sailboat data hunter 33

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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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• Sailboat Reviews

New Boat Review: Hunter 33

Redesigned family cruising boat sports new transom and deck plan..

Photos courtesy of Hunter Marine

The new Hunter 33 had the odds stacked against it from the get-go.

The 33-foot family cruiser debuted in the fall of 2011, when the domestic sailboat market was stuck in a ditch, marketing budgets were slashed, and the U.S. boating industry was grasping at threads of good news. Four months later, Hunter Marine’s parent group Luhrs Marine filed for Chapter 11 bankruptcy protection.

Against all odds, however, the 33 is selling well. More than 60 have been ordered since the boat was introduced, and all but a few that have been built have been sold. It is one of Hunter’s best debuts since the 2008 downturn.

Looking ahead, the bankruptcy filing should be a boon for Hunter, as it will unshackle the sailboat side of the business from the struggling powerboat brands. Hunter, which converted to an employee-owned operation in 1996, expects to be out of the bankruptcy weeds by the end of July.

While new ownership appears in the offing for Hunter, co-founder Warren Luhrs will likely still have a stake. Luhrs—who’s 80-day sail from New York to San Francisco set a record in 1989—helped redefine Hunter in the 1990s. Under his leadership, design innovations by the late Swedish engineer Lars Bergstrom (the “B” in Hunter’s signature backstayless B&R rig) and faster hulls from designer Glen Henderson helped propel Hunter’s makeover through the last two decades.

“We have several very promising buyers interested, one in particular, but we can’t say anything right now,” said Greg Emerson, Hunter’s chief of public relations. The company has secured financing from Bank of America to help with the transition, allowing Hunter to continue full operations and provide warranty support without interruption.

Of the big three American boatbuilders (Catalina and Beneteau USA are the other two), Hunter reached the farthest outside the box as the traditional boat market sagged. The hybrid powerboat-sailboat Hunter Edge introduced in 2009 was a sharp departure from its usual fare. In 2010, it launched the Elco-powered electric hybrid e27. And last year, Hunter debuted the electric hybrid e36. The new Hunter 33, by comparison, is a case study in incremental changes. Below the waterline, it is virtually identical to the previous Hunter 33, of which 623 hulls were between 2005 and 2011.

Starting in the mid-1990s, Henderson began revamping the Hunter fleet, exploring ways to boost performance, make sailing easier, and create interior space for the creature comforts that Hunter owners expect. The new 33 bears Henderson’s signature changes—beam carried well aft to increase interior volume below, a concave hollow in the bow and shallow forefoot to reduce pitching motion, and a fractional rig to make maneuvering under sail easier. Trickling down from the ocean racing realm, hard chines are the new trend in the recreational market. Henderson located the new 33’s chine at the waterline, to aid in tracking when the boat is heeled.

One of three designers we spoke with in Practical Sailor’s 2005 designers conference, Henderson emphasized the importance of the rudder in providing lift. Like previous Henderson designs, the 33’s elliptical rudder is fairly large, and the keel is conservatively proportioned, allowing sufficient lead—the fore-and-aft distance between the center of effort and the center of lateral resistance—to make for a well-balanced sailer. (See PS, February 2009, “The Balancing Act.”) Hunter offers a 4-foot-6-inch shoal-draft version and 5-foot-6-inch deep draft of the new 33.

The boat’s excitement factor will depend a great deal on the sail plan. Henderson is a firm proponent of the fractional rig, with an easily tacked 110-percent furling jib. To up the fun-factor in light-air, a Code 0 asymmetrical sail will be a good investment.

For the mainsail, Hunter offers two options. Most buyers opt for the in-mast furling rig, an attractive choice for weekend cruisers who don’t want the hassles of setting and stowing a mainsail. Performance enthusiasts should opt for the standard rig. A full-battened, fat-head mainsail will significantly boost horsepower: The mast is shorter (by nearly 5 feet), lighter, and more aerodynamic than the furling mast.

Foregoing a furling main has trade-offs. Hunter’s overhead arch puts the aft end of the sail high above the cockpit, making setting and dousing a full-batten sail more of a chore, particularly if a full bimini is part of the picture. To simplify stowage, Hunter offers a self-stowing sailcover system with lazy jacks similar to those we looked at in our February 2008 article “Taming the Main.”

The clearest difference between the new 33 and the previous version is the new deck plan. The previous model had a walk-through transom that opened onto a stern boarding platform. The new model has a hinged transom cutout that folds down to create a swim platform that offers more area than the previous platform. As a result, the cockpit is larger, the main cabin can move aft, and the berth below the cockpit gains more space.

One big benefit of the larger cockpit, strictly from a cruising standpoint, is the bigger cockpit table. Featuring twin drop-down leaves hinged along the centerline, the 33’s table has a catch-all bin at its base—great for sunscreen, winch handles, and gloves—that doubles as a foot brace. There is plenty of room to move around the folded table, and older sailors will appreciate the extra handhold.

The previous model’s more secure—and unattractive, in our view—bathtub wrap-around coaming is gone. Instead, port and starboard lockers (starboard for propane tanks) are aft. The cockpit seats are technically too short for snoozing (4 feet, 9 inches by 1 foot, 6 inches), but seat cushions raise the seats up to the same level of the lazarettes, so you effectively have 5 feet, 7 inches to stretch out. Head clearance under the arch is 6 feet. A 4-inch bridgedeck keeps water from sloshing below. Lexan hatchboards stow in a dedicated storage bin in the port cockpit locker, ready as needed offshore.

Our test boat from Massey Marine in Palmetto, Fla., was equipped with the Mariner Package, which includes the overhead arch, an upgraded 29-horsepower Yanmar, Seldén in-mast mainsail furling with a rigid boom vang, a helm sheeting package for the jib, and the optional folding Lewmar steering wheel. It also had upgraded No. 30 Lewmar winches for reefing and furling lines; No. 16 winches are standard. A high-aspect canvas dodger and full-length cockpit canvas rounded out the package.

Sail control is easily managed from the cockpit. Halyards, reefing, and furling lines lead back to ganged Spinlock rope clutches at each side of the companionway. Molded line bins keep tails and toes from becoming ensnared. Mainsail control—both the traveler and mainsheet—can be reached from the helm, although the test boat’s full canvas awning made it hard to monitor the sheet tension and traveler car position, even with a cutout window over the helm. While mid-boom sheeting found on other boats doesn’t suffer this problem, Hunter sensibly prefers end-of-boom sheeting, which minimizes the loads on hardware and humans.

The 19-inch-high coaming offers security in a knock-down, but makes for a big step down to the sidedecks. While hardly expansive, the sidedecks allow easy passage fore and aft. Ample handholds and a low toerail offer security when moving forward. A reconfigured rig, with lower shrouds well inboard, also opens up the passage forward.

Six amply sized cleats (two at the bow, one on each stern quarter, and two amidship) handle docklines, but the stern cleats are vertically oriented, making them harder to access and poorly aligned with dock loads.

