind and downwind. The keel also provides stability and balance to the boat. The boat has a spade rudder with a stainless steel shaft and bearings. The rudder draft is 5 feet, which matches the keel draft. The rudder also provides maneuverability and control to the boat.

The keel and rudder of the newer Hunter 31-2 are similar to the original model, but with some options. The boat has a shoal draft option of 3 feet and 11 inches, which reduces its draft by more than one foot. The boat also has an optional wing keel or twin keels, which increase its stability at low speeds or when anchored.

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 Hunter range include:

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Hunter Channel 31: A sporty, solidly built cruiser

• David Harding
• February 3, 2022

A solidly built cruiser with a sporty edge and twin-keel option, Hunter’s Channel 31 has been impressing since her launch 22 years ago. David Harding sails one to find out why

One of the few Channel 31s moulded with blue gelcoat, Freya has been given additional vinyl styling at the bow. Credit: David Harding

Product Overview

Hunter channel 31, manufacturer:.

Brand loyalty is often strong among boat owners. If you find a boat you like, there’s a good chance that, when you come to move up or down, you will buy another one from the same builder. In Kevin and Maggie Cullimore’s case, it was moving up to the Hunter Channel 31.

Their first family cruising boat was a Hunter Ranger 245, which they bought in kit form at the London Boat Show in 1998.

Kevin fitted it out in the space of a few months and they sailed it for five years before two growing children dictated that a bigger boat was in order.

They were fortunate enough to find a Hunter Ranger 27 that had hardly been used.

Like Kevin, the owner had built it from a kit. Then he found out that his family actively disliked sailing, so it had to go. Kevin re-built much of the interior and it became his family’s boat for several years.

They cruised extensively, crossing to the Channel Islands on occasions, and were more than happy with their second Hunter.

A self-tacking jib came as standard on the Hunter Channel 31. Credit: David Harding

No matter how settled you think you might be, however, life has a way of making you reconsider – and that’s exactly what happened to Kevin and Maggie.

On a visit to the East Coast one day, they stumbled across a Hunter Channel 31 bearing a ‘for sale’ sign.

‘We hadn’t been planning to buy a bigger boat’, says Kevin. ‘I had always wanted a 31 but didn’t think I could afford one. Still, seeing this one, we decided to have a look anyway.’

As chance would have it, they learned from the broker that the owner of the 31 was looking to move to a smaller Hunter.

So Kevin sent all the photos of his 27 – the fact that he had fitted a TV in the saloon proved to be a major selling point – and the 31’s owner visited Poole to have a look.

A deal was done, the new owner of the 27 sailed it back to the East Coast and Kevin sailed his new 31 from Woodbridge home to Poole.

Kevin Cullimore has equipped Freya for self-sufficient, short-handed cruising. Credit: David Harding

That was in 2013, since when he – usually with Maggie, sometimes solo or with friends – has continued to cruise Freya widely.

France and the Isles of Scilly have been destinations on longer trips, in between which Freya has often been seen in the Solent and the West Country.

It’s all a far cry from Kevin’s early trial-and-error adventures with his Eclipse that he trailed to the Mediterranean and sailed to the Balearics.

Getting Freya to the condition she’s in now has been an ongoing process.

Plusher than on earlier Hunters, the interior provides plenty of stowage, handholds and bracing points. Credit: David Harding

When, like Kevin, you’re of a practical disposition, you know what you want to do to your boat and you get on and do it.

This has involved everything from modifications to deck hardware to building new joinery down below and fitting a stern gantry to support solar panels , aerials and a radar.

The process of fitting out and making changes to his smaller boats is largely what encouraged Kevin to stick with Hunters when the time came to move up.

A stern gantry provides a mounting point for solar panels, aerials and the radar. Credit: David Harding

As he told me: ‘Having had two previous Hunters I was pretty impressed with the way they were built. I’ve drilled through quite a lot of them and found them well made. And no other twin-keeler really compares with them.’

His 245 and 27 were both twin-keelers, as is the Hunter Channel 31.

In places like the Channel Islands and the Isles of Scilly it can open up a lot of options to be able to dry out, and Kevin doesn’t consider it a significant sacrifice in performance terms to sail a twin-keeler.

The difference between the sailing ability of fins and twins is undoubtedly less with the Hunters than with many earlier generations of cruising yachts.

Boarding gates weren’t fitted originally but have made a big difference. Credit: David Harding

David Thomas’s designs earned the designer and builder a reputation for creating boats with twin keels (or twin fins, as they liked to call them) that sailed remarkably well.

The  Hunter Channel 31 and the earlier 32 (which became the 323) were among the larger boats you could buy in twin-keel form, along with some of the Westerlys, Moodys and Sadlers.

The Hunter, however, was distinctly more sporty in nature than most of the alternatives. She was also sportier than most of the earlier Hunters, excepting those conceived as One Designs such as the Impala, Formula One, 707 and Van de Stadt’s HB 31.

David Thomas was conscious that he had probably pushed the performance aspects of the design as far as Hunter would accept, and was half expecting to be asked to reduce the size of the mainsail for the twin-keeler at least.

His design was substantially heavier than many of the Hunter’s Continental competitors: he wanted her to have a good ballast ratio for stiffness, and that in turn called for generous displacement to support the extra weight in the keel(s).

As he told me at the time: ‘You can have the displacement as long as there’s enough sail area to go with it. A cruising boat with a miserable rig is a miserable compromise. So why not have a big rig? It’s what a cruising boat needs. That way you can have good light-weather performance in a heavyish boat.’

In essence it’s the same philosophy that Stephen Jones applied to the Sadler 290 – another powerful twin-keeler that’s heavier than a typical modern cruiser of similar length, yet a good deal faster too.

Originally the mainsheet was taken to a strong-point on the cockpit sole, but Kevin has moved it forward to the coachroof. Credit: David Harding

By the standards of the day (after a year’s delay, she was launched in 2000), the Hunter Channel 31 has a broad stern, which in turn called for a fuller entry than on many of Thomas’s earlier designs.

It all added up to a boat with a potent performance potential, as I learned on speaking to Thomas about the design and sailing with him on a breezy day in the spring of 2000.

‘It’s right down the middle between a club racer/One Design and a cruiser you can sail anywhere,’ he said. ‘It’s an offshore cruising yacht that will look after the crew.’

Choosing the right compromise

With the standard self-tacking jib, the option of twin keels and a few other concessions towards cruising, the 31 proved popular as a fast cruiser.

Nonetheless, with its slippery shape and relatively narrow waterline, the hull offered potential that Hunter had planned to make the most of with the introduction of a souped-up derivative to be known as the 303.

