s2 sailboat 26

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26' tiara yachts s2 7.9 racers and cruisers.

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26 Tiara S2 7.9 Grand Slam 1982 is for sale and located in Atlantic Highlands, NJ.

SHORT SALE! 1982 Tiara S2 7.9 Grand Slam

Hurry up and get your hands on Gazelle (if you can catch her), we need to find her a new home QUICK!

Sailing Magazine has many compliments to pay to this model:

"This one-design racer/cruiser is highly competitive against popular makes such as the J24, Olson 25, and Merit 25…. The boat has a traditional deck layout with a low-profile cabintrunk. The cabintrunk has two fixed and one opening portlight per side, with a large companionway and deck hatch up top. The boats have a large, long cockpit with an outboard rudder and tiller… Two long settees flank the companion way, with a simple galley forward to port and small head to starboard. Forward, there is a V-berth. The interior is usable as a weekender, or to escape the rain between the races."

"All the S2 models have a very fresh look to them, most of the boats are 20-plus years old but always look just a few years old. Clean, conservative lines tend to do that."

"The S2 build quality is excellent, the boats have held up very well. Even though they were built as racers, they were built very stoutly."

"This shallow draft is a major feature of the boat, especially for those looking for a 'big boat' for 'skinny water.'"

"The 7.9 is very trailerable and many racers take advantage of this, hitting many regattas around the country. The rig is fairly simple and can be setup by hand with two or three people."

"Sail area is 329 square feet, and it is agreed that the boats are properly canvassed."

*She can be seen by appoint by contacting the listing broker today. Her owner is motivated and will consider all reasonable offers. You may also make an Internet offer contingent to your personal inspection and contingencies. Call or email today to arrange for a viewing or to submit an offer. We look forward to hearing from you.

(LB-NB-RAM)

Thanks for visiting our listing.

• Specifications
• Description

To Our Boating Friends,

*Thank You for stopping by and visiting with RCYS.   We appreciate every persons visit over the last 40 years and enjoy making new boating friends each year.  We are open and available seven days a week. Showings by appointment. Financing available to qualified buyers. Other services include survey, insurance, documentation, closings and service. Or if you just want to talk boating feel free to call.  Be sure to subscribe to our Newsletter and Join us on Facebook, Twitter, Youtube and Linkedin .  Call 203-542 0827 or email [email protected].  

* RCYS is a Veterans owned and operated organization.

* Contact RCYS about a career in yacht sales.

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* Established 1975 

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• Sailboat Reviews

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

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

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

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

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

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

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

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

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

The Boat and Builder

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

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

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

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

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

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

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

Sailing Performance

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

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

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

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

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

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

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

Performance Under Power

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

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

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

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

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

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

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

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

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

Conclusions

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

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

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

RELATED ARTICLES MORE FROM AUTHOR

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

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26 S2 Center Cockpit

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I saw one of these for sale online and was wondeing if its as spacious as it looks in the pictures. I lived on a Watkins 27 for a few years was wondering with the design if its roomey and sails ok...I had a centerboard on my Watkins so I'm not looking for a racer. thanks deryk  

Hi Deryk, Google "Robert John Meehan" for some great pictures of the interior and exterior. I am restoring an S2 26. I like the layout. Mine has a two cylinder Volvo Penta diesen engine. Don't know how she sails yet. Hope to have it ready by spring. Regards, Buz  

Here's the link that Buz mentioned... Robert John Meehan - S2 26' center cockpit sailboat S2 8.0M Sailboat S2 26C Sailboat center cockpit 1974-1979  

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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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• Sailboat Guide

1986 S2 S2 7.9

• Description

Seller's Description

S-2 7.9 FRACTIONAL SLOOP. BEAUTIFUL SAILBOAT. ONLY 545 MADE. INTUITIVE, FAST, EASY TO HANDLE SAILBOAT.

