s2 30 sailboat

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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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The biggest of the S2 series was offered in two layouts. The center-cockpit version is a bit ungainly looking, but offers a lot below, and like her sister is well-built. Both versions have held their value.

Leon Slikkers is a boatbuilding legend. Chris Scott, who has worked with him for over three decades, knows the story well:

“Leon grew up on a farm in Michigan. I doubt he ever saw the ocean. What stood out then, as it does now, was his craftsmanship and ingenuity. For instance, he made his own tractor from used car parts. After the war he left the farm and went to work for Chris Craft [in Holland, Michigan]. He had a good job running the shop that made hard tops, but , even with a mortage and a young family to feed, he decided to go out on his own. ‘I can build a better boat.’

“He began in his garage, building 15- and 17-foot runabouts. From there he grew Slickcraft until AMF came and bought it  in the early ’70s. The sale included a non-competition agreement for five years.

“Slikkers couldn’t sit on his money, though, so in 1973 he started S2 to build sailboats. Building on the niche that he’d established in powerboats, his original aim was a series of ‘well-detailed, nicely built, high-quality trailerables.'”

Along with the differences between sail and power, Slikkers ran into the problems of pushing premium products in a price-competitive arena. “And those early boats weren’t wonderful,” Scott says. “The joke was that S2 stood for “slowly sideways. They weren’t very salty looking, either.”

Slikkers, however, was a quick study. By the late ’70s the company had developed a full series of cruising auxiliaries. The new boats continued the Slikkers attention to detail and solid craftsmanship. Sailing performance and styling were improved, and the second wave of S2 sailboats helped people forget the ugly ducklings.

The Slikkers story continued. The “third wave” was a successful foray into high-performance boats, with the Graham & Schlagater-designed Grand Slam series—7.9 meter, 9.3, and 10.1. (The 7.9 was twice MORC National champion.) Then, in the early ’80s, Slikkers read the shrinking sailboat market and returned to building powerboats—this time the Tiara series. He retooled twice for limited orders from established sailboat classes (a fleet of 7.9s was wiped out in a hurricane, for instance) but abandoned sailboats for good in 1986.

Tiara (along with its companion line, Pursuit) still thrives. From Holland the company has grown to encompass plants in Florida and North Carolina. Leon’s sons, David and Bob, are at the helm, but Leon continues to maintain an office in the Holland plant and is “more active than you can imagine,” says Scott. Along the way he managed to acquire the assets of his original Slickcraft company at a fraction of the price that he was originally paid for it.

Introduced in 1977, the S2 11.0 reflects the maverick disposition of her makers, the quest for a better mousetrap, and the market savvy of a successful entrepreneur. She was built in both aft and center cockpit versions (roughly 160 of each type were sold). She has weathered the intervening quarter century well. The owners we queried were universally upbeat about her durability and sailing ease.

Design Often credited to the “S2 Design Team,” the 11.0 was actually designed by Arthur Edmunds. A veteran of the sailboat projects initiated by Chris Craft in the late ’60s (Commanche, Apache, et al), Edmunds was called upon by Slikkers to draft the lines for his cruisers. Largest of the bunch, the 11-meter was to combine modern sailing performance, an attractive layout, contemporary styling, and meticulous construction. Says Scott, “Leon left Arthur’s lines alone below the water, but the ‘team’ concept came from the fact that he had tremendous influence on everything else.”

Perhaps the best way to describe the 11.0’s sailing characteristics is “straight down the middle.” In an era when IOR bulges and bumps were visible even on cruising boats, Edmunds opted instead, in almost all cases, for “the mean.” Her 11′ 11″ beam is substantial, but it’s regular and fairs nicely into waterlines that give her a symmetrical “footprint” or waterplane, meaning that as she heels, her shape in the water is only minimally distorted. This is one of the sources of her light, mannerly helm.

She has the sailplan proportions of her day—masthead rig, small main, overlarge foretriangle. Modern cruisers have come to appreciate larger, controllable mainsails and smaller, more easily handled headsails, but that’s not a combination you’ll easily find in boats of her vintage.

It’s hard to recall that there was a day when all sailing controls weren’t led to the cockpit, but the 11-meter was a pioneer in that regard.

The boat has a longish fin keel that strikes a balance between the deeper, thinner foils of today and the full-length keels they’ve evolved from. In order to encapsulate the considerable (6,000-pound) ballast, however, Edmunds was forced to make the keel very thick in section. In addition to adding to parasitic drag the thick keel produces less lift than might a modern NACA-inspired or suitably engineered foil. This all tends to decree middle-of-the-pack performance, especially upwind.

Her rudder is lower in aspect ratio than those that have followed, and it is supported by a vestigal skeg. Both of these factors reduce turning efficiency, but cruisers get some compensating confidence from the protection afforded by the skeg.

Contemporary cruising boats tend to have longer waterlines and stems that are more nearly plumb than the 11-meter. There’s good reason that boats have evolved toward longer waterlines, narrower entries, and flatter waterplanes—they go faster. But yesterday’s cruisers, even yesterday’s “modern” boats like the S2, offer some compensations. Certainly the foredeck on the 11.0 is kept relatively dry by her marked overhang forward. Certainly her look is more balanced and graceful due to her overhangs fore and aft. Her reverse transom works nicely with the rising line of her overhanging counter to form one of the aesthetic achievements of the boat.

In profile we can’t help but wince a bit at her oversized windows. While they certainly make the interior brighter and more habitable, they involve three jumbo-sized cutouts in the cabin trunk—big enough to pose a risk, in our view, in breaking seas. The rest of her styling elements—the marriage between a relatively straight sheerline and a slightly forward-leaning housetop, the stem and stern angles—all work together well.

When Slikkers introduced the 11- meter, the most popular auxiliary in the world over 30 feet was Morgan’s Out Island 41, which at that time was  closing in on 500 sold. Morgan attempted to capitalize on this acceptance with a smaller boat, a 36-footer built around the same open feel, the same center cockpit convenience and aft cabin privacy that made the 41 so popular. Despite being built on the hull of a racing design and being able to sail circles around its larger Out Island cousin, the Out Island 36 didn’t come close to matching the 41’s popularity. Neither did the Out Island 33.

Is a 36-footer too small to be a good aft-cabin cruiser? Not if you’re willing to separate appearance from effectiveness. The center cockpit version of the 11.0 has a very workable layout. Passage fore and aft can be accomplished either through a passageway (with galley ranged outboard) to port or a double-doored head (to starboard). The galley is close to the companionway and in the pitching center of the boat—good for ventilation, communication, and comfort. The saloon is pinched a bit by being shoved forward, but it works. We think it would work even better if the space devoted to a navigator’s electronic center had been minimized to achieve a bit more elbow room.)

Take a look at the two versions in profile, however, and you might have second thoughts. While the aft cockpit 11.0 has a comforting familiarity, the aesthetic adjustments called for to accommodate to the tall and bulging center cockpit boat are major. And, perched way atop the thing at the wheel, how protected, comfortable, and at ease will you feel? We sailed the aft cockpit model, so this is just speculation. Suffice it to say that, in return for the privacy of well-separated cabins and the convenience of sailing the boat from the middle, there are some prices to be paid.

Construction The mid-sized sampling of owners who weighed in on the 11.0 made her durability and sound construction their central theme. Said one owner of  a center cockpit boat,  “On the trip from San Diego to Hawaii we had several days of 12- to 18-foot seas and winds up to 55 knots. The boat handled everything with no problems. We felt very safe.”

Most rate the boat’s strength, quality, and equipment as well above average. “A lot of that,” says Scott, “is the integral keel. Molding the whole boat instead of bolting the keel onto it makes it much stronger.”

The hull is solid fiberglass. The deck is cored with end-grain balsa in the way of the walkways. During the production run of the 11-meter, blisters popped their ugly heads onto the marine scene. Says Scott, “We did a lot of research right away. We had been using vinylster resin from the start. What we wound up doing was replacing the exterior layer of cloth with chopped matt to eliminate the problems caused, we felt, by the binder in the cloth. Up to that point we’d always thought the chopper gun was a quick and dirty tool that we’d never use. We were among the first in the industry to come up with a five-year anti-blister warranty in 1984.” 