It was due to have a taller, double-spreader rig with inboard rigging to allow an overlapping genoa, balanced by a deeper fin keel in lead. In the event, the 303 was never developed and few 31s have been raced seriously enough to show what they’re capable of.

The boat I tested back in 2000 was a fin-keeler although, rather incongruously, it was fitted with a fixed two-bladed propeller that caused turbulence over the rudder and would have knocked a good deal off our speed.

The cockpit is narrow enough for leg-bracing between the seats, leaving comfortable coamings and a wide side deck. Credit: David Harding

On the whole I was impressed by the performance in a gusty 15-25 knots of breeze: under full main (with just the flattening reef pulled in) and self-tacker we clocked 5.5 knots upwind with the boat proving to be nicely balanced.

She stiffened up markedly at around 15° of heel, spun on a sixpence when asked to and exhibited few vices. Downwind we clocked 8.5 knots in a squall, provided I could keep her going in a straight line.

Most Hunter Channel 31s have the self-tacking jib that came as standard, but a minimal-overlap headsail can be used. Credit: David Harding

I couldn’t do that all the time because the rudder would lose grip unless we were almost dead downwind.

As soon as the wind came on to the quarter, she rounded up: the large mainsail combined with the generous sweep-back on the spreaders generated more power from the leech than the rudder was able to cope with: it was a choice of run or round up.

Hunter used the rudder from the HB 31 on both the 32/323 and the 31. I had already sailed the 323 in breezy conditions and found no issues.

Perhaps because of the broader stern and the more powerful mainsail, the rudder – to my mind at least – didn’t work as well on the Hunter Channel 31.

Unlike the demonstrator I sailed, with its fin keel and fixed prop, Kevin’s boat has twin keels and a Brunton Autoprop.

He had an Autoprop on the 27 and, amongst other things, likes the extra knot or knot-and-a-half it provides even on tick-over when he’s motor-sailing. It was one of the first additions he made to the 31.

We also had much less wind than on my earlier sail: a gentle 8-10 knots most of the time.

Since we had to cope with a few late-season whiskers below the waterline, we were never going to break any speed records but the whiskers were at least partially offset by Kevin’s new sails.

For downwind sailing he uses a cruising chute, and two years ago added the cruising equivalent of a Code 0.

He finds this particularly useful, as do many owners of boats with self-tacking jibs. On one memorable occasion, he flew it all the way from Guernsey to Dartmouth.

The Hunter Channel 31 is among the relatively small number of performance cruisers in this size range available with twin keels. Credit: David Harding

‘We had one of the most beautiful sails with the Code 0. We put it up and didn’t touch it all day, making 5.5 to 6 knots on a flat sea, in glorious sunshine and surrounded by dolphins.’

On the day of our sail, it nudged us along at up to 6.8 knots with the wind on the beam.

Even in these lighter conditions I was reminded why I had reservations about the rudder, the blade needing a little more balance to my mind and stalling occasionally if asked to do too much out of the ordinary.

That said, a rudder’s feel is a very subjective issue, and one on which I had lengthy conversations with David Thomas.

Verdict on the Hunter Channel 31

It’s easy to see why the Hunter Channel 31 hits the spot for many cruising sailors who enjoy sailing a boat that looks after them and really does sail.

She combines performance and robustness with a much more stylish arrangement below decks than found on earlier Hunters.

That’s because Ken Freivokh was commissioned to design the interiors on the later models.

He transformed them from basic and functional to still-functional yet infinitely more appealing.

Freya demonstrating the benefits of twin keels, dried out on Bryher in the Isles of Scilly. Credit: Kevin Cullimore

Structurally, Hunter kept things simple with solid laminates and a single interior moulding forming the companionway, the engine tray and bearers, the heads and the base of the galley – ‘all the messy bits’, as Hunter put it.

Everything else was in timber and bonded to the outer hull.

On Kevin’s boat, the joinery is in cherry but there’s much more of it than on a standard boat.

A wet locker lives abaft the heads, the inside of the door providing handy tool stowage. Credit: David Harding

Kevin has added lockers each side in the saloon above the back-rests where originally there were simply fiddled shelves.

He has blended them in so well that you would have no idea they weren’t original, and has done the same in the aft cabin.

He has even fitted several small drawers and made sure that not a cubic inch is wasted.

The time involved for a yard to do something like this would make it prohibitively expensive, but Kevin’s work shows what you can achieve if you have the skill and are prepared to devote the time to it.

‘I like messing around with woodwork’, he says.

Since he’s also more than adept with electrics, he has fitted three solar panels on the stern gantry – a total of 200 watts that will generate 67 amps on a sunny day.

Having owned Freya since 2013, Kevin has spent nearly 10 years refining her to create the cruising boat he has always wanted.

‘I don’t think we will ever change boats now,’ he says. ‘I’ve got this up to where it’s got to be, and if I bought another one I would have to start all over again. I’ve been through all that before.’

When you have a capable and well-sorted boat like this that will take you anywhere quickly and comfortably, dry out upright when you get there and look after you whatever the weather, why would you want to change?

Expert Opinion on the Hunter Channel 31

Nick Vass B,Sc B,Ed HND FRINA MCMS DipMarSur YS, marine surveyor www.omega-yachtservices.co.uk

The first thing that I notice when surveying British Hunter yachts is the spacious and airy interiors and the Channel 31 is the best of the lot, having been designed by Ken Freivokh, who was responsible for the stylish later Westerly Regatta interiors.

The 31 has a particularly large aft cabin. These are underrated yachts that suffered a kit boat stigma let down by some poor home finishing.

With the tiller mounted well aft and the mainsheet moved to the coachroof, there’s plenty of clear space in the cockpit. Credit: David Harding

If you do buy a home-completed version, interior trim can easily be put straight, and the factory finished boats were well made and so easily comparable to the Sadler 290, Westerly Regatta 310 and Moody 31MkII.

A joy to survey, and to maintain, as access to critical items such as seacocks, stern gland, tanks and keel bolts is so easy.

Keel bolts are substantial and don’t tend to give trouble and Hunters don’t tend to get osmosis.

Hunter rudders were of a strange resin construction over a steel frame without a GRP shell. I have found several where the steelwork rusts but this has not led to failure and at least they don’t blister or come apart.

The Hunter Channel 31 was introduced in 1999 as a replacement for the 32 which had replaced the Horizon 32.

However, the 31 was designed as a lighter faster cruiser/racer and came as a One Design racing version called the 303 which had a deep lead fin keel.

The Hunter Channel 31 was offered with fin or twin keels. Yanmar 2GM20 engines are reliable and there are plenty around.

Ben Sutcliffe-Davies, marine surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA) www.bensutcliffemarine.co.uk

Like all of David Thomas’s Hunter boats, the design of the Hunter Channel 31 concentrated on structure and build; the use of woven rovings over normal chop strand hold testament to the longevity and strength of these craft, which do hold their value well.

At the time of build, Hunters were certainly not the cheapest boats available for their size.

A common issue I’ve had when surveying these vessels is the moulding arrangement for the tiller area. It can suffer from wear and some light stress.

Some of the moulding returns have air voids in them from build, as woven rovings are not as easy to tuck into tight corners.

Outboard rigging leaves the side decks clear. A moulded upstand along the gunwale takes the place of an aluminium toerail. Credit: David Harding

I have seen issues where owners have added extra batteries but have not thought through the right location for them.

Engine maintenance is also sometimes lacking due to the tight access. Many have the deep sea shaft seal so be aware of their age.

They usually need replacing after seven years so make sure you check them and the service record.

The decks are normally a foam core so don’t tend to suffer in the same way as yachts with a balsa core, but still be aware of deck fittings and stanchion points; check for overloading which can be common.

The Hunter Channel 31 has ring beams and yard staff can struggle to identify the correct points to locate cradle supports.

I have seen a few boats with small areas of delamination where the boat was incorrectly supported ashore.

Alternatives to the Hunter Channel 31 to consider

This exceptionally roomy and powerful twin-keeler is shorter than the Hunter but extraordinarily spacious and a remarkable performer too.

Her twin keels are cast in lead and bolted through moulded spacers to ensure a particularly low centre of gravity.

This enables her to carry a generous rig for good performance in light airs despite her relatively heavy displacement, while the slim profile of the keels contributes to a degree of hydrodynamic efficiency rarely seen in the twin-keeled world.

The Sadler 290 performs well in both light and heavy airs. Credit: David Harding

It’s also rare for boats under 9m (30ft) to achieve RCD Category A status, the Sadler’s AVS (angle of vanishing stability) of 140° being a major factor.

She was designed by Stephen Jones and launched three years after the Hunter by a Sadler company unrelated to earlier incarnations of Sadlers.

Jones gave her an exceptionally fine entry, with reserves of buoyancy forward being ensured by the high freeboard.

Her stern is even broader than the Hunter’s and her twin keels mounted further down the hull. This almost eliminates the banging and thudding that can afflict twin-keelers upwind in heavy weather, while minimising the additional drag caused by a root breaking the surface.

The large rig is of high-fractional configuration with an overlapping genoa to maintain drive in light airs.

A broad stern for powerful downwind performance. Credit: David Harding

On deck, the fine bow limits foredeck space but the wide sidedecks run all the way to the transom. The long cranked tiller is the dominant feature in the cockpit.

The layout below decks is unusual for a modern design in placing the heads between the saloon and forecabin, harking back to the arrangement widely seen in the 1970s and early 1980s.

That allows the galley to be moved well aft, alongside the companionway steps, where it’s right out of the way and not in any thoroughfares.

It’s probably one of the most practical and secure galleys on any boat under 40ft.

The detailing varies according to where the boats were fitted out: various yards were involved at different times.

Westerly Tempest

Westerly’s smaller sister to the Storm 33 was launched in 1987, overlapping with the popular and long-running Fulmar. All were designed by Ed Dubois.

Both the Storm and Fulmar had been conceived as cruiser-racers but, since few Storms were ever raced, Westerly realised that a change of emphasis was needed for the Tempest and aimed her firmly at the cruising market.

A fin keel was standard, though some owners reckoned it needed to be heavier and that the twin-keelers were stiffer.

The Westerly Tempest is slightly quirky but a good performer. Credit: David Harding

Either way, the Tempest is no slouch. She has a gentle, easy motion combined with a respectable turn of speed for a relatively heavy boat.

Handling qualities are widely praised and the long cockpit, combined with a companionway that extends well forward, means you can almost reach the mast without having to go on deck.

The accommodation is unconventional and not for everyone. Westerly used the broad stern to fit-in twin double aft cabins, moving the heads to the bow abaft a large sail locker that opens into the heads via a door and to the deck via a hatch.

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With this locker in the bow and the aft cabins being well forward of the transom, the total cabin space is relatively short and the saloon too small for some tastes.

Cockpit stowage is also restricted by the stern cabins. A few boats were later built with a conventional forecabin.

From 1993, the Tempest evolved into the Regatta 310 with a re-styled interior designed by Ken Freivokh, but very few were sold.

Newer, lighter, sportier and more expensive than the British twin-keelers, the French-built RM is a boat that does things differently.

Plywood is used for the hull because of its strength, light weight and durability among other qualities.

The deck and coachroof are moulded, largely because plywood would give a very angular finish.

The RM 890 is light and fast with a plywood hull. Credit: David Harding

Everything about the RM 890 is geared around ruggedness, sailing ability and functionality.

She comes with a choice of bulbed, high aspect-ratio twin keels paired with a single rudder, or a deep T-bulb fin with twin rudders.

The keels are bolted through a steel frame inside the hull. Rigging arrangements can be varied, but the 890 typically carries a staysail set on a forestay secured to the anchor well bulkhead.

A genoa on a stemhead-mounted outer forestay can simply be rolled away rather than reefed when the wind picks up.

Like Westerly’s Tempest, the RM has a mainsheet traveller across the stern.

The tiller places the helmsman forward and close to the headsail winches for easy singlehanded sailing . Below decks the finish is painted plywood.

Privacy isn’t a priority – a few curtains are the order of the day – but the RM’s famous utility room to starboard, where many boats would fit another aft cabin, tells you exactly where the priorities lie.

A large forward-facing window gives an excellent view out. Just mind your footing on deck.

Sailing performance is hard to fault and the handling crisp and responsive.

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Hunter 31 is a 31 ′ 3 ″ / 9.6 m monohull sailboat designed by Cortland Steck and built by Hunter Marine between 1983 and 1987.

• 2 / 13 Oconto, WI, US 1984 Hunter 31 $19,500 USD View
• 3 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 4 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 5 / 13 Oconto, WI, US 1984 Hunter 31 $19,500 USD View
• 6 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 7 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 8 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 9 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 10 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 11 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 12 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 13 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View

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)

Shoal draft: 4.0’/1.22m Disp. (Shoal draft): 9900 lbs/4494 kg

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Little Cunning Plan

A plan so cunning you could stick a tail on it and call it a weasel.

2006 Hunter 31

While we are waiting for Moonrise to sell, even though we are not currently in a position to buy another boat, I still like to view boats because I learn so much from doing so. With that in mind, my friend Sue at Capitol City Yachts wanted me to view this 2006 Hunter 31 and write it up for the blog. No problem!