Equipment: YANMAR 1GM10 DIESEL. FOLDING PROP. TANDEM AXLE TRAILER. NORTH SAILS, MAIN, 110 HEADSAIL,140 HEADSAIL, SPINNAKER AND SPINNAKER POLE. SPEED AND DEPTH, COMPASS. VARIOUS OTHER ACCESSORIES FOR SAILING.

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)

A few (17) were delivered with a fixed keel and masthead rig. (See S2 7.9FK for specs.) Inboard power available as an option… BMW 7.5 hp diesel.

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Beam:  10'3"'    Draft:  5''     Beam:  10.5'    Draft:  5.5'     Beam:  10'    Draft:  5'     Beam:  8'    Draft:  4'     Draft:  4 -9''     Beam:  8'    Draft:  2.5'     Beam:  6'    Draft:  6'     Beam:  8'    Draft:  2'     Beam:  9''    Draft:  5'     Beam:  9'    Draft:  5'     Beam:  8'    Draft:  4'     Beam:  8'    Draft:  2'10"' © 2001-2024 ./)   . . ./)   . . Practical Boat Owner Digital edition Frances 26: a proper little yacht David Harding September 24, 2024 With her long keel, appealing lines, big-boat feel and surprisingly roomy interior, the Frances 26 is a sought-after, second-hand buy, says David Harding The Frances 26 came as a sloop or cutter. Credit: David Harding Credit: David Harding Product Overview Boats that are both modest in size and classic in style can look gorgeous. They can also sail beautifully, weather storms, cross oceans and give their owners years of pleasure wherever in the world they happen to be. Just look at what people have done with the Folkboat, Vertue and Contessa 26, for example. You don’t have to be young or adventurous to appreciate them, however: not everyone is a Tania Aebi, Sebastian Smith, Blondie Hasler, Mike Richey, Richard Clifford or Humphrey Barton. Besides, not all of us have the urge to complete a single-handed circumnavigation , live aboard in the Med with our family, race around Britain or face hurricanes and knockdowns during a crossing of the north Atlantic. For most cruising folk, time on the water is about enjoying sailing closer to home. And if you happen to favour boats of classic appearance and modest size, the likes of the Folkboat, Contessa and Vertue might well be the perfect choice. The Frances 26 has a beam of 8ft/2.44m. Credit: David Harding Perhaps their principal drawback – common to Folkboat-inspired designs and to slim-hulled classic yachts of an earlier era – is that they’re simply too small down below for many of today’s cruising sailors. As Mike Hall, who owned an Endurance 40 for nearly 30 years, points out, ‘when you’re older and downsizing, possibly with a bad back, you really want standing headroom – and that’s not easy to find on an appreciably smaller yacht that looks good and still has most of the attributes that a proper yacht should have.’ Mike and his wife Clare were facing a dilemma familiar to owners who have decided the time has come to move to something smaller. Their Endurance, Tristan da Cunha , served them well. Mike fitted her out himself in 1984/5 from the ferro-cement hull and deck, subsequently covering many miles from his base in the Bristol Channel. Tristan ’s log shows more than one hop across Biscay to northern Spain, together with extensive cruises around northern Europe. I got to know her too, joining Mike and Clare on a number of filming missions: Tristan frequently doubled as a mobile base for the shooting of their broadcast-quality nautical films. While the filming life continued, the time came to review the sailing. Tristan was too big, too heavy to handle and too labour-intensive to maintain. The question was what to buy next. A wide, sunken foredeck is edged by teak-capped bulwarks on the Frances 26. Halyards are at the mast. Credit: David Harding When you have become accustomed to a 40ft (12m) concrete cruising yacht with a motion that makes Lundy Island feel lively; a boat you have built, loved, cherished, modified and maintained for more than 30 years and that has carried you safely across thousands of miles of sea, where do you go from there? The choice is undoubtedly harder if, like Mike, you’re unashamedly an old-school sailor. You don’t want slab sides, light displacement and acres of plastic. At the same time, you want a good amount of space within an overall length of no more than