The self-draining anchor locker, single bow roller (two rollers are an option), and windlass gear meet the needs of a weekend sailor. This is a standard design on boats of this size, geared more toward aesthetics than midnight anchor drills on a pitching deck. (The more sensible hawse pipe is too much trouble for today’s sailors, it seems.) The anchor locker is relatively shallow, a poor match for someone who likes to pile on rode or carry two anchors. A locker divider is optional.

Most of the sailing hardware is Seldén gear, and this equipment has done very well in our previous tests. Seldén’s 200s Furlex, top rated in our August 2009 test, handles jib furling duties. Seldén’s in-mast furler and rigid vang help tame the mainsail, and Seldén’s top-rated bullet blocks (PS, June 2011) handle mainsheet loads. This is Hunter’s first big boat to feature Seldén’s mainsheet traveler.

The new 33 is the first Hunter model with a saildrive. The standard engine is the 21-horsepower Yanmar 3YM20, but our test boat featured the 29-horsepower 3YM30, which has a shaft output of 27 horsepower. The engine is mounted with the flywheel facing aft, so the gearbox and saildrive mounts and seals are easy to inspect and monitor. Access to the water pump, alternator, and drive belts is through a door in the aft cabin.

Yanmar recommends that this engine be hauled out, inspected, and serviced annually. Paint failure and corrosion on the aluminum lower unit are the chief concerns, so zincs need to be changed routinely, and the paint coating needs to be closely monitored. Copper-loaded bottom paints on the drive are a big no-no. If you live in a tropical climate and are trying to stretch your haulout intervals to three years, you may want to re-think the advantages of having a saildrive.

Saildrives simplify the builder’s job, and their only real advantages for the sailer are reduced underwater drag and some noise reduction. The standard prop is a bronze two-blade prop. Our test boat came with a folding two-blade prop. For long-term reliability and fewer maintenance headaches, we still prefer a conventional drive shaft system.

The boat’s standard systems are handled professionally and are adequate for daysailing, but most sailors will opt for a cruise-ready package, which includes some things we’d consider essential. There is also an iTech upgrade featuring additional HDMI and USB cabling and a cell-phone booster antenna for those who want to stay connected.

Bronze through-hulls have replaced the Marelon versions used on previous models. All seacocks are easily accessible and well labeled. Wiring and plumbing systems closely adhere to norms set by the American Boat and Yacht Council. The 25-gallon fuel tank is polyethylene. We prefer high-grade aluminum for fuel (PS, May 2007). The tank is well supported on all sides and small enough that the rotomolded tank’s biggest drawback—the difficulty of installing leak-free inspection ports—isn’t a major issue.

Hunter’s interior arrangements are among its strongest selling points. The computer-cut interior panels are assembled in modules outside the boat, significantly reducing labor cost. Joints, doors, and lockers that require skilled carpentry are pre-built and fitted in the workshop, where they can get the attention they deserve.

You won’t find finished edges on all plywood panels, but the warm cherry veneer, the creative use of space, and a few practical touches create an interior that is surprisingly roomy and comfortable for a boat of this size.

The extra space gained by pushing the cockpit aft allowed Hunter to angle the steps inboard, so one can walk down facing forward, with excellent handholds on either side of the companionway.

Headroom is 6 feet, 2 inches. White foam-backed material covers the overhead and sides. The material is held in place by grooved plastic track and can be removed and re-installed (with a special roller) to access deck hardware. This allows Hunter to through-bolt all hardware through a backing plate.

The main cabin and galley are well lit with big side windows, and two flush, frameless overhead hatches—one opening forward, the other opening aft—provide ventilation. The forward V-berth has its own hatch, and the aft cabin in the starboard quarter has a larger-than-queen-size bed, two ports and a fairly large hatch in the port settee. These hatches don’t get a whole lot of breeze in a still anchorage, but the space is much airier than that of previous models.

The galley is well-appointed, with a gimbaled, two-burner Force 10 stove and oven, and a single, deep sink. So long as you don’t need access to lockers or the ice-box (or optional freezer), there’s more than enough counter-space. Our test boat had a minimally insulated, front-opening fridge. These self-contained units work well for daysailing and dockside entertaining, but can be real energy hogs away from shore. A top-loading freezer/fridge with better insulation is an option.

The starboard head doubles as a shower, which has its own sump. The space’s snug fore-and-aft dimensions allow for a sleeping-length settee to starboard and the spacious aft cabin.

The dinette table has a slightly raised, fiddled catch-all for food, drinks, iPods, Barbie dolls, Legos, whatever. Beneath the vertical structure is a hand crank that raises and lowers the table, quickly converting it into a long 4-foot-4-inch-wide berth. This is a slick, one-person operation. Similarly, the center section of the starboard settee flips inboard to convert into a coffee table or small chart table.

Photo courtesy of Hunter Marine

Performance

We tested the boat in protected waters on the Bradenton River, Fla., in 10 to 12 knots northwest wind. A quarter-knot incoming tide was nearly aligned with the wind, and the following data, recorded by the GPS on our Velocitek ProStart, compensates for this current.

At 2,600 rpm, the upgraded 29-horsepower engine with a 13-inch, two-bladed folding Gori prop pushed the boat at 6.5 knots. At wide-open throttle, 3,400 rpm, the average speed was 7.3 knots and the wake was clean. The boat easily spun 180 degrees in little more than a single boat length, and it maneuvered easily under power in both forward and reverse. The engine was quiet with very little vibration at either speed, only slightly noisier at the higher rpm, registering 77 decibels in the center of the main saloon and in the cockpit with the companionway open. (Conversation is about 60-70 decibels.)

Even with shoal-draft and an in-mast furling mainsail that had no vertical battens, the test boat climbed to windward well; we would expect much better performance with the deep keel version and the standard mainsail.

Tacking angles were between 90 and 94 degrees. Close-reaching with the wind 45 degrees true and a relative windspeed of 14 knots, the boat made 4.9 knots over ground. Cracking off to 50 degrees true wind angle, the speed jumped to 6.4 knots. The fastest sustained speed was 6.5 knots at 70 degrees true, in 14 knots apparent wind.

Reaching between 130 and 160 degrees off the wind, the boat averaged between 5 and 5.5 knots. Apparent windspeed off the wind was between 6 and 8 knots, perfect conditions for an asymmetrical, although our test boat was not equipped with one. Throughout the test sail, the helm was exceptionally well balanced, even off the wind, and the boat accelerated nicely in puffs.

For a new, entry-level family cruiser, the Hunter 33 has a lot going for it. The $160,000 sailaway price is attractive; the five-year warranty on the hull is transferrable. A one-year stem-to-stern warranty covers major components, including things like refrigerators and windlasses.

Our tester was impressed by the excellent use of space in a boat of this size, both belowdecks and in the cockpit. In this respect, it is a big improvement over the previous Hunter 33.

Second was its performance on the water. Even with a battenless mainsail, this was a fun boat to sail. We’d encourage a stickler for performance to opt for the full-batten main.