Just a single owner in our sample reported blistering. His, he said, “are widely spaced and have shown no change since 1983.”

S2’s hull-deck joint is simple, well-engineered, and has held up well: The hull molding has an inward-turning flange, onto which the deck molding is dropped. The joint is bedded in a flexible sealant, and through- bolted on six-inch centers by bolts passing vertically through the entire height of the slotted aluminum toerail. The joint is also through-bolted across the stem. Deck leaks seem not to be a problem.

The chainplates, however, have been a source of aggravation to several owners. One claims that they must be rebedded every season in order to keep them watertight.

Slikkers designed and made the hatches for the 11.0, rather than buying them from a vendor. From molding the surrounding lip into the deck tooling, to shaping the Lexan, to sizing and making the gasket, developing the sealant, and cutting the teak non-skid strips that guard it, the entire operation was done in-house. “Gelcoat was the premium available,” says Scott. “Our factory was one of the first to be climate-controlled. We pioneered the practice of building the boats in the molds so that they’d have maximum support.”

The 11-meter boats were sold with a variety of engines, including Universal, Volvo, and Yanmar. We saw no engine complaints, with the exception of one Volvo MD 17C (with saildrive) that had problems with overheating until a separate through-hull was installed for raw water intake.

S2s were priced above the market average, but lots of sailors were willing to pay for what they delivered. Praise is not unanimous, however.  Though no one has reported structural problems, one sailor sees the wooden mast step and relative “lack of structural support for the keel-stepped mast” as a potential problem. The recessed grab rail atop the cabin house is also, we noticed, the sort of “finger breaker” design that is neither accessible nor hefty enough to be a useful handhold in a time of genuine need.

Performance The 11.0 displaces 15,000 pounds. That means that she doesn’t get thrown around by the waves. It also means that it takes a lot to get her going. You can make the case that weight and momentum are advantages in a seaway, but our experience, and the evolution of modern cruising design, suggests that the less weight for a given sail power, the more efficient (and certainly the more sprightly) the sailboat. The trend over the quarter century since the 11.0 was designed has been toward lighter and lighter cruisers, and there are few sailors today who feel that adding pounds adds to sailing performance.

The 11.0’s sail area/displacement ratio of 17.2 is moderate, but it’s up against a displacement/length ratio of nearly 300. She has more wetted surface (by something approaching 25 percent) than a typical modern cruiser might. She is, in short, no speed demon. The lighter the breeze and the closer into it the course, the more she tends to suffer for the design trends of her era.

Due to her stability, predictable handling, and ease of maneuvering, though, she can be fun and forgiving to sail. She’s quite stiff, despite the fact that she derives relatively little form stability from her slack-bilged hull. Her T-shaped cockpit, an innovation in its day, limits the size of the wheel (36-inch) so that steering from the rail isn’t comfortable or efficient. The cockpit is not as deep nor the coamings as high as we would like to see on a boat that ventures offshore. The cockpit locker, on the other hand, is big enough to afford access to the port side of the engine, as well as space for generator, watermaker, and plenty of stowage. Furthermore, it’s compartmentalized intelligently.

Accommodations From its oversized (6′ 5″ x 6′ 4″) forward berth to its generous (6′ 5″ x 3′ 9″) quarter berth aft, the S2’s interior is more than a little accommodating. Throw in places to sleep for three more and she truly fulfills the “boat with beds” ideal that was the controlling interior principle in the ’70s and ’80s. But she’s more than a bunkhouse. Her galley, wrapped around a “serve-through counter,” was ahead of its time in terms of function, elbow room, clever use of space, and integration with the rest of the interior.

Using the quarterberth as a seat for the nav table is an acceptable accommodation in a boat this small. A surprisingly large hanging locker, well-finished drawers, and a jumbo head with shower are among the other details that have make the boat livable.

Whether the center-cockpit version “succeeds” in your eyes depends upon the priority you put on sociability belowdecks. The necessary functions—cooking, sleeping, and head-going—receive more space and attention in the twin-cabin set-up. The saloon is nudged forward and made “cozier” in the process—not necessarily a bad thing.

Having separate cabins is a boon for couples that cruise together. If that’s what’s on your mind, the 11.0 offers a boat that’s sized and priced to make double-cabin sailing a reality. One owner, who is 6′ 5″, reports that “I not only have room to stand up and lie down, but in weeks at a time of cruising I’ve never gotten that ‘closed in’ feeling.”

Conclusions Most owners rated the 11-meter’s original equipment as good to adequate. One said, however, “make sure that primary and halyard winches are big enough. My boat had Lewmars that were very undersized. I’ve moved to #43 (primary) and #42 (halyard) respectively.” Another wrote, “The original refrigeration wasn’t adequate for living aboard. We replaced it with Adler Barbour 20 years ago and it’s still going strong.”

Superior gelcoat quality is part of the S2 reputation. Most owners are pleased with the way theirs have held up over the years. While the boats were never built with an epoxy or any other form of barrier coat, the research that Slikkers and company did in the ’80s, and the use of vinylester resin, seems to have yielded hulls that have resisted blistering well.

The boats that Slikkers built, both aft and center cockpit,  are cruisable in the extreme when it comes to accommodation and capability. The more you demand from them in terms of sailing sizzle, the more their slips show, but considering the high level of construction in the hull, deck, and cabinetry, the generally good standard equipment list, and the thoughtful design details throughout, it’s easy enough to see why these boats have held their value over the years. According to the BUC Used Boat Price Guide, a 1981 model S2 11.0 (in both center- and aft-cockpit versions) has a retail value range today between $48,000 and $52,000 (Northeast and Mid-Atlantic region).

There’s a good deal of information on S2 boats on the Web. In particular check the pages at www.angelfire.com/mi/loosecruise/S2/index.html .

Contact – Tiara Yachts, 725 E. 40th St., Holland MI, 49423; 616/392-7163; www.tiarayachts.com .

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I bought an S2 11.0A (36′ aft cockpit) a couple of years ago. I had been looking at a Hunter Cherubini 37′ cutter rigged boat that was said to be the heartist boats built in it’s time, and seemingly blue-water capable. That deal didn’t happen, but a year later I found my 36′ S2 and in researching the vessels specifications, I saw that it wasn’t exactly a blue-water boat, but it definitely fit the mold of a coastal cruiser. 75 galons of water, 50 gallons of fuel, 36hp engine, vestigal skeg rudder and encased lead keel. The quality of construction was noted in most online articles I read; and just as most people said, I wouldn’t find any blistering of the fiberglass on this four-decades old boat, however, up until this past season, I was actually considering painting the hull, the tan gelcoat was chalky and I had always wanted a dark blue hull anyway, but that was before I spent a couple of days polising the gelcoat. The color and shine was restored to that of a much younger boat, doing that and stripping the paint off the teak toerails and oiling them, has gotten me several complments from other boaters. The S2 is shaping up to be the type of boat I’ve always admired, a vessel with classic lines, nice overhangs, moderate freeboard, a heart-shaped transom, with golden-orange teak and stainless steel glistening in the sun. But while some of those items are cosmetic, and while I haven’t been in many wicked conditions yet with this boat, I’ve been in a couple that have proven to me that those old-style overhangs, along with the overall hull shape, is a great design in large swells when winds are high and when you are plowing through oncoming wave-sets that are as close together as possible without breaking over each other. And while the interior isn’t designed with an “open plan” like a modern boat, you do have confidence in rough conditions that you’re not going to be allowed to get very far if the boat makes an unexpected movement when you’ve braced yourself in the galley while making something for the crew. What is also notable is the quality of the interior woodwork. My wife spent a couple of hours treating all the interior teak with lemon oil, which gave the woodwork a fresh luster without feeling oily or tacky. The boat is exceptionaly dry, maybe owing to the care by the single owner the boat had had for nearly 40 years, before us. But I would guess that even through multiple owners, as long as one of them didn’t go “redesigning” the interior, or exterior for that matter, any S2 would still be a boat that is functional and updateable. If you like a more classic looking boat with teak insead of aluminum, formica, or plastic, then this is a boat that was at the top of it’s class for the price at the time, and in my opinion, has aged well as far as design and looks.

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The company, located in Holland, Michigan, USA, was founded by boating industry legend, 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 and strict quality control. In the late 1970s, S2 did start building powerboats again, and soon established its Tiara line. Slikkers was later able to buy back his old powerboat line, Slickercraft. Production of sailboats ended in 1989.

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31 sailboats built by S2 Yachts

S2 8.0 B SD

S2 8.0 b sail drive, s2 9.2 a sd.

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S2 30C Yanmar 13 HP Engine Underpowered?

• Thread starter bllevine
• Start date Jun 5, 2013
• Brand-Specific Forums

I'm purchasing a 1984 S2 30' with a Yanmar 13 HP Diesel. Does anyone have any experience with this size engine in this 9800 lb. boat?...Will the engine make hull speed at its rated RPMs? Will it be able to move the boat with a 20 knot headwind? While I don't intend to race the boat I'd also like to feel that it's capable of being seaworthy in moderately adverse conditions. I've heard the rule of thumb is 1 HP for every 500 lbs, thus this engine seems insufficient for the size and weight of this boat.  

bllevine said: I'm purchasing a 1984 S2 30' with a Yanmar 13 HP Diesel. Does anyone have any experience with this size engine in this 9800 lb. boat?...Will the engine make hull speed at its rated RPMs? Will it be able to move the boat with a 20 knot headwind? While I don't intend to race the boat I'd also like to feel that it's capable of being seaworthy in moderately adverse conditions. I've heard the rule of thumb is 1 HP for every 500 lbs, thus this engine seems insufficient for the size and weight of this boat. Click to expand

woodster said: i have a 1979 9.2 A it came with the 2qm 13 o14 hp i changed it to a 2gmf 16 or 18 hp...dont know how that is going to work out just yet but 2 weeks ago i went on a cruse in th gulf on a 15,000 35 footer with a 2gm and it would push the boat at 6.5 at 2600 rpms and seemed to be plenty of power ....... regards woody Click to expand

S2 30C Yanmar 13 HP Engine Underpowered? My S2 9.2A had a Yanmar YSE12 single cylinder installed when I bought the boat. It leaked oil, overheated, vibrated, was under powered and was hard to start. By chance I found a Yanmar 3GMD 3 cylinder, 20 HP engine with about 1800 hours that was being replace with a larger engine. The 3GMD is longer that the YSE12 and some modification to the engine compartment was required. My write up should be in the archives. I am delighted with the result. I can drive into a headwind or current at a reasonable speed and in flat water, no wind or current. I have seen 7.3 kts on the GPS at full power. Generally run at about 1800 RPM and 6.3 kts. I vote for a larger engine, your low power, heavy engine should go away.  

bllevine said: Woody, thanks for your reply. I'd like to know a little more about your experience with the 2qm..13 HP. How long did you have it, how reliable was it and why did you replace it? What speed could you do with it and how did it do in a headwind? Many thanks, Barry Click to expand

Thanks again , Woody. I'm just made the offer to purchase the boat, subject to the results of the survey. I'm meeting with the surveyor tomorrow. I'll have a better sense of the condition of the engine after that . The boat is in Michigan and as far as I know it's always been in fresh water. From all appearances the boat has been immaculately maintained, but even if the engine is in excellent running condition, i wonder if it's adequate for a boat of this displacement... I appreciate your advice.---Barry  

S2 30C Yanmar 13 HP Engine Underpowered? In my opinion ... for what it's worth, the 9.2A is underpowered with the 13hp engine, especially if you are contending with winds and currents. I also installed a three-bladed prop, I'm not racing and Puget Sound has flaky winds with variable currents. The Beta engine is a Kubota tractor engine. You get most parts at a Kubota dealer, not a marine parts store. I got lucky with the engine I found, if you decide on a used engine I suggest one that is in current production, some parts get hard to find on older ones. It took me 3 months to find parts for a 20hp Bukh diesel on a different boat.  

We've had our 9.2C for about a year and a half. It has the 2QM13 engine, and I've been very happy with it. It's simple, sturdy, and reliable. I have the standard 2 bladed prop. Typically I run the engine @2500 rpm and get about 5.8 knts. Full throttle, and the boat will do 6.2 knts. (about hull speed). A 20 knt. headwind will reduce that to 5 knts. and 5.8 knts. respectively. While you can't use it for water skiing, I find the engine perfectly adequate. It does depend on your local conditions, though. If you routinely have to push against a 5 knt. current and 20 knt. headwinds, you might want to consider alternatives.  

Dear Kbyte---Thanks for your reply. I've just had a sea trial and survey on Friday and I was most pleased with the results. This 1984 2 owner S2C has been sailed exclusively in the Great Lakes and the engine appeared clean ,quite, strong and vibration free. The surveyor note some small leakage at the cavatation joint when we sailed it but thought it might "self seal" since the boat was on the hard for winter and just been put in the water. It motored at 5 1/2 knots in a 15 to 20 MPH headwind at 2500 RPM and sailed at up to 7 knots. The owner said it would cruise all day at that speed, and that other than routine maintenance, and the installation of a three blade prop for better steering, it had been trouble free. I'm planning to take delivery the end of this week and sail it 50 miles from Pentwater ,MI to its new home port of Arcadia, MI. I was concerned about the adequacy of the motor to push of boat of this displacement after some prior responses, but it appears that this well cared for engine is reliable and adequate for my needs. The surveyor was impressed with the boat and its condition. The only issue appears to be the odor from the aft cabin where the waste storage tank is located . He thought it could be related to the hose from the head which he suggested replacing with a hose specifically designed to carry waste. Any advice on this or other unique issues to this vessel? Once again, I appreciate your input. Thanks, Barry  

sailcruiser

For head odors there is a guru amongst us named Peg Hall or headmistress. She has given tons of great advice. I think it was Peg that suggests to wrap a damp towel around the questionable hose for 24 hrs. Then of the towel stinks you need a new hose. I believe trident 101 sanitation hose is recommended. Another source of odor can be if the head is raw water (lake water) flushed. Enjoy hour new boat! SC  

9.2A issues S2 9.2 issues - leaking aluminum fuel and water tanks - separated tabbing on the engine beds due to vibration - if the head door doesn't hit the block opposite it on the closet door the block under the compression post may need replacing (getting very common) - may have trouble cold starting - common Yanmar issue. Can be fixed with a solenoid. - leaking rudder packing / corrosion on bolts on the block under it - chain plate leaks / rot in the bulkheads (any sailboat...actually easier to fix on an S2 9.2) - cracks/crazing in the the ports and hatches - the engine over the bilge can create a mess in the bilge. Spilling oil is illegal. Get a foil broiler line and stuff it under the engine with an absorber on top. Get a reusable oil pillow on a line and drop it in the bilge to do its job. Wring it out occasionally. I had diesel in my bilge because of a leaking fuel tank. Tough to clean. - Deep bilge makes bilge pump maintenance a challenge. Mine is mounted to a long board that is attached to the wood in front of the engine. That works out pretty well as you can just undo a couple of screws and pull it up to maintain it. In general, the fiberglass work on the S2 is excellent. The open design of the cabin has been great. I rarely set up the table below as we invested in a good teak cockpit table. The 2QM15 has been very reliable. A bit tough to start in the fall unless you use the compression release. I rigged a line to it to allow me to use it easily. Occasionally it just won't start. Turn the key and nothing. I replaced the starter button. Jiggled the wires on the back of the ignition switch. Last year I found a lose connection on the starter so I hope that was it. I should do the famous Yanmar solenoid fix, but haven't gotten to it. The way it is wired, the wires are undersized and the engine doesn't get enough juice from the batteries, through the ignition switch to the starter. You run wires from the ignition switch too and from the switch to the solenoid and heavy wires from the battery to the solenoid and from the solenoid to the engine. There is a diagram with the solenoid brand (common) on this site somewhere.  

My S2 9.2A has a Yanmar 2GM 13hp. It runs great, starts perfectly, and it's fine for docking, getting to/from moorings etc. But recently headed into 15-20 kt winds and 2 maybe 3 kts of current going home. What a drag. Took forever even at 3000 rpm. Can't afford to repower. Should I think about a 3 blade fixed, or go for a feathered? Would that give it the thrust it needs going upwind/current? (btw, the foil liner under motor is exc idea. My bilge is a mess, and the 1.25 reinforced hose has to travel about a mile up to get to stern port, so I have the backwash problem. Looking for ideas there too.)  

Been there. My advice? Unless you anticipate this to be a frequent issue just live with it. We are a bit spoiled by our GPS units which don't take currents or winds into account. The most you will gain is a knot by a prop change to a three blade and you will lose it under sail unless you drop thousands on a Gori or other feathering three blade prop. On the plus side if you do go for a feathering three blade you will pick up some speed sailing too.  

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Posted 2024-03-30 09:55

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30' S2 Sailboat - $20,000 (Vashon)

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30' S2 Sailboat - boats - by owner - marine sale - craigslist

Well kept Sailboat with beautiful new dodger and low hours on rebuilt Yannar 2gm20f. Clean interior with updates, and a nice heater for PNW shoulder season adventures. S2 built good quality boats...

Posted 2024-04-09 23:08

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S2 Sailboat - $8,125 (Boothbay Harbor)

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S2 Sailboat - boats - by owner - marine sale - craigslist

1978 S2 30 ft.Sailboat 18 horse, Westerbeck diesel motor , auto pilot, extra sails, Well-maintained and very good condition. Comes with a dinghy and a motor!

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S2 30 Boats for sale

1-15 of 2,394

Sea Bright, New Jersey

Category Sloop Sailboats

Posted Over 1 Month

1980 S2 30 This well maintained center cockpit design gives a lot of interior space for a 30 footer with 6'2" headroom, shoal draft and excellent sailing ability.

Croydon, Pennsylvania

Category Sailboats

SAILBOAT 30' S2 9.2A

Pocasset, Massachusetts

Length 30.0

I have been living and solo navigating Vagabundo for 5 years with no prior experience in the Caribbean. I am currently in Barlows Boat Yard 18 Wings Neck Rd, Pocasset, MA 02559 (CAPE COD). She is loaded with everything needed to live aboard. Please see the video and contact me if interested. I will be happy to remain with new owner until they are comfortable and confident with Vagabundo. Live your dreams, no excuses, MAKE LIFE HAPPEN. Equipment-Harken Roller Furling System, Dutchman Sail Flaking System, new dodger & bimini, 3 anchors, Edson wheel steering w/break. Ritchie Compass, whisker pole. Water catcher. Hydrovane-mechanical self steering auto pilot, w/2 vanes, 2 rudders. 2-dive tanks. Electronics-GPS 521 at helm, Raymarine ST6000 auto pilot and ST60 depth gauge, Furuno Radar, GPS 162. Self tailing winches (installed aft), traveller (on stern), all at helm location, all lines led to cockpit, easy single hander, single line reefing. 12 volt refrigeration with freezer, 130 watt solar panel, 4-deep cycle batt new Oct. 2012, Honda 2000 generator, Inverter, Zantrex 40 amp smart charger. All safety equip.VHF, lifesling, flares. 9' Caribe dingy w/8hp Yamaha 2 stroke motor 2009. Engine 2QM15 Yanmar 1800 hrs with new stuffing box, Racor filters. Fishing equipment. Propeller and shaft were balanced at New England Propeller, with new coupler.I AM THE 3RD OWNER.I WILL SAIL THE BOAT WITH OWNER TO THEIR DESTINATION. PAYMENT IN FULL

1979 S2 9.2A (30') sailboat and tender

Preston, Maryland

Category Cruiser Motorcycles

The S2 9.2 is a high quality built boat that sails very well. Exceptionally good sailing vessel with spacious accommodations for 6. Sail inventory included are main, jib, spinnaker all in great shape. Full teak interior, all new interior fabrics, up-dated electronics, new Schaefer roller furling system, cruising spinnaker, Yanmar 2QM15 diesel engine, CruisAir AC cooling and heating system with digital controls(new 2012). FrigoBoat marine refrigeration system (Capri 50-SSC model)(new 2012), C-Charger marine electronic battery charger (2000 series). Avon inflatable dinghy and brand new Honda outboard (never used). Boat bottom was soda blasted and new bottom (vinyl ester resin) by Osprey Marine Composites. Interior shows extremely nice with all brand new cushions. The sailboat also has AC and heat which is nice for fall sailing. Boat has been winterized and ready for new owner. I have app $9000 in recent receipts (last 4 yrs). All owner papers and receipts going back to mid 90's will convey with new owner. Clear title for boat and tender.

2002 Bond Yachts MC 30

Crystal River, Florida

Make Bond Yachts

Model MC 30

Category Power Catamarans

Posted 1 Month Ago

The catamaran is in good condition for its age. It is stored out of the water on a lift. It is generally clean but could use a good wash and wax to restore its original luster. Of course, we always recommend that any buyer inspect the unit or have it surveyed independently to confirm the condition of the unit before purchase. Stock #281221 2002 BOND YACHTS MC 30 POWER CATAMARAN! TWIN SUZUKI 4 STROKES, 70 HORSEPOWER EACH! 2002 Bond Yachts MC 30 is Rare! There were only 50 hulls ever made of the MC 30 and currently there are only 12 documented in the U.S.! This is a lightweight low-fuel burn cat that has a long range. It is powered by twin 70 Suzuki four-stroke engines. At 16 MPH the fuel burn is 4 gallons an hour. It is equipped with a Mase 2.2KW diesel generator. A motor cat can be much more efficient, and hence more environmentally friendly, than a monohull of about the same length and beam. Its beach landing ramp and its ingenious bridge saloon, the MC-30 drop-down boarding ramp is brilliant! The 6' 4" headroom in the cabin makes this catamaran very comfortable with plenty of room for four to sleep! Queen bed and a double folding in the pilothouse. Custom woodwork throughout with Mahogany cabinetry! There is an enclosed head too! This is a Rare find of a Bond MC-30 in this great shape.

1987 S 2 10.6

San Diego, California

1987 S 2 10.6  Holland Michigan Company Started In 1974 Building A Fleet Of Race Cruisers, By The Mid 1980s. They Diversified Into A Few Blue Water Cruisers With Good Performance.  By 1989, They Converted Totally To Powerboats.  The 35 1987 Center Cockpit Is An Unique Combination Of Sail And Power Features. During The Eighties, S2 Earned A Strong Reputation For Good Quality Boats.  The Boat Is Easy To Sail For Even A Novice Single Sailor.  The Running Rigging, Deck Hardware & Overall Deck Layout Are Convenient And Functional. The Deck Is Easy To Move Around.  Colors Of Escapes Canvas Pattern Is Maroon & Gray.  43 Draft.Nice For Shallow Areas.  Roller Furling Gib. Gibs Edge Is Canvas Covered For UV Protection When Furled.  Sock Kite With Storage Bag, Used Twice.  6 Lewmar Deck Winches.  (3 Sizes).  Teak 3 Piece Companion Way Boards.  The Beautiful Teak Interior Is Undoubtedly A Strong Selling Point Of This Boat.   12 Beam. , However I 4 Good Sized Lockers, 1 Is Cedar Lined.  Tons Of Storage Everywhere.  30HP  Yanmar Diesel Motor.   Robertson Auto Pilot,   75 Gallons Of Fresh Water Divided Into 2 Tanks.   25 Gallon Fuel Tank.  5 Gallon Hot Water Heater.  15 Gallon Holding Tank.  CGN GAS 2 Burner Stove And Oven.  Gas Cylinder Locker Is Deck Side.  Cockpit Upholstery & Padding New.   New Carpeting Throughout.   Forward Mattress Upholstery New.  Boat Is Fully Furnished, Sheets Pillows, Blankets New Fabric Salon Seats & Pads With Custom Throw Pillows.   Microwave Is New.  New Galley Sink Faust.  Galley Is Totally OurFitted With Cooking Utensils, Pots & Pans, Everything You Need.   30# CQR Anchor,  Nice Size Deep Aft Deck Lazaret Complete With Deck Shower.   2 Large Deck Fresh Air Hatches, 2 Smaller Deck Hatches Protected By The Dodger.  7 Side Hatches.  Up-Dated 4 Chrome Dorade's, 2 Forward, 2 Aft.  Stereo With 4 Internal Speakers, 2 Aft OutSide Speakers.  Refrigerator With Freezer Compartment. Charting/Nav Station With Charts Included.    Both Large External Hatches Are Covered.  Dual Private State Rooms, Forward & Aft.  Double Doors For Head Privacy.   Walk Thru Galley Open To Salon Area.  Blue Canvas Winter Cover, Over The Boom & Forward To The Bow.  Canvas Winch Covers,   Full Teak ToeRail With Full Stern To Bow Canvas Cover, For Maximum UV Protection.  Horseshoe Buoy Throw.  Man-OverBoard Pole.  Dual Cust