about 26ft (8m). Your boat needs to be something you can be proud to own and on which you can put your own stamp. Comfort, quality and character are paramount. With several decades of sailing experience behind him, Mike had a few ideas. For example, in the 1960s he had owned a Trident 24 and, having a lot of respect for Alan Hill’s designs, he thought he could do a lot worse than have another look at one. ‘It’s a very pretty, traditional-looking boat,’ he recalled, ‘but when we went below and sat down in the saloon we discovered there was no headroom under the side decks. I had no memory of this at all. It had seemed quite comfy when I had one.’ Even the heavier, fuller-bodied Vertue, which Mike regards as one of his all-time favourites, struck him as “very cramped, dark down below and somehow old fashioned’. Enter the Frances 26 Finding a boat of classic appearance that offered an acceptable degree of comfort within a suitable length was proving difficult. That was until Chuck Paine’s sweet-lined double-ender, the Frances 26, entered the equation and rose unchallenged to the top of the list. Back in the 1970s, the then editor of Yachting World , Bernard Hayman, drew her to the attention of the British sailing public. Mike took note. More recently he saw one out of the water on the East Coast and was struck by her hull lines. So, when a Frances 26 came up for sale in Bangor, he had to have a look. The photo that inspired the Frances 26: This shot of the boats that inspired the Frances 26 was taken in Tobermory by a young Chuck Paine on a back-packing holiday before he set up his design office in Maine. Credit: Chuck Paine He went, he saw, he bought – and, in the autumn of 2012, Grayling moved to her new home near Bristol. On arrival, she looked nothing like she does now. The external woodwork – all in teak – had been coated in a dark grey paint. She was sound and clearly had potential, but needed an awful lot of work to make her a worthy successor to Tristan . The grey was stripped off and the gleaming varnish-work restored. Tristan ’s green livery was replicated on Grayling . Both above decks and below she has been turned into what must be one of the smartest Frances 26s afloat. As a design, she’s a head-turner; no doubt about that. ‘And from this my first design was born’: Paine made this sketch of the Frances 26 in a notebook he carried with him. Credit: Chuck Paine The builders in the UK – Victoria Marine and their later incarnations – were known for building strong boats, fitting out the mouldings from Northshore, so structural issues are unlikely. Indeed, Mike describes her as ‘hugely well built’, pointing out features such as the way the bulkheads are properly laminated into the hull and the use of hardwoods even in out-of-the-way places down below. ‘I’ve been shocked when looking under the bunks of some boats that have a reputation for quality, and finding lots of softwood down there,’ he says. ‘Their builders take care over the bits you’re meant to see.’ We will take a closer look below decks on the Frances 26 a little later. First, how about the sailing? To find out whether her manners match her appearance, I visited Grayling . Every test you read describes the performance and handling qualities differently. Most are broadly complimentary, including those that refer to the utterly implausible like upwind speeds of 6.5 knots. When I put this to the designer, he replied, ‘I can’t imagine a Frances 26 making more than 6 knots, and that would be well off the wind hanging on for dear life.’ Frances 26: Measure for measure The word I would use to sum up the handling of the Frances 26, under both power and sail, is ‘measured’. She does things gently. Reversing out of a berth, she responds best if her bow is given a nudge in the right direction. She can be encouraged to go where you want within limits, given enough space and no hindrances like an awkward wind. If you’re used to a long-keeled 40ft heavyweight, she probably feels light and manoeuvrable. In addition to the full-length keel , she has a small engine by today’s standards (various Yanmars and Volvos were fitted, Grayling having the 10hp Yanmar 1GM). That’s not a lot of horses for a boat displacing