Two concerns, in our view, are the standard iron keel and the sail drive, but you can’t expect a company like Hunter, for which pricing is a key sales point, to fight against market trends. A lead keel is an option for the Hunter 33, and is well worth the extra $9,800, in our view.

If you are having the boat hauled annually to ensure that the keel coating remains intact and the sail drive maintenance regimen is followed, you will avoid the problems that can crop up down the road. Certainly, around-the-can racing sailors will appreciate the reduced drag of the sail drive.

Hunter has had many years to learn what its customers like, and the variety of options in this boat will appeal to a wide range of sailors. We expect it to continue to sell well in this size range, and consider it a good fit for a coastal cruising family.

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• By Alvah Simon
• Updated: November 12, 2012

The boatbuilders at Marlow-Hunter , formerly known as Hunter Marine, may have been too successful, if that’s possible, with their prodigious production run of more than 600 Hunter 33 s. They found that the boat’s secondhand market was so vibrant that, in essence, they were competing against themselves for new-boat sales. They decided that by offering a new family cruiser of the same size but with significant innovations and upgrades, they might lure customers back into the new-boat market, and if they made the price very attractive, they might also entice trailer-sailors to make the leap up into a manageable keelboat.

The innovations and improvements found in the new and completely revamped Hunter 33 aren’t mere window dressing; they’re genuine leaps forward in speed, handling, comfort, and value. Always lurking is the risk of trying to squeeze too much into a small hull, such as larger cockpits, more spacious decks, increased interior volume, and a plethora of modern gadgetry. But Glen Henderson and the Hunter Design Group have found a superb balance in this package of upgrades.

The new hull still maintains Henderson’s signature hollow bow but now sports a trendy hard chine. By placing it beneath the waterline, Henderson sacrificed the cosmetic flourish of an elevated chine but found the sweet spot in terms of form stability and lateral resistance while under way.

Small but ultimately significant adjustments to the deck design add up to notable ergonomic efficiency. The cockpit pedestal has been moved back a few inches to create a larger cockpit area. A clever drop-down/walk-through transom adds to the usable space, and because this is a relatively high-sided vessel, it will be the preferred boarding point. The offset boarding ladder will come in handy for swimmers. The Lewmar wheel, when folded in, opens the access forward. But even in its full open position, it offers 10 inches of clearance between the wheel and the cockpit seats, giving the helmsman quick access to the sailing controls forward on the cabin top.

Two seats sculpted into the impregnable aft pulpit add to the already spacious outdoor social area. The steering pedestal is stout and holds an array of engine and navigational instruments, and it acts as the base for a sizable folding cockpit table.

It wouldn’t be a Hunter without the forward sloping arch with overhead, dual-ended mainsail sheeting. The headsail sheet winches are adequately sized and placed handy to the helm. Sheet wells built into the companionway bulkheads tame the abundance of sheets, halyards, and furling lines led aft to the cabin top.

There are ample stowage lockers, and the twin-bottle LPG locker is particularly well designed. I don’t like the three-washboard arrangement on a tapered companionway hatch, but this was the only fault I found in an otherwise excellent cockpit plan.

The deck has been redesigned with larger deadlights that allow more light below. Also, the lower shrouds have been moved inboard, creating an unencumbered flow forward. The new seahood covers the many lines leading aft, leaving a cleaner and, therefore, safer deck. The foredeck workspace is well thought out, with a small but adequate rode locker, a single roller, a recessed Lewmar windlass, and a snubbing cleat. The twin lifelines are coated but stand a minimal 23 inches high. I’d like to see this figure raised across the industry.

Though not touted as a performance cruiser, I found the 33 to be quick and responsive. Even with the in-mast furling option (not the fastest of sail plans), in only 5 to 7 knots of breeze, we maintained an honest 5.5 knots to windward and just under 5 with the wind on the beam. The 33 tacked effortlessly and tracked well. All in all, this is a slippery yet well-behaved hull.

Under power—the boat we tested had a 29-horsepower Yanmar diesel with saildrive—the vessel showed a good turn of speed, touching 6.5 knots at a cruising rpm and 7.5 when flat-out. (A 21-horsepower engine is also available.) It backed with precision and, due to the highly efficient balanced spade rudder, turned nearly in its own length. With the 33’s small size and snappy responsiveness, the boat should prove quite manageable in tight quarters.

Where it really shines, however, is below. The interior is surprisingly spacious, bright, and well ventilated. Good handholds and the rounded teak companionway steps lead one safely below. A single full-size head and shower lie to starboard, across from a well-executed galley to port. The countertops are an attractive and practical white speckled Corian. A stainless-steel rail acts as both fiddle and handhold. The two-burner stove/oven is well fiddled but could use a little more angle when gimbaled. There’s a single but deep sink. The galley is large enough to work in conveniently but enclosed enough for safe use at sea.

The main saloon sports a very clever central table that’s built around a liquor/stowage cabinet. The table drops to create an additional berth. Across to starboard, a bench seat can be folded up to create a central cocktail table that doubles as the navigation station. Other amenities include a flat-screen TV and even an iPod docking station. Not mere gimmickry, this is a commitment to bringing the company’s styling, amenities, and electrical/mechanical systems up to the most modern of standards.

The owners cabin forward is bright, spacious, and offers good stowage spaces. The athwartship guest double lies in the stern to starboard.

The fit and finish are fine, and the overall cherry color and styling is pleasing to the eye. But more important, it must be noted again that this is only a 33-foot sailboat, and yet it contains two private cabins, a full-service galley, a spacious central saloon area, a full-size head and shower, and a navigation station—while still offering easy engine access and room to spare for generous stowage of gear.

The Hunter 33 shows no incongruities in its core concept. This is a contemporary-looking, modern-feeling coastal or near-offshore cruiser designed to take an entire family to sea in ease, style, and comfort. The good news is that it can do this at an amazingly attractive price. With that combination of looks, performance, and value, Marlow-Hunter may find itself faced again, perhaps in just a few years, with the same fortunate problem that its new 33 was designed to solve.

Two-time circumnavigator Alvah Simon is a Cruising World Boat of the Year judge for 2013.

View a full photo gallery for the Hunter 33 here . Check out more boat reviews here .

• More: 2011+ , 31 - 40 ft , Boat of the Year , Coastal Cruising , marlow-hunter , monohull , Sailboat Reviews , Sailboats
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Hunter 33 - 2004 Shoal draft

Sailboat specifications.

• Last update: 10th April 2020

Hunter 33 - 2004's main features

Hunter 33 - 2004's main dimensions, hunter 33 - 2004's rig and sails, hunter 33 - 2004's performances, hunter 33 - 2004's auxiliary engine, hunter 33 - 2004's accommodations and layout.

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Hunter 33 2

The hunter 33 2 is a 33.5ft b&r designed by glenn henderson and built in fiberglass by hunter marine (usa) since 2004..