S/V Blind Faith

Even though this is not a ‘blue water’ boat, I was excited to look at Blind Faith. She is moored at Foss Harbor marina and we’ve seen her many times as we passed by on the way out to the bay or back home. I always noticed the name because I like it. The first thing I observed when stepping aboard this vessel is that it looks almost brand new. I’m not kidding. Did these owners do much sailing? Because if so, they really kept the boat in pristine condition. The dodger and bimini, which are quite nice and well constructed, look like they were installed yesterday. I also notice that the canvas is nice and tight, showing high quality workmanship. None of those saggy baggy dodgers here. In addition, there are solid hand holds for boarding the boat.

See the speakers? What a nice touch for evening dining!

All of the metal work on the exterior of the boat in terms of handholds and the back rail feels solid and secure. That gives the cockpit a secure feeling. The lack of a backstay on this rig means that the rear of the cockpit feels open and usable. There are two teak seats on the back rail that make me envious. I’ve always wanted those on Moonrise. I sat on one and was surprised by the solid feel of the seat. I would totally sit there while under way and find a way to steer with my foot! But if that didn’t work, I am happy to say that sitting behind the wheel would work just fine for me as I could see the front of the boat easily and clearly. This is an important point for me because as a conscientious boater, I like to see where I am going. Right?

Folding wheel and table.

Speaking of steering, I love this folding wheel. This is another upgrade I would make to Moonrise if we kept her. Having this wheel out of the way while at anchor or in a marina means that the aft parts of that cockpit are even more usable. There is plenty of room to relax, even laying down, on the cockpit seats. I was envisioning evening dinners in that cockpit, with it’s stereo speakers attached to the bimini, and the vision was a good one. There is a handy cockpit table that folds neatly out of the way when not in use, and that appears to be made of low maintenance material. The idea of ‘low maintenance’ on a boat is simply foreign to me. I would like to become more personally familiar with it. Final note on the cockpit is that I love it that the lazerette lids lock down.

The lack of exterior teak on this boat, (except for the seats on the safety rail) means less time maintaining the boat and more time enjoying it. There is no valor in having to sand teak all the time to keep it pretty.

This is a reefing system? You see how much I am learning here? Where are the lines attached to the sail at intervals?

This is an interesting rig, with no backstay, called a B & R rig. I don’t know a thing about it. But what I do know is that this rig is layed out in such a way that all the lines are run to the cockpit, even the reefing line, and these lines are neatly stowed in very nice line bags. This access to all running rigging from the cockpit is probably a good idea because with a weight of 8353 pounds and ballast that is less than a third of that amount, I’m guessing that this boat is fast and responsive to wind. I’m also guessing that it could be quite, um,  ‘exhilarating’, shall we say, in windy/wavy conditions. Now some of us might enjoy that, but still. Just saying that staying safely in the cockpit in those conditions might be the better part of wisdom in a boat this light weight. This boat has in-mast furling on its larger-than-normal mainsail, and it has a furling headsail. These would both be very convenient, as long as they are reliable. There are 4 winches in the cockpit area: two primariy winches and two others on either side of the companionway. They are all self-tailing and look more than adequate to the task. The traveller is out of the way, on top of the dodger. Apparently this is a ‘Hunter’ thing, and does keep the cockpit more livable and the cabin top from being cluttered.

That’s a very convenient cupholder on the coach roof. These little touches make a boat that much more enjoyable, and this boat has plenty of them.

While we wouldn’t put an electric windlass on a blue water boat, around here it would sure be nice for those times when we drop anchor and then have to reset.

It’s easy to get around on deck. The side decks are wide enough to walk unencumbered. Although the coach roof is slightly curved, it is graceful and gentle and the material had a nonskid surface. The area in front of the coach roof is large enough to sit out and enjoy the sunshine as the windlass, which is electric, is inside the anchor chain locker, out of the way and out of the weather.

So enough about the exterior of this boat. Let’s go down the hatch! The first impression I had was confusion. This boat is only 31 feet long? I double checked. This shows like a much larger boat, likely because the interior volume reflects the high freeboard and hull shape, which apparently was tweaked in order to give more room in the forward cabin. This is a 31 foot boat with two full cabins, plenty of space in the salon, and a nice galley. Quite a feat of design work, if you ask me. It’s also an aft-cockpit boat with a decent aft cabin.

The light you see is coming from the hatch in the cockpit. This hatch is covered by a seat while underway.

By decent I mean that I don’t feel as though I am lying in a coffin when I lay on the berth in that cabin. The designers, apparently with people like me in mind, designed this cabin such that there is actually a lot of head room on the side most people would need it. They also put in a very nice hatch that opens to the cockpit, allowing plenty of light to enter what would have otherwise been a very dark space. As long as the person least likely to have to get up in the night slept in the furthest aft position, it would work just great. For one person I would call it ‘generous’.

Bright galley, propane stove/oven.

The galley and salon are one of the areas where this Hunter 31 feels like a much larger boat. This boat has a proper galley with well finished cabinets and drawers. I like the hardware on the cabinets as it is easy to use, yet holds the doors securely. There is a full sized stove/oven and the sink is generous. Under the sink, the cabinet has a good amount of space, including a shelf which basically almost doubles the volume there. In addition, one of the nice touches designers of this boat included is a trash bin area that is out of the way yet easy to access. Again, it’s these little things that go a long way to make any boat livable, even for a weekend.

Although an icebox was standard on this model, this particular boat has a fridge/freezer unit. Even though that’s not really a necessity, we have certainly enjoyed the fridge/freezer on Moonrise. Of course no one actually “needs” ice cold drinks on a hot day, but why not have them if you can? And then there is the ability to store fruit and fresh vegetables. This opens up possibilities for meals that are sorely limited when you have to worry about ice in the icebox melting. What we found on our Moonrise is that even though the freezer would make ice, and keep things frozen indefinitely, it would not keep up with our need for ice in our sundowners. So whoever buys this nice Hunter might decide to do what we have done which is to bring a large ziploc bag of ice, store it in the freezer, and then enjoy iced drinks whenever!

This boat has hot water, and that is a real bonus in my opinion. I will look forward to having hot water on our next boat, or to adding hot water to Moonrise should we keep her.

I would love to have something like this.

In the photo above you can see the cabin sole. I understand that this is a material that looks just like the teak and holly that is the classic boat material, but is much easier to maintain. As I look at more boats, it becomes clear to me that ‘low maintenance’ is not that easy to find.

In the salon there are dual settees, with a large table that folds down on one side. If the table can be lowered, we couldn’t figure out how to do it. But it’s not really necessary. The settees, while not generous, are adequate and comfortable. The starboard settee is L shaped. I do like that the table is completely out of the way when going to the forward cabin.

