s2 9.2c sailboat

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A roomy, well-built middle-of-the-road cruiser with both aft and center cockpit versions.

The history of S2 Yachts is in many ways a parable for the modern fiberglass sailboat industry. Begun in 1974 by an experienced fiberglass builder, the company grew rapidly, building first some unattractive “two-story” cruisers, followed by a series of conventional cruiser-racers in the late ’70s and early ’80s, then a successful fleet of race-oriented cruisers in the mid ’80s. Finally, as sailboat sales took a nosedive in the late ’80s, the company converted its entire production to powerboats.

In late 1989, the company was approached by the class association of its popular 26′ racer, the S2 7.9. Would the company be willing to do a small run of 7.9s for those serious racers who wanted to replace their seven-to nine-year-old boats? The company thought it over and said, yes—provided they could be guaranteed 10 orders.

As we write this, the class association and S2 dealers around the country have been unable to come up with the 10 orders, and the company has cancelled the offering, perhaps the end of sailboat building by this prosperous company, and perhaps also an unfortunate commentary on the sailboat industry.

During its heyday, S2 developed a strong reputation for good quality boats. The company was founded by Leon Slikkers after he had sold his powerboat company, Slickcraft. As part of the sales agreement, he was not to make powerboats for a period of time, but there was no restraint on sailboat building. So he built a new plant which was, at the time, a model for production-line efficiency. Among other things, the hulls were laid up in an enclosed, climate-controlled room, and they remained in molds until most of the interior was installed to ensure that there was as little deformation of the basic molding as possible.

In the late 1970s, S2 did start building powerboats again, and soon established its Tiara line at the top end of the market. As evidence of Slikkers’ insight into the business (as well as a bit of luck, perhaps), when the conglomerate that owned Slickcraft began to see declining sales in the early ’80s, S2 was able to buy Slickcraft back at a fraction of its original sale price. And of course, S2 enjoyed the boom in powerboat buying which accompanied the decline in sailboat sales during the mid and late ’80s.

From the start, Slikkers also assembled an experienced crew of builders and sellers from the local area. At the time, Holland, Michigan, was the home of Chris Craft as well as Slickcraft and several other smaller powerboat builders.

The company continues today with a strong crew, managed primarily by Slikkers’ son, David, and other family members. The company personnel helped establish a reputation for good relationships with S2 owners, a reputation which continues, even though the company is no longer in the sailboat business.

In preparing this story, we talked with a number of S2 9.2 owners who reported that they are still able to get information, advice, and some parts and equipment from the company.

The Boat and Builder

As its nomenclature suggests, S2 Yachts was one of those few American companies willing to commit to the metric system when the government said it would be a good thing to do. The 9.2 stands for 9.2 meters, as with the company’s other boats (7.3, 7.9, 10.3, etc.). S2 stuck with the classification for a long time, only advertising the 9.2 as the S2 30 after it had been in production for years (not to be confused with the later S2 30 designed by Graham & Schlageter).

The boat overall is 29′ 11″, the most common length of 30-footers in those days when one of the popular racing rules—the Midget Ocean Racing Club (MORC)—required boats to be “under 30 feet.” The boat was built in two configurations, from 1977 to 1987. The 9.2C was a center-cockpit version, and the last one built was hull number 427. The 9.2A was the aft-cockpit version, and the last one built was hull number 520.

From talking to the company, it is unclear whether the hull numbers represent the actual number of boats built. In the 70s, it was not unusual for companies as part of their marketing strategy, to start a production run with hull number 10, or even hull number 100, so that a model would appear to be more popular or successful than it actually was. The people currently at S2 simply didn’t know if that had been done, but we suspect the total of 947 hull numbers is more than the actual number of S2 9.2s built. Nonetheless, the 9.2 had a successful run.

The 9.2 was designed by Arthur Edmunds, who was S2’s “in-house” designer. Beginning in 1981, S2 built a number of racing-oriented cruisers designed by the Chicago naval architects Scott Graham and Eric Schlageter, but all of the earlier cruising boats were done by Edmunds. Edmunds also contributed engineering and design detail to Graham & Schlageter’s hull designs.

We would describe the 9.2 design—and all of Edmunds’ S2s—as moderate and conventionally modern. The hull has short overhangs, a relatively flat sheer, a long fin keel, and spade rudder. The boats are reasonably attractive, and the aft-cockpit model has pleasing proportions. The center-cockpit model has a high, boxy superstructure whose profile is relieved by good contour moldings of the deckhouse, cockpit, and aft cabin.

One advantage of the conventional looks of the 9.2 is that it is not likely to go out of fashion—a plus for the boat holding its value. Though the rigs were identical on all versions, shallow-draft keels were a popular option; these reduced the draft from 4′ 11″ to 3′ 11″. The deeper keel doesn’t seem excessive for most waters and is our choice. The lead ballast is internal. S2 did a good job of embedding and sealing the lead in the keel cavity, so leaking should be minimal even in a hard grounding.