The Hunter 33 2 is a light sailboat which is a reasonably good performer. It is reasonably stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Hunter 33 2 for sale elsewhere on the web:

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Hunter 33.5

Posted by Allen Penticoff | Boat Reviews , Monohull , Reviews

A well-planned economy cruiser

Rich and Carolyn Sutorius of St. Charles, Missouri, sailed a Seafarer 26, Manana , for more than 30 years. We reviewed the boat in the July/August 2019 issue . In 2021, with Rich now retired and Carolyn’s retirement approaching as well, she thought they should move up in boat size when they are able to spend more time aboard at their slip in Boulder Marina on Carlyle Lake in southwestern Illinois.

The cockpit is fairly roomy, but it’s a squeeze to get past the wheel, especially with the bimini up.

This request caught Rich by surprise, but he was not about to argue. They searched around the country for a Hunter in the 33-foot range. Most were iffy prospects and somewhat pricey, considering the difficulties in getting it to their landlocked lake. On my advice (we are friends) he asked several Hunter owners at his own marina if they’d like to sell, and as luck would have it, one said yes, even though it wasn’t technically for sale. Rich and Carolyn renamed the boat Pura Vida and launched her the following spring.

The Luhrs family built boats, both power and sail, for decades. Warren Luhrs, son of Luhrs company founder Henry, began the sailboat company in the early 1970s. He became a long-distance ocean racer with boats like Thursday’s Child , incorporating some of his ideas, like B&R rigging, in the production models. With his passing, the brand was bought by Marlow and the boats are marketed as Marlow-Hunters.

The seatback is part of the locker lid and it is somewhat large and clumsy to deal with, as it must be held up with one hand. A gas strut or spring to hold it open would be helpful.

The Hunter 33.5 was built from 1987 to 1994. Some know the 33.5 as the model 335, as there is a follow-on version designed by Rob Mazza called the Hunter 336 that has considerable updating starting in 1995. One can also find a very similar Hunter in the 34. One review, pre-336, says there were some 600 of the 33/33.5s built.

Several keel configurations were supposedly available: fin keel, bulb wing, elliptical wing, and Collins tandem keel. However, it is believed that nearly all of the 33.5s were built with the shoal draft (4 feet 6 inches) bulb wing keel as the review boat has.

Construction

Hunter Marine employed standard materials and construction methods in line with the boats’ intended price points as economy yachts. The hulls were hand-laid E-glass with polyester resin. They were solid, meaning no core material, with a skin coat behind the gelcoat of chopped strand mat sprayed with a chopper gun to help reduce print-through from the fabrics, such as 24-ounce woven roving, that followed. Decks were cored, some with 4-inch squares of plywood, others with sheets of end-grain balsa. Ballast was external.

The drum for the headsail furler is recessed in the deck—an interesting detail. Ground tackle is also kept off the deck in a locker.

On my arrival at the marina, Pura Vida was tied stern-to at the dock, which enabled boarding via the transom opening as the humped helm seat had been removed and stowed. Getting around is very easy given the wide, clear sidedecks and the uncluttered cabintop that is ripe for sunbathing and lounging. Adequate handholds are available going forward to handle the anchor from a built-in locker.

The cabin trunk is relatively low, facilitating good forward visibility underway. Aluminum toerails edge the deck, with stainless steel pulpits at both ends and double lifelines between them.

There are two small lockers on the transom swim platform and two in the cockpit in each aft corner, which house the batteries. There is only one big cockpit locker, to starboard, and it’s not all that big or deep.

Engine gauges are to starboard of the wheel, but oddly and inconveniently, the engine cut-off knob is located at the top of the companionway steps. Aft of the wheel is

access to an emergency tiller connection and a large removable panel for service to the steering system. Between the mid-boom traveler just ahead of the companionway and the mast is a flat area clear of hardware that is perfect for lounging and sunbathing, as Carolyn demonstrated.

The saloon has a comfy dinette and table that lowers for a berth. Note the stainless steel tube that serves as a deck compression post as well as a much-appreciated handhold.

The rig is a ⁷/₈ fractional sloop, with double swept-back spreaders, double shrouds, and lowers from inboard-mounted chainplates. The backstay splits to free the helm of interference. Although sometimes reported as a B&R rig, it is not a B&R rig. Nonetheless, the swept spreaders do limit how far out the boom can be swung. Pura Vida sports a full-batten mainsail with lazy jacks and a roller-furled 110% headsail. Hunters in general lean toward tall main-driven sail plans with smaller, easier-to-trim jibs, and the 335 is no exception.

Accommodations

Going below, the first impression is a lot of wood and a lot of light. There are plenty of opening hatches that let in light, as well as windows on the cabin trunk sides. The first step is on top of a hinged cabinet/step that has a small handy tool bin under it. This makes a secure place to stand under sail as well. The hatch overhead is a dark acrylic plastic that slides into a sea hood. The way forward unfortunately is not endowed with overhead handholds. A light cream-colored padded vinyl covers non-wood surfaces that lend to the airiness of the cabin.

The gimbaled two-burner stove and double sink are nice features, as is the counter space for meal prep.

The forward cabin has a generous V-berth with cabinets and door—no need for an insert. I found it adequate for changing

clothes with the door closed. The aft “guest” cabin has a larger berth, but it suffers from being athwartship under the cockpit and if two are in bed, it makes the aft person in for the night. Couples may wish to split up and take separate cabins. The aft cabin is a great place to recline and read a book. Below the cushions is access to the engine-cooling through-hull, water strainers, fuel filter, prop shaft, and stuffing box. Other cabinets and engine access are found here as well.

The saloon features a wraparound dining table, which lowers to create a berth for two, while the port settee makes a berth once the back cushions are removed. Storage is abundant. The U-shaped galley takes up the aft star- board area, with plenty of workspace. The head/shower is to starboard with a vanity opposite. The head itself has a big lid over it, which Rich fitted with a hook after it fell on a male friend while sailing.

Pura Vida is equipped with a water-cooled marine air conditioner that has ducting to all three cabins.

At the aft end of the port settee is the nav station, constructed in wood and with space for instruments and charts. You’ll probably want to stand at it rather than sit sideways.

The Hunter 33.5 handles quite well under sail and under power. With a shoal draft fin/bulb-winged keel and spade rudder, it turns quickly. We managed some tacks to windward quick enough that winching in the sheets was unnecessary. The main is a tad oversized and needs to be reefed early to prevent excessive weather helm. In average conditions there was a hint of weather helm and the helm feel was on the light side, but not quite fingertip control. The split backstays are completely out of the way while you are at the helm and there are many places to sit and steer. My favorite spot on most wheel-steered boats is to recline on the leeward seat snugged up against the coaming and steer with an up-and-down motion on the wheel. Some boats can even be steered with your feet, and this Hunter is one of them. Pura Vida has plush pulpit seats that are comfy for passengers, but they are a bit out of reach for a helmsperson.

The aft berth, under the cockpit, is wide but not for the claustrophobic.

The cockpit seats are comfy, with adequate width and height. The tops of them are chamfered and blend into the sitting space. However, they are spaced just a bit too far apart to make for comfortable bracing while heeled. As for napability, I give these seats a 3.5 on the Penticoff Napability Index (PNI) of 1-5, with 1 being terrible and 5 being great. The 33.5’s seats are fine for reclining or curling up, but like many smaller yachts with a wheel, the cutout to get around the wheel takes away some of the napping comfort.

Having sailed downwind the length of the lake, we’d been planning to reef for the windward beat back to the marina as whitecaps were running the length of the lake now. However, we decided to take it even easier. We furled the main and then proceeded under jib alone. It was a pleasant sail. Handling was very neutral and light, with tracking spot on. Heel was minimal while pointing to 50 degrees and making 3.5 knots. It was so pleasant that as we came abeam the marina, Carolyn requested we continue for a while longer.

There are no surprises to sailing the Hunter 33.5 downwind or under power— standard stuff. However, Pura Vida’s folding prop has the usual lag when going from forward to reverse.

For PHRF racing, in fleets around the country most 33.5s rate 144–147 seconds per mile.

As with most boats, the Yanmar diesel is mounted under the cockpit and behind the companionway ladder. Opinions vary as to its accessibility.

There are many good old boats to choose from in this size range. Many of them are Hunters. Hunters have long been value-oriented production boats rather than top-of- the-line, spare-no-expense boats. Where some find fault with them, others find more boat for less money. I have not sailed a Hunter that I disliked or thought was inadequate for the sort of inshore sailing we usually do.

Listings for the Hunter 33.5 as of July 2022 ranged from $15,000 to $50,000.

There is a very large Hunter owners group online at shop.hunterowners.com for all things mechanical and technical.

Owners’ Comments

Points high and sails well on all points. I thought the hull and rigging were quite good for a relatively low-cost production boat. However, I was very disappointed at the quality of some of the components. The manual bilge pump was the cheapest one they could possibly buy and I had a catastrophic failure the first time I needed to use it. Also, the packing gland housing was made of a plastic material. Apparently, nearly all of the hatches had leaked since the boat was new. Sleeping accommodations were not great. Access to the rear of the engine was difficult.

—John Streatfeild, Guntersville, Alabama

Very small water intake regularly catches weeds and fish and plugs up at the hull. Walk-through and lockers in the swim step on stern are great—but this is still a narrower cockpit that fills up with four people.

—Andy and Sarah Reimer, Nanaimo, British Columbia

This boat is small enough to singlehand and big enough to take on moderate coastal seas. Downwind sailing is better on the B&R rig found on the 335 vs. the Selden rig seen in later models because the spreaders have almost no sweep. There’s a chart table, room for a 16,000 BTU marine A/C, a refrigeration box, and room on the forward bulkhead in the saloon to mount a modern, large flat-screen TV. There is not an option for an anchor roller, nor is there a way to install one on the 1990 335. The plumbing   used Qest fittings, which are not readily available today. The standard Yanmar 2GM20F seems to be underpowered.

—Colby Whitfield, Kemah, Texas

Solidly built, set up for singlehanding, and comfortable belowdecks. Especially like the open transom design. I stow my 7.5-foot dink up against the stern. Passageways belowdecks are narrow/tight. Engine access is a bit awkward.

—Jim Mosher, Chesapeake Bay, Maryland

About The Author

Allen Penticoff

Allen Penticoff, a Good Old Boat contributing editor, is a freelance writer, sailor, and longtime aviator. He has trailer-sailed on every Great Lake and on many inland waters and has had keelboat adventures on fresh and salt water. He owns an American 14.5, a MacGregor 26D, and a 1955 Beister 42-foot steel cutter that he stores as a someday project.

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Hunter 33-2

Hunter 33-2 is a 33 ′ 5 ″ / 10.2 m monohull sailboat designed by Glenn Henderson and built by Hunter Marine starting in 2004.

• 2 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 3 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 4 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 5 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 6 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 7 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 8 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 9 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 10 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 11 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 12 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 13 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 14 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 15 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 16 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 17 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 18 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 19 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 20 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 21 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 22 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 23 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 24 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 25 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 26 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 27 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 28 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 29 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
• 30 / 34 League City, TX, US 2005 Hunter 33-2 $56,900 USD View
• 31 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View
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• 34 / 34 Clear Lake Shores, TX, US 2005 Hunter 33-2 $49,900 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Dimensions above are with shoal draft and furling mast. Also available with deep draft keel: 5.5’/1.67m Deep draft ballast: 3455 lbs./ 1569 kg Standard rig… Mast height: 46.58’/ 14.20m SA: 625 sq ft / 58.1 sq m P = 36.42’ / 11.10m E = 13.83’ / 4.22m Optional 29hp engine

An updated version was introduced in 2012 Also referred to as the E33. Same hull and rig. Larger cockpit, deck layout changed plus a swim platform was added. Displacement = 12,400 lbs / 5624 kg

Thanks to Adam Hunt for the photo of the H33-2.

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Hunter 33' series?

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So, I've read the very long "why are there so many hunter haters" thread, and I've been spending a LOT of time on the sailboatdata.com site, not because numbers tell the full tale, but because they're helpful in comparing boats a bit. I've come around to the idea of a Hunter 33-2, driven by two primary considerations for our use as a family cruiser: comfort and draft in the Chesapeake Bay. Right now we're on a Freedom 32-2, and it seems fine for me, but my wife and son (the latter larger because of the former, I suspect) are feeling a bit tentative about motion and "comfort" underway - no sea-sickness but thinks like pounding or rolling just really make them anxious. I'm going to have to sacrifice performance some for not just motion comfort ratio, but also things like AC, walk out transom (or sugar scoop). The CR on the Freedom is <2.0. I realize this isn't a hard-and-fast metric as "motion" is a subjective thing. I'm also increasingly wiling to find something which is heavy and plodding if the tradeoff is stability. The shoal keel on the Hunters seems great for the bay (not that the 5.5 draft on the Freedom appears to be an issue so far), and the "family friendly" aspects appear to hit the various items we'd really want for super-comfortable cruising, if not amazing performance. I'm sure the deeper draft would be more appealing for sailing upwind, but perhaps that's a non-issue. In looking back at earlier iterations of the 33-2, namely the 336 and the 33.5, just to compare as well. Also the Sabre 34 MkII and Bene First 32s7. There's a Sabre not too far from me at a quite reasonable price because it is a former charter boat, which means we might be able to charter it and try it out. People pointed me at Pearson in the past, and there's a Pearson 34 not too far away. The Pearsons are of interest, but draft on those and the Sabre are not as great as that 4'5" bulb-and-wing.  

I'm sure I'll get crap from Hunter owners. Hunters are dock queens IMHO. Yes good wide spaced accommodations. Creature comforts . Iif that's your primary goals...she's your boat This Hunter again IMHO don't sail well, BR rig prevents good down wind sailing by limiting the amount the main can be let out without putting a hole in it. We had one in our marina and he would finish last in sailing raises. They are so light I doubt that have this great comfort motion you require. My friends H38 oil cans all over the place is a breeze with the walls flexing. As a sailboat....bottom of my list. build quality....same. Catalina, Benetau better equipment. Hunter has veneer everywhere there is any wood. Poor joinery and workmanship. They are built for the cheapest of price points. Their resale value the lowest of the major production boats. all that negative....but positive is their salon in terms of comfort. Sabre/ Pearson....Much better quality, better sailors with the Sabre at the top. There were some superb Hunters designed by Cherubini. The 33 is not a well built or designed boat  

Yes, that's the common rep in all the threads I've read: they're slip-queens, mostly designed for comfort sitting in a marina. And indeed, to some degree, that's what I'm looking for, because that's part of my target audience. But I've also read enough other threads and Jeff_H's interview with Glenn Henderson to be persuaded that while they're price-point boats, in terms of construction, they're really not terrible - sure, laminate instead of solid teak, but OK fit and finish, and it seems, by the Henderson years, the grid construction issues were worked out. I really haven't been able to find - after the 90s Hunters - reported major failures. I should note that I've not sailed one (well, an 80s Hunter 28 I sailed briefly 25 years ago, doesn't count). I do like the Sabres and see they are quite well regarded, and of course Pearson is a venerable name. I have a buddy with a Pearson 34 who will no doubt let me take the helm on his a few times to actually see what the boat feels like as well. The trouble here is finding an older boat that doesn't need a lot of time investment, or retrofitting of AC. In another five years, I'll be able to retire and the time commitment won't matter so much. Right now, the opposite is true. I also am personally quite drawn to the C&Cs, for their reported sailing characteristics. But every subjective thread I've read suggests the C&C is going to pitch, roll and heel more than the Hunters or Benes (with the flatter, beamier bottoms). While the Hunters are light, the total displacement of this boat (2004-2011 33-2) is actually heavier than your C&C 35-mkIII, and has a lighter ballast. Comparing the numbers side-by-side, the comfort ratio on the C&C is actually a little higher, no doubt because of that extra ballast in the keel. Your boat (nominal 35') numbers are really VERY close to the numbers/ratios for the 33' hunter (LWL is extremely close - the 33' Hunter is actually longer). The keel/CB version of the C&C has a draft (CB up) about the same as the Hunter as well, but the option to put it down for pointing. I should note that the numbers I'm comparing - the capsize ratio, the comfort ratio - are also for the 6' keel version, and I expect aren't as good on the CB version (since the ballast isn't as low). But I'll have to put these back on the list. I'd been looking more at these 80s era boats (C&C, Pearson, Sabre) originally, but the option of CB or swing-keel or 6' draft seemed a poor choice for the bay. I'd really alighted on the shoal draft winged-bulb keel as the right solution to this problem. I can't articulate a good argument for why, but I just really dislike CB and/or swing-keels. On the rig: I'm coming from a back-stayless set of experiences (mostly a catamaran, but the current Freedom 32 is a stay-less catboat) so I'm not entirely put off by not being able to fully extend the main on a straight-downwind run. My bigger concern here is that any boat be well set up for single-handing. I discount the Catalinas because the limited experience I've had (Capri 22) was that it was a dog, and the numbers I read (these same ratios and the PHRF ratings in the bay) suggest the larger versions are just larger dogs. Your boat has a nice 123 PHRF for the Chesapeake Bay; this particular Hunter isn't rated, but the previous generations (not Henderson designs) are 144.  

s_ruffner said: I really haven't been able to find - after the 90s Hunters - reported major failures. Click to expand...

Got it. You were asking about it’s plusses and minuses. When presented with the evidence of the negatives you refuted them and even compared to my 36 year old C&C. The two boats compared sailing wise are not even in the same zip code. You never really see Hunters of these size in phrf races, while C&C 35 on the Great Lakes are in one design class racing. The 35 is a combo racer cruiser. While their phrf appear to be close....that’s only on factor in the quickness. No one chooses a Hunter to race a comparable length C&C or Sabre in any type of racing with expectations of staying close. Upwind or downwind. since you never used a centerboard and I’ve sailed with mine for 26 years I can tell you the advantages. It means i reef first at 18-20 knots vrs the Hunter reefing at 13-15. It also increases the attack angle on close hauled sailing. None of these are learned by comparing comfort ratios or phrf in a book, but are real world experiences. A winged keel model on a boat is to bring a better sailing ability to a boat which otherwise should have a deeper keel. Some winged keeledboats I’ve sailed like Catalinas or Tartans scheel keel are designed well. As far as comfort in the seaway, there is more to it than the metrics you quote. We sail Haleakula up to the Long Island Sound and Newport at lest every other summer. She handles the seaway well and easily. No sloppy steering or oil canning. you want the creature comforts you see or perceive the 33 Hunter has and that’s your major requirement to get your family out sailing with you. I get and respect that. Keeping them comfortable is the job of the captain and how he sets the sails and runs the boat. Almost any boat can be sailed in a mellow easy going mode. It isn’t inherent in the design of these smaller / medium sailboats. Sabre’s are similar to C&C in design and quality. Oversized winches, robust lines etc. Catalina also gets high marks. There is a reason other boat makers haven’t gone to B&R rigs IMHO. Build quality is why you don’t see as many Hunters as Sabre, C&C , and Catalina in the 80s , online for sale. Certainly there were more built. No boats has all I’m not denigrating the Hunter , nor I am giving it props in areas other boats excel. You’d be happy with one if it’s creature comforts which drives your decision. If it would have been performance you’d have been disappointed I think. Just go in with eyes wide open. You’ve done good reading, but you came here for opinions, good and bad. The main thing is to-enjoy your boat and get your family involved sailing with you and to do that they need to be comfortable and happy, otherwise you’ll be the Lone Ranger, my wife loves our boat and sailing it. My daughter has bought a 27Catalina and loves sailing. There are lots of choices for them what to do with their spare/ family time. Sharing sailing is a great experience for a family. I think that’s what your trying to accomplish. good luck in your search😃  

chef2sail said: good luck in your search? Click to expand...

contrarian said: I can't speak for the 2004 and up 33-2 but the 33.5 is a decent sailing boat. Just check the phrf # for New England. Rates faster than a Catalina 34 and 3 sec. slower than a deep draft Pearson 34. Click to expand...

Ninefingers said: It will pound a bit in a chop, but nothing excessive. Click to expand...

Hunter is a lot of boat for the money. I can't speak for the 2004 and up 33-2 but the 33.5 is a decent sailing boat. Just check the phrf # for New England. Rates faster than a Catalina 34 and 3 sec. slower than a deep draft Pearson 34. A Pearson 34 with a shoal draft center board will be slower. The Sabre 34-2 will be the fastest and even the shoal draft version has decent numbers. As far as the dock queen statement.... that's hogwash. I was in a slip next to a C&C 34 before hurricane Michael and I never saw it leave the dock. It's the owner that makes a boat a dock queen not the boat. I've been 200 miles offshore in my Hunter in 6-9 foot seas and the boat handles it a lot better than I do. Are there boats out there that I would rather have? Sure, but the greener grass loses it's luster when you have to mow it.  

I'm actually a fan of the Hunter 33's from 2005 onward. I've fractionally owned a 2007 and a 2015 e33. I thought the 2007 was better built. It's in my marina now and it still looks great. It was sailed hard for a lot of years essentially being a charter boat, but never had any issues. I really think it's the best boat Hunter built and by all accounts they were trying to erase the past with it, but who knows. Yes, it's a dog downwind. But it actually sails quite nicely otherwise. It's a very easy boat to single hand. You don't get the sail tuning capabilities of a c & c, but that's not what the boat is about. It will pound a bit in a chop, but nothing excessive. It's a much tougher boat than given credit for in my opinion.  

FYI I also owned a Hunter 36. I did not like that boat. The freeboard was excessive even for Hunter Standards. And it just did not sail well. No groove so to speak. And it pounded much worse.  

I also disagree with the statements that Hunters are dock queens. In many cases, being a dock queen has more to do with the owner than the boat itself. Many years ago I sailed a Hunter 28.5 in Galveston Bay with occasional jaunts along the Texas coast. I would often see other Hunters out on the Bay. We took out the Hunter any opportunity that we had. Yes, Hunters are production boats, much along the line of Catalina's and Benny's. And they are priced as such. Quality is the standard of something as measured against other things of a similar kind. Yes, the production boats may not be built like a bluewater sailboat, but they are about 1/2 the price. One would expect the 'fit and finish' of a more expensive boat to be higher than a production boat. That said, both categories of boats could be 'quality' boats for their owners. I'm looking for my retirement boat. When I recently restarted looking for a boat it was at Tartan's. But, I want something more comfortable for my wife and something easier to single handle on the days that I might be out by myself. It will be a boat comfortable for cruising as we have no interest in racing. This has put the Hunter 33-2 on our short list, as well. Maybe the B&R rig isn't ideal for racing, but it has other advantages. I like that you can get a boat with a walkthrough transom, 29 hp Yanmar, in-mast and roller furling, and A/C. I also like the Mainsheet running to the arch and the set of winches aft as these make it even easier to trim the sails. Lastly, I really like the open airy saloon as well. All this for a 15 year old boat for around 50K! Different folks have different needs and wants in their boat. The Hunter 33 sure ticks off a lot of the boxes on my list. Jim  

JamesLD said: I also disagree with the statements that Hunters are dock queens. In many cases, being a dock queen has more to do with the owner than the boat itself. Many years ago I sailed a Hunter 28.5 in Galveston Bay with occasional jaunts along the Texas coast. I would often see other Hunters out on the Bay. We took out the Hunter any opportunity that we had. Yes, Hunters are production boats, much along the line of Catalina's and Benny's. And they are priced as such. Quality is the standard of something as measured against other things of a similar kind. Yes, the production boats may not be built like a bluewater sailboat, but they are about 1/2 the price. One would expect the 'fit and finish' of a more expensive boat to be higher than a production boat. That said, both categories of boats could be 'quality' boats for their owners. I'm looking for my retirement boat. When I recently restarted looking for a boat it was at Tartan's. But, I want something more comfortable for my wife and something easier to single handle on the days that I might be out by myself. It will be a boat comfortable for cruising as we have no interest in racing. This has put the Hunter 33-2 on our short list, as well. Maybe the B&R rig isn't ideal for racing, but it has other advantages. I like that you can get a boat with a walkthrough transom, 29 hp Yanmar, in-mast and roller furling, and A/C. I also like the Mainsheet running to the arch and the set of winches aft as these make it even easier to trim the sails. Lastly, I really like the open airy saloon as well. All this for a 15 year old boat for around 50K! Different folks have different needs and wants in their boat. The Hunter 33 sure ticks off a lot of the boxes on my list. Jim Click to expand...

Every boat is a compromise. Hunters (at least the newer ones) don't appeal to me, but I understand how they can to others with different criteria. As an engineer I appreciate good design and good build quaIty. I am willing to pay a reasonable premium for both. Of the three big volume builders, I would pick a Catalina or a Bene First over a Hunter any day. But given a fixed budget, I would go for a bit older Cal, C&C, Tartan or Sabre.  

If I had a bigger budget, I would indeed be looking very hard at a Tartan - the Tartan 3800 ticks all of my boxes. But that's double (as is the appealing H38, which seems very very similar to the Tartan in terms of specs) my budget. Yes, compromises, compromises. I enjoyed reading the back-and-forth between Jeff_H and Jim Bohart quite a bit. Jeff raised the same concerns about the arch for the traveller - what to do if the sheet jams or otherwise needs fixing in rough conditions. It does seem to me, overhead and out of reach or just ahead of the dodger, if the sheet or traveller is jammed, you're not going to be able to fix it fast enough to prevent a knock-down, and my personal reaction would (again, perhaps just gross inexperience) be to quickly turn into the wind, and dump the air that way. @chef2sail - are you saying you believe the arch-mounted traveller/sheet puts the center of effort (CE) for the sail higher than on a boat where it is mounted on the coach roof or cockpit sole? I have a hard time believing the relatively small weight of the traveller (even combined with the blocks and arch) shifts the boat's center of gravity higher. I'm not grasping (cluelessness on my part) the 'sailing moment'. My experiences (in keeping with my undergrad physics class) with various sheet/traveller mounting points are that the only real difference is the amount of force exerted on the sheet (and traveller) by that long lever known as the boom. As someone coming from a beach cat background, it bothers me no end that the traveler are anywhere forward of the transom - it just doesn't "feel" right, but objectively, I know (cf. physics) that this doesn't matter. I have certainly spent plenty of time hiked out flying a hull and continuously adjusting the main sheet (not cleated, but it's an 8:1 boom-end sheeting setup) for gusts; of course, I've also (deliberately mostly) been knocked down a time or two.  

Not so much the center of effort of the small piece of hardwar , but it is common sense to view where the contact point is for the wind, which is the traveler attachment point. This is located above the Bimini in a H38. On most boats it's either on the coach roof in mid sheet boats or in the cockpit or behind the captain in end sheet boats. The Hunters seem to advised main sail handling for comfort. Small booms, no battens, furled sails etc. it's also probably a cheaper build than designing a mid boom traveler. I like having a robust traveler as the attachment point as well as seeing my adjustments in front of me. Since I have led everything back to the cockpit it's easier to adjust in the event of a knockdown. When you get gusted with with a hit on a beam reach, you can't just turn into the wind. Chances are the wave action will also be working against that. Turning down if you cant dump the wind and let the main sheet out may be the better move. I too was a beach cat person and used to compete yearly in Hobie 16 as I had a beach house in Ocean City, NJ for 18 years with our cat in front of it. My daughter and I were nationally ranked at one point. The cat taught me a lot about two sail sailing and the effect of the jib and main together and their balance. even compare a T3800 a well made boat with good sailing characteristics with a Hunter 38 is ridiculous on almost all aspects. Build quality, sailing ability, etc. They both sit in the water and have sails. Just like a Chevy and a BMW both ride on the road and have tires. You can compare all the metrics you can find , anyone who has the experience of sailing both would tell you there is no comparison. Metric are great when comparing similar boats. Can paint the wrong picture when not. I would no more buy a boat based on metrics than I would buy a car or house on them. They are but one factor, and it goes away when not comparing the same type of boats, houses, cars. if it was blowing 15-20 on the Bay in a moderate 1-2 chop, sailing a T3800 and H38 will be night and day by my experience. Hunters are comparable in light winds .....maybe...but not in serious winds. The larger Hunters 40+ are designed better but seriously are not Calibers, Tartans, Sabre's, Cals or the older C&Cs . ( the new C&C are primarily race boats IMHO) pull the trigger. Buy a boat which your family will enjoy as it will be a great family experience that way. You going to be a Bay sailor primarily.  

I will touch on a couple points in this discussion. It is important to understand that my ongoing discussions with Jim Bohart ended roughly 20 years ago. I believe that our discussions focused on boats that largely preceded Glenn Henderson's involvement with Hunter. The published discussion points in that conversation almost solely reflected questions submitted by participants on SailNet and Cruising World webpages. The recorded published answers only reflected the 'on the record' responses, and did not include the full extent of our conversations particularly the off-the record portions of our dialogue. Since then Hunter, the company has been through quite a few changes in personnel and ultimately ownership. Many of the construction details and methods have changed; some for the positive and some for the less than positive. Also, some of the features and construction techniques that were unique to Hunter at that time have been adopted by other manufacturers, and also in this period other large production companies (mainly European) have become major forces in the industry. At the time of those interviews, I had assisted a number of people in searching for their 'ideal but affordable boat', which resulted in me looking at a large number of used 5-15 year old Hunters. Catalinas, and Beneteaus, as well as older less production oriented boats. It also led me to have detailed conversations with a half a dozen marine surveyors on their impression of these three boats based on their actual surveys over time. The conclusion at the time was that in general Beneteaus held up substantially better long term than the other two manufacturers and that was reflected in their higher percentage of initial price in their resale prices. It was also concluded that Hunter did the best job of meeting the various U.S. regulations and recommendations of that era and that their systems design was better than the other two as well. Of the three Catalinas fared worse in terms having a worn appearance and having more significant issues encountered during surveys. Personally I thought that Beneteau generally had better designs but that is another story. But like I said at the start, that was nearly 20 years ago and a lot has changed. I do not know Mr. Henderson personally. I always found his race boat designs to be full of ingenious details and liked the general naval architecture of them. The few that I was able to crawl through the hidden spots on, seemed to be well engineered and thought through. No matter how good a designer Mr. Henderson may be, in my mind, companies like Hunter are more design by committee than smaller race boat builders. As a result it is hard to know how much of the design of the Hunters produced since Mr. Henderson joined Hunter accurately reflect Mr. Henderson's work. Clearly, after Mr. Henderson joined Hunter, and especially in the immediate period after he came aboard, there was a big shift to more current design theory than the IOR II and Lars Bergstrom (the B in B&R) influenced earlier designs that preceded his involvement. Personally, I am not a fan of the B&R rig or going backstay-less. From conversations with Lars, I understood his thinking. Lars was a aerodynamicist (he invented the Windex that most of us have on our masthead) and believed that there were big reaching efficiencies in having the large roach mainsails that he was advocating. He was correct in that theory which in part is why modern performance boats have gone to square top mainsails. But with teh B&R rigs that came at the price of reduced upwind and downwind performance and loss of the ability of rig to be rapidly and easily depowered. The arch being discussed is a mixed question. I understand the practical implications of having the mainsheet mounted on the arch. And while there were a variety of structural issues with the early arches, those have apparently been addressed in later designs. But Chef2Sail is correct that the arch does raise the vertical center of effort in order to allow the required clearances for a fully tensioned mainsheet without two-blocking the sheet. That would be pretty minor, except that the large roach designs associated with Hunters of that era also raised the vertical center of effort. That would not be as much of an issue if these boats had more stability. But with the shoal draft for a 33 footer and comparatively low ballast ratio, these boats are pretty tender and so need to be reefed earlier than they might if the rig and design was different. But beyond that, many of these boats were delivered with in-mast furlers. In-mast furling is completely at odds with the raison d' etre for even having a B&R rig, namely the large roach mainsail. The added weight and wind resistance of an in-mast furler on this boat, would further make the boat tender while the reduced sail area, and when combined with the poorer sail shaping of in-mast furling, it would severely reduce sailing ability on all points of sail. If you love sailing, that would be a deal killer. Finally, in terms of motion comfort, I would expect the Freedom 32-2 to have a much better roll and heave motion than the Hunter 33-2 due to the hull form, better dampening, higher ballast ratio. On the other hand I would expect the Hunter to offer better pitching motion with its proportionately longer waterline length. I did want to point out that the so-called Motion Comfort Index includes none of the actual factors which control motion comfort and so really does not provide any useful information about the motion of the boat. Respectfully, Jeff  

Jeff_H said: Finally, in terms of motion comfort, I would expect the Freedom 32-2 to have a much better roll and heave motion than the Hunter 33-2 due to the hull form, better dampening, higher ballast ratio. On the other hand I would expect the Hunter to offer better pitching motion with its proportionately longer waterline length. Click to expand...

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Hunt: Showdown 1896 - The Concubine

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Description

This DLC contains one Hunter, two Weapons, and one Tool: - The Concubine (Hunter) - Shahmaran (Sparks) - Sister's Anguish (Hand Crossbow) - Pride's Death (Heavy Knife) Alaz’s garments, once bright, patterned, and colorful, now dulled by mud and blood. The stains of which form new filigrees, new intricate inscriptions of death. So too are her stories. Drenched in bloodshed, unrecognizable from their first times told. But they all start the same: a merchant who set sail from an unfamiliar land, sisters bound by twisted fate forced to follow him. The sails limped, the trade winds failed to blow, and the merchant revealed the evil within him. Trapped on still waters, each day of the voyage was marked by new horrors. Alaz witnessed her sisters wither in pain, finding peace only in the cold embrace of the sea. She promised to avenge their misery and unleash the storm. At the Port of New Orleans, the rich greeted them as they disembarked. A mansion they had dubbed the Sultan’s Palace had been prepared. Food and drinks were plenty, enough to satisfy any gluttonous desire, and melodies from Alaz's homeland joined the rich music in the streets of New Orleans. Debauchery deafened ears and blinded eyes. It was not long until the wind howled, the port waters boiled, and Alaz prepared herself to greet the merchant in his chamber once again, but with Pride’s Death in her hand. She carefully tore at muscle and flesh, taking his pride, and leaving him bleeding out on his bed. Her dress bloodied, she joined the guests in the main hall to grant them a quick death with the merchant’s precious rifle, Shahmaran. When the storm died out in the morning, a river of blood gushed out the Sultan’s Palace into the storm-swept streets. The citizens of New Orleans discovered the bodies piled in the hall. And when puzzled minds started asking questions, Alaz had already spent her first bounty on a weapon she dubbed Sister’s Anguish.

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• Xbox Series X|S

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• Online co-op
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