Port settee and table. Notice small hanging locker forward.

There is a chart table to port. While it is not a full sized table, for a 31 foot boat, I’m amazed it was included at all, much less that it is accessible and usable. It has the usual storage under the top.

Looking aft at the chart table and entrance to the head.

I didn’t bother with a photo of the head, because it’s a pretty basic head. However, unlike some other boats I’ve looked at, this one has easily accessible cabinets. You can open the doors all the way from either inside the head or outside. This is not a small thing because nothing is more frustrating than having to contort the body simply to reach inside for more supplies. I also like that the head is convenient to the cockpit. Some of us need to have frequent access. Also, having the head close to the companionway means you can set it up to be a wet hanging locker for foul weather gear, thus keeping the rest of the cabin dry in bad weather. This is no small thing.

Forward is the v berth, which I expected to be more of an afterthought. But it isn’t. It’s a full sized cabin. Again, this is a 31 foot boat? Apparently the designers tweaked the hull shape to get this large a front cabin without losing anything in the boat’s performance. I understand that they spent a lot of time with full sized mock-ups of the interior to make sure things were as livable as possible. I like that in a designer. Sometimes things look great on paper, but in the 3D world they fall short. I’ve been on a lot of boats like that. Two adults could sleep here in relative comfort, decent headroom, and plenty of light . I love having a clear hatch that opens to the sky. This one is round, which is actually visually very nice. There is some storage underneath the foam insert.

Looking into the v berth. Lovely round hatch improves light and creates open feeling.

So where does this boat fall short? Well, as they say, every boat (and everything else in life, too, by the way) is a compromise and I wish this boat had better storage. Cabinets behind the settees would have been nice, but you would lose that bright airy feel to the cabin. There are many places where storage could be added, but, again, you would lose something in how the boat feels. This gives the owner control over that part of the interior and there is something to be said for having this choice.

This is not a boat designed for long passages. This is a weekend or short vacation coastal cruiser and we have to remember that when looking at it. I wouldn’t even consider taking this boat across the Pacific Ocean. But would I take it up to the Gulf Islands? You bet.There is plenty of storage for a short trip like that.

Another thing I would have redesigned is the engine access. It’s actually pretty good as it is, and there is excellent access to all the through hulls. But a small design tweak would allow the steps into the salon to be completely removed and out of the way. This would afford incredible access to the engine, which at this time, has less than 200 hours on it anyhow. An owner who wanted to could very easily remove the hinges and replace them with a slotted system, probably for less than 10$. Of course this is only a matter of personal opinion. Maybe it’s from watching my husband maintain our engine that I think about this.

Look at this amazing access and labeling!

Access to holding tank, batteries, and another tank to the left, not shown.

Speaking of access, in the aft cabin there are two removable panels. Being the curious type, I insisted on removing them to see what was up. In the furthest to port compartment there is access to the holding tank, battery storage, and to another tank whose use is a mystery to me. It’s probably either water or fuel, but I couldn’t tell you which. (Actually, likely it’s fuel.)  The aft panel opened to reveal a good size storage area (photo below) with access to some hoses of various types.

Storage and access to some hoses.

The aft cabin also has a removable panel that allows access to the transmission. Notice the nicely done sound insulation on the back of the panel. This is another thoughtful touch on this boat.

Access to transmission in aft cabin.

The final thought I had about what I would do if I had this boat is that I would have some extra anchoring gear for throwing out an anchor off the back of the boat. This is a lightweight boat with high freeboard. While it’s probably fun to sail, I’ll bet it’s going to be a little bouncy at anchor unless one is in a very quiet anchorage with little current. A anchoring system designed to reduce this tendency will allow for a good night’s sleep and a more enjoyable dinner in that lovely cockpit.

If someone is looking for a good value in a coastal cruiser, this boat looks like it should fit the bill. It shows like new, has a practically new engine, and has most of the comforts of home. Contact Sue if you want to look at it. She loves to show boats.

8 thoughts on “ 2006 Hunter 31 ”

Looks like a great boat, shame about the lack of storage space though. I love the folding steering wheel, I didn’t even know those existed!

Yeah, but I do think that there is plenty for weekends or short trips, and it would be fairly easy to add more.

A Very nice review! It fits all of my requirements! well, except one… that is the price… it is probably out of my range, but still, this is an awesome boat! I really like how you put your practical experience into the review, and mention things that I hadn’t really considered… well done!

Thanks! I hope you look at it anyhow. You never know, and it is a very nice boat if you are looking to cruise around here.

My wife and I own this boat and really appreciate a fair and unbiased review of our boat. Especially with your previous boating experience. Just one correction though. The ice box is actually a refridgerator and capable of being used as a freezer as well. It’s wonderful to have frosty cool drinks and a steak and salad at the end of a sail!!

Pam and Lee

Hi Pam and Lee and thanks for posting about the review! It’s a lovely boat and someone will be lucky to get it. I am especially glad that you’ve corrected the information about the refrigerator and I will go and correct that in the post. Yes, I agree that having frosty cool drinks and salad is a wonderful thing on a boat! I hope you find a buyer soon.

I own this same boat and love it. It truly is an easy boat to sale single handed even in 16+ knot winds. We frequently sale to Catalina Island off the coast of LA and it does so with ease. I highly recommend it.

It is a great sailor and perfect for a couple. Very easy to get out on the water for a weekend or longer.

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Marlow-Hunter, LLC

360 Marlow-Hunter 31 Virtual Tour »

The Marlow-Hunter 31 , which has a length overall of 32’4” and a beam of 11’10” will be a tough contender for any model in her size range that tries to compete with the volume below. One of her best features is the spacious cockpit that delivers a feel more like that of a larger boat. To allow maximum utility, we developed the tacking helm pedestal, where at the push of a pedal, the wheel follows the helmsman to his or her preferred steering location, centerline, port side or starboard using far less space than a twin wheel setup.

Performance will also be one of her strong features utilizing a furling main with a large sail plan and Glenn Henderson hull design plus hard chine aft below the waterline which has become a signature for Marlow-Hunter sailboats built under David Marlow.

Below, her quality fit and finish is hand crafted using real teak furniture and floors, Corian countertops, ball bearing drawer hardware and name brand appliances and equipment. The construction of the hull and deck utilizes Vinyl Ester resins and gel-coats, continuous reinforcement fibers. Kevlar and state of the art Nida-coring add structural integrity to provide added peace of mind. Discover the difference a Marlow makes at $137,912.

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• Sailboat Reviews

Three Big-Three 30s – The Beneteau 311, Catalina 310 and Hunter 326

The beneteau 311, catalina 310, and hunter 326 represent what could be called 'entry-level' cruising boats from the major makers, and here's how they could be compared....

In an ideal world, all sailors would start in prams at the age of six, then move to small, forgivingsloops, and then one-design racingboats, and then bigger cruising boats. But that’s rarely the way it works. In recent years there have been a considerable number of people able to proceed directly to “Go” and skip the early parts. This was a concept that stumped us while we looked for a way to compare “entry-level” cruising boats from the big boatbuilders. Obviously, people can enter cruising at any level, whether in a 50-footer, a trailer-sailer, or a battered old Rhodes 19 with a blue tarp and a cooler.

After surveying manufacturers, dealers, and owners, and considering the demographics of the sailing community and the profile of newcomers to the sport, we settled on a definition of “entry-level cruising boat” that would at least let us get our arms around an article. How about this: “a boat that lives in the water on a mooring or in a slip, and that has space on deck and below in which, say, four people can relax, eat, sleep, and travel in protected waters for a few days in decent comfort.”

We chose the Beneteau 311, Catalina 310, and Hunter 326. They seemed to match well in terms of size, sail area, ease of operation, accommodations, and price. Dimensions are comparable, as are working spaces on the deck, the type and arrangement of gear, cockpit size, and space and furnishings below. All are equipped with a suit of sails and headsail furlers. Sure, Catalina builds a 30-footer, and the 320 that could possibly have been included. Hunter has a recently introduced 306, a twice-stretched version of the Hunter 28… and so on. But this is a batch of oranges worthy of comparison. Depending upon options added, shipping, and commissioning, the range is $70,000-$80,000 for a new boat in this market. Competitive pricing makes these boats worth a close look when compared to used boats in the same size range.

An interesting aside: We learned in talking with builders and dealers that they know their market, including personality types, and the likely use of the boats. By their accounts, Catalina owners are more likely to sail, and work on, their boats; Hunter owners are more likely to use the boats for dockside entertainment, and reach for a credit card when repairs are to be made. Beneteau owners seem to fall somewhere in between.

The Companies

Beneteau, Catalina, and Hunter are the equivalent of the Big Three automakers-they produce the vast majority of sailboats sold worldwide. Beneteau is the largest producer in the world. Hunter, the largest in the USA, also has a European production facility. Catalina Yachts has become the second-largest builder in the US, and has an international distribution system. More than 70,000 Catalina sailboats have been built.

All three hulls have fuller, rounder shapes than production cruising designs of even a few years ago, and they’re a lot tubbier than traditional sloops. The type of design usually produces a big interior volume that maximizes the physical comfort of the crew dockside, usually at the expense of stowage space for the contents of duffle bags, and for boat gear.

Like many Beneteau models, the 311 was designed by Group Finot in France. She has a plumb bow, reverse transom, rounded bilges, and sloping cabintop. Mike Thoney of Beneteau USA describes the boat as being “designed to be easy to handle as a fast, contemporary, performance cruiser. The target market for the boat is younger families, and older sailors moving to smaller boats.”

The Beneteau plant in South Carolina has built 120 of the 311s since it was introduced in 1998.

Hunter’s 326 was introduced in May, 2001, and more than 100 have been delivered in the US since then. Like most Hunters built since the mid-’90s, it’s characterized by high freeboard, a round cabin, and a rounded stern accentuated by a rubrail that covers the hull-deck joint. A stainless steel arch over the cockpit to bear the mainsail controls is now a standard feature.

Glenn Henderson, chief naval architect and director of engineering for Hunter, says “the 326 buyer probably had a 24-26 footer, so this is his first boat that needs a slip. It can be comfortably used for coastal cruising, is more forgiving than older models, and has more responsive steering.”

Many readers will know Henderson for the fast sailboats he’s designed under his own name. It’s no surprise when he says, “We’re placing increased emphasis on the performance aspects of all of our boats, within the constraints of our owner group. Performance doesn’t just equate to speed, because our owners are family cruiser groups. We consider safety a performance criterion. Positive stability is a major concern. We know that our boats are used for entertainment purposes, but still design every boat to withstand the treatment given by more serious sailors. The 326 hull features a moderately full forward section designed to accommodate crew and stores without affecting trim. She was designed as a Category B boat for CE certification.”

The Catalina 310 is the most traditional- looking of the three, with a moderate overhang on the bow, high-aspect mainsail, and rounded stern. Standard headsail is a 135-percent genoa, but a 155-percent sail is an option.

“The boat was introduced in 1999, and we’ve built 212,” says Gerry Douglas, vice president and chief designer at Catalina. “The design started with the 320 six years ago. She has a fine forward entry, flat aft section, and narrow waterline beam. She’s rounded amidships to provide weight for load carrying without changing the trim.”

Compared to the others, the most significant difference is Catalina’s intent to make this boat a generous cruiser for two people, not a cramped cruiser for four. The forward stateroom is bigger and the berth easier to access than the others. The trade-off is that the aft sleeping area is wide open, enclosed by a curtain.

“We think it’s a radical departure from most small boats. We wanted a small boat with big-boat feeling, like our 38 without all of the extra furniture,” Douglas says. “It’s not worth trying to enclose the aft area because that would shorten the saloon. This is a ‘drink eight, feed four, sleep two boat,’ with a long cockpit for sleeping outdoors.”

It’s this kind of definitive builder’s statement that serves boatbuyers best-prospective buyers know immediately whether this boat will work for them, at least in its overall purpose. Douglas may lose a few at the outset, but it’s a much better approach than one that promises everything vaguely.

Deck and Cockpit

Three criteria apply in evaluating cockpits: the ease with which the helmsman and crew can operate the boat, crew comfort, and stowage. The size and accessibility of swim platforms and other accessories are separate considerations.

The rounded shape of the Hunter cockpit is described by owners as being “like a bathtub” compared to the more conventional shapes of the others. The Beneteau and Catalina carry the beam farther aft to a wider section at the stern, which makes for more comfortable seating space than in the 326’s stern quarter.

All are equipped with 32-inch stainless steel wheels large enough for steering while standing or seated amidships. However, the wheels are too small to allow driving from the rail. The Whitlock rack and pinion steering on the Hunter is an unusual touch, and seemed more responsive than the cable steering on the others.

All three boats are equipped with steering pedestals that house instruments and tables. The tables on the Beneteau and Catalina fold out of the way in front of the pod; the Hunter has 17″ long leaves on the side of an equally long pedestal. Though the pedestal has a built-in cooler, the design inhibits movement when the table is raised.

All three have adequate space behind the wheel to steer comfortably; however, space between the pedestal and

companionway on the Hunter is only 24″, compared to 36″-39″ inches on the others. The result is a cramped space for passengers near the companionway.

Conversely, the 43″ between seats on the Catalina is criticized as being too wide by owners who say the cockpit sole needs a footrest. “The first boats had one,” says Gerry Douglas, “but we removed it because owners said it was a toe-stubber.”

Owners. Can’t live with ’em… Let’s put it this way: If you want to actually sail the boat, you should spend a Saturday morning adding a teak strip to the sole; otherwise, passengers will be tempted to move aft and huddle with feet braced against the pedestal.

All three have 78-80″ long seats that allow a six-footer to stretch out for a snooze, and backrests 11-13″ high that provide lumbar support.

Storage on the Beneteau is in lockers running the length of the seats on both sides of the cockpit. These are large enough for dock lines and accessories, and an inflatable dinghy. The Hunter and Catalina have a hatch under one seat for use as an emergency exit for passengers in the aft compartment. That compromises the storage area; the Hunter partially offsets the loss by adding two storage compartments on the swim platform.

Rigging and Gear

The Beneteau has a single-spreader 7/8 rig; the Catalina has a doublespreader masthead rig. The Hunter’s mast is set in a double-spreader B&R configuration: Spreaders are swept aft and there’s no backstay. Shrouds are arranged in a diamond pattern; one set terminates on the rail, the other on the cabintop. Hunter claims that this arrangement allows the use of smaller mast sections, with a reduction of weight aloft, plus the use of full-roach mainsails.

Mainsail controls are mounted on a stainless steel arch over the cockpit. Appearance aside, there are a couple of arguments in favor of this arrangement: It keeps the mainsheet tackle and traveler out of the cockpit, and it allows the sheet to terminate at the end of the boom, a plus for sail shape control. The sheet is led from the end of the boom forward to the mast and then aft again to the cockpit. Harken traveler track and cleats are located on the arch; traveler control lines terminate near the helmsman’s fingertips. However, the traveler arrangement, as it turns out, is a $593 option that’s standard on the other boats. This may reflect the sailing proclivities of the target market.

A major disadvantage of the arch is that, absent a mainsail flaking system, you’ll need someone from the Chicago Bulls to get the sail settled on the aft end of the boom.

The Hunter’s competitors have more traditional stayed rigs. The Beneteau’s shrouds terminate on deck, the Catalina’s on the cabintop. Both have decks 16-18″ wide, and handrails, so movement forward when heeled in unimpeded.

Mainsail controls on the Beneteau and Catalina are forward of the companionway because few cruisers want the hardware to interfere with creature comfort. Both are equipped with a solid vang, however, which improves sail shape and performance.

Catalina wins the winch competition by installing four Lewmar winches as standard equipment. In comparison, the Hunter is equipped with two Lewmar self-tailers on the coachroof; coamings are pre-molded to house optional primaries. The Beneteau is equipped with three, but we doubt many owners will decline to purchase the optional fourth.

All three boats offer easy sailhandling capabilities, with halyards and sheets led to the cockpit. The Hunter offers better sail-shaping capabilities but, as one Hunter owner said, “that arch still reminds me of a Bayliner.”

Since we’re evaluating boats that are 32 feet long on deck, we don’t expect enough room below to host a reception for the Queen.

Saloons: The Hunter’s saloon, the largest of the three, is 128″ long from the bottom of the companionway step to the bulkhead, and 90″ wide from the settee backs. Any space created in the saloon has to come from somewhere.

In this case, its the cockpit.

All three boats have enough hatches on deck, and fixed and opening ports, to allow light and fresh air to flow freely, even in the heads and aft staterooms.

Light wood and white headliners on the Hunter and Catalina produce brighter spaces. Interestingly, Hunter now installs a “Whisper Soft” headliner that has removed 120 pounds from the overhead, “most of it putty,” says Glenn Henderson. The new liner is easily removed and replaced.

Despite the boats’ mid-range prices, all of the builders are improving the fit and finish of joinery. Hunter’s use of computers to cut wood sections produces a dramatic improvement over 10-year-old boats-enough to begin to rival Beneteau, the best finished of the bunch.

The primary difference between the layout of interior spaces is that the Catalina, as Gerry Douglas readily explains, is not designed to be the host boat at a rendezvous; the others are more likely candidates.

The Catalina features a pedestal table arrangement that allows a ‘cocktail table’ measuring 16×22″ to be converted to a dining table by placing a portable tabletop on the smaller unit. The 30-lb top is stored out of the way in the aft compartment. However, as one owner told us, “it’s cumbersome, and one of the only disadvantages of this boat.”

With 12-14″ more space amidships between the settee backs, the Catalina has more lounging space. Neither the dining area or settee to starboard are intended to be used as bunks, though.

In contrast, the Beneteau and Hunter have tables located amidships that, with leaves open, allow for comfortable dining by 4-6 adults. Six-footlong settees port and starboard provide comfortable seating and additional berths.

Galleys: Seacooks will be more impressed with the workstation in the Catalina or the Hunter than the Beneteau. All galleys are equipped with stainless steel sinks and doubleburner stoves. However, counter space in the Beneteau is a flat surface measuring 18×20″. The largest, the Hunter, has a C- shaped galley with a counter on the aft bulkhead measuring 21×36″, and an L-shaped work area at the sink.

Nav stations: as one builder told us, “navigation stations on this size boat are almost unnecessary since most instruments will be mounted on the pedestal, or be portable.” The Catalina has a small chart table aft of the stove, with seating on the aft bunk. The Hunter’s chart table has aft-facing seating on the port settee. However, instruments on the bulkhead must be surface-mounted or they’ll be exposed in the head. The Beneteau’s chart table houses a refrigerator, so has no legroom.

Sleeping accommodations: On the Hunter and Beneteau, overnight sleeping accommodations are in enclosed staterooms fore and aft. The Beneteau’s are more spacious: Aft to port, the skipper’s quarters house a berth wide enough to allow two to sleep fore and aft, leaving space below the cockpit for storage on the other side. Three ports, one on the stern, and reading lights provide ventilation and illumination. The berth in the forward stateroom is 80″ long, and 50″ wide at the shoulder.

Hunter’s aft stateroom offers room in which to dress with 6′ of headroom at its entrance, next to a large hanging locker. A queen-sized berth is oriented athwartships. The berth is only 4″ above the cabin sole, significantly increasing space overhead comparedto many aft staterooms. The forward stateroom pays for the extra space in the main saloon. With only 5’5″ of headroom, the V-berth is 6’5″ long with an insert in place, but abuts the forward bulkhead, leaving no room to stand when the insert is in place.

The Catalina has the best stateroom of the lot, a queen-sized berth on an island in the bow with 24″ of clearance between bulkhead and berth. The aft sleeping compartment is large enough for children or one adult.

Heads: The Catalina’s head gets the nod. It’s larger, and has a shower separated by a hanging curtain. An 18×15″ mirror covers a deep medicine cabinet. Cleaning supplies can be stored under the sink.

So, in a nutshell, the Beneteau and Hunter offer more living and sleeping areas; the Catalina will more comfortably accommodate a couple or a family with small children. The Hunter and Catalina have larger galleys; the Hunter and Beneteau the better nav stations.

Construction

The construction methods used in these boats bear a striking resemblance to each other-a reflection of the degree to which the industry is becoming standardized. All three companies follow techniques that allow the mass production of lower-priced boats by combining the most efficient use of labor with volume purchases of raw materials. They generally buy most raw materials and equipment from the same suppliers, and use many of the same computer models. The differences these days are primarily in the execution of the layup schedule.

In effect, the companies construct a hull into which a grid-and-beam system is installed, along with liners (pans) that define spaces belowdecks and provide furniture bases. Similarly, decks are molded and laid over flanges, to which they are bonded and through-bolted. A rubrail or toerail typically conceals the hull-deck joints.

In the past, these methods often produced ill-fitting bulkheads and squeaky cabinetry. More recently, accurately molded components and improvements in bonding material have significantly reduced those problems.

Common denominators are the use of vinylester resins to prevent osmotic blistering, 3M 5200 (or, in the case of Beneteau, “3M-like materials”) to bond hull-deck joints; various combinations of mat and roving, and deck gear solidly attached to backing plates.

Hunter lays up hulls using “Hunter Kevlar Technology.” Glenn Henderson says there’s a lamination of four layers of hybrid E-glass and Kevlar in high-impact areas from the forward edge of the keel to the stem. The hull is solid fiberglass under the waterline; above the waterline topsides are laid up with a combination of Coremat and Baltek end-grain balsa. Decks are laid up with woven roving and cored with marine-grade plywood. Aluminum backing plates are laminated into the deck where hardware will be mounted, and winches are through-bolted. Plywood is used un-der low-load halyard and sheet organizers.

Gerry Douglas says the layup of the Catalina 310 mirrors that of the companys predecessor 320: The hull is solid fiberglass with a double thickness on the centerline. The deck is cored with plywood, and the cabintop with end-grain balsa.

Catalina has been installing aluminum backing plates in the layup to provide a solid base for deck hardware for several years. Hardware is installed in tapped holes to ease removal for maintenance, prevent deck leaks, and eliminate dimples in the headliner. These are certainly good features, but we’d like to express the same concerns we did last month in our review of the Cabo Rico 38, which uses a similar system, but in stainless steel: If the threads in these plates are stripped, or if stress fractures develop in the surrounding glass, it will bring on a major headache.

The largest manufacturer of sailboats in the world, Beneteau has mastered the art of reducing labor and material costs while moving boats quickly down the production line. Like those of its many sisters, the 311’s hull is solid fiberglass reinforced by an internal grid system of beams and stringers. A monocoque approach is taken to the installation of bulkheads, which are bonded 360 degrees to the hull and deck.

The deck is cored with balsa for stiffness, and a liner provides additional stiffness, insulation, and facilitates maintenance.

All three of these boats are constructed to meet CE Standard B, the designation for coastal cruisers in Europe.

Like their counterparts in the automobile industry, boat manufacturers are learning that adding options to the base boat has its advantages. It removes many purchase decisions. (What kind of microwave, honey?) It adds high profit-margin items to the purchase price. And it helps eliminate problems created by aftermarket installations.

There are some significant differences: Catalina and Beneteau both provide refrigeration as standard equipment; Hunter does not. Hunter includes a Raymarine VHF radio/ knotmeter/depthsounder package, the only instrumentation that’s standard on the three. However, Hunter charges for the mainsheet traveler ($593), and primary winches (Lewmars, for $990). Catalina, much to its credit, includes four winches as standard gear.

Performance

We sailed all three boats, but it would be unfair to base a performance comparison on our tests. The Catalina had a full-cut main; the others mainsail furlers that reduce sail area by 17-20%. Headsails were different sizes. One boat was loaded to the gunwales, another stripped bare. One bottom hadn’t been cleaned in a year.

However, we did form some opinions: All three sail well in light air, and can tack within 80-90. Their helms are well-balanced. The Hunter is the tenderest, especially in moderate puffs. She would benefit from a built-in foot brace, since steering while heeled and sitting isn’t comfortable.

We sailed the deep-draft versions of all these boats: They all forged ahead nicely after some initial heeling in puffs. Presumably they would lose some lift and develop more leeway in their shoal-draft configurations.

All will exceed 6 knots on a reach in 12-15 knots of wind, but we wouldn’t call any of them fast. Performance suffers especially when sailing below a broad reach, when small headsails are blanketed by the main. We can’t imagine owning one of these boats without a light-air drifter.

Based on numbers alone, they should perform to within 10-15% of the each other. Though the Beneteau is 30% lighter than the Catalina, the latter boat did well in light air, and will probably be more comfortable, and drier, in a blow or steep seas. The SA/D and D/L indicate that the Beneteau and Hunter are faster, but these numbers ignore the positive aspects of a good hull shape, and we think the Catalina loses nothing here.

All the builders have maximized the use of space, albeit in different ways. Construction methods are similar.

They are nicely appointed, if not well-equipped. Deck hardware is laid out and sized properly for typical inshore sailing conditions. The engines, too, seem properly sized; we motored at 5-6 knots easily with little noise below.

There’s no way to pin down which of these boats is the “best.” Any of them will meet the needs of “entry-level” sailors, according to the definition we made early in the article, and it really comes down to what shape pleases you, what minor variations in accommodations suit you best, and how you like the feel of the boat when sailing it.

The Beneteau is arguably the bestfinished of the lot. It’s also the least expensive and, on paper, the fastest. The Hunter has more innovative design features (including the arch), and a good layout below for a quiet getaway. If we had to pick one ourselves, though, we’d go with the Catalina, despite the weight and the extra expense. We like the hull form and the familiar sailing characteristics. We also favor the “open floorplan” on a boat this size-privacy isn’t as important as air and traffic flow. The 310 is likely to prove the most comfortable for a combination of family life and sailing.

Beneteau USA, 24 North Market

St., Suite 201, Charleston, SC

29401; 843/805-5000. Catalina

Yachts, 21200 Victory Blvd.,

Woodland Hills, CA 91367;

818/884-7700. Hunter Marine,

Route 441, PO Box 1030,

Alachua, FL 32615; 386/462-3077.

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Would love to get a estimated pricing for a In-Boom Furling Mainsails for my Hunter 310 if they make such a item, it would make single handed sailing manageable.

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