The hull is a conservative hand-laid laminate, and the deck is balsa-cored. S2 used a conventional inward-turning flange to attach the deck, with an aluminum toerail for protecting the joint. S2 is known for good glass work, particularly gelcoats, and almost all the used 9.2s that we have seen still are cosmetically good or recoverable with a good rubbing out.

Sailing Performance

‘Adequate’ would be a good way to describe the sailing performance of the 9.2. The boat came with a deck-stepped Kenyon spar and North sails as standard, later with Hall or Offshore spars. The rigging and other sailing hardware was good enough in quality that little re-rigging or upgrading is likely to be needed.

The used 9.2 we examined thoroughly, for example, had internal halyards, reef lines and outhaul, a good Harken mainsheet traveler, Lewmar #8 halyard winches, and two-speed Lewmar #30s for the jib sheets. On the down-side, every equipment list of used S2s we looked at listed the original North sails, with an occasional newer furling genoa. One disadvantage of a late model boat with good gear is that the owner is less likely to upgrade before he sells it, so the second owner probably will be facing the purchase of new sails.

When we sailed a shoal-draft 9.2, our initial reaction was surprise at its tenderness. Other owners in our survey agree that the shoal-draft model heels fairly easily, and a number thought that even the deeper draft model was tender. Several reported that you need to reduce sail fairly early to keep the boat on its feet and sailing well.

The boat sails reasonably well. The one we were on, however, would not go to weather decently—a combination of the shoal draft and a well-worn suit of sails. On other points, the boat was respectable. Close and broad reaching, it moved very well and was just a bit sluggish running.

She’s not a fast boat by contemporary standards. In most areas, the 9.2 carries a PHRF rating of 180 seconds per mile (six seconds slower for the shoalkeel), which is six seconds per mile slower than a Pearson 30 and 12 to 15 seconds slower than the popular Catalina 30 with a tall rig. In contrast, the 9.2’s racing-oriented sister, the S2 9.1, a 30-footer, rates 50 seconds per mile faster.

On the plus side, the boat is easy to sail, with a good balance between main and jib sail area. The running rigging and deck hardware is well set up. Oddly, not one equipment list for used 9.2s that we looked at had a spinnaker or spinnaker gear, an indication that the boat is rarely raced. However, if someone is interested in an occasional club race, the boat should sail up to its rating, assuming the sails are good and the boat well handled.

The deck is well laid out, though the walkways are a bit narrow for getting forward, and there’s a considerable step up into the center cockpit. Details of the deck—anchor well, bow fittings, cleats, halyard runs, and so forth—are well executed.

Performance Under Power

A few of the 1977/1978 boats were sold with an Atomic 4 gas engine. After 1979, diesels were installed. Through 1984, the engines were 12-hp or 15-hp Yanmars, or 12-hp Volvos. In 1985, a Yanmar 23 was optional.

The Atomic 4 was a good engine for the boat, as was the Yanmar 23. However, a number of owners report that the boat is underpowered with the Yanmar 12 and 15, and the Volvo 12. For a 10,000 pound boat, 12 to 15 hp would be adequate by traditional standards, but many sailors seem to want a little more these days. The Yanmar 15 in the boat we sailed had no trouble pushing the boat in calm waters, but the owner did say that the boat couldn’t buck any kind of head sea. For some, the optional Yanmar 23 will make the later models more desirable.

In the center-cockpit model, many owners complained about the inaccessibility of one side of the engine and the difficulty of getting at the dipstick, but otherwise the engine was serviceable. A few boats were apparently sold with raw-water cooling rather than a heat exchanger. We’d be cautious about one of the older boats with raw-water cooling unless it had been kept exclusively in fresh water.

The interior was undoubtedly the strong selling point of the boat. For the most part, the belowdecks finish is well done, and there’s about as much usable room below as you could get without making the hull significantly larger.

S2 was one of the first sailboat builders to use fabric as a hull liner, and it became almost a trademark of S2 interiors. The fabric is a neutral-colored polypropylene, treated to be mildew resistant. When we first saw the fabric, we were skeptical, wondering how it would hold up to saltwater soakings. But having owned a smaller S2 for five years, we finally became converts; in fact, in refitting our current boat, we used the fabric extensively, rather than replacing aged vinyl and wood veneer ceilings. The fabric is contact-cemented to the hull, and it holds up amazingly well, absorbing virtually no water. It is quite resistant to mildew and stains. The new owner of an S2 will want to find a good, compact wet/dry vacuum cleaner, which is the required maintenance equipment for the fabric.

The rest of the interior has teak veneer plywood, Formica, and solid teak trim, and the workmanship is good. Layouts changed little throughout the production of the boats. The aft-cockpit model is conventional, with a V-berth that is a bit short, a large head and hanging locker, a large dinette/settee with a settee opposite, and an L-shaped galley with a chart area/quarter berth opposite. There’s adequate stowage under the berths and decent outside stowage in the lazarettes.

The center-cockpit model moves the main cabin forward and the head aft, near to and partially underneath the center cockpit. The galley is opposite the head, running lengthwise down the port side of the cabin and partially under the cockpit. The aft-cabin is roomy, with an athwartship double berth and good locker space. The shortcoming of the center cockpit is that there is virtually no outside storage.

Choosing between the center and aft cockpit is largely a matter of personal preference. With children, or two couples cruising, the aft cabin is hard to beat for livability.

Overall, the interiors are well enough designed and executed that little major work or upgrading should be necessary on most used boats. Many people will want to replace the alcohol stoves on earlier models, perhaps add refrigeration (or replace the original Unifridge), and perform the normal long-term maintenance of re-upholstering, but otherwise the interiors should need little major attention.

Conclusions

The S2s were well-built. Whereas other production companies frequently cheapened or upgraded models from year to year to find marketing niches, S2 made boats to sell near the high end of the production boat market, and kept the quality at a consistent level.

The 9.2s have maintained their value about as well as any 30-footer in the current market. Because the only significant advantage of the 1986 model is the larger Yanmar engine and newer equipment, we would gladly take one of the older 9.2s at a lower price, since the necessary upgrades could easily be done (sails, cushions, electronics) and the final cost would still be much lower than the newer boat.

It’s easy to pay too much money for a used boat these days, but S2 owners generally think they have a good product, and they’ll probably be harder to dicker with than many sellers.

RELATED ARTICLES MORE FROM AUTHOR

Somehow this article is almost an exact copy of an earlier article here: http://www.sailingbreezes.com/sailing_breezes_current/articles/july99/s2review.htm by Thom Burns. Some sentences are exactly identical…

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• By Richard Smith
• Updated: October 22, 2012

Within a wide field of well-designed and competitive racer/cruisers of the 1970s, the S2 9.2 stands out, mainly because it wears its age very well. Without a scoop transom and boarding steps or skinny portlights below the sheer, it still looks modern. The flat sheer, sloping deckhouse, almost-flush Lexan forward hatch, hinged anchor lid, and tinted deadlights are familiar features on boats built three decades later. The carefully detailed teak handrails set on molded fiberglass spacers are unobtrusive while emphasizing the hull’s refined shape and unified design. Nothing is exaggerated in the interest of the fashions of the day or to suit a rating rule.

Powerboat builder Leon R. Slikkers founded S2 Yachts in 1974 and commissioned Arthur Edmonds, designer of the Allied Princess 36 and Mistress 39, to design the S2 9.2A (for its aft cockpit) and the S2 9.2C (for its center cockpit). Over 700 A and C models were sold. Both versions have the same hull, fin keel, partially balanced skeg-hung rudder, and masthead sloop rig. The single-spreader aluminum mast, painted black (an S2 trademark) is stepped on deck over a compression post that’s built into the main bulkhead.

The hull is solid, hand-laid fiberglass. It has an inward-turning flange at the sheer to which the balsa-cored deck is bolted through an extruded aluminum toerail. There’s no molded interior liner. Bulkheads and furniture are tabbed to the hull, which contributes to its structural stiffness. Two tons of lead ballast is encapsulated in a sealed keel cavity. Well-cared-for boats show little wear and tear after three decades of hard sailing, and, owners agree, the gelcoat is generally free of stress cracks even where moldings take tight bends.

The T-shaped cockpit is comfortable and workmanlike. The starboard seat opens to general storage and access to the stuffing box and engine controls. Additional storage is located under the helmsman’s seat in twin lazarettes.

Everything on deck is carefully laid out. The mainsail is sheeted abaft the 28-inch wheel, where it’s out of the way but in reach of the helmsman. The 8-inch stern cleats are mounted on anti-chafing pads and close to hand. Engine controls are similarly convenient to the helm. Early boats had Atomic 4s, but a variety of diesel engines were fitted after 1978.

The engine box provides a wide first step down to the cabin. A small corner galley to starboard of the companionway contains a sink, icebox, and stove. Opposite is a quarter berth and navigation space with a folding seat and table. Headroom is 6 feet 3 inches aft and drops gradually to about 5 feet 10 inches toward the forward cabin.

The saloon table and settee convert to a double berth and, together with a 6-foot-6-inch settee opposite, make a comfortable eating, lounging, and sleeping area. A double berth is located forward of the wardrobe and head area. Generous use of teak, both solid and ply, contributes to a sense of quality throughout the boat, but the polypropylene carpeting used to line the hull ages unattractively.

Sailing the S2 9.2 is a treat. In 15 to 17 knots, it heels sharply under the mainsail and 150-percent genoa before settling in to make 5 or 6 knots upwind. Weather helm is noticeable in stronger gusts, but the boat is generally well balanced and always manageable, even in lumpy seas. All in all, the S2 9.2 is a well-designed, tough, and able 30-footer with good performance for racing or cruising.

Architect Richard Smith and his wife, Beth, sail their Ericson Cruising 31, Kuma, in the Pacific Northwest.

Find more Cruising World boat reviews here . Read the review of the S2 8.6 here .

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Used Boat Review: The S-2 9.2A/C Well-built cruiser with aft and center cockpit versions

By Thom Burns

During the eighties, S2 earned a strong reputation for good quality boats. The company was founded by Leon Slikkers after he had sold his powerboat company, Slickcraft. As part of the sales agreement, he was precluded from the powerboat market for a number of years. There were no restrictions on sailboat building. So he built a new plant which was, at the time, a model for production-line efficiency. Among other things, the hulls were laid up in an enclosed, climate-controlled room, and they remained in molds until most of the interior was installed. This ensured that there was as little deformation of the basic hull molding as possible.

In the late 1970s, S2 did start building powerboats again, and soon established its Tiara line at the top end of the market. Slikkers’ business acumen, insight and bit of luck allowed him to buy his old powerboat line, Slickercraft, back from the conglomerate that owned it at a time of declining sales in the early 80s, at a fraction of its original sale price. Shortly thereafter S2 enjoyed the boom in powerboat buying which accompanied the decline in sailboat sales during the mid and late 80s.

From the start, Slikkers assembled an experienced crew of builders and sellers from the local area. At the time, Holland, Michigan, was the home of Chris Craft as well as Slickcraft and several other smaller powerboat builders.

The company continues today with a strong crew, according to former dealers. Company personnel and a strong dealer network established a reputation for good relationships with S2 owners, a reputation which continues, even though the company is no longer in the sailboat business.

Former area dealers, such as Gary DeSantis at Sailor’s World on Lake Minnetonka swear by the product and love to deal in used S2 boats.

The Boat and Builder

The boat was built in two configurations, from 1977 to 1987. The 9.2C was a center-cockpit version, and the last one built was hull number 427. The 9.2A was the aft-cockpit version, and the last one built was hull number 520.

The 9.2 was designed by Arthur Edmunds, who was S2’s "in-house" designer. Beginning in 1981, S2 built a number of racing-oriented cruisers designed by the Chicago naval architects Scott Graham and Eric Schageter, but all of the earlier cruising boats were done by Edmunds. Edmunds also contributed engineering and design detail to Graham & Schlageter’s hull designs.

The 9.2 design has short overhangs, a relatively flat sheer, a long fin keel, and spade rudder. The boats are attractive, and the aft-cockpit model has pleasing proportions. The center-cockpit model is a little boxy looking because of the relatively short overall length for the center cockpit aft cabin design. It is better looking than some other smaller center cockpit boats because it has three levels of deck and cockpit.

The conventional looks of the 9.2 keep it in style which along with the builders reputation seem to keep the boats holding their value pretty well. Shallow-draft keels were a popular option, reducing the draft from 4’11’ to 3’11’. According to DeSantis, most models sold in the midwest were the deeper keel which he personally prefers. The deeper keel doesn’t seem excessive for most waters.

The rigs were identical on all versions, The lead ballast is internal. S2 did a good job of embedding and sealing the lead in the keel cavity which can be a source of leaks on older externally mounted keels. According to DeSantis, this was a major difference between builders of that era.

Sailing Performance

This boat is the cruising, small, bluewater model and shouldn’t be confused with the 9.1 which swept the MORC nationals with a first, second and third finish when it was introduced. Another well sailed 9.1 won its division in the Trans-Superior. This boat has a much longer fin keel which is not as deep. It also makes it more seakindly for cruising. The 9.2 came with a deck-stepped Kenyon spar and North sails as standard, later with Hall or Offshore spars. The rigging and other sailing hardware was good enough in quality that little re-rigging or upgrading is likely to be needed.

The 9.2 typically came with internal halyards, reef lines and outhaul, a good Harken mainsheet traveler, Lewmar #8 halyard winches, and two-speed Lewmar #30s for the jib sheets. A boat this well equipped needs very little in upgrades. The bad news is that 1999 buyers are unlikely to find extensive upgrades to sails, furlers, winches, etc. done by previous owners. As this equipment approaches the middle to end of its second decade some of it will have to be replaced. It won’t last forever.

The boat I sailed performed very well on close, beam and broad reaches. It was a cruising boat close-hauled and it feels a little tender sometimes. Reef early when the wind builds.

She’s not a fast boat by contemporary standards but when compared to some other cruisers she’s quick. The 9.2 carries a PHRF rating around 180 seconds per mile (six seconds slower for the shoal-keel), which is six seconds per mile slower than a Pearson 30 and 12 to 15 seconds per mile slower than the Catalina 30 with a tall rig. In contrast, the 9.2s racing-oriented sister, the S2 9.1, a 30-footer, rates 50 seconds per mile faste at 140. The important thing is that both boats will sail to their numbers.

The boat is easy to sail, with a balanced sail plan. The running rigging, deck hardware and overall deck layout are convenient and functional. The deck is easy to move around. Attention to detail in the deck, anchor well, bow fittings, cleats, and halyards runs are well done.

Performance Under Power

A few of the 1977/1978 boats were sold with an Atomic 4 gas engine. After 1979, diesels were installed. Through 1984, the engines were 12 hp or 15 hp Yanmars, or 12 hp Volvos. In 1985, a Yanmar 23 was optional.

The Atomic 4 was a good engine for the boat, as was the Yanmar 23. For a 10,000 pound boat, 12 to 15 hp should be adequate by traditional standards, but many sailors seem to want a little more. The Yanmar 23 in the boat I sailed seemed like alot of engine. In calm water it would hit hull speed at 1800 or 1900 RPM’s. For some, the optional Yanmar 23 will make the later models more desirable.

The interior was undoubtedly the strong selling point of the boat. The below decks finish is attractive. There’s about as much usable room below as you could get without making the hull significantly larger.

S2 was one of the first sailboat builders to use fabric as a hull liner, and it became almost a trademark of S2 interiors. The fabric is a neutral-colored polypropylene, treated to be mildew resistant. Having looked at several used S2 models, I believe the fabric works well. Many of the 90’s builders have copied the approach. It is contact-cemented to the hull, and it holds up amazingly well, absorbing virtually no water. It is quite resistant to mildew and stains. It is maintained with a good, compact wet/dry vacuum cleaner.

The rest of the interior has teak veneer plywood, Formica, and solid teak trim. The workmanship is good. Layouts changed little throughout the production of the boats. The aft-cockpit model is conventional, with a V-berth, a large head and hanging locker, a large dinette/settee with a settee opposite, and an L-shaped galley with a chart area/quarter berth opposite. There’s adequate stowage under the berths and decent outside stowage in the lazarettes.

The center-cockpit model moves the main cabin forward and the head aft, near to and partially underneath the center cockpit. The galley is opposite the head, running lengthwise down the port side of the cabin and partially under the cockpit. The aft-cabin is roomy, with an athwartship double berth and good locker space. The shortcoming of the center cockpit is that there is virtually no outside storage.

Choosing between the center and aft cockpit is largely a matter of personal preference. With children, or two couples cruising, the aft cabin is hard to beat for livability.

The interiors are well designed and executed. Little major work or upgrading should be necessary on most used boats. Many people will want to replace the alcohol stoves on earlier models, perhaps add refrigeration and perform the normal long-term maintenance or re-upholstering. The interiors should need little major attention.

Conclusions

The S2s were well-built. Whereas other production companies frequently cheapened or upgraded models from year to year to find a marketing niches, S2 made boats to sell near the high end of the production boat market, and kept the quality at a consistent level. I would avoid the shallow draft version on both performance and likely tenderness grounds unless I was going to sail a great deal in shallow areas such as Florida Sound, the Bahamas or Belize.

The 9.2s have maintained their value about as well as any 30 footer according to local brokers. S2 owners generally believe they have a good product, and they’ll probably be harder to dicker with than many eager sellers of other boats in the used market.

Thom publishes Northern Breezes and SailingBreezes.com. Thanks to Gary DeSantis, Sailor’s World, Lake Minnetonka, S-2 Company and Practical Sailor for information for this article.

Sailor’s World: 612-475-3443

Practical Sailor: 800-829-9087

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S2 9.2C Thoughts

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I am making plans in the next couple of years to make a big life change and give the liveaboard life a shot. I live in Idaho so my exposure to blue water sailboats is very limited. In the mean time I have been absorbing all the reading about sailboats I can, especially in regards to liveaboard considerations. In reviewing the vast array of different sailboats, the S2 9.2C or 11C has caught my attention, primarily because of the cabin layout. The 9.2C (30') has probably the most liveable space of any 30' boat I have researched. Question I have is what are the general thoughts concerning S2 boats, and also center cocikpits in general. Thanks! Chris  

It's definitely a unique model, has a bit of a cult following, and would make a decent liveaboard for a single person. We just sold a 9.2C a few months ago. They fit a lot of stuff into the 30 feet, so there are some compromises. On the plus side, the head is pretty good size, and the aft cabin has a nice size berth. The passageway to get back there is low and narrow, requiring you to stoop. Engine access is somewhat limited. On deck, the tradeoff for the space below is a relatively small, shallow cockpit. You sit up high, so it feels different if you're used to aft cockpits. Best advice is to get aboard one, poke around, and see how you think you would do with that as your living space.  

Thanks for the feedback. Like I said, this one caught my attention so I thought I would get any feedback I could. I have read that they S2 is not the best sailing vessel, little sluggish. And yes, it is just going to be myself living on the boat. I do like the idea of separate berths on the 9.2C when I do have a visitor/family. But as I mentioned, I am a couple years out from pulling the trigger on the move so I have time to research different boats. I am going to be down in the Keys in a few weeks and plan on checking out the boats that are for sale in the area.  

I am a fan of S2 because they generally seemed to do things right without overdoing them. On my 8.5M S2, the rigging is just a bit bigger than most other comparable sized boats. There are a few things they did wrong (tiny engine, no access to below cabin sole, no grab rails on cabin top INSIDE) but the basic boat is well done. I have never really liked the center cockpit 30 S2 cuz I like aft cockpits but that is a matter of preference. Many people including myself like the way the S2 cabins are designed and fitted out, it seems to be a matter of aesthetics and them using lighter wood. The use of the carpeting to line the cabin draws criticism but ti seems to work. I do wonder if that carpeting holds mold and odors though.  

I know a few people that just do not like S2s for one reason or another. We have a S2 11.0A, not a C. I am not familiar with the sailing characteristics of the center cockpit model but our aft sails nicely and is a solid sailboat. Our aft is not sluggish, especially with a feathering prop, full batten sail and a nice 130% & 150% genoa. In 12 kt winds, sails on a reach from 6.5 to near 7 knots, pending waves, etc... and have been out in 25 kts plus winds (without children, of course), while reefed, well balance for the conditions and most importantly, I was able to maintain good control during the worse conditions. But it is not designed to win regattas. Ours has a displacement of 15,000 and that is dry and new, so I would expect it is more like 16,000 now plus gear and people. I looked at Bristol 35.5 but felt that for my needs and family, the S2 was a better fit. And also received excellent feedback from current and previous owners. The interior is roomy and I would believe that the center cockpit would provide even more space. The interior is teak throughout with solid teak drawers and doors. Teak and holly wood floors, large fuel tank and fresh water tank for a 36', and has a 11'-11" beam. In reference to the engine, access to the engine, shaft, stuffing box, etc... Engine is a Yamnar 27hp with a heat exchanger - plenty of engine to move the sailboat at hull speed without full throttle. Great engine access by pulling the stairs out and / or pulling the long access board out on the starboard side. You are able to reach and work on everything including the stuffing box, shaft, change the oil, battery banks, etc... We had a Pearson 35 before this sailboat and one night a line got wrapped around her shaft (people leaving their lines in the water at the their docks...), and started to leak quit a bit at the stuffing box. Tried until 1:00am in the morning in reaching the stuffing box, non-the-less trying to tighten up the nut on the stuffing box. I still have scars on my body from that night... Overall, we are happy with the Aft model, build and designed.  

I had a 1979 model 9.2C on Long Island Sound for 10 years. Solid boat, underpowered with the original Volvo MD7A, replaced with a 16 hp Vitus that provided plenty of push. With good sails it would hold its own with most anything.  

I was just on BOTH a 9.2A and a 9.2C earlier this month--each was for sale. Their hulls are exactly the same. The rigging might be a little different due to cockpit location, but nothing significant that I recall. So, I guess they'd perform quite similar. Now, some specifics: The 9.2C has a LARGE head (for a 30' boat) with an actual, separate shower/tub. Most other 30 footers I've been on the entire head compartment becomes the shower. I don't know if I'd actually shower on any 30 footers (usually a damp washcloth and soap does the trick for me for 3-5 daylong trips). But, I could see the shower location being an excellent out of the way spot for wet foul weather gear, etc. The aft cabin has a true double berth. It's a very private cabin--the cockpit really separates it from the main cabin. You access it via a short "hallway" to port of the cockpit. In this hallway is also the nav station. I really like the uniqueness of this aft cabin. HOWEVER, although large, the aft cabin really seems stuffy to me. I'm not prone to motion sickness, but I feel like with ANY motion whatsoever, this cabin might be unusable by even folks not prone to motion "issues". Also, because the center cockpit thrusts the main cabin forward, the v-berth suffers. Most 30 footers have an actual door (folding style or not) separating the v-berth from the main cabin (as does the 9.2A). The 9.2C, however, has just a curtain separating the v-berth from the main cabin. The v-berth didn't seem much smaller than a normal 30' v-berth. Rather, it seemed "less substantial" with the curtain. So, in the 9.2C, you gain the big and private aft cabin, but at the expense of the v-berth. Both boats that I visited were on cradles, so I cannot speak much to actual sailing characteristics. Both boats were in the mid $20k range. I could live with either of these, but it's not yet time for me. I could see a couple living aboard. It would absolutely require creativity, but it could be done. I think most couples would prefer something larger. If anything else comes to mind, then I'll post again.  

I looked at one when buying my Pearson 28-2. People have mentioned the highlights, so I'm just going to list my concerns with the design: The center cockpit is really high on this boat, and the boat has a ton of freeboard. That will make docking harder in a strong wind as you'll get blown around. My Pearson also has a lot of freeboard, but it is nowhere near as much as the 9.2C, and I consider this to be the biggest downside of the Pearson. There are no cockpit lockers on the 9.2C, so I don't know where you are supposed to store fenders, dinghy oars, docking lines, cleaning supplies, and all of the other stuff that ends up in your average lazarette. Engine access is pretty tight since it is stuffed in between the high cockpit and the shower. In comparison on my Pearson 28-2 I get full access to the top, front, and back of the engine. On my friend's Yankee 30 you get full access to all sides of the engine. Those designs are a lot easier to work on. There are other aft cabin boats in the 30' range out there. The Pearson 28-2 is one of them, but similar designs can be found in a wide variety of boats like the Beneteau First 285 or 305, J/97, and some Hunter models.  

There was one loose roming the anchorage this evening. Could of claimed salvage...lol  

We took a good hard look at a 9.2C a couple of years ago. You will probably love it or hate it. The boom seemed entirely too low for my taste. The Admiral loved the head w/shower, and she also liked the aft cabin. But that was about it on the positive end. The v-berth looked entirely too small. We also don't like carpet lined walls. Different strokes for different folks, I guess.  

FirstCandC said: The v-berth looked entirely too small. We also don't like carpet lined walls. Different strokes for different folks, I guess. Click to expand...

It's a great boat. I owned one for several years (in fact it might have been the one you've looked at if you are in Idaho). Interestingly, I've also owned a Pearson 28-2 as mentioned by one of the previous responders. That's also a great boat, but for different reasons. Of the 7 sailboats I've owned I can honestly say the one I truly regretted selling the most was the S2. It was our first big boat and we learned a lot sailing it. I can give you a lot more info if you email me directly. Mike  

G'day! I'm a proud owner of an S2 9.2 CC Love it. I used to sail a Hunter 35.5 Legend with an almost identical layout only 6 feet longer! I'm also new to sailnet so... Hi everyone!  

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• Sailboat Guide

1981 30' S2 9.2C

• Description

Seller's Description

Sailing the S2 9.2C is a treat. The S2 9.2C is a well-designed, tough, and able 30-footer with good performance for racing or cruising. The ultimate blend of sailing performance and live-aboard luxury that has to be experienced to be fully appreciated.

The layout down below is fantastic with a V berth forward and an aft cabin making cruising with two couples very comfortable. The enclosed head features a built-in vanity, bathtub with hand shower, manual marine toilet, and holding tank. The galley is opposite the head, running lengthwise down the port side with a two burner stove top, plenty of storage space and an ice box. The aft-cabin is roomy, with an athwartship double berth and good locker space.

On the deck you’ll find a large deep cockpit with pedestal steering and plenty of seating. There are life lines with through-bolted stanchions and teak grab rails on the cabin tops for safety. The black anodized mast is internally rigged with all the halyards leading to the cockpit for ease of handling.

Equipment: Electronics Depthsounder - Datamarine Autopilot - Raymarine Autohelm Series GPS - Garmin GPSmaps 441s VHF

Sails Battened mainsail - FX Sails Furling genoa - FX Sails

Rigging Steering wheel

Inside Equipment Manual bilge pump Battery charger - Xantrex Marine head - Jabsco

Electrical Equipment Shore power inlet

Outside Equipment/Extras Solar panel - 170W Cockpit cushions Swimming ladder Tender - Aquamarine

Covers Bimini Top Mainsail cover Cockpit cover - Dodger

Inventory MECHANICAL

Yanmar SB12 (12hp) & hours unknown

Engine panel in cockpit fuel gauge

3-blade prop bronze

Rocna 10 anchor with mixed chain & rode

AC/DC panel

Xantrex Prowatt SW Inverter/ Charger

2 x House batteries

8 x AGM batteries for solar system Solar panels 170W

HELM & NAVIGATION

Wheel steering

Garmin GPSmap 441s

Raymarine autopilot SmartPilot

Datamarine Depth & Speed/Distance

135% Genoa repaired in 2018

Harken headsail furler

2 x Lewmar Single Speed winches

2 x Lewmar Two Speed winches

2 x Winch handles

Cockpit cushions

Propane BBQ

Swim ladder

Zincs (August 2020)

Bottom paint 2018

Fold out/in dining table

Settee on both port and starboard

New flooring

ACCOMMODATIONS

Double V-berth forward

Double berth in aft cabin

Origo 3000 2-burner stove top

Large chest ice box

Single basin stainless steel sink

Plenty of storage

Stainless steel sink

Bathtub with hand shower

Jabsco manual marine toilet

New septic system in 2017

9ft Aquamarine tender

Aleko 60 lbs thrust

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)

The suffix ‘C’ is for center cockpit. Shoal draft: 3.92’/1.19m.

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Have S2 9.2s crossed oceans?

• Thread starter jerlhoir
• Start date Apr 9, 2012
• Brand-Specific Forums

Can S2 9.2s go anywhere? Has anyone here used one for passagemaking? I am in the market for a used sailboat and planning on offshore cruising around the Americas and crossing the Atlantic. I've found a beautiful S2 9.2C that is 10k cheaper than other recommended offshore boats I'm looking at, such as the Sabre 34 or Tartan 34 etc. Reviews say S2 were built in high quality. So besides a few design weaknesses that could be improved, such as the huge companionway with no bridge deck, what disqualifies this boat for offshore sailing? Are they really "lake boats" ? I hear both opinions - what would be very helpful is to hear stories from S2 owners that have lived on board, taken on rough weather and perhaps crossed an ocean. Also would appreciate tips on how to retrofit the boat for this project. Thanks for any info/stories, Jeremy  

Mark Maulden

I used to have a 9.2C for a few years and it was a well built boat except for one area. The pedestal wires come out of the pedestal and down to the hull on each side. There are turning blocks that take the wire aft to the quadrant. I was in the middle of Deception pass (goin against) and my whole steering system went totally slack. Got swept back out into the straits doing circles. Finally got things together and made it into Skyline Marina and they were really very gracious about leaving me where I landed. Found out that a turning block on the hull which is under tension had pulled off the hull causing the whole system to go slack. Not a good design as it should be designed to go under compression loads. Skyline marina fortunately had some fiberglass supplies and I cleaned upl the block and reglassed it back down. About this time my crew bailed so brought the boat back in a few days my self. So, with all this rambling, check to see if that condition exists and correct it somehow.  

This type of discussion has been common on the main site. It all depends on your sailing skills, the mods you are wiling to make, and the weather you will sail in. If you are planning to sail in fair weathers and you are experienced then perhaps you will be comfortable with a less than blue water boat. Plenty of people have done passages in less boat than the 9.2C. Plenty of people have died in more boat. My advice would be to find a boat that has just returned and which has been all kitted out already. These hit the market once in a while and although the prices tend to be higher than average for the particular year and model, it is worth it because you are buying all the kit too. Look for boats equipped with wind vane steering, solar panels, etc...etc.... In the long run it is cheaper than to buy a stripped boat and refit it yourself. If you enjoy doing that type of work yourself, I suggest you go in the opposite direction and plan to buy a cheap boat where you will replace absolutely everything yourself. That way you will know exactly how the boat is put together. Personally I wouldn't build a 9.2 for a passagemaker and I own one. I love it and it is a decent boat compared to its contemporaries such as the Hunter 30 and Catalina 30, but a smaller companionway with a bridgedeck and strong small ports would be a must for me. My friend has a Hunter 37 cutter and it is well set up for an inexpensive cruising boat. He stole it for under $20K even though they usually sell for $40. It was built like a tank before hunter cheaped out. There is one in Fall River for under $20K right now, but it needs the some work on the chain plates. Not a bad job though to DIY and you could beef them up while you are at it. I'd be surprised if you couldn't get it even cheaper. www.yachtworld.com/boats/1980/Hunter-37-cherubini-Cutter-2454285/Fall-River/MA/United-States[/url]  

My 9.2C, a 1986, does not have that steering setup. I have greased cables in sheathes with no turning blocks necessary. They go right to the quadrant. Depending on year this is not an issue.  

We owned an S 2 8.5 model which was a great boat but we just outgrew it eventually. We looked at the 9.2 C as her replacement, but the boat just feels so cramped down below. They just tried to pack too much into a center cockpit design with only 30 feet to work with. The aft cabin even with many ports felt very clousterphobic. I really lliked the ides of a bath with a real shower pan, but it was really disappointing to see her in person. The center cockpit design also has excessive windage due to extreemly high freeboard, and heels a lil more, and is s;ower then the aft cockpit version. In my opinion I would look for a boat a lil bigger which has inherintly more stability with greater keel weight & a longer waterline. S2 made a 11.0 meter 35 footer that was a beautiful classic sailboat, but are expensive & hard to find.  

S2s are comparable to the typical sailboat produced during the 80's era; Pearson, Catalina, Islanders, etc... Some say (my previous marina, Boatyard Manager), they are nice "lake boats" but then again, there are S2 owners like David who sails out of the Gulf of Mexico heads down to the Caribbean and some offshore. I would prefer to perform the modifications myself so that I know it is done right and what I feel is needed starting with all new standing rigging, increasing the cockpit drainage, etc... all standard modifications that you will most likely need to make. If you look at most of the live-aboards and cruisers around, they do not have $200k plus sailboats, they are Alberg 37, Spencer 35, Tartan 37, etc... $20k to $60k sailboats. I would feel comfortable sailing our 11.0a from Chesapeake Bay down or up the coast line without too many design modifications but any extensive offshore sailing, I would make many modifications. Also all this depends on how long you have been sailing, your experience with rough weather and how much you can fix yourself. They say it is 50% the sailboat and 50% being self reliance; expect the best but prepare for the worse. Good luck.  

Referring back to crossing the ocean with a S2, when we purchased our sailboat late last fall, I did as much research as I could on S2(s). There has been many that have sailed offshore and across oceans with S2(s). If you search through this forum and others, you will find some that have sailed from Chesapeake to Bermuda, up the east coast and down to the BIV, crossed the Pacific, crossed the Atlantic, cruising the China Sea, to the Galopagos, Marquises, etc... Blogs www.wereda.com , www.sbastro.com/sunshine , www.koplinsailing.com , www.travelpod.com/members/hejira (I like this one, 10.3 sailed down the Eastcoast and beyond). I connected Dave at www.koplinsailing.com and his experience and review of the sailboat sold me on S2(s). Patrick  

Swampyankee

I sail a 9.2A out of E. Greenwich, RI (1 of 3 in my harbor) and from my experience it's a great and comfortable bay and coastal sailer. They are somewhat over built as compared to the competition of the day, but I'm not sure the design is the best choice for crossing oceans. Our dry-dock neighbor this past spring had an older Douglas 32, which he took back to Maine with him. All told, he paid about the same as we did for our S2. It looked to be a stout ship with an interior designed for sailing and cruising rather than entertaining. For ocean cruising, I'd rather be sailing one of the older full keel or cutaway fore-foot designs. The heavier, wineglass hull shape is more sea-kindly, which is what you'd want in foul winds and heavy seas.  

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