nearly 7,000lb (over 3.1 tons, or 3,000kg if you think in metric). As with many boats from this era, plenty of examples have been re-engined and you will find some with 15hp or more beneath the companionway. The Frances 26 has a protected cockpit, even without the sprayhood and dodgers. There’s a locker to starboard and a lazarette under the aft deck, where the gas bottle lives too. Credit: David Harding Another factor to consider on a double-ender with a transom-hung rudder is that the tiller’s arc is more restricted than on boats with a transom stern. Under power, she’s definitely a little ship. Once we had motored from her berth around to the lock, I was reminded that this was the Bristol Channel. Locking in or out at low tide, you find yourself staring up at a rectangle of sky framed by towering lock-sides. There’s much whooshing of water – as they call it in these parts, or liquid mud to the rest of us – and then lots of froth appears. It’s all in a day’s sail for Bristol Channel veterans like Mike and Clare, who reckon that most South Coast yachties don’t realise how easy they have it. Even so, they would never dream of swapping. And, lest I risk conveying the wrong impression, it must be said the lock-keeping at Portishead is hard to fault. Once clear of the lock on our first outing we had a reasonable breeze while I was taking the photos. It disappeared the moment I hopped aboard Grayling, so the only answer was another trip to the coast of chocolate-coloured water, imposing locks and ferocious tides. Thankfully this time the weather gods were more obliging. It was all still relatively gentle, with 12-14 knots of breeze from the south-west, but enough for a half-decent sail. Various rigs are seen on the Frances 26. The original was a fractional configuration with a small headsail, often a boomed self-tacker. Then there was a Bermudan cutter sporting a short bowsprit , and a gaff cutter too, though you see many more of the former than of the latter. In the middle is the straightforward masthead sloop as on Grayling. The sails , while presentable by the standards of a typical cruising yacht, were far from new and the mainsail in particular needed some pulling into shape. Once we had done what we could with it, we reached offshore, across the strong east-going tide, to create searoom for a decent beat. Given the strength of the tide, a fouled-up log impeller and the lack of a sacrificial toothbrush, we gauged our speed from a cross-tide reading on the GPS. Around 5.3 knots in these conditions seemed perfectly respectable. Plenty of teak and brass below decks, contrasting with the white finish to the bulkheads and cabin sides. Mike has added much of the trim himself. Credit: David Harding Like most boats on a reach in any breeze, the Frances 26 developed a meaningful tug on the tiller at times. Easing the mainsail made it manageable. The effects of the weather helm were amplified by the unbalanced rudder, which Chuck Paine changed in favour of a fully- balanced alternative when he drew Frances II, a 37-year update of the original design, in 2011. Hardening up on the wind, we estimated our speed at around 4.5 knots in a sea that was moderately flat with just a few popply patches to test the boat’s motion. I had wondered whether she might exhibit some hobby-horsing tendency, but none was apparent. More noticeable was her readiness to heel to 15 or 20° before stiffening up. At that stage, even provoking her by bearing away with the sheets pinned in resulted in nothing more than the occasional dipping of the toerail. In general, once the Frances 26 had dug her shoulder in and got into gear, she tramped along very happily. She had an easy motion and showed little inclination to be brought up short by the waves, her high bow throwing the water aside to good effect. As the designer put it more poetically, ’her sleek lines cut through resistance like a dreadnought. Point Frances toward a destination and she was unstoppable.’ Paine was referring to his own boat because, in 1974, he designed her for himself, ‘to be capable of yearly cruises to and among the Caribbean islands, small enough to fit my limited budget, but large enough to survive a gale at sea’. In this case, ’to… the Caribbean’ meant from Maine, though there are reports of Atlantic crossings, and a boat called La Luz – an original-style flush-decked Frances built in Maine by Morris Yachts – has recently sailed from Georgia to New Zealand. Crossing oceans is not what she was designed for, however, and Paine admits that she lacks the draught to point well or carry her sail in a blow (it’s just 3ft 10in/1.17m). That’s why, with Frances II, he made the keel both shorter and 5in (13cm) deeper as well as giving her slightly greater overall length and a taller rig. Even so, the original Frances doesn’t do too badly: La Luz ’s owner has faced some heavy windward work and been impressed by the way she handles. Interesting though it is to see how a designer would change one of his own boats with four decades’ more experience to draw upon, you won’t find a Frances II. If you like the Frances, the original is what you’ll get – typically flush-decked in the USA, and with a short coachroof in the UK – unless you buy the plans and build a new one. And the originals, like Grayling , are thoroughly likeable little boats. She won’t point particularly high, around 100° between tacks being the best we could manage by the compass without losing speed and increasing leeway, but she’s no slouch. She’s a comfortable boat to sail, too, with a helm that, upwind, is agreeably light. I put her through the ‘circuits and bumps’ routine (heaving to, spinning with the sheets pinned in, sailing under just the mainsail, and so on) and she performed most of them with no complaints. One aspect that I would have to get used to is the helming position. It’s very much a sit-in cockpit – ideal for two, manageable with three – edged by vertical coamings in teak. I found that the only way to see the telltales on the luff of the headsail was to use a length of line as a tiller extension and perch right on the forward end of the windward coaming. It’s not desperately comfortable. You would probably get used to sitting in and sailing blind. As you would expect, tacking is a deliberate process, largely because it takes a while for the clew of the genoa to negotiate the forward lowers. In the early days, Victoria Yachts in the UK offered the Frances with a choice of layouts, mostly open-plan to make the best use of space. The version that became the norm has a quarter berth to port and a separate heads compartment to starboard, forward of which is a small hanging locker. Along the port side are the galley and a hinge-down chart table. The short coachroof, with two ports in its forward end, gives nigh on 6ft (1.83m) of headroom. Fit-out is bright and simple, with white-painted and laminate-faced plywood, varnished trim and, thankfully, no interior mouldings. There’s no headlining either, making for easy access to the fastenings for the deck fittings. An open-plan layout makes good use of space. Structural members stiffen the hull in the absence of a full-height bulkhead. Note the keel-stepped mast – an unusual feature on a cruising boat of this size. Credit: David Harding Such brightness and simplicity could result in a rather spartan feel, but Mike and Clare have made Grayling ’s interior particularly warm and welcoming. Mike has crafted extra teak trim that matches the original so well that it’s hard to tell what’s new and what was there before. He has also added photographs and assorted nautical artefacts from Tristan that make the interior something of a maritime history lesson if you study carefully. Soft furnishings have been given careful thought too. For example, the duvets are rolled up along the hull sides on the forward berth so they double as cushions. Modern touches added by Mike include LED bulbs and a six-outlet ring-main with brass fittings. In terms of ergonomics, the compact heads is more useable than you might imagine from the outside. Berths are long enough if you can stand up. The front of the engine can be reached with the companionway steps removed and it’s possible – as Mike has found – to remove sludge in the fuel tank through the access panel in the quarter berth. Verdict on the Frances 26 In the words of Chuck Paine, the original Frances 26 is an imperfect, classic design. She’s