1982 S2 8.5A 28 foot Sailboat with Inboard Yanmar Diesel - In Racine Wisconsin

Racine, Wisconsin

Length 28.0

**** PLEASE NOTE: Because of the relatively low BUY IT NOW price, payment will be due within 24 hours via paypal. I will send you a paypal invoice after a successful "BUY IT NOW" or an accepted offer. Please only buy or offer if you have positive feedback. Your buy it now or offer constitutes a binding agreement to purchase so please ask questions BEFORE clicking "BUY IT NOW" or making an offer. After receiving your payment I will overnight you the title or meet you in person depending on timing and my availability.**** Very Nice S2 8.5A (28ft) for sale in Racine Wisconsin. I'm expecting a second child soon and really don't want to sell this excellent great lakes cruiser. Clean and clear Wisconsin title.Tiller steering. (always my preference)Inboard Yanmar diesel is extremely clean and fuel efficient. Recent full Yanmar service checkout since boat was last launched.Furling headsail in good shape. Newer mainsail in excellent shape.New Raymarine autopilot professionally installed. Shore power and long power cable. Halyards in good shape.New marine head and holding tank (never used). Chainplates recently professionally rebedded by boatyard. Interior in excellent shape.Solid fiberglass hull. All tabbed in joinery in excellent shape. Cored deck with NO soft spots. Very large cockpit.Includes steel cradle as well. I looked at everything in this size and price range in the lower half of lake Michigan for two years and this is the nicest boat I could find by leaps and bounds. Solid turnkey value. Launch is all ready paid for with the boat yard. You can be in the water tomorrow. No better deal can be found on solid and ready to sail Great Lakes cruiser with a clean inboard diesel - it is just time for me to move it along. Currently out of the water at Racine Riverside Marina in Racine, WI. Summer storage is paid through the end of this month and a launch is included in the purchase. If you chose not to launch until next season the storage rates at the Marina for winter are extremely reasonable and the pre-paid launch will still be yours come next summer. Here is a Review from "Practical Sailor" S2 8.5 MeterThe 8.5 is good for cruising the coasts in comfort and style--as long as you like the modern look.When Leon Slikkers founded S2 Yachts in 1973, much of the attention to detail that had previously characterized Slickcraft powerboats—Slikkers’ earlier boatbuilding venture— traveled with him to the new boatbuilding company. In the 13 years S2 sailboats were in production (S2 still makes powerboats), the company produced a variety of modern cruising designs from the board of Arthur Edmunds, all characterized by longish fin keels, freestanding spade rudders, straight sheerlines, and a staggering variety of draft options and cockpit locations. In the early ’80s, S2 reached more for the performance market with the Grand Slam series of small boats, and the 10.3 “offshore racer-cruiser.” These higher performance boats were designed by Scott Graham and Eric Schlageter, well known for their MORC and smaller IOR designs.The S2 8.5 is a 28-footer cast in the company’s traditional mold. Her hull dimensions, sail area, displacement, and general design characteristics put her square in the middle of the modern 28-footers such as the Tanzer 8.5, Newport 28, O’Day 28, and the Pearson 28.The boat’s styling is conventionally modern. She has a fairly straight sheer, fairly high freeboard, and low, raked cabin trunk with dark tinted flush ports. Production of the 8.5 ran from 1981 to 1983. The boat was replaced by the similar S2 8.6, which continued until S2 stopped making sailboats in 1986.ConstructionThe hull of the S2 8.5 is a solid hand layup. Glasswork is excellent, and is noted by owners as one of the main considerations in buying the boat. Gelcoat quality is excellent.Slight roving printthrough is evident, but it is not objectionable. Minor hard spots are visible in the topsides, probably caused by the attachment of interior furniture and bulkheads.The deck molding is cored with end grain balsa, giving a solid feel underfoot as well as providing reasonable insulating properties.S2’s hull-to-deck joint is the basic type that we would like to see adopted throughout the industry. The hull molding has an inward-turning flange, onto which the deck molding is dropped. The joint is bedded in flexible sealant, and through bolted on six inch intervals by bolts passing through the full length slotted aluminum toerail. The joint is also through bolted across the stem.All deck hardware is properly through bolted, although pulpits, cleats, and winches merely use nuts and washers on the underside of the deck, rather than the aluminum or stainless steel backing plates we prefer.Another feature of the hull-to-deck joint is a heavy, semi-rigid vinyl rubrail at the sheerline, quite aptly termed a “crash rubrail” by S2. This will go a long way toward absorbing the shock of the inevitable encounters with docks and the other hard objects that seem to be attracted to the topsides of the typical sailboat. Although this rail is black when the boat is new, it had dulled to a chalky gray on older S2’s we examined.The builder advertises “bronze seacocks on all through hull fittings.” These are not traditional tapered plug seacocks, but are ball valves mounted directly to through hull fittings. A proper seacock—whether it uses a ball valve or a tapered plug—has a heavy flange to allow through bolting to the hull. This is an important safety feature. Should a valve seize, it may become necessary to apply a great deal of leverage to the handle in order to open or close the valve. The deeply threaded through hull stem can easily break under these conditions, and more than one boat has been lost in this manner.We also suggest that seacocks be installed on the cockpit drain scuppers and the bilge pump outlet, both of which may be under water while the boat is sailing. Light air performance would benefit by the fairing in of the through hull fittings, particularly the head intake and discharge, both of which are far enough forward to have a significant effect on water flow past the hull.Ballast is a 3,000 pound lead casting, epoxied inside a hollow keel shell. We prefer an external lead casting bolted to the hull for its shock-absorbing qualities and ease of repair. This preference was reinforced recently when we examined an old Bristol 27 just sold by a friend. The surveyor noticed dampness near the bottom of the leading edge of the keel, which showed slight external damage. Probing the loose putty revealed some abrasion of the glass keel molding. In order to sell the boat, it was necessary to grind away a large portion of the glass at the front of the keel, dry out the ballast, and reglass the lead—a job that took several days of work and cost our friend a fair chunk of money.Much of the boat’s interior structure is plywood, glassed to the hull. Fillet bonding is neat and workmanlike with no rough edges to be found.Chainplates are conventional stainless steel flat bar, bolted to bulkheads and plywood gussets in the main cabin. These are properly backed with stainless steel pads. Due to the fact that the hull is lined throughout with a carpet-like synthetic material, it is not possible to examine the bonding of the chainplate knees to the hull. The stemhead fitting is a stainless steel weldment, through bolted to the deck and hull and reinforced inside the hull with a stainless steel gusset to prevent deflection of the deck from the pull aft of the headstay. We’d like to see a metal backup pad behind this fitting rather than the washers which are used.General construction is thoughtful and well executed, with excellent glasswork, a strong and simple hull-to-deck joint, and reasonably installed hardware and fittings.Handling Under PowerAlthough some early models of the 8.5 used a seven horsepower BMW diesel, the 1982 version employs an eight horsepower Yanmar. These small Yanmars are quite impressive, light in weight and far smoother than the company’s older rockcrushers.Because of the high freeboard and considerable windage of the 8.5, the standard engine is the absolute minimum power plant for the boat. Recognizing this fact, the company offered a 15 horsepower, two-cylinder Yanmar as an option. For another 75 pounds and $1,150, we would want this option on the boat if the ability to get places under power is a real consideration.The extra fuel consumption of the larger engine will scarcely be noticed. The 18 gallon aluminum fuel tank will probably give a range under power of over 250 miles—more than adequate for a 28 foot cruising boat.The fuel tank is located under the cockpit and is securely mounted and properly grounded. There is an easily reached fuel shut off between the engine and tank. Unfortunately, the fuel fill is located in the cockpit sole. Spilled diesel oil turns even the best fiberglass nonskid into an ice skating rink. Fuel fills should be located on deck, where spills can be efficiently washed away.Engine access is via a large removable panel on the inboard face of the quarterberth. This panel lacks any kind of handhold to make it easily removable, which will discourage regular checking of the engine oil. The top companionway step also removes for access, but it’s a long reach to the dipstick.There is no oil pan under the engine. It will be necessary to be very careful when changing oil to keep the bilge clean. We have yet to see anyone change oil and filters on a boat engine without spilling something.With the quarterberth panel removed, access for routine service is excellent. The quarterberth has remarkable headroom over, so that the mechanic will not feel like a trapped spelunker after a half hour of work. Engine removal will require some joinerwork disassembly.Handling Under SailThe S2 8.5 is no slug under sail. Her PHRF rating of 174 to 180 compares very favorably to other boats of her size and type. The Sabre 28, for example, has a rating of 198. The Pearson 28 about 195, and the O’Day 28 about 198.Part of this is no doubt due to the fact that the standard sails on the boat come from the North loft. While North’s OEM sails may not be the vertical cut Mylar-Kevlar wonders that adorn custom boats, they’re a lot better than most.S2 now uses Hall spars. The simple masthead rig is extremely clean, with airfoil spreaders and internal tangs. The boom features an internal outhaul and provision for two internally-led reefing lines, with cam cleats at the forward end of the boom.The deck-stepped mast is mounted in a stainless steel deck plate incorporating plenty of holes for the attachment of blocks. Halyards and Cunningham lead aft along the cabin house top to a pair of Lewmar #8 winches. Lewmar #16s are optional, but hardly necessary.The main is controlled by a six-part Harken rig mounted on the end of the boom, and a Kenyon traveler mounted on the aft cockpit coaming. This will work fine with the tiller-steered version of the boat. With wheel steering, the mainsheet is likely to be a nuisance to the helmsman.Because of the end-of-boom sheeting, a boom vang will be essential for full mainsail control. Ironically, the boat’s drawings show almost mid-boom sheeting, with the traveler mounted on the bridgedeck at the forward end of the cockpit. This is probably a better arrangement, although it heavily loads the center of the boom and requires more sheeting force.Owners of 8.5s have little but praise for the interior of the boat. The cabin has a wide feeling, created by pushing everything outboard. The “chart area” on the plan is a myth, as far as we can tell.Despite the fact that the shrouds are set well in from the rail, the boat lacks inboard headsail tracks. Rather, you are limited to snatch blocks shackled to the toerail track. A six-foot piece of track set inboard of the rail would be a useful addition.Standard headsail sheet winches are two-speed Lewmar #30s. Options include both larger winches and self-tailers, both of which are worth considering for either racing or cruising. The cockpit coamings are wide enough for mounting larger primaries and secondaries.The high-quality rig and sails add to the price of the S2, but they are additions well worth the cost.Deck LayoutThe deck layout of the 8.5 is clean and functional, with no toe stubbers to catch you unawares. There are two foredeck mooring cleats, but no bow chocks. The necessity to lead an anchor line well off the boat’s centerline, coupled with high freeboard forward, is likely to result in a boat which sails around on her anchor or mooring. The 8.5 has a pair of wide stainless steel chafing strips at the bow which will greatly protect the deck from the chafe of the anchor line.The 8.5’s foredeck anchor well is one of the best we’ve seen. It is shallow—just deep enough to hold an anchor and adequate rode. There are double scuppers, which offer less likelihood of clogging. The lid is held on by a full-length piano hinge, and there is a positive latch.The shallow locker well above the waterline means that water is less likely to enter through the scuppers, which can be a real problem with a deep anchor well. When the bow pitches into waves, a deep anchor well can fill with water, and if the scuppers clog with debris, you can find yourself sailing around with several hundred pounds of extra weight in the worst possible position. There is no provision for securing the bitter end of the anchor rode, but a big galvanized eyebolt installed in the well by the owner will solve that one.The running lights leave something to be desired. Their location at deck level just aft of the stem makes them vulnerable to damage when handling ground tackle. We much prefer an international style bicolor mounted on the pulpit, another two feet off the water: easier to see, and out of the way. Wiring for the running lights is exposed in the anchor well, and should be secured out of the way.A recessed teak handrail runs the full length of the cabin trunk, serving the dual function of heavy weather handhold and cabin trim piece. Its shape makes it far easier to oil or varnish than the conventional round handrail, although the wide, flat section seems somewhat awkward after years of grabbing round rails.The 8.5’s cockpit is the maximum size we’d want to see on a boat of this size. The T-shape is designed to accommodate the optional wheel steerer, yielding a somewhat odd layout for the tiller-steered version. A bench seat spans the aft end of the cockpit. Although this makes good seating in port, we doubt that you’d want anyone sitting there under sail: too much weight in the end of the boat. It does make a natural helmsman’s seat for wheel steering.The engine controls and instrument panel are also located at the aft end of the cockpit, and are basically inaccessible to the helmsman of a tiller-steered version.There are two lifting lids in the aft cockpit bench, giving access to a cavernous space under the cockpit. To be useful, dacron bags should be fitted to the inside of these lockers. Then, they’ll be handy stowage for spare sheets and blocks.There are comfortable contoured seats along each side of the cockpit, with a huge locker under the port seat. Although plywood pen boards somewhat separate this locker from the engine space under the cockpit, it would be far too easy for deeply piled junk to get knocked over the board and into the engine. This locker should be partitioned into smaller spaces unless it is to be used exclusively as a sail locker.The battery boxes, fitted at the forward end of the locker, could benefit from plywood or fiberglass lids to keep battery acid off gear which might find its way onto the batteries. The box is designed to take two batteries—one battery is standard—stored in plastic containers. A single lid covering the whole box would be more efficient.The huge cockpit will accommodate up to six for sailing, and eight for in-port partying. The cockpit seat bottoms are contoured, and the cockpit coamings slope outboard for more comfortable seating. However, the seats are both too narrow and too short for sleeping.The forward end of the cockpit is protected by a narrow bridgedeck. However, the cockpit coatings extend a full foot above the level of the bridgedeck, To block the companionway to the level of the top of the coamings will require leaving two of the three drop boards in place when sailing.Although there is moderate taper to the sides of the companionway, making it easier to remove the drop boards, it is still necessary to lift each board about five inches before it can be removed. This is far safer than many tapered companionways, where boards practically fall out if you look at them wrong. The companionway slide is one of the best we’ve seen. It’s a contoured piece of acrylic fitted with a convenient grabrail. It slides easily in extruded aluminum channels, and is fitted with a fiberglass storm hood. As on many boats, the aft cabin bulkhead slopes forward, rendering it impossible to leave the drop boards out for ventilation when it rains.BelowdecksOwners consistently praise the interior design and finishing of S2 sailboats. From looking at the 8.5, it’s pretty easy to see why.There are no exposed interior fiberglass surfaces except the head floor pan molding. The hull and cabin overhead are lined with a carpet-like synthetic fabric. While this will undoubtedly cut down on condensation, we at first wondered how this fabric would hold up over time. Inevitably, the hull liner and even the overhead will get wet. In freshwater areas, this is no problem. The water will eventually evaporate. In salt water, however, wet fabric never seems to dry. Salt draws moisture like a magnet draws steel. Since first seeing this boat, however, we’ve had good experiences with the fabric. Be sure, however, to get a good wet-or-dry vacuum to keep it clean.Interior layout is fairly conventional, with Vberths forward, and immediately aft, a full width head. The head can be closed off from both the forward cabin and the main cabin with solid doors—a real luxury in a boat this size. There is a large hanging locker in the head, and reasonable storage space for toilet articles.The word for the main cabin is “wide,” with the settees pushed as far outboard as they can go. Décor is a little heavy on the teak for our taste, but it is one of the better coordinated interiors we have seen. S2 had a good interior decorator.A fold-down dining table seats four. When folded against the bulkhead, it is held in place by a single latch, which makes us nervous.Neither settee is full length. The foot of the port settee runs under the galley counter, making it long enough for sleeping, although your feet may feel a little claustrophobic in the tiny footwell.The starboard settee is an unusual configuration. The aftermost 12" of the settee folds up to form an arm rest, leaving a gap between the end of the settee and the head of the quarterberth.Inexplicably, this gap is referred to on the accommodation plan as a “charting area,” although there is neither a standard nor an optional chart table. It’s sort of like the designer ran out of energy before completing the interior design.Over the non-existent “charting area” is the best electrical panel we’ve seen on a 28 foot boat. The panel has a locking battery switch, battery test meter, and a panel with room for 14 circuit breakers, although only half are installed on the standard boat.The space is welcome, since with the proliferation of marine electronics most electrical panels are woefully inadequate.Most quarterberths tend to induce claustrophobia. That of the 8.5 is more likely to exacerbate any tendencies you might have to agoraphobia. At last, a quarterberth which will not give you a concussion when you sit bolt upright in the middle of the night after your neighbor drags down on you in a wind shift.The standard main cabin sole is carpet-covered fiberglass. For an additional $325, teak and holly was available for the traditionalist. We’d want it. Unfortunately there is no access to the bilge in the main cabin. None. This is inexcusable, and could be dangerous. A few hours with a saber saw should solve this rather basic problem.The galley is workable and accessible, with no awkward posturing required to do the dishes. The sink gets an A+. It is a full nine inches deep, is large enough to take a frying pan, and mounted close to the centerline.In contrast, the icebox gets a C-. It is larger than normal on a boat of this size, but it drains to the bilge, has a poorly insulated top, and a tiny, uninsulated hatch without a trace of a gasket. Boo.Because of limited counter space, the two burner Kenyon alcohol stove is mounted athwartships, rather than fore and aft. This means that the stove cannot be gimballed, and that it is necessary to reach across the inboard burner to reach the outboard one. Given the fact that countertop gimballed stoves are usually dangerous, the lack of gimballing doesn’t bother us much. What does bother us is that if you want to upgrade the stove to something more functional, the limited space allocated will stretch your ingenuity.A fold down table at the end of the galley counter gives additional counter space, but it must be left up in order to use the port settee for sleeping.Roominess, excellent execution, and good color coordination are trademarks of the interiors of all S2s, and the 8.5 fits well into this enviable tradition.ConclusionsThe S2 8.5 is a good boat for cruising the Great Lakes or any coast in comfort and a certain amount of style. Her appearance may be a little modern for traditionalists, with her straight sheer and European-style cabin windows.Pricey? Yes, but when you look at the things that go into the boat—the rig, good sails, and a comfortable, well finished interior—the price may seem a bit less painful. You still pay for what you get.

1981 S-2 9.2C sailboat center cockpit Yanmar Wheel Full enclosure Lake Michigan

Milwaukee, Wisconsin

Model 9.2 C

Accommodations S-2 quality, famous for the quality of their boats. A rare center cockpit 30 footer. A great layout, and a quality boat. As you board the boat, you enjoy first the full canvas enclosure of the cockpit. Almost new, and custom designed by Boat Tailors, it surrounds the cockpit with windows and screens to provide all of the options and protection that you could ask. A great space that adds greatly to the usable space on the boat, Then going below, you notice the traditional look of the newer dark blue upholstery and the quality of the wood work. Starting forward, there is a vee berth. The vee berth, with the filler cushion, is partially open to the salon with a partial bulkhead. There is a large overhead opening hatch, and 2 opening ports. Each side has a shelf for your glasses etc., and reading lights on both sides. Next is the salon, with a centerline folding table. Both sides of the salon have shelves and storage behind the settees, and more storage under the seats. Moving aft along the starboard side, you find the head. It is a amazing head with a separate shower and tub stall (yes, an actual small tub). Roomy and light and very usable. The head extends aft past the companionway. Forward and to starboard of the companionway, we start with the galley. The galley extends along the port side of the passageway to the aft cabin. There is a 2 burner stove top, a S.S. sink and then the icebox. There is currently a microwave on the counter, and the current owner has put a small refrigerator next to it, on what is / was a seat for the nav table. Across from the galley and under the cockpit is the engine, with a completely removeable top, and 2 side panels for ease of access. As you progress down the passage, there are hanging lockers and lot of built-in storage along the side. The aft cabin itself is surprisingly large and airy. Lots of opening ports on 3 sides, plus a large opening hatch overhead. Generous berth, and more storage. Very comfortable cabin. Engine and Mechanical 1981 Yanmar 15 hp - 2 cylinder Yanmar engine panel with tachometer Engine temperature warning alarm installed Model TM4F Engine Watch Dog 3/2013 Raw water cooled 3 blade bronze prop Spare prop - Michigan 15x9 2-blade 3 batteries with switch Automatic battery charger Guest Model 2614A 03/13 Fuel gauge 18 gal fuel tank Funnel Yanmar fuel pump Yanmar fuel filter Spark plug wrench kit Fuel filter cartridge & O rings Air filter and O ring Thermostat switch Water pump impeller Self leveling battery filler 8GA Attwood Battery hold down kits #9013-3 Set spare V belt Spare engine hose Assorted spare hoses SeaFit tool kit - West Marine Electrical and Mechanical Seaward 6 gallon water heater with engine circulationGuest 15amp automatic battery charger14" bolt / rig cutterRulemate RM500 500 GPH electric bilge pumpWest Marine Turbo Dehumidifier model 255424 ?Manual bilge pumpGuzzler manual bilge pump with hoseGuzzler pump handleWest Marine air horn canSmall siphon pump2 fire extinguishersBag of thru hull plugsShore power cord adapter 30a - 30a2 Shore power cord adapters 30a - 15a Electronics and Navigation Signet wind instrumentsSignet knot log 2883 KMAutohelm ST4000 autopilotSiTex EZ-7 Loran C navigatorApelco 265 FishfinderStandard Horizon Intrepid VHF radio w/ Remote mic in cockpitRichardson's Chart BookWeems and Plath Basic Nav setDavis Echo Master radar reflectorJVC KD-6310 AM/FM/CD stereoWater Ruler manual depth finderSpreader lightNav lights Sails and Rigging North full batten Mainsail - refurbished by Sail Care 2001Genoa (refurbished by Sail Care 2001) new UV coverJibStorm JibHarken furling systemMainsheet travelerAluminum spar stepped on deckKenyon spar6 Self Tailing Lewmar winchesLoos & Co rig tension gaugepackage telltalesBattcar sail receptacle - Tides Marine PN 2008Spare assorted size sheavesForesail rail connector2 sail bags3 Winch handlesSailkote spray lube Extras - Including Dinghy and Outboard West Marine 310 dinghy new in 20107.5 Mercury outboard Irak's /safety harness size small with connectorRain suit size MedStern's Tournament series Fishing vest -PFD size L7 PFDs Type II adult1 PFD Type II youth2 sets of West Marine nautical flagsAngler rod holder Deck and Hull Equipment Bimini, dodger with complete enclosure new 2010 by Boat TailorPackage of spare Bimini top pins and safety rings Anchor Locker on ForedeckFortress Anchor weight?Double lifelines with stanchions and 2 gatesBow PulpitStern PulpitSwim LadderCockpit tableCockpit cushions2 boat hooks2 solar ventsEmergency tillerOutboard bracket4 fendersAir pump for fendersRescue throw ropeOrion Marine Signal kit2 fire extinguishersBag type sea anchorClosed cell cockpit cushions.Set of canvas gangway coversWheel coverBreeze Booster hatch ventilation systemHatch screen2 West Marine Go Anywhere loungersSmall Lounger Magma Marine Kettle Gas rill 14 1/2" diameter2 16.4 oz cans LP fuel 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.

1990 TIARA PURSUIT S-2 YACHTS 268 EXPRESS CRUISER, 2x MECS, RUNS PERFECT 190 HRS

Pompano Beach, Florida

Make TIARA PURSUIT S-2 YACHTS SLICKCRAFT

Model 268 FAMILY CRUISER 27" X 9" BEAM

Length 27.0

HURRY, HURRY, HURRY, THIS WILL NOT LAST! HIT "BUY IT NOW" OR CRY LATER 1990 SLICKCRAFT/TIARA/2-S YACHTS/PURSUIT MODEL 268SC....9" BEAM!POWERED BY TWIN DEPENDABLE MERCRUISER V-6 4.3 WITH 190 HOURS ON THE CLOCKTHIS IS A STRONG BOAT, COMPARE TO SEA-RAY, COBALT, THIS IS A "YACHT"! HERE'S WHAT WE KNOW: COBALT BLUE HULL SIDES ARE SUPER SHINY, MOTORS BOTH HAVE NEW ALTERNATORS, 2 NEW BATTERYS, NEW DASH, NEW GAUGES, NEW DEPTH FINDER, NEW VHF, NEW SERVICE INCLUDING FLUID CHANGES, NEW OVER-SIZED BIMINI TOP W/BOOT, NEW STEREO, NEW COMPASS, WELL EQUIPPED WITH: Potty works, cabin lighting works, nav lights work, bilge works, ....RUNS, PUMPS AND SHIFTS AS IT SHOULD, EZ STEERING, large integrated swim platform with fresh water shower, trim tabs, solid floor, no soft spots, BRAND NEW SUN PAD, AND A FREE TRAILER! We are proud to offer this yacht, she is clean and really runs perfect. Go boating today. It needs: Cockpit side upholstery, cabin V-birth cushions, and captain barrel chairs re-upholstered to be perfect!We figure you will spend $800-$1000 on upholstery in your color and your design and then have an awesome "classic" yacht that maintains its value, and will be worth $25,000 EZ! The trailer is our "yard trailer", you CAN NOT take it on a long journey. We can meet you at the ramp and float it over to your #10,000 capacity trailer. Or you can drive slowly for up to 50 miles to unload it, but no more.......the trailer is way too small for the boat....we can figure that out. We will deduct $$ for the trailer, and we'll just keep it in the yard. We have a clear FL title for the boat, you must make immediate deposit with PayPal, balance to be paid in cash in full and boat picked up in 7 days, or $10@day storage begins, no exceptions. Sold AS-IS. We pride our 30 year success on being honest and accessible. If you have any questions call Capt Dan at 954-232-2246. You can come see her and hear it run with an appointment. Capt Dan has been selling Quality Pre-Owned Boats in S Florida since 1985, check out our feedback! Buy with confidence!...Inspections welcome, bring your mechanic, bring your microscope, bring your wife... THIS QUALITY YACHT IS SERIOUSLY FOR SALE.......IF YOU WANT A GREAT DEAL THEN BID OR MAKE A REASONABLE OFFER....WE'RE GOING TO SELL IT....MIGHT AS WELL BE YOU!.......CAPT DAN IS HERE TO GET YOU BOATING!!

30' S2 9.1 Yacht Inc Sailboat, 1985, In Very Good Condition, Asking $16,500

Tampa, Florida

Model S2 9.1

Category Racer Boats

Length 30 feet

Well maintained S2 9.1 in very good condition. New bottom job 8/2015. cushions like new (were wrapped and stored when new) Standard marine VHF radio with cockpit remote; auto pilot for tiller; roller fuller genoa with 2 sails (150 and 110); Dacron mainsail in very good condition; racing sails: 2 - 155 genoas; 2 spinnakers; drifter reacher; a few more misc. sails; spinnaker pole and genoa pole. Have owned Air Rights since December 31, 2001.

30' 1985 S2 Aft Cabin

Middle River, Maryland

Please contact the owner directly @ 772-925-9349 or [email removed]...1985 S 2 sailboat aft cabin. Out of water, but ready to sail. Fully equipped. Fore and aft cabin with walkthru. Sleeps two in each cabin. Wood floor. Yanmar 13hp. Needs a little varnish, other wise In very good shape. MUST SELL! Diesel.

1980 Hunter 30

Buffalo, New York

Make Hunter

Category Cruiser Boats

1980 Hunter 30 Broker’s comments: We use the term “turnkey” often but, in this case it’s more than relevant. Due to the passing of the owner, the estate is selling this boat for far below replacement. Actively sailed up and until last fall, it is truly in turn key condition. It has what people want; Yanmar diesel inboard, wheel steering and roller furling headsail. Coupled with berths for 6, shorepower, hot & cold pressure water, 2 headsails, lazy jack mainsail, all lines led aft, roomy cockpit with custom cushions all under a dodger and Bimini. It was used as a family boat by a knowledgeable owner who took great care of his boat, hence the name, “Skipper’s Toy” he loved to play on his boat! It has always been sailed in fresh water so there’s no corrosion or rust. The estate is asking only $12,500 for this nicely kept vessel. It would make a super first boat for anyone looking to get into sailing on a budget without needing to purchase the extras necessary to complete a used boat purchase. It is very clean above and below for a 36 year old boat! Located on our sales lot in Buffalo, NY and may be seen at any time.

1974 Bristol 30

Fort Lauderdale, Florida

Make Bristol

1974 Bristol 30 This Bristol 30 is ready to sail!  She is designed with an extra long keel(rudder attached) to give you exceptional balance and response. The Bristol 30 also seems bigger than most 30's.  She is very comfortable with lots of head room and a large cockpit.  Great design and workmanship with amazing performance windward.  Outstanding heavy weather performance as well.   Equipped with a 16HP Yanmar, Guest 10 amp 3-stage fully automatic electronic dual output charger is designed to recharge 2 batteries, Power On Board 400Watt inverter, Lowrance GlobalMap 3500C, Uniden VHF, and depth instrument.  Bottom Paint was redone last about 8 months ago, rebuilt winches, running rigs are fairly new, and sails are in good shape.  The engine has also recently been serviced and runs great.

1984 Carter 30

Make Carter

1984 Carter 30 CONSTRUCTION: White GRP Hull and deck Fin lead keel Full-skeg rudder with tiller steering ENGINE: New Beta Marine16HP diesel fitted 2008. August 2013 - 750 hrs. Sail Drive Volvo 110S with Ambassador Marine rope cutter. ELECTRICS: 2 x 12V batteries 60A and 105 A, Alternator charging RIGGING: Stainless steel shrouds, Adjustable backstay, Proctor Mast all changed in 1995. SAILS: Boom roller mainsail, Hanks on Genoa.A comprehensive wardrobe of sails comprising 6 sails. Full battened main sail, new in 2010. WINCHES: 2 genoa, 2 secondary, 1mast, 2 halyard. Manual anchor winch. DOMESTICS: 6 berths. 1 head Galley including double gas, integrally mmolded ice box and steel sink. Water system (capacity 80 litres) INVENTORY: Bow anchor Fortress, 20 m chain and 50 m rope. Extra anchors CQR 25lbs and Danfort. Horseshoe lifebuoy in holder Stow log and dept RADAR AIS Navtex ICS GPS Lawrence Plotter with 3 chart data covering all Med, dividers and aassortment of chart 2 Fixed and a hand held compass Mooring warps 2 Winch handles 2 Fire Extinguishers Plastimo Dinghy and Suzuki 3 hp outboard, 3 Lifejeckets. Flares Collection of curtsey flags for the Med region,

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