e33 sailboat review

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Quick Look: e33 Daysailer

• By Jeremy McGeary
• Updated: September 12, 2007

Of the current crop of daysailers, the e33 is perhaps the only one with no pretensions to grander objectives. It does have a cuddy and a couple of cushioned settees, but they really are only there to let you shelter in some comfort from the rain while you wait for the launch to take you back to shore.

While the e33’s styling from near-spoon bow to aft-raked transom is reminiscent of the lovely profiles Carl Alberg drew for boats of the 1960s and 1970s, the tall, round-top, roachy mainsail definitely is not. A displacement of about 6,000 pounds combined with less than 9 feet of maximum beam on a 27-foot waterline, give this hull some numbers that point to a high thrill potential. The cockpit does have drink holders, but with this boat’s sail area to beam ratio, they probably should be gimbaled. www.esailingyachts.com

e33 Daysailer Specs

LOA:33′ 6″ LWL: 27′ 1″ Beam: 8′ 9″ Draft: 5′ 9″ Sail Area: 398 Displacement: 5,900 Designer: Jeremy Wurmfeld eSailing Yachts 312-371-6929 www.esailingyachts.com

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New Boat: Updated e33

When the e33 came on the market in 2007, it was immediately recognized for being a design that could appeal to a wide variety of sailors. Equally at home as a family daysailer, club racer or singlehanded boat, the e33 was among the first multifunctional daysailers to make up a growing segment of the sailboat market. Two years later, e Sailing Yachts, which is led by Olympic and America's Cup veteran sailor Robbie Doyle and designer Jeremy Wurmfeld, has changed the mainsail design and begun offering some other options that should make it even more versatile and improve performance. The options start under the water. The boat is now offered with shoal draft and lifting keel options. With the lifting keel option, first used on hull No. 14, the boat draws 6 feet, 6 inches, when sailing but allows the keel to be lifted to a 4-foot draft for powering. The keel has a lead bulb mounted on a carbon-fiber foil and is lifted through a hydraulic system operated from the cockpit-mounted panel. The design allows the keel to be completely stable in all positions, according to the company. The shoal keel option offers a fixed 4-foot, 9-inch draft perfect for sailing in shallow waters. The foil has an integrated bulb, which the company says provides the same righting moment and equal lift to the standard draft version. Along with the new keel options, a new high-tech, square-top mainsail will be standard on all new e33s. Similar to the sails used at the highest levels of the sport-the America's Cup and the Volvo Ocean Race-the sail does not change the overall sail area but rather redistributed the working sail area to allow better performance in a broader range of wind speeds. The sail should allow the boat to have more power in light air and make it easier to depower in higher winds. The hull design, with its expansive cockpit, remains unchanged, as does the carbon fiber swept-spreader rig that does not require a permanent backstay. Down below, some owners will be pleased to find a true head and black water system. Depending on where the boat is sailed, PHRF ratings vary from 99 to 108. The e33 was an exciting boat when it was first introduced. With these changes, even more sailors could be finding it is the right boat for them.

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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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e Sailing Yachts  has utilized extensive performance analysis to optimize the e33 sailing experience. The boat features a fast and easily driven v-hull, high stability and high lift foils. The boat is designed to be sailed to its full potential with the entire crew seated comfortably inside the spacious 16 foot cockpit.

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• Sailboat Guide

Hunter E33 is a 33 ′ 5 ″ / 10.2 m monohull sailboat designed by Hunter Marine and built by Hunter Marine starting in 2011.

• 2 / 16 Rouses Point, NY, US 2012 Hunter E33 $99,000 USD View
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Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

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

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HUNTER E33 BOAT REVIEW

Hunter's revamp of its entire cruising yacht range has now extended to the 10-metre model. The 2012 Hunter e33 retains the cabin-top design cues first seen in early 2010, along with clever interior changes. ALLAN WHITING took the new boat for its maiden sail on Sydney Harbour

You could always spot a previous-generation Hunter, because it had a variety of cabin window shapes that suggested the company had surplus stock of mismatched ports that just had to be got rid of. That's not the case with the new-generation models that have classy coach-house styling, with distinctive edge-styled cabin windows. Hunters are still easy to spot, but for a much better reason.

The new e33 accommodates the styling introduced on the 39 very well, despite its shorter overall length. The convex sweep of the cabin top continues into high coamings that flank the cockpit, giving the boat a clean profile, while making the cockpit more secure.

A fresh cockpit approach sees aft pushpit seats flanking a pair of transom lockers - one dedicated to twin-bottle gas storage - and a walkthrough transom with drop-down swimplatform and telescopic ladder. Optional teak trim is done in real wood, not the awful synthetic stuff Hunter used to offer.

The rig looks virtually unchanged from its predecessor's, preserving dimensions and sail area. Like all Hunters since 1993 the e33 sports a B&R rig that has more in common with multihull rigs than monohull ones.

"The boat was much happier with sheets cracked slightly at less point to windward and speed climbed to 6.5kts. On a broad reach the Hunter e33 romped along at 7.8kts"

Headstay and cap shrouds are disposed at 120-degree angles, with the shrouds led over long, swept-back, twin spreaders to external chainplates. The arrangement is stiffened with diamond stays between mast and spreaders, and is designed to handle extreme weather without the need for a backstay. Lars Bergstrom and Sven Ridder developed this rig design in the 1960s, for use on shorthanded, around-the-world racing yachts.

The standard rig for the e33 mounts a slab-reefed mainsail with boom cover and lazy jacks, but the test boat was fitted with optional in-mast furling. In concert with the standard 110 per cent overlapping jib on a Furlex, the Selden roller-main made sail handling a breeze.

The e33's hull looked the same as its predecessor's, preserving all major dimensions and with distinctive slightly hollow sections aft and at the bow, to mimic a longer waterline. However, below decks all is different.

21ST-CENTURY LIVING

As with all new-generation Hunters the companionway is an angled staircase-style, making it safe to walk forward in land-lubber fashion when going below, rather than with the traditional ladder-descending action. Large grab handles help make the operation safe.

This graduated stairway lifts to reveal the engine and new saildrive unit. The extended shape of this under-stair pod allows good access to the mechanicals. Interestingly, the saildrive leg is mounted forward of the engine, which 'faces' aft. A panel in the aft cabin gives access to the 'front' of the engine.

Positive engineroom ventilation is employed and the fan operates when the engine is switched on. The outlet is in the cockpit, giving the helmsperson positive feedback on engine-blower operation and also a warming flow of air in cool weather.

A fresh cockpit approach sees aft pushpit seats flanking a pair of transom lockers - one dedicated to twin-bottle gas storage - and a walkthrough transom with drop-down swimplatform and telescopic ladder. In good weather the seat can be raised, allowing the cabin hatch to open fully. Two opening hull ports complete ventilation flow-through in this double cabin.

A U-shaped galley is located to port, as before, but the starboardside head is bigger and now has a new opening port, for improved ventilation. The port is incorporated into the window profile and has a grid moulded in, so that even when it's open there's privacy - handy when rafted-up with mates. A similar grid-port is fitted in the galley.

Galley fitout includes Corian benchtops with stainless steel fiddle/handrails, a lidded icebox with bilge drain, lidded waste bin and single-bowl sink, Force 10 two-burner LPG stove with oven and a pair of 240V power outlets. The test boat scored a fridge and a microwave oven.

The new saloon employs design tricks that have converted the same space into comfortable seating for eight or more, instead of a squeeze. The chart table is now located in the centre of the starboardside settee, where it can double as a coffee table between two seats. However, when more seating is required the table folds back, revealing a seat on its underside. Why hasn't someone thought of that before?

But, as the man said, there's more. The dinette table lowers to form a bed base - nothing new about that you might think, but the e33's table cranks up and down via a handle inside a central wine storage bin. Once cranked into place the bed is completed in seconds by a pair of cushions on the table top.

The cabin windows in the saloon are fixed, but twin cabin-top hatches are hinged oppositely, so that at least one of them should catch the breeze when the boat is at anchor or berthed.

The forward vee-berth cabin now houses two wardrobes, under-bed storage and the water tank, and has 12V and 240V power outlets.

Almost the entire cabin sole area lifts to allow access to wiring, plumbing and through-hull fittings. The shelves on both sides of the saloon have disguised handrails full-length.

PERFORMANCE & HANDLING

Our test of the new Hunter e33 coincided with a rare burst of fine weather during Sydney's coldest, wettest summer for 50 years. A 20-knot southeast breeze kicked in to provide plenty of motivation for this cruising yacht.

We left US Yachts' Darling Harbour pen and were pleased to discover that the optioned-up engine and saildrive powered the boat along at up to 7kts, with no sign of the powerful prop 'walk' we'd experienced with the shaftdrive e36. Engine noise and vibration were both commendably low.

Twin furlers soon had the brand-new sails drawing, with the main partially rolled inside the mast. The main set reasonably well when reaching, but looked out of sorts sheeted in on the wind, with its leech flapping in protest. However, we made five-plus-knots close-hauled, which wasn't bad for this pure cruising rig.

The boat was much happier with sheets cracked slightly at less point to windward and speed climbed to 6.5kts. On a broad reach the Hunter e33 romped along at 7.8kts. An optional folding prop would have improved performance even further.

As with all Hunters the beamy e33 could be run square, wing-a-wing, without the need to pole out the headsail.