comparable in many ways to an MG TD. ‘They spewed oil and weren’t very fast by today’s standards, but they were so cute and stylish that owners have enjoyed every minute of their use for decades’. Perhaps the designer is being a little harsh on his first creation. The Frances 26 was never conceived as an ocean greyhound. Nonetheless, she goes pretty well for a heavyish, shoal-draught 26-footer with a long keel. She looks lovely, and really is one of few boats in this size range that combines appealing lines and an easy motion with respectable performance, standing headroom and a remarkable amount of space below decks. With Grayling , her owners have come as close as is possible to imbuing a 26-footer with the elegance, character and feel of a 40ft offshore cruising yacht. It’s a rare 26-footer that allows anyone to do that. 368 IMAGES 1983 S2 26 Sail Boat For Sale 26' S2 Center cockpit sailboat 1981 S2 26 Sloop for sale S2 sailboat. 26 ft. for Sale in Hialeah, FL 1979 S2 26 1975 S2 S2 26ft Sloop rigged sailboat for sale in Missouri VIDEO If you leave your Sailboat on the water too long Sailboat Racing Cowes [Uma Daily #2] "Gust Adjust" Jens for the Sunfish Sailboat Vela One Meter Sailboat 7 Sailing Tips For Blue Water Sailboats (How to STOP LEAKS on Sailboats)Patrick Childress Sailing#25 Sailboat COMMENTS S2 Yachts (USA) S2 Yachts (USA) 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. S2 7.9 The boat stayed in production up until S2 shut down its sailboat operations in 1986. Designed by the Chicago-based naval architects Scott Graham and Eric Schlageter, the 7.9 was the first in a series of competitive production boats. ... and miscellaneous gear and you could easily have dropped $36,000 on the 7.9—a hefty tab for a 26′ boat ... 26' S2 Yachts 7.9 Grand Slam 1 - 5'. Mississippi. $3,700. Description: 1982 S2 Yachts 7.9 Grand Slam trailerable sailboat. Begin your sailing adventures today, everything to enjoy your time is included. The sailboat has had the diesel engine and fuel tank removed to allow for additional storage space underneath the cockpit and replaced with a new 2021 Mercury 5hp Sail ... spec's on a 26 foot S2 Feb 8, 2010. #3. Re: Two 26 foot boats in 82. S2 YACHTS SAIL BOAT MODEL LINEUP. CRUISING / DAY SAILING MODELS. All S2 cruising sailboats featured a solid fiberglass hull, and a balsa cored deck, except for the 35C that had a balsa cored hull and deck. BOAT LOA PRODUCTION # BUILT. 6.8 EXCITER 22'4" 80-80 150. S2 boats for sale Some of the most iconic S2 models now listed include: 9.2, 9.2A, 11.0 C, 11A and 22. Various S2 models are currently offered for sale by specialized yacht brokers, dealers and brokerages on YachtWorld, with listings ranging from 1979 year models up to 1987. Find S2 boats for sale in your area & across the world on YachtWorld. 1975 S2 S2 26ft Sloop rigged sailboat for sale in Missouri 1975 26' S2 S2 26ft Sloop rigged sailboat for sale in State Marina Tablerock Lake Missouri Bombay Express 26 VS S2 7.9 The S2 is a performance hull/racer/cruiser whereas the Bombay has shoal draft, full keel, barndoor rudder with almost catboat rig proportions despite the headsail/sloop configuration. The S2's lift keel with give you the same shallow draft access as the Bombay, and possibly both are trailerable. I suspect the S2 will sail circles around the ... S2 7.9 AKA the Grand Slam 7.9 Sail area: -Main: 180 ft² / 16.72 m² -Jib: 149 ft² / 13.84 m² A few (17) were delivered with a fixed keel and masthead rig. (See S2 7.9FK for specs.) Inboard power available as an option… BMW 7.5 hp diesel. 26' Tiara Yachts S2 7.9-1982-Atlantic Highlands-100717652 26 Tiara S2 7.9 Grand Slam 1982 is for sale and located in Atlantic Highlands, NJ. SHORT SALE! 1982 Tiara S2 7.9 Grand Slam. Hurry up and get your hands on Gazelle (if you can catch her), we need to find her a new home QUICK! ... "Sail area is 329 square feet, and it is agreed that the boats are properly canvassed." Sailboat • S-2 7.9 Grand Slam • TIARA/S-2 YACHTS Sailboat • $5,000 • 1983 • S-2 7.9 Grand Slam • TIARA/S-2 YACHTS. Designed by Graham & Schlageter and built by Tiara Yachts of Holland MI, the 7.9 meter was one of the other Grand Slam series of racer/cruisers that enjoyed a great run of nearly 550 hulls starting in 1981. S-2 also had a line of family cruisers which were successful in ... 1979 S2 8.0B (26ft) S2 8.0b Milwaukee, WI. Dec 9, 2007. #1. Am looking at a 1979 8.0B. Will, of course, get a survey done before purchasing, but would really value some feedback from owners. Unfortunately, there are no owner reviews for this boat.u000bu000bAny owners - or people that have sailed this boat - what are the pros and cons of this boat??u000bu000bThx in ... S2 9.2 The 9.2 stands for 9.2 meters, as with the company's other boats (7.3, 7.9, 10.3, etc.). S2 stuck with the classification for a long time, only advertising the 9.2 as the S2 30 after it had been in production for years (not to be confused with the later S2 30 designed by Graham & Schlageter). The boat overall is 29′ 11″, the most common ... 1981 S2 sailboat for sale in Illinois Illinois. $6,000. Description: Are you looking for a very solid boat that just needs deep cleaning? Look no further than this 1981 26 S-2. This boat will look beautiful once it gets some love. It is equipped with a 1981 OMC 15hp inboard diesel. It comes with a NEW Compas that needs to be installed. A depth finder, marine head, windex, and sails ... 26 S2 Center Cockpit 37 posts · Joined 2000. #3 · Jan 9, 2010. Here's the link that Buz mentioned... Robert John Meehan - S2 26' center cockpit sailboat S2 8.0M Sailboat S2 26C Sailboat center cockpit 1974-1979. Reply Like. This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread. Used Boat Review: The S-2 9.2A/C 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 ... S2 Yachts S2 Yachts is an American boat builder based in Holland, Michigan.From 1974 until 1989 the company specialized in the design and manufacture of fiberglass sailboats and it continues as a builder of motorboats. [1] [2]The company was founded by Leon Slikkers in 1974 and remained in business in 2019 as the parent company of Tiara Yachts. [1] [3] S2 Yachts S2 7.3 SD. 7.3 m • built since 1978. S2 9.1 SE. 9.1 m • built since 1983. 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. S2 sailboats for sale by owner. 26'7' S2 27 Darien Norwalk, ConnecticutAsking $10,990. 34.5' Catalina 34 MK II NW Creek Marina New Bern NC, North CarolinaAsking $78,500. 40' Ta Shing Tashiba 40 Deale, MarylandAsking $139,950. 42' Pearson 422 Madisonville, LouisianaAsking $72,000. Sail S2 boats for sale Offering the best selection of S2 boats to choose from. ... Sail S2 boats for sale. Save Search. Clear Filter Make / Model: All S2 Category: All Sail. Location. By Radius. By Country. country-all. All Countries. Country-US. United States. All. Tout 25 km 50 km 100 km 200 km 300 km 500 km 1000 km 2000 km 5000 km. S2 This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register. By continuing to use this site, you are consenting to our use of cookies. S2 8.0 A All 8.0 versions had the same hull but with different decks. This was the first (fairly rare) version with a short bulbous cabin similar to that on the S2 7.0. (Originally called S2 26 AFT). It was replaced with the S2 8.0B with a longer coach roof. Deep draft version: 4.0'/1.22m. 1986 S2 S2 7.9 26 / 34 27 / 34 28 / 34 ... BEAUTIFUL SAILBOAT. ONLY 545 MADE. INTUITIVE, FAST, EASY TO HANDLE SAILBOAT. Equipment: YANMAR 1GM10 DIESEL. FOLDING PROP. ... (17) were delivered with a fixed keel and masthead rig. (See S2 7.9FK for specs.) Inboard power available as an option… BMW 7.5 hp diesel. This listing is presented by SailboatListings.com ... S2 sailboats for sale by owner. S2 preowned sailboats for sale by owner. S2 used sailboats for sale by owner. Home. Register & Post. View All Sailboats. Search. Avoid Fraud. ... 26'7' S2 27 Darien Norwalk, Connecticut Asking $10,990. 40' Ta Shing Tashiba 40 Deale, Maryland Asking $139,950. 19' Nickels Lightning Charlotte NC, North Carolina Frances 26: a proper little yacht With her long keel, appealing lines, big-boat feel and surprisingly roomy interior, the Frances 26 is a sought-after, second-hand buy, says David Harding Boats that are both modest in size and classic in style can look gorgeous. They can also sail beautifully, weather storms, cross oceans and give ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht