pearson 34 sailboat data

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Pearson 34 Information

• Thread starter Dave56
• Start date Nov 9, 2009
• Brand-Specific Forums

Does anyone have knowledge about the 1982-1986 Pearson 34? I am considering buying this boat but all I can find is a few pictures and the basic specifications. Will they sail to their rating? Do they have any bad habits? Do they fall apart? Are there any drawings or original advertisements available? Any information would be greatly appreciated. Thanks for your help.  

This website is the place to go: http://www.pearsoninfo.net/  

I have had Hull #128, a 1985, since 2004 & think they are great boats. Sail to rating? I don't know anything about ratings, I am a cruiser and once a year casual racer. Well built, like the Pearson reputation. If you wish, we could talk on the phone. I think if you click on my name you'll get to a spot where you can send me a reasonably secure email instead of posting phone #'s here. I've done lots of upgrades, above & below decks because like most boat owners she's my toy.  

Thank you for assistance Thanks for posting replies. I appreciate the offer for a phone conversation and will try to make this happen. I am still baffled by the lack of information on this model. The other models, like the 34-2, seem well documented. However, I can't find any sales brochures, line drawings or advertisements for this 34 footer. This boat is not even listed in the Pearson "Design Families". Any and all information is greatly appreciatted. Thanks again  

Re: Thank you for assistance Go to the pearsoninfo.net link above, click on the "34" @ the right. Lots of info, original brochure, etc. I have a PDF (300k) of the owners manual that I can email you. I also have hull & sailplans that can be scanned & PDF'd.  

Info online Dan Pfeiffer just posted the manual and drawings that I sent plus reorganizing the P-34 page. There's not much that you would not find there now. http://www.pearsoninfo.net/34/34.htm  

thedataqueen

I'm looking to purchase a 1984 Pearson 34. I tried to find information using the site pearsoninfo.net/34/34.htm as above but it doesn't look like an active site. Can Shorty or Elpasebo confirm? Did Dave56 buy his boat? Please tell me more about the 34' boat. What repairs are common? I think the standing rigging needs to be rebedded which I heard is common. Anything else I should be aware of? I have sailed on older Pearson 28's and 37's and I think this might be the boat for me.  

You can find some info at http://web.archive.org/web/20080802172506/http://www.pearsoninfo.net/ Click on 34 for some information. We just bought one this spring and are in the early stages of deciding what she needs. Among other things, we've found she needs a new alternator bracket, ports need rebedding (they leak), running rigging needs to be reconfigured/replaced, needs new sails, and a whole lot of other things my husband/skipper can list. I would think that for any boat of 1980s vintage, standing rigging (including attachment points) would need to be examined and serviced accordingly. Whether the P34 sails to her rating is a tough call. We are moving up from a Pearson 30, and you'd be hard pressed to find a boat that sails to her rating like the P30 does! I would consider the 34 to be a bit less racy and more cruisey.  

Rats, looks like the Pearson Info site is gone. It was a great resource. I do have a PDF of the mfg's book (3mg) and the drawings (500+k) that I can email. Also have a copy of narrative from a guy named Bob Brown in NY about replacing the rudder (how to). If you click on my profile you can see the list of stuff I have done which might lead you not to buy a P-34 because I have done a long list but like a lot of boat geek owners this what keeps me out of the bars over the winter, obsessing about my boat (picture my wife rolling her eyes). If you would like any of that emailed contact me through the owner directory, I think that method helps to limit spam.  

shorty said: Rats, looks like the Pearson Info site is gone. It was a great resource. I do have a PDF of the mfg's book (3mg) and the drawings (500+k) that I can email. Also have a copy of narrative from a guy named Bob Brown in NY about replacing the rudder (how to). If you click on my profile you can see the list of stuff I have done which might lead you not to buy a P-34 because I have done a long list but like a lot of boat geek owners this what keeps me out of the bars over the winter, obsessing about my boat (picture my wife rolling her eyes). If you would like any of that emailed contact me through the owner directory, I think that method helps to limit spam. Click to expand

duh - I just did now. So this is a site that captures dead website info?  

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Pearson 34 2

The pearson 34 2 is a 34.5ft masthead sloop designed by william shaw and built in fiberglass by pearson yachts between 1989 and 1997..

The Pearson 34 2 is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Pearson 34 2 for sale elsewhere on the web:

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The pearson 34-2 : 1989–1991.

A boat designed to match the sailing styles of today.

The Pearson 34 offers the perfect combination of roomy live-aboard accommodations and ease of handling in a true performance cruising boat. Feature for feature the Pearson 34 delivers more standard amentities than the competition, and Pearson's quality and integrity are second to none.

If you are in the market for a cruising sailboat that is easy to maange, a joy to sail, great to live aboard, and a pleasure to own for years to come, you owe it to yourself to look closely at the Pearson 34. If you compare, we think you will come to the same choice that thousands and thousands of Pearson owners have made for over 30 years.

Pearson Yachts Inc. 1989

Pearson Yachts Brochure

PEARSON 34 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of PEARSON 34. Built by Pearson Yachts and designed by William Shaw, the boat was first built in 1983. It has a hull type of Fin w/spade rudder and LOA is 10.3. Its sail area/displacement ratio 17.60. Its auxiliary power tank, manufactured by Universal, runs on Diesel.

PEARSON 34 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about PEARSON 34 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the pearson 34.

PEARSON 34 was designed by William Shaw.

Who builds PEARSON 34?

PEARSON 34 is built by Pearson Yachts.

When was PEARSON 34 first built?

PEARSON 34 was first built in 1983.

How long is PEARSON 34?

PEARSON 34 is 8.57 m in length.

What is mast height on PEARSON 34?

PEARSON 34 has a mast height of 11.68 m.

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• Sailboat Guide

1990 Pearson 34-2

• Description

Seller's Description

Freshwater boat. 1990 model 34-2 Bill Shaw design cruiser. Perfect safe and swift Great Lakes boat. Lying Au Gres, MI. In the water, ready for inspection.

Equipment: 135% genoa on roller furling. Double reef main. 4.0 ft. shallow draft wing keel. Dual spreader rig with split backstay. Four winches with all lines led to cockpit. Drop down transom door/ladder. Nice compliment of instruments mounted on the wheel steering pedestal. Autopilot. GPS plotter. ICOM VHF in cabin and in cockpit. Yanmar 30 hp. Diesel. Max Prop 3 blade feathering prop. Refrigeration in galley. Shower in head. Dodger with new windows. Bimini top. Steel cradle. Fresh bottom paint.

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)

Shallow draft wing keel: 4.0’/1.22m. Briefly reintroduced in 1997 (as PEARSON 35) with a short lived revival of the Pearson brand. (Cal-Pearson Corp.)

This listing is presented by SailboatListings.com . Visit their website for more information or to contact the seller.

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• Sailboat Reviews

Rugged, versatile and handsome, the Pearson 35 has held her value well over the years.

Even to those of us who had begun serious sailing in that era, 25 years ago seems like history. Finisterre , a beamy centerboarder by the standards of the time, with a yawl rig, had won a remarkable three straight biennial Bermuda Races at the end of the 1950s. In 1964 another relatively beamy centerboard yawl, a Pearson Invicta, won again. It was the beginnings of an era of shallow wide boats that not only sailed through a gaping loophole in the popular rating rule of their day but also offered interior space unavailable in the typically narrower, deeper boats that preceeded them.

Thus, in the mid-1960s when Pearson Yachts sought to replace in its line the venerable but “old fashioned” Alberg 35, it chose to do so with a centerboard 35-footer. Retaining the traditional long overhangs, modest freeboard, curved sheer and moderate displacement, Pearson’s in-house designer Bill Shaw put together the Pearson 35.

The 35 was introduced in 1968 and remained in production for the next 14 years. In all, 514 P35s were built, almost all for East Coast and Great Lakes owners attracted by the 35’s shoal draft (3′ 9″ with centerboard up) and “classic” proportions. Even the popular Pearson 30, usually heralded as the enduring boat from a builder otherwise noted for its frequent introductions of new boats and short production runs, remained in production only 10 years, albeit with almost 1,200 boats built. Equally remarkable during an era when builders were quick to make regular changes to existing boats in concert with their marketing departments (and afix a “Mk” whatever to to designate changes), the 35 remained essentially unchanged. A yawl rig continued to be an option and the original dinette layout was replaced by a traditional settee layout, but otherwise the most significant changes were the variety of auxiliary engines used over the years. Thus in talking about the Pearson 35 we can talk about 14 years of production all at once.

A Close Look At The Boat

The success of the Pearson 35 was no accident. Like the Tartan 27, the Alberg 30, and its Pearson predecessors the Alberg 35, Vanguard and Triton, the P35 gave a broad spectrum of sailors the type of boat they were looking for: traditional design, contemporary styling, solid construction, and eminently livable space both in the cockpit and belowdecks. And those same qualities continue to make the Pearson 35 a highly sought after boat on the used boat market almost 25 years later.

Introduced in the midst of the how-many-does-she-sleep era and, with that, the convertible dinette fad, the 35 boasted six berths, only three or four of which promised comfort. It took a number of years but the discomfort of the dinette/double berth combination became evident and the small upper berth became shelf space. Remaining have been the good sized forward V-berths and a reasonable transom (pull-out) berth in the main cabin. In the mid-1970s a pull-out double berth replaced the dinette although it remained better as a single berth with the boat capable of sleeping a total of four without crowding.

Excessive berths notwithstanding, the 35 has a livable interior. However, note that it does not have a navigation table, the galley tends to interfere with the companionway, and the head is small by modern standards. We do not consider any of these shortcomings serious.

Although the interior is more spacious than the average boat of her era (but less so than 35-footers nowadays), perhaps the strongest appeal of the 35 is her cockpit. By any standard old or new it is big (over 9′ long), comfortable, and efficient, equally suitable for sailing or dockside entertaining, especially with wheel steering and a sloop rig to leave it uncluttered by tiller or mizzenmast. The lack of a quarterberth results in sail lockers port and starboard as well as a usable lazerette.

Below, the decor is strictly functional with a fiberglass head and hull liner and lots of Formica, a plastic enactment of the typical decor of the 1970s.

The performance of the Pearson 35 is moderately good (average PHRF base rating, about 180). Like many moderately beamy boats with full keel and low aspect sailplan, she quickly picks up a weather helm as she heels. However, the combination of adjustable centerboard and judiciously shortened sail makes that helm only inconvenient, not annoying, especially if the 35 is equipped with wheel steering. She tends to be at her worse in lighter winds, particularly when seas are sloppy, at her best on a close reach in at least moderate winds, then she feels fast, solid and seaworthy.

Owners report no lack of confidence in the 35, either in her strength or performance, in storm conditions. However, the size of the cockpit is a serious drawback in heavy seas offshore.

The original engine in the 35 was the Universal Atomic 4, about the largest (and heaviest) boat for which that engine is suitable, with the prop in an aperture. By 1975 the Farymann diesel became an option, followed by a variety of Westerbeke and Universal diesel engines. Accessibility to the Atomic 4 was marginal; for the diesels it became next to impossible, prompting the most common owner complaint about the boat: retrofitting a diesel to replace the Atomic 4 is difficult.

The 35 would never be mistaken for a motorsailer, given her succession of modestly powered engines. It would be a shame to further saddle her mediocre light air performance with the drag of a three bladed prop to improve performance under power; backing down will always be “an adventure,” as one owner deems it, regardless of engine or prop.

The spars and rig of the 35 are workmanlike. Owners of yawls extol the opportunity to “get anywhere in anything” with jib and jigger. However, with slab reefing we’d opt for the sloop rig. Sail area is not so large that it cannot be worked even with a shorthanded crew, and “modern” conveniences such as roller jib furling and roller travelers make the task even more feasible.

As a further aid, several owners report having fitted their 35s with an inboard staysail, in effect a double head rig, but the short foretriangle base (“J”) of the 35 would seem to militate against much effectivess from that rig except in extreme conditions.

What To Look For

With the few changes in the Pearson 35 during her long production run, any basic faults with the boat were soon cured in the earliest models. There seems to have been few even of these. Indeed, the 35 is structurally a rugged vessel. As a result, buyers in the market for a 35 should concentrate on the effects of age on particular boats. Following is a sampling of the problems owners report:

– The aluminum ports, fiberglass hatches, and through deck fittings such as stanchions and chainplates are prone to leaking. So too on occasion does the hull-to-deck joint. These are largely annoying rather than serious and no more so than any boat of the vintage of the 35.

– The centerboard boat definitely has appeal, but with that appeal goes difficulties of maintenance including that of the pennant and pivot. Any survey of a prospective purchase should include a thorough inspection of the board, trunk, pivot and pennant.

Incidentally, some owners report having permanently pinned the board up (and wedging them to prevent thunking), but we’d think twice before both compromising windward performance and control of balancing the helm by such a move.

– Gelcoat crazing is a common complaint, although most owners have learned to endure the disfigurement while enjoying the rest of the 35’s aesthetic qualities. Bottom blistering seems about average for 10+ year old production boats.

– The rig is the typically rugged one that Pearson is noted for, and its problems are apt to be largely corrosion and age.

– Check the condition of the auxiliary engine with the help of a professional. The same goes for the fuel tank. Major repairs or replacement are not easy.

Conclusions

If we were looking for a Pearson 35 we would spend our time checking out those built from the mid-1970s and later but not, if price were an object, one of the last ones built. We would want one with the “standard” (not dinette) accommodation plan, a sloop rig, and a diesel engine, preferably a Westerbeke. Cosmetic abuse would not bother us particularly; the basic quality of the boat lends itself to refinishing with polyurethane outside and even extensive refurbishing inside. A number of owners report upgrading of the interior with woods, fabrics and fittings, reducing or eliminating the formidibly antiseptic fiberglass liner and “teak” faced laminate on the bulkheads.

The degree that the Pearson 35s have retained their value—and seem destined to the prospect of paying a high price for an older boat. And on this score, make no mistake; a vintage Pearson 35 in good condition has become one of the more expensive used boats of her type and original price on the market. For the kinds of use she is best suited for—coastal cruising for up to four—she is a rugged, versatile, and handsome craft for which there should continue to be a healthy market for many years to come.

RELATED ARTICLES MORE FROM AUTHOR

Pearsons 35 are easly crossing oceans and circumnavigating so how the bloody hell you classify this strong boat as coastal. It is offshore cruiser you imbecile. Your revue is worthless by missing solid details on the construction.

not fair or called for , to say it is capable for both would be fair description

After watching what this couple went through, not only with regard to this incident, but also others seen in their newer videos, I think I’m crossing this one off my list as a potential boat for anything other than coastal cruising. https://www.youtube.com/watch?v=e6YCq4cz06Y https://www.youtube.com/watch?v=CM9H44M-W4M&t=599s

They ran into something at sea and were holed. Can’t really blame the boat.

Ever watch Atomvoyager’s channel?

He frequently makes the entire compartment under the V berth watertight on the boats he works on.

It isn’t hard to do and it is a really good idea.

Also, anyone that ventures off shore should have materials on board to do external patches. Really not difficult to do in moderate warm seas.

After watching the next video, it seems that it was infact a failure of the hull and not an impact, although given the location, it is safe to assume that past impacts were likely a factor.

So, my question is, should we simply write off all old FG boats for offshore use?

Can this sort of thing be detected before actual failure?

The P35 (and many boats built in the early/mid-70s) had high-resin layups in the glass. On the Pearson, the main freshwater tank sits beneath the v-berth, and abuts the interior of the hull; in heavy seas, that puts a tremendous amount of force on the contact point, and leads to failures.

We’re removing the main tank, using a combination of roving and epoxy to make that compartment stronger, and replacing the tank with a flexible bladder.

Beau and Brandy are sailing offshore with their P35; the compression post support block needs to be evaluated and replaced in some circumstances, and the wooden spreaders should be refit with aluminum ones before heading out there.

We also opted to replace the toerail, which covers the deck joint.

All of this is relatively normal for a 40-60 year old boat. Structurally, she is stout, and is cited as a bluewater boat by many others. Ensuring that she is in good condition is a requirement not unique to the model.

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Pearson 34 - Talk me out of it

• Add to quote

Recent events have conspired to put me in the boat market. This was not something I wanted. :laugher The top dawg is currently Pearson 34-1; there are several in my area that are worth looking at. The anticipated use is 80% day sailing out of Portsmouth, NH - 10% over nighting (away or at our mooring) - 10% cruising (week long trips to Casco Bay and such). It will, of course, be a party barge most summer nights after work. Pearson 34 and Sabre 34 represent our ideal layout for cockpit and cabin. First Q: Does the P34-1 (1983-86) have a cored hull? I know the 34-2 does; I believe the 34-1 does not. If anyone with info on these boats could share with me that would be great. Things to look for during the inspection... Reasons to pick a different boat... I know that the stock 16hp engine is too small for the Piscataqua River (second fastest current in the US) I'm only looking at P34s with the 23hp Yanmar or better. I've also learned to watch the tides very carefully. Thanks in advance, Ken (watch the signature below for upcoming changes!)  

Isn't it wonderful how pressing the 'Post Reply' button helps you remember things you wanted to say? What's the largest P34 owners forum? I should join and start bothering them.  

I don't know about the cored hull, but I would have a hard time talking anyone out of a Pearson. Even with a cored hull, Pearson does a good job with laminates so I would not worry unless the hull looked like it took a hit. Would turn up in a survey too. To me they are a great balance of quality and affordability and sounds great for your intended use. Seems to be in the same PHRF range of the Saber. (well if you are thinking MK I 43) I think there is likely less hidden behind very nice furniture than a Saber. In a similar price point I would think the Pearson would likely be in better shape. I really like the Sabers, but have heard some nightmare stories of bulkhead replacement and what not. Not that they go bad anymore than others, just that they are so well put together they are hard to get apart to fix. The Pearson 34 looks really nice, layout looks usable and the numbers look like it would be a nice sailor.  

miatapaul said: .... I would have a hard time talking anyone out of a Pearson. Even with a cored hull, Pearson does a good job with laminates so I would not worry unless the hull looked like it took a hit. Would turn up in a survey too. To me they are a great balance of quality and affordability and sounds great for your intended use. Click to expand...

Last time we were shopping we did look at some Pearsons, I seem to remember that there was a fair bit of 'arborite/formica' fake wood laminate used on bulkheads and panels.. it was kind of off-putting. Another interesting thing I recall is the binnacle being at the front of the cockpit.. Not sure if that's true of all models or not, (I know it's not in the 36-2). While it seems to block the companionway access somewhat, it does get the helmsman out of the stern and behind the protection of the dodger! Sorry, I don't recall the exact years/model we looked at.  

Faster said: I seem to remember that there was a fair bit of 'arborite/formica' fake wood laminate used on bulkheads and panels.. it was kind of off-putting... ...the binnacle being at the front of the cockpit.. Click to expand...

Might get good Pearson info at: Pearson - SailboatOwners.com good luck, loved our P32-2, before we went to our Freedom 38.  

I have a Pearson 33 #320 and love her. Definitely would have a hard time telling someone to not go with it if everything else is right.  

Pearson 34 of that vintage did not have a cored hull. The Saber is a nicer boat, but the P34 is very well built. Watch for moisture in the hull near the lifeline gates. Also check that the bladder holding tank has been replaced, or updated. Sent from my VS930 4G using Forum Fiend v1.1.3.  

All of the Pearsons I have ever seen looked like good boats. The only model I have ever been on a lot was Pearson 35, a seventies model. And, 34 is a great length. I have a 42 footer now, and I often think I would be better off if I had stopped around 34-36 feet.  

I do not thing Pearson built any boats with a cored hull. We have sailed a 1981 Pearson 367 for 11+ years so I am not the one to talk you off the ledge Pearsons are well built, kind of no frills boats. Not the fastest boat in the fleet but stable, fun , and forgiving boats. Beginning in the early 80's (83-85) Pearson began to revamp their line to include nicer interiors with more room and lighter faster boats. Good luck in your search Garner Sea Dragon 1981 Pearson 367  

The P 34-2 was definitely a cored hull boat. The core extended below the water line. Sent from my VS930 4G using Forum Fiend v1.1.3.  

Pearson Owner Here...So Biased When I was looking for my boat, I looked at a a Sabre 34-1, Pearson 34-1, Pearson 33, Bristol 33. Ended up not buying any of those and bought a Pearson 10M, and absolutely love it. However, it has the Helm/Binnacle fwd in the cockpit, which I think you don't want. I was a little naive when I bought it, it was a smokin' deal and in outstanding shape. As far as performance, it will spank any of the boats above, yet is roomy, and fairly decent for creature comforts. But, the cockpit can be a little tight with the helm forward and the traveler on the bridgedeck. Even with the cockpit desing, I'd by it again over the above. If I didn't get the 10M, the 34-1 was next on the list. A little less performance, but still a performance oriented cruising boat. The thing that I disliked about some of the 34-1's is that some of them were way under powered, as you mentioned. In a internal letter document, Bill Shaw stated that the 16 hp was adequate for hull shape/weight. For most conditions he was right, but if you have to power through heavy chop/current, maybe not. I think a 34-1 is a fine, well-built, go anywhere boat. Maybe not as quite as nice as Sabre 34-1 interior wise, but the Sabre is a little more cramped, especially fwd. The P34 will be a lot less costly. Summary: I'd wouldn't hesitate buying a P34-1 if it is good shape. The 34-1 is solid core hull, the P34-2 (1990's) had a cored hull as does the Pearson 37.  

CarbonSink62 said: I know that the stock 16hp engine is too small for the Piscataqua River (second fastest current in the US) I'm only looking at P34s with the 23hp Yanmar or better. I've also learned to watch the tides very carefully. Click to expand...

I think you owe it to yourself to look at a Tartan 34' C. Pearson does have a solid reputation but Sabre & Tartan were just a notch or two classier at that time.  

I owned a P32 for several years and loved its sturdy construction and the way it sailed. The P34-1 adds extra inches in all the right places for comfort, and is faster besides. Assuming the boat is in good shape, you can't go wrong. And that would be true for just about all of Bill Shaw's boats. No personal experience here, but I seem to recall reading somewhere that Pearson farmed out the rudders on the 34-1's and that some of them had delamination issues. Take a good look when the boat is hauled out.  

pearsons rule, looks,build,seaworthy....my p 32 is a clone to sabre 32,i have sailed neck and neck with a sabre 32 and neither vessel could pull away  

I owned a Pearson 323 and absolutely loved it. I found it to be well built, solid, and a joy to sail. I would not hesitate to own another Pearson.  

So, what happened to the C25?  

I haven't looked too closely at a 70s Pearson. I really like my 80s Pearson 28-2, and the 33-2 looks like a nice size bump on paper. I do like the design and build quality of my 80s Pearson quite a bit. Interior cabinetry and fit and finish is quite a bit nicer than what I've seen of 70s Pearsons. The boats came with a lot of nice features and most of the boats on the used market still have the ones that are important to me (like heat). The design of putting the head aft (copied from European builders) makes for an interior layout that I prefer and better head plumbing, but the boats don't have the dated "modern" european look of the 80s Beneteaus. The rigs are modernized from IOR designs and balance nicely without depending on many sizes of headsails to handle a variety of wind conditions. Build things that I like: * Chainplates go to fiberglass knees instead of wooden bulkheads. Hopefully the Pearson 34 that you are considering doesn't have the Pearson 32 design of hiding chainplates in cabinets so that they can't be inspected. * Electrical wiring is all hidden, but in channels that are easily accessible. Nothing is glassed into place (unlike our Catalina 25s). * Deck hardware is all accessible through access panels in the cabin. No annoying/moldy vinyl cloth headliner. * Engine access is great. In general access to everything on the boat is great. * Outward facing Hull/Deck joint is pretty easy to disassemble should the sealant ever die. What can be a multiweek project on most boats is a 2 day project on mine. The flip side of this is that the hull/deck joint is more exposed than it would be on other boats. * All deck penetrations on my boat had beveled edges that allowed the factory sealant to work for a decade longer than I'd expect. I haven't found any core dampness when rebedding hardware. * Factory cushion cloth had a more timeless design and is pretty high quality, our original cushions still look like new. I did replace the foam (for about $250). * Ports are all Beckson and easy to get parts for. Tons of ventilation too (all but two ports open on our boat, and there are 3 hatches. This is on a 28' boat). Things I'd change: * I wish the toe rails were perf aluminum instead of teak. Perf aluminum toerails are so functional. I like the boat enough that I may do this change myself. * They should have used 25mm (mid-boat) Harken traveller instead of 22mm (small boat). * The bilge could be 2" deeper. The bottom of the boat is fairly flat and so the bilge is very low volume. * I wish they made tall mast version for light air markets. If you can find a 85+ Pearson in your price range I'd look closely at those compared to the 70s design that you are considering. I think Pearson really upped their game towards the end of their existence.  

Alex W said: I haven't looked too closely at a 70s Pearson... Click to expand...

Oops, sorry about that incorrect comparison. In photos it does look like it shares a lot with the new generation Pearsons (almost everything on my list except for the hull/deck joint design) instead of the previous generation. Looking at photos also reminded me of how comfortable the sloped seats are in the 80's Pearson cockpits. On my 28-2 they are sloped to a little over 15 degrees, which also matches the typical heeling angle of the boat.  

Did you buy the P34? I acquired one last fall and about to launch this spring. It was a bit tired and neglected but we are updating and putting in work to bring it back. I like the layout, great cockpit, nice handling.  

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Peterson 34

This fast, tough racer-cruiser is well suited for offshore racing.

American yacht designer Doug Peterson gained the attention of the world’s most competitive sailors when he unveiled the one tonner Ganbare in 1973. The 35-foot sloop was innovative below the waterline, and it was praised for its looks and sailing capability. It went on to win the SORC. By 1976, Peterson had designed the Peterson 34, an offshore racer-cruiser.

The Peterson 34 went into production at Texas-based Island Yachts/Composite Technologies, and 92 were built until production ceased in 1981. Composite Technologies, established by boatbuilder Andy Green in Corpus Christi, Texas, was acquired sometime around 1976 by boatbuilder and rigger Marion Hayes. Hayes renamed the company Island Yacht Corp. and relocated production to League City, Texas. 

It was during this era that Peterson’s designs dominated offshore racing, with winning IOR boats Gumboots , Eclipse , and Ragamuffin . He also designed several stock racers such as the Contessa 35 and the New York 40.

The majority of Peterson’s performance cruisers were considered rugged enough for ocean racing. Peterson once said the 34 “was built to deliver about eight people quickly and safely from point A to point B.” 

First impressions

The Peterson 34 is as fast as it looks, and this quality solidified Peterson’s reputation as a designer. The sloop’s profile from abeam is sleek, the sharp cut bow and reverse transom give the boat a sense of forward motion. 

The dimensions are well proportioned—the 11-foot 2-inch beam is just about one-third of the boat’s 33-foot 11-inch overall length. The smooth, rounded deck contour is clearly designed to shed seawater. The compact cockpit, with its oceangoing bridgedeck, allows room for a tiller but little else. The traveler is mounted across the bridgedeck. Trimmers can easily reach the primary and secondary winches, none of which were originally self-tailing.

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