Balance with the slightly reefed main was very good on all points of sail and the helm was easy to control, one-handed, from a windward perch. The high coamings proved a boon when we assessed the boat's club-racing potential, because it would be easy for crewmembers to hike on the coamings without fear of sliding into the cockpit. A Hunter e33 with slab-reefed, battened mainsail should have quite respectable social-racing performance.

Hunter's patented Arch mightn't look very attractive, but it works well in keeping mainsheet tackle out of the cockpit, while also being an ideal base for a bimini. The test boat was fitted with an optional Mariner Package that includes a traveller on top of the Arch, with blocks and cleats at each end. The mainsheet is double-ended and can be controlled from the starboard cabin-top winch or from the portside sheet winch. A clutch on the Arch locks the mainsheet, freeing the port sheet winch for jib duties.

Even without an optional autopilot it's possible to handle both sails singlehandedly from the helm position.

Cockpit layout Folding swimplatform Value for money Ease of sail handling Warranty

Close-hauled performance with furling main

(Facts & figures) HUNTER e33

AT THE HELM

Compared with the outgoing Hunter 33 the new e33 has 40mm more cockpit length and a drop-down swimplatform that greatly increases lounging space. Deeper coamings improve safety and allow hiking when racing.

The new interior maximises available hull volume and the longer cockpit provides more aft cabin space. Optional teak is now real wood and cabin soles are also real hardwood. Bulkhead and cupboard woodgrain now runs horizontally for a more spacious impression.

PRICE AS TESTED

$189,140 (introductory offer - normal RRP, including the options listed below, is $198,660 ).

OPTIONS FITTED

Epoxy barrier coat and antifoul, in-mast furling, mainsheet traveller, fridge, ST60 speed and depth, sound system, folding wheel, electric anchor windlass, bimini, deep keel, hatch and shade package, helm winches (sheeting and blocks), VHF, teak package, and engine upgrade

PRICED FROM

MATERIAL: FRP monolithic and balsa sandwich hull, and plywood sandwich deck TYPE: Keelboat LENGTH OVERALL: 10.21m HULL LENGTH: 10.08m WATERLINE LENGTH: 8.97m BEAM: 3.51m DRAFT: 1.37m (1.67m optional) WEIGHT: 5624kg

CE CLASSIFICATION: A/8 BERTHS: Two doubles and settee three-quarter FUEL: 95lt WATER: 190lt HOLDING TANK: 57lt WATER HEATER: 19lt

SAIL AREA: 50.4m² (with mast-furling main); 58.1m² (non-furling); asymmetric spinnaker (optional)

MAKE/MODEL: Yanmar diesel TYPE: Saildrive RATED HP: 21 (29 optional) PROP: Fixed two-blade (three-blade and folding props optional)

SUPPLIED BY

US Yachts Pty Ltd, Sydney By Sail, Festival Pontoon, Darling Harbour, NSW Phone: (02) 9281 4422 Fax: (02) 9280 1119 Postal: PO Box Q1195, QVB, Sydney 1230

Tradeaboat says…

The new-look Hunter range deserves to attract new buyers and the highly equipped e33 is an excellent entry boat, with pricing below the magic $200K mark. Cockpit and below-deck space utilisation is first class.

Primarily a cruising yacht the e33 has some club-racing potential if fitted with the optional deep-draft keel and performance sails.

From Trade-a-Boat Issue 423, Feb 2012.

Review of E33

Basic specs..

The E33 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can enter most marinas as the draft is just about 1.75 - 1.85 meter (5.74 - 6.04 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Yanmar 2YM20-SD20 diesel engine at 14.0 hp (10 kW), which gives a max speed about 9.2 knots.

The transmission is a saildrive.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for E33 is 2.58, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for E33 is about 147 kg/cm, alternatively 826 lbs/inch. Meaning: if you load 147 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 826 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 46.04

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 27m 2 (290 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for E33 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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New Hunter e33

• Thread starter Richard Deep
• Start date Sep 27, 2011
• Hunter Owner Forums
• Mid-Size Boats

Richard Deep

Has anyone seen (or better yet sailed) the new e33? I have a serious interest in the boat based on the reviews, but no one on the Left Coast has one. I'm looking to see if one shows up at an upcoming boat show or at a dealer somewhere. But if anyone has first hand knowledge, I'd love to hear about it. Thanks, - Richard  

I recall getting an email from the broker in Marina del Rey. I think they have one. I looked at the factory site, and am amazed that I have to keep reminding myself this is a 33! What a great job of packaging.  

Have been on one and examined it closely. I have only heard that it is fast and fun. There is no ventilation, the only opening ports are behind those slotted things aft. One is in the head and the other in the aft cabin. The hatches are those pressure fit type without frames. Here is a link to an earlier post on the e33: http://forums.hunter.sailboatowners.com/showthread.php?p=807325&highlight=e33  

Ed Schenck said: There is no ventilation, the only opening ports are behind those slotted things aft. One is in the head and the other in the aft cabin. The hatches are those pressure fit type without frames. Here is a link to an earlier post on the e33: http://forums.hunter.sailboatowners.com/showthread.php?p=807325&highlight=e33 Click to expand

stephen Penny

Go for it and let us know how you like it. Join the group of sailors who are infected with sailing and owning their own boats. We love ours.  

Not a lot of opening ports on the cabin sides but three large hatches on the cabin top as well as ports in the hull and I believe another hatch in the cockpit.  

Hunter e33 I am the new owner of a Hunter e33 hull #1. We took delivery of the boat last month and have sailed her close to a dozen times. The boat continues to impress both in terms of handling and speed. A few minor tweeks required, but that is to be expected. The dealer True North Yachts in Mississauga Ontario Canada has been great. Hunter sending up technicians end of the month to make boat perfect. Will answer questions on a best efforts basis. Ralph  

TerryGufshoz

Steve Dion said: Ed: But they are also better at "crashing into the beach" http://www.youtube.com/watch?v=CxkYrhpYJfk Maybe no more smiles on Hunters? Click to expand

Re: checked it out. I think it's because so many boats are being sold with AC systems. I have the "33" and the ports and hatches were pretty good, except when it rains. The new E33 will probably have better head ventilation. That is where I think my boat falls short.  

I did have a chance to sail one of the first new Hunter e33 for 3 days. My initial impression of the interior was, "I can't believe this is a 33 foot boat!" The interior is of great quality, much more like that of a larger boat. The solid wood floors (not laminate) and wood salon table give it a rich feel. Many new boats these days have a lot of plastic on the inside, I assume to keep costs low, but this boat went in the other direction. I didn't have a problem with ventilation, as it has 4 opening hatches above and 3 ports on the side. I was a little thrown by the lack of a traditional nav station, but the fold-away nav table did provide more seating room. You can see a video tour of the interior here: http://www.youtube.com/watch?v=1e4_806Uxq8 I was really blown away by this boat under sail. Simply, it is fast! I was on a deep keel version, and the boat has a sail drive. The hull has a hard chine. This made the boat seem initially tender when the wind hit, but then it bit and felt quite stiff. I always thought the previous 33 was a pretty good performer, but this model is much faster. We were easily doing 7 knots in under 15 knots true win, and we weren't trying to push the boat. One day we were sailing alongside a Hunter e36 and it seemed we were just as quick. I like the double-ended mainsheet for short-handed sailing. And the huge fold-down swim platform was nice. All in all I think this boat will be quite successful. It's quite a value for what you get. I don't another builder matching this value with anything on the market now.  

Manley...curious about the pricing..can't find a "price list" without getting my dealer's hopes up too soon..any chance you can share what you have? I curently own #498 H33 and my wife needs a stiffer boat and improved head area...and it looks like the 33e actually has one more opening port than my 33...anything you can share?  

Phil Herring

List price List price on the 33 is $108,900.  

Herman18887

Re: List price The Annapolis Show flyer said Base Boat is $108,900, Freight & Commissioning is $10,900 = $119,800. The show price included the "Mariner Package" for free. That's In Mast Furling, Traveler on Arch, Refrigeration, Helm Sheeting, 29hp Engine Upgrade, ST60 Upgrade, Stereo, Folding Wheel, VHF Radio. The Hunter web site shows what equipment is included and what is optional.  

You guys don't think the frameless hatches are a problem? Just seems like "plexiglass" with no rigidity and a compression-only closing is asking for trouble. There is one parked directly in front of my boat and the ladder was there and I was tempted to give it another chance. And what about that saildrive? I was looking at one on a newer Hanse. It was all corroded. And there was some kind of rubber cover that was coming off. An old salt I know says the Yanmar units are much better.  

Attachments

The new 33 and E36 are very nice.... but Ed, could you really give up LadyLove after all your hard work....??? There are parts of your boat that are new...and better than the new boats..... although, I guess if Bruce said "Ed, just go ahead and take it"...it would be hard to turn down...  

MANLEY said: I am the new owner of a Hunter e33 hull #1. We took delivery of the boat last month and have sailed her close to a dozen times. The boat continues to impress both in terms of handling and speed. A few minor tweeks required, but that is to be expected. The dealer True North Yachts in Mississauga Ontario Canada has been great. Hunter sending up technicians end of the month to make boat perfect. Will answer questions on a best efforts basis. Ralph Click to expand

Interesting addendum to this thread: the 33 was just voted "Best Compact Cruiser" by Cruising World. http://www.facebook.com/HunterMarine  

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• General Ericson Forums
• Design & Function

tips on ericson 33

• Thread starter Peet
• Start date Dec 27, 2006
• Dec 27, 2006

Tips/Info on Ericson 33 Needed I am going, this Saturday, to look at an 1982 Ericson 33 that I am thinking of purchasing. Any tips on this boