e33 sailboat data

The E33 is a 33.05ft fractional sloop designed by Parsak & Wurmfeld and built in fiberglass by Lyman-Morse since 2006.

The E33 is a light sailboat which is a very high performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally very small.

E33 for sale elsewhere on the web:

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Etchells-inspired e33 – A Practical Sailor New Sailboat Review

The first-ever robbie doyle-jeremy wurmfeld collaboration balances performance sailing with basic comforts in this modern daysail boat..

Photos courtesy of e Sailing Yachts

The trophy daysailer market is rife with branding, image, and various forms of snob appeal. The e33, however, makes its pitch on practical grounds. Reports from the field highlight the performance/comfort/control combination that makes the e33 a fun raceboat. You don’t need a big crew, you can exercise your tactical talents to the max, and you give away nothing in boatspeed. Our time sailing the e33 convinced us that it is not only a legitimate performance sailboat, but that attaining that performance is sinfully easy. The e33 daysailers bonus points include a cockpit that takes up more than half the deck space and can hold five or six adults comfortably; cockpit-led control lines; carbon-fiber spars; and a hydraulic headstay control. Below, Spartan accommodations include berths for four, an enclosed head, and a built-in cooler. With the look of a classic and the innovative design of a modern daysailer, the e33 is e Sailing Yachts intelligent, inspired, comprehensive attempt to capture the fun of performance sailing.

                                                ****

With 50 lofts in 30 countries, you might think that Robbie Doyle, founder and president of Doyle Sailmakers, would have more than enough to keep him busy. Nonetheless, hes leapt into boatbuilding. Partnered with designer Jeremy Wurmfeld, Doyle created the e33. One of the many attractive, expensive daysailers to hit the market recently, this 33-footer has minimal accommodations, a 16-foot cockpit, and a host of solutions and innovations.

Doyle remembers how the e33 came about: “Dirk Kneulman (Etchells builder and former world champion), Jeremy, and I were fantasizing about a boat that would be as much fun to sail as the Etchells without the bumps and bruises, a performance boat that could be sailed to the max with no hiking, a boat that gives you no excuse not to sail.” A college All-American (Harvard 1971), Doyle apprenticed with Ted Hood early in his career, spent significant time pursuing The America s Cup, then founded Doyle Sailmakers in 1982. “Much of my course work was in naval architecture at MIT,” he explained. That background, he asserts, not only taught him the basics of boat design, but influenced his approach to sails. Utilizing the principles of elliptical loading demonstrated in the famous Australian wing keel in 1983, Doyle became the first to apply the principle of Elliptical Aerodynamic Loading to sail shapes. The e33 thus grew out of Doyles racing experience, his feel for what sailors want, his understanding of technology, and his capacity for innovation (Stack Pack, Quicksilver reefing, etc.).

Wurmfeld was trained in conventional architecture. After a short time on the job, however, he bolted his desk to become a charter skipper in the Caribbean. After that, he came ashore to enroll in naval architecture at Westlawn Institute of Marine Technology. That degree led to a six-year stint at Sparkman & Stephens before he went out on his own in 2004. Wurmfeld also has raced Etchells on Long Island Sound for years.

Kneulman (Ontario Yachts), who builds Sonars as well as Etchells, decided not to build e33s, despite his involvement in the boats development. That led Doyle and company to Waterlines Systems of Portsmouth, R.I. Small but diversified, Waterlines has specialized in “one-design optimization” and also builds J-22s, J-24s, Farr 40s, and Mumm 30s under license. To date, the company has built more than 20 of the new boats.

The Etchells, a 30-foot, three-man keel racer introduced as a candidate for the Olympics in the mid 1960s, made a stellar starting point for the new design. Originally known as the e22 (for its waterline), the Etchells failed to be chosen for the Games despite dominating the selection trials. There are now more than 50 fleets around the world with more than 1,300 boats actively racing. Rock stars such as Dennis Conner, Jud Smith, and Dave Curtis as well as Kneulman and Doyle attest to the quality of Etchells competition. Called “eternally contemporary” and praised for tacking in 70-degrees and slipping effortlessly through the water, the boat has spawned more than its share of fanatics.

With a ballast/displacement ratio of 63 percent, Etchells are very stiff, Wurmfeld says. The e33s ballast/displacement number is 43 percent, so it, too, stands up well in a breeze. The boats narrow beam (8 feet, 6 inches) minimizes the effect of weight on the rail; the “no hiking” part of its personality is for real.

“We gave the e33 a proper bulb at the end of a 5-foot, 9-inch keel where its weight pays off,” Wurmfeld says.

Like many of the others vying for the “perfect daysailer” mantle, Doyles boat is better for being bigger. Top speed (projected at better than 10 knots) is unlocked by a generous, 27-foot waterline length. Large overhangs forward and aft help assure that its dry underway.

The biggest benefit of its bigness, though, is its huge cockpit. Deep enough to be supremely secure, it seems to go on forever. From transom to companionway, it offers uncompromised lounging, sailing, and elbow room.

The slender hull has V-sections forward of the keel for weatherliness and wave handling. Relatively slack bilges and an easy run of U-shaped sections aft strike a balance between minimizing parasitic drag and providing lift at high speed. Wurmfeld says the foils also reflect the tension between racing efficiency (deep/high-lift) and daysailing practicality (moderate draft/tracking).

One-design competition is always a possibility, but Performance Handicap Racing Fleet (PHRF) is the boats most-likely arena. It rates 90 with a cruising chute in New England and 103 without.

Reports from the field highlight the performance/comfort/control combination that makes the e33 fun to race. You don’t need a big crew, you can exercise your tactical talents to the max, and you give away nothing in boatspeed.

“Starting a new company, we had to beware being all things to all people,” Wurmfeld says. “But the look of the boat was critical. The relationships of masses, shapes, and angles needs to be pleasing to the eye. The counter and transom were my treatment, and Robbie had the last word on the bow angle.”

Like an Etchells, the e33 can be dry-sailed and trailered. At 5,800 pounds, its targeted for the 3-ton lifts at many yacht clubs. “You need a 300-horsepower tow vehicle,” Doyle says. “Strong points for a lifting bridle are built into the boat.”

We asked Doyle if there was a connection between the elliptical aerodynamic loading that he pioneered in the 1980s and the high-roach sailplan of the e33. “When I was building sails for Courageous back in 1977, we tried a high-roach main as an experiment. It became the only main we used that whole summer to win the Cup.”

The textbooks point out that induced drag is minimized by an elliptical (high roach) planform. That makes the ellipse or “Spitfire wing” shape the most efficient outline for a lifting surface, be it wing, keel, or sail. Certainly, sailboards and multihulls have gone heavily in the “fat-head” direction. With the advent of carbon-fiber spars (which Doyle labels “hard not to tune”), masts can now be made stiff enough to stand without a backstay. That, plus refinements in full-length batten technology let monohulls like the e33 benefit from elliptical mainsails and the efficiencies they bring.

“We resisted putting battens in our jib, but a (roller-reefable) triangle didnt give enough punch in light air,” Doyle says. Vertical battens (which make for a better-setting, more-versatile sail) let us add roach for more power.”

The e33s recessed furler with control line led to the helm affords a jib that is elegant and ergonomic as well as efficient.

“Because our sail area is more efficient, we need less of it,” says Doyle. “You can handle our jib without a winch. And our center of pressure is lower. That promotes stability. The J-100, for instance, has a mast thats 7 feet taller than ours.”

Crack off the main, and a lot of the boats sail area goes away. The sheet and traveler let you open (or close) the leech optimally via the top batten. Sails are cut full with easy-to-manage systems like the cunningham to flatten them in a breeze. If you are racing, the Sailtec hydraulic headstay assembly forms a single-point rig adjustment that you can massage puff-by-puff. If you are daysailing, you can set it and forget it.

]Not only does the deck take up half the boat, it is unbroken. More comfortable and less silly than the ubiquitous pushpit seats that adorn many of todays auxiliaries, the afterdeck affords room to read, snooze, or veg in security and comfort. If sunbathing were politically correct, you could do it there, too, all without interfering with the steering or working of the boat.

Just forward of the rudder post is a full-width traveler bar. Sited aft where toe-stubbing is no concern, its control lines are nonetheless convenient to the helm. A gracefully laminated gooseneck tiller sweeps from under the traveler forward to the helmsman.

In the center of the cockpit is a raised pod/footrest that houses mainsheet blocks and can accept a table. If you choose to have the available centerline winch, it goes there beneath the head of the tiller. The sturdy molding houses control lines (halyard, jib furler, spinnaker tackline, and self-tacking jibsheet, if you choose that option) and is low enough to be unobtrusive yet substantial enough for foot bracing. Another nice solution.

It doesn’t surprise us that a boat built by a sailmaker should emphasize sailhandling. The gross and fine-tune systems for the main are not afterthoughts. The big blocks have a home in the pod, and the little ones have been incorporated into the main (carbon-fiber) boom. Two-part control for the jib might have been cumbersome, but fairing the blocks for the fine-tuner into a cabintop channel makes the assembly look clean and work well.

Accommodations

Below, youll find “the bare necessities.” Bunks for a cozy family of four, an enclosed head, and cooler complete the list. No galley, no running water, no weight, no worries.

Doyle and his wife, Janet, took the boat on the Eastern Yacht Club cruise. In four nights and five days aboard, she enjoyed “a dry and comfortable cabin with spacious bunks … zero time over a hot stove … and having 18 aboard for cocktails in the cockpit.” Simplified, camping-out cruising has its charms. The e33 can easily provide them.

Performance

The boat has an auxiliary (a 14-horsepower Yanmar diesel with folding prop on a sail drive), but we doubt it will see much use. Open, narrow, light, and maneuverable, the e33 simplifies boathandling (under both sail and power) around docks, moorings, and marinas-an aspect of “performance” that is easily overlooked.

A 2:1 halyard and ball-bearing Ronstan cars for the battens took the strain out of raising the main. With the sail fully hoisted, the cunningham became our prime means of draft control.

The jibs conventional double-sheeting works so well that we wonder why anyone would choose the optional self-tacker. The standard 105-percent jib looks to us more hassle-free and foolproof than the self-tending alternative.

Falling off and running before a moderate souwester out of Marblehead, Mass., we noted how the jib settled into wing-and-wing untended and how comforting it was to have a clear field of vision over the bow. We sat at the rail, the seat, switched sides … there didnt seem to be a bad spot to steer from. There was nothing “corky” about the way it cut the water. There was little wobble as we surged along. Deep, narrow boats have a feel of their own.

Outside the harbor, we lost some of the breeze and picked up a bit of chop as we rounded onto the wind. This is where we expected her to be at her worst: light wind and waves. Did she have the raw sail power to punch through the slop?

With no trial horse in sight and drawing only on seat-of-the-pants approximation, we loosened the headstay and bagged the main a bit. Our acceleration improved as did our speedo numbers. While the e33 lacks the same “power reserve” you might expect from a boat with a taller rig and an overlapping headsail, its ultra-efficient rig and easily driven hull make it more competitive than you might think. An optional Code-O turbocharges the boat in light air.

On the way back to the mooring, the local “harbor hurricane” in the entrance channel bumped the breeze up into the teens. As advertised, an ease of the main and pump on the headstay had us driving through the puffs at better than 8 knots, no hiking necessary. Flat water showed her close-windedness off to advantage; tacking in less than 80 degrees was impressive.

Wending through the crowded mooring field, the e33 was balanced enough to let us bear away without spilling the main, responsive enough to carve tight turns. Several times, we approached from dead downwind and luffed around a moored boat or ball. The narrow hull carries the e33s weight for boatlengths at a time, the jib feathers harmlessly amidships. More than once, we drove to leeward around an obstacle despite a building puff … minimal helm, positive result!

Some critics called her “too much boat” for the average sailor. Others said that only top-notch pros like Doyle could get the most out of her. However, our time on the water convinced us that she is not only a legitimate “performance boat,” but that attaining that performance is sinfully easy.

Conclusions

On the printed page, the profile/sailplan of the e33 emphasizes the contrast between its modern-looking rig and its heritage hull. On the water, that mismatch is minimized to the point that we didnt find it to be a problem.

Though it doesn’t approach the “million dollar” pricetag of some of todays new daysailers, the e33 (with a base price of better than $150,000) is not cheap. But when it comes to quality items like the carbon mast and boom, you get what you pay for.

Indeed, the “trophy daysailer” market is rife with branding, image, and various forms of snob appeal. The e33, on the other hand, makes its pitch on practical grounds. As the marketing literature emphasizes, it is an intelligent, inspired, comprehensive attempt to capture the fun of performance sailing. Thanks to the talents and experience of Doyle and company, it succeeds admirably in doing just that.

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Fin Keel w/bulb

Specifications E33

2006 - 33.05 ft / 10.07 m - E Sailing Yachts(USA) - Parsak & Wurmfeld

E33 Sailboat Data

Hull Type: Fin Keel w/bulb Rigging Type: Fractional Sloop LOA: 33.05 ft / 10.07 m LWL: 27.08 ft / 8.25 m S.A. (reported): 530.00 ft² / 49.24 m² Beam: 8.75 ft / 2.67 m Displacement: 5,900.00 lb / 2,676 kg Ballast: 2,500.00 lb / 1,134 kg Max Draft: 5.75 ft / 1.75 m Construction: FG Ballast Type: Lead First Built: 2006 Builder: E Sailing Yachts(USA) Designer: Parsak & Wurmfeld

Information from  sailboatdata.com .

Type Engine: Diesel HP: 14 Fuel: 10 gals / 38 L Hull Speed: 6.97 kn

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Hunter e33: Best Compact Cruiser

• By Herb McCormick
• Updated: December 28, 2011

When choosing the winners each year in their respective classes, the Boat of the Year judges first assess which boats best meet the objectives and goals set forth and defined by their designers and manufacturers. Secondly, they look for good value. In this year’s overall fleet of contestants, the lone entry to come in at a price point under $120K was the Hunter e33. But that wasn’t by any means the sole reason our panel named the 33-footer as the Best Compact Cruiser, 30 to 35 Feet. No, the fact that Hunter nailed its mission statement is what truly separated the e33 from the pack.

“With this introductory cruiser, Hunter is trying to bring people up through its ranks and into cruising from trailer-sailers and smaller boats,” said Alvah Simon. “And the company has done that with a 33-footer that has quality and affordability but is still manageable and unintimidating. They know exactly who they’re appealing to, and to introduce them into the keelboat market, they understand that you can’t do that with boats that are hard to handle, with cranky helms and poor layouts.”

Other features caught Ed Sherman’s eye. “Hunter’s come a long way,” he said. “They work very hard to comply with A.B.Y.C. standards. Yes, they’re meeting a price point, and they do that very effectively, but they’re not compromising on very important systems and equipment. On top of that, I really enjoyed sailing the boat, and I love the articulating-transom concept, which I see as a real asset when moored or anchored and you’re moving on and off the boat on a regular basis.”

While Sherman focused on individual assets, Beth Leonard viewed the boat through a wider lens. “I’m sort of amazed at what they accomplished in this size range,” she said. “Here’s a 33-foot boat that has two cabins, a workable navigation station, a spacious galley, and a real saloon table. Ten or 20 years ago, you had to give up something in a boat this length. And there were other little details that they really thought through and got right that you probably won’t even notice until you’re using them all the time and realizing how valuable they are. ”

No, the Hunter e33 wasn’t the biggest boat in its division. But good things often come in small packages.

View more photos of the Hunter e33 here .

Winning Details -The e33 squarely meets its mission statement as an “affordable, introductory family coastal cruiser.”

-Judges noted tremendous attention to detail in hardware selection and A.B.Y.C. standards compliance.

-Smart and effective layouts grace the cockpit, the side decks, and the interior space.

• More: Boat of the Year , hunter marine , keelboat , monohull , Sailboats
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The Hunter 33 Sailboat Specs & Key Performance Indicators

The Hunter 33 is a popular American sailboat that was designed by John Cherubini and first built in 1977 by Hunter Marine. It has a masthead sloop rig, a fixed fin keel, an inboard motor, and is known for its spacious interior, easy handling and good performance.

The boat has undergone several revisions and updates over the years, and has been compared to other sailboats in its class such as the Catalina 34, the Beneteau Oceanis 331, and the Tartan 3400.

Published Specification for the Hunter 33

Underwater Profile:  Fin with bulb keel and Spade Rudder

Hull Material : GRP (Fibreglass)

Length Overall : 33'6" (10.21m)

Waterline Length : 29'5" (8.97m)

Beam : 11'8" (3.51m)

Draft : 5'6" (1.7m) * 

Rig Type :  B&R

Displacement : 12,400lb (5,625kg)

Designer :  Hunter Marine

Builder :  Hunter Marine (USA)

Year First Built : 2012

* Shoal Draft version:  4'6" (1.4m)

Published Design Ratios for the Hunter 33

1. Sail Area/Displacement Ratio:  18.7

• Less than 16 would be considered under-powered;
• 16 to 20 would indicate reasonably good performance;
• Over 20 suggests relatively high performance.

2. Ballast/Displacement Ratio:  27.9

• Under 40: less stiff, less powerful
• Over 40: stiffer, more powerful

3. Displacement/Length Ratio:  217

• Under 100: Ultralight
• 100 to 200: Light
• 200 to 275: Moderate
• 275 to 350: Heavy
• Over 350: Ultraheavy

4. Comfort Ratio:  24.2

• Under 20 indicates a lightweight racing boat
• 20 to 30 indicates a coastal cruiser
• 30 to 40 indicates a moderate offshore cruising boat
• 40 to 50 indicates a heavy offshore boat
• Over 50 indicates an extremely heavy offshore boat

5. Capsize Screening Formula:   2.0

• Under 2.0 (the lower the better): Better suited for ocean passages
• Over 2.0: Less suited for ocean passages

read more about these all-revealing numbers...

A Few FAQs...

Is the Hunter 33 still in production and, if not, when did production end and how many of these sailboats were built?

• The original Hunter 33 was produced from 1977 to 1984 by Hunter Marine in Alachua, Florida. A total of 1,124 hulls were built during this period.
• The second generation Hunter 33 was introduced in 2005 as an updated version of the previous model with some design changes and improvements. It was produced until 2011 by Hunter Marine in Alachua, Florida. A total of 623 hulls were built during this period.
• The third generation Hunter 33 was launched in 2012 as a completely new design with a different hull shape, deck plan, rig configuration, interior layout, and features. It was produced until 2016 by Marlow-Hunter (formerly Hunter Marine) in Alachua, Florida.
• The current generation Hunter E33 (also known as Marlow-Hunter E33) was introduced in 2017 as an electric hybrid version of the previous model with an Elco electric motor instead of a diesel engine. It is still in production by Marlow-Hunter in Alachua, Florida.

What, if any, alternative versions of the Hunter 33 were built and what are the differences between them?

The original Hunter 33:

• was offered with two keel options - a standard fin keel with a draft of 5.25 feet, and a shoal draft keel with a draft of 4.0 feet.
• had a masthead sloop rig with a single spreader and no backstay.
• had a traditional transom with a small swim platform and ladder.
• had an interior layout that featured a V-berth forward, a head to port, a hanging locker to starboard, a U-shaped dinette to port, a settee to starboard, an L-shaped galley to port, and a quarter berth to starboard.

The second-generation Hunter 33:

• was also offered with two keel options - a standard fin keel with a draft of 4.5 feet, and a shoal draft wing keel with a draft of 4.0 feet.
• had a fractional sloop rig with a single spreader and no backstay, but with swept-back spreaders and shrouds that provided more support for the mast.
•  had a reverse transom with a larger swim platform and ladder.
• had an interior layout that featured a V-berth forward, a head to starboard, a hanging locker to port, a U-shaped dinette to starboard, a settee to port, an L-shaped galley to starboard, and an aft cabin to port.

The third-generation Hunter 33:

• was only offered with one keel option - a fin keel with a draft of 4.5 feet.
• had a fractional sloop rig with a double spreader and no backstay, but with swept-back spreaders and shrouds that provided even more support for the mast.
• had a raised reverse transom with an even larger swim platform and ladder, as well as an arch that supported the mainsheet traveler and the optional bimini and dodger.
• had an interior layout that featured an island berth forward, a head to port, a hanging locker to starboard, an L-shaped dinette to port, two seats and a table to starboard, an L-shaped galley to port, and an aft cabin to starboard.

The current generation Hunter E33:

• has the same transom as the third-generation Hunter 33.
• has the same rig as the third-generation Hunter 33.
• has the same interior layout as the third-generation Hunter 33.
• is also only offered with one keel option - a fin keel with a draft of 4.5 feet.

How many people can sleep on board a Hunter 33?

• The original Hunter 33 could sleep up to five people: two in the V-berth, two in the dinette (converted into a double berth), and one in the quarter berth.
• The second-generation Hunter 33 could sleep up to six people: two in the V-berth, two in the dinette (converted into a double berth), two in the aft cabin (in either one double berth or two single berths).
• The third-generation Hunter 33 could sleep up to six people: two in the island berth forward, two in the dinette (converted into a double berth), two in the aft cabin (in one double berth).
• The current generation Hunter E33 can sleep up to six people: two in the island berth forward, two in the dinette (converted into a double berth), two in the aft cabin (in one double berth).

What is the history of the builders of the Hunter 33 and is the company still in business?

The builders of the Hunter 33 are Hunter Marine, which was founded in 1973 by Warren Luhrs, a successful sailboat racer who wanted to create affordable and high-quality sailboats for the mass market. The company started with a 25-foot boat called the Hunter 25, which was an instant success and sold over 2,000 units in its first year. The company then expanded its product line to include various models ranging from 15 to 50 feet in length.

The Hunter 33 was one of the most popular models, selling over 1,700 units in its first generation alone. The company also pioneered some innovative features such as the B&R rig (a fractional sloop rig with no backstay), the arch (a stainless steel structure that supports the mainsheet traveler and other accessories), and the electric hybrid propulsion system.

The company is still in business today, but under a different name and ownership. In 2012, Hunter Marine was acquired by David Marlow, a veteran boat builder who also owns Marlow Yachts, a luxury powerboat manufacturer.

The new company was renamed Marlow-Hunter and continued to produce sailboats under the Hunter brand name, as well as introducing new models under the Marlow brand name. The current product line includes sailboats from 15 to 50 feet in length, as well as powerboats from 37 to 97 feet in length.

What is the average cost of a secondhand Hunter 33?

The average cost of a secondhand Hunter 33 depends on the condition, age, equipment, and location of the boat. According to some online sources, the average cost of a secondhand Hunter 33 ranges from $20,000 to $150,000, depending on the generation and model year of the boat. For example, a 1980 original Hunter 33 in fair condition may cost around $20,000, while a 2016 third-generation Hunter 33 in excellent condition may cost around $150,000.

How does the Hunter 33 compare to other sailboats in its class?

The Hunter 33 is comparable to other sailboats in its class, such as the Catalina 34, the Beneteau Oceanis 331, and the Tartan 3400. These boats are all similar in size, design, and performance, but have some differences in features, quality, and price. Some of the comparisons are:

• The Catalina 34 is slightly larger than the Hunter 33, with a length of 34.5 feet and a beam of 11.75 feet. It has a masthead sloop rig with a single spreader and a backstay, and a fin or wing keel with a draft of either 5.67 or 3.83 feet. It has an interior layout that features a V-berth forward, a head to port, a hanging locker to starboard, a U-shaped dinette to starboard, a settee to port, an L-shaped galley to port, and an aft cabin to starboard. It has a traditional transom with a small swim platform and ladder. It was produced from 1986 to 1999 by Catalina Yachts in Woodland Hills, California. A total of 1,438 hulls were built during this period. The Catalina 34 is known for its spacious interior, solid construction, and good performance. It is also more affordable than the Hunter 33, with an average cost of around $40,000 for a secondhand boat.
• The Beneteau Oceanis 331 is slightly smaller than the Hunter 33, with a length of 33.1 feet and a beam of 11.3 feet. It has a fractional sloop rig with a single spreader and no backstay, but with swept-back spreaders and shrouds that provide more support for the mast. It has a fin or bulb keel with a draft of either 5.58 or 4.25 feet. It has an interior layout that features an island berth forward or two single berths forward (depending on the version), a head to starboard or port (depending on the version), a hanging locker to port or starboard (depending on the version), an L-shaped dinette to starboard or port (depending on the version), two seats and a table to port or starboard (depending on the version), an L-shaped galley to starboard or port (depending on the version), and an aft cabin to port or starboard (depending on the version). It has a reverse transom with a large swim platform and ladder. It was produced from 1999 to 2006 by Beneteau in France and South Carolina. The Beneteau Oceanis 331 is known for its modern design, versatile layout, and good performance. It is also more expensive than the Hunter 33, with an average cost of around $60,000 for a secondhand boat.
• The Tartan 3400 is slightly larger than the Hunter 33, with a length of 34.4 feet and a beam of 11.25 feet. It has a fractional sloop rig with a double spreader and a backstay, and a fin or beavertail keel with a draft of either 6.5 or 4.75 feet. It has an interior layout that features a V-berth forward, a head to port, a hanging locker to starboard, an L-shaped dinette to port, two seats and a table to starboard, an L-shaped galley to port, and an aft cabin to starboard. It has a traditional transom with a small swim platform and ladder. It was produced from 2005 to present by Tartan Yachts in Fairport Harbor, Ohio. The Tartan 3400 is known for its classic style, high quality, and excellent performance. It is also more premium than the Hunter 33, with an average cost of around $120,000 for a secondhand boat.

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

Other sailboats in the Hunter range include:

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Hunter E33 - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for Hunter E33 sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

Sailboat Data directory for over 8,000 sailboat designs and manufacturers. Direct access to halyards lengths, recommended sail areas, mainsail cover styles, standing rigging fittings, and lots more for all cruising and racing sailboats.

MAURIPRO Sailing offers a full range of sailboat and sailing information to help you find the correct sailboat part, one that properly would fit your sailboat and sailing style. Our sailor's and sailboat owner support team are ready to talk with you about your specific sailing needs, coming regatta, or next sailing adventure.

From all at MAURIPRO, let's Go Sailing!

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• SPECIFICATIONS

The e33 has had a continuous evolution since inception, always keeping in our minds ease of use, excellent performance and elegant look. The e33 LM is the wood/glass hybrid version, perfect for a discerning customer who wants the performance of the original e33 but with the elegant look and feel of a wooden boat. With top engineering coupled with our world-class composites team, the e33 LM joins a new generation of truly elegant performance boats that are just as accomplished on the race course as they are on a relaxing day sail.

Lyman-Morse is now the exclusive builder of e33 yachts, and our crew has increased efficiency — and improved performance and comfort — tremendously since we started building this line back in 2010. We are able to put a new boat on the water quickly, whether it’s a stripped-down racing machine or, as with our 2014 e33 Flash, a heavily customized and comfortable racer-cruiser. Hull construction can be done in FRP or a composite of western red cedar and 6-ounce fiberglass. Our team has refined every aspect of the e33, with a better hatch system, cleaner mast and easier roller furling system, and a self-tacking jib system that lets you and your guests enjoy life in the e33’s massive 16′ cockpit.

The e33 is a great example of the semi-custom builds that Lyman-Morse has become known for over the past 40 years, and we look forward to getting many more of these out on the water. Contact Eric Roos ([email protected]) if you want the next one to be yours.

Specifications

• fuel capacity 13 gals.
• water capacity 17 gals.
• designed by Persak & Wurmfeld
• builder Lyman-Morse Boatbuilding
• model e33 LM

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• Sailboat Guide

2013 Hunter e33

• Description

Seller's Description

Yanmar 29hp Engine - 710hrs - Full Enclosure - Furling Mainsail - Furling Jib - Drop Transom - Highfield Dinghy - 2.5hp Suzuki - Autopilot - GPS - SLIP INCLUDED**

Introduced in 2012, the Hunter e33 used the same hull and rig as the 33Mk II, introduced in 2004, but with a larger cockpit, the deck layout was changed plus a swim platform was added. The result was a dramatically more comfortable cockpit, with a more versatile configuration on deck.

Below, the e33 offers warm, wood finishes and an unexpected amount of room for a 33 footer. As you enter the salon from the companionway you’ll find a spacious and well laid out galley to port, with sink, microwave, refrigerator with freezer, and stove with oven. Plenty of counterspace and storage space make meal prep and cleanup quick and easy.

To starboard you’ll find the large head area. forward of the galley is the dinette, with wrap around seating and fold up table. Seating is ample for a good sized gathering of friends or family. A bulkhead mounted flat screen TV compliments to room. The forward stateroom has a large double berth, with the spacious aft cabin providing a surprisingly large sleeping area for another 2 people. The e33 is powered by a 29hp Yanmar diesel engine.

Overall, this very clean 33 foot cruiser has a very room feel, with warm quality finishes. Heat and air provide comfort in any conditions.

Additional Items INCLUDED: Brand New 2022 Highfield Dinghy Brand New 2022 Suzuki 2.5hp Engine Slip at Beacon Bay Marina for remainder of 2023 season

Equipment: Dimensions: Length Overall: 33.5ft Max Draft: 4.5ft Beam: 11.5ft

Tanks: Fresh Water Tank: 50 Gal Fuel Tank: 25 Gal Holding Tank: 15 Gal

Accommodations: Single Berths: 1 Double Berths: 3 Cabins: 2 Heads: 1

Engine: Engine Make: Yanmar Engine Year: 2013 Total Power: 29hp Hours: 710hrs Engine Type: Inboard Drive Type: Sail Drive Fuel Type: Diesel Propeller Type: 2 Blade Propeller Material: Bronze

Additional Details: NEW* Raymarine I60 (Wind System w/ Masthead Transducer) (2023) NEW* Dinckinson BBQ w/ Pedestal Mount (2023) NEW* Custom Swim Ladder (2023) NEW* USB port at helm (2023) NEW* Sail Drive outer gasket (2023) Custom Winter Cover with frame Air conditioning / Heater 4 Batteries (1 start/3 house) 210w Solar panel w/ Inverter Auto-pilot In-mast Furling Main Furling Jib Asymmetrical spinnaker Electric anchor windlass, 120’ of chain Folding wheel Fridge Freezer Bimini, Dodger Electric Head - Motor/pump/ Gasket changed 2021 Raymarine Depth / speed Garmin GPS chart plotter VHF extension at helm Swim Platform 6 post Cradle for storage Sails - Cleaned and Inspected 2022 with new Sail bags.

Disclaimer The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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)

Draft – Shoal: 4.5’/1.37 m Ballast – Shoal: 3,579 lb/1,623 kg Mast Height – Furling: 51.92’/15.80 m Sail Area – Actual (Furling):542 sq ft/50.4 sq m P – Furling: 41’/12.51 m E – Furling: 14.58’/4.45 m Holding Tank Capacity: 15 gal/57 L Inboard Engine – Optional 29 HP

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

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Five Ways Buying and Selling a House Could Change

The National Association of Realtors has agreed to change its policies to settle several lawsuits brought by home sellers — a move that could reduce commissions.

By Rukmini Callimachi and Debra Kamin

A settlement reached this week threatens to strike a blow to an established standard of residential real estate: the 6 percent sales commission. It also will change who pays it. The deal, reached after a yearslong court battle initially brought by a group of home sellers in Missouri, calls for the powerful National Association of Realtors, which has long regulated the way U.S. homes are sold, to amend its rules on how Realtors for sellers and buyers are compensated.

In most real estate transactions in the United States, both the seller and buyer have an agent representing them. For decades, there’s been a standard for paying these agents: a commission of between 5 and 6 percent of the home’s sale price, covered by the seller and split between the two agents.

Commission rates are significantly lower in many other countries. In Britain, they are just above 1 percent, while in Singapore, the Netherlands and Denmark, they hover between 2 and 3 percent, according to a study by the investment firm Keefe, Bruyette & Woods. The homeowners who sued in federal court in Missouri said that N.A.R., through its rules on agent compensation, conspired to artificially inflate the commissions paid to real estate agents.

Now those rules are set to change as early as July, pending court approval of the settlement that includes N.A.R.’s agreement to pay $418 million in damages .

There could be more room for negotiation.

Real estate agents argue that commissions have long been negotiable, and the standard 5 to 6 percent is practice rather than precept.

But an N.A.R. rule that required seller agents to clearly advertise compensation to buyers’ agents — effectively setting compensation for the buyer’s agent — stifled competition, the lawsuits argued. It also led to a practice called “steering,” in which buyer agents direct their clients to more expensive homes where the agents stand to earn a larger commission.

Under the terms of the settlement, listing agents will no longer be able to advertise commission rates to buyers’ agents on most of the databases where homes are listed for sale.

That will allow for more negotiation.

When Joanne Y. Cleaver decided to sell her five-bedroom home in Mint Hill, N.C., a suburb of Charlotte, in December, she knew a settlement was probably in the pipeline. Ms. Cleaver, a former real estate editor of the Milwaukee Journal Sentinel, interviewed several agents to see if she could get them to reduce their fee, and succeeded in getting her own agent to drop the fee from 2.5 to 1.5 percent. But the process ground to a halt when she tried to get the commission paid to the buyer’s agent reduced from 2.5 to 2 percent.

Agent after agent told her that if the percentage were reduced, buyers’ agents would steer their clients away from her home. “They laughed at me,” said Ms. Cleaver, who published the Kindle book “Negotiate Real Estate Commissions and Keep More Money!” and began a Facebook group where buyers and sellers can swap negotiation tactics.

Buyers would be expected to pay their own agents.

At the heart of the proposed rule changes is commission “decoupling” — buyers and sellers would now each be responsible for paying their own agents rather than making sellers cover fees for both.

For buyers, especially those already struggling to amass a down payment for a home, this could sting.

“Most entry and lower end buyers BARELY can come up with 3 percent down,” one broker, Stephen O’Hara, chief executive of Common Ground Properties in Rancho Santa Margarita, California, wrote on a Facebook discussion thread. “They don’t have enough money for a can of paint, much less a $20k Commission.”

The good news is that those commissions may go down. Most buyer agents currently earn 2.5 to 3 percent on a home sale (half of the standard 6 percent commission). An overhaul of the system could spark more competition, with agents offering lower rates, said Ryan Tomasello, the managing director of Keefe, Bruyette & Woods, an investment banking firm and the author of a 77-page study of the impact of the changes on commissions.

Mr. Tomasello’s research predicts that commissions may fall by as much as 2 percent of the purchase price — mostly from the buyer’s side, he said. At the same time, he doesn’t believe that home prices will be affected. “We think ultimately that this will reduce commissions in aggregate and therefore the friction costs of one of life’s biggest transactions,” he said.

Buyers also are now more likely to be offered a written agreement with their agent, just like sellers.

Commissions could become more transparent.

Despite N.A.R. guidance against the practice, many buyer agents advertise their services as free. But in real estate and in life, nothing comes free — many home buyers simply weren’t aware that the fee for their agents was covered by the seller.

Sellers were often unaware, too. A recent survey of 1,000 Americans found that 42 percent of home sellers didn’t know that they were expected to pay the commission for the buyer’s agent. The five home sellers in Missouri who brought the lawsuit against N.A.R. had the same grievance.

“Today’s consumers view the present commission system as confusing and unfair, which has made it difficult for many to trust their real estate agent,” Luke Babich, the co-founder of the real estate education platform Clever Real Estate, which conducted the poll, wrote in a blog post.

One potential upshot of the deal is that home buyers will become more aware of the process, and of the mechanism through which the agent representing them is paid.

Some buyers could opt to go it alone.

Today, 85 to 90 percent of home buyers use an agent who exclusively represents them while shopping for a home, according to Keefe, Bruyette & Woods. Faced with the prospect of footing the bill for their own agents, some buyers — already relying on sites like Zillow and Redfin to search for listings on their own — may now opt to eschew a buyer’s agent entirely.

But buyer beware: Agents caution that those who go it alone are more likely to fall victim to fraud or misunderstand the process.

Even agents who aren’t members of N.A.R. may be affected.

In most cities, access to the databases where homes are listed for sale, called multiple listing services, is restricted to dues-paying N.A.R. members, which has helped cement the organization’s influence. But this is not the case in every city, including New York, where many agents carry membership only with the Real Estate Board of New York, known as REBNY, the local real estate trade association.

Some major brokerages have already offered their agents an exit ramp from N.A.R. As lawsuits against the organization piled up last year, several real estate companies, including Re/Max and Redfin , did away with a requirement that their agents hold N.A.R. membership.

In New York City, where most agents aren’t members of N.A.R., the settlement won’t directly affect most buyers and sellers. Not yet anyway: The changes are expected to ripple through the entire industry. In January, REBNY outlined new rules allowing buyers’ brokers to reject a seller’s offer of commission and negotiate the fee directly from the buyer.

An earlier version of this article inaccurately described research by Keefe, Bruyette & Woods. It predicts that commissions may fall by as much as 2 percent of a home’s sale price, not by as much as 2 percent.

How we handle corrections

Rukmini Callimachi is a three-time Pulitzer Prize finalist. Before joining The Times in 2014, she spent seven years as a correspondent and bureau chief reporting from Africa for The Associated Press. More about Rukmini Callimachi

Debra Kamin reports on real estate, covering what it means to buy, sell and own a home in America today. More about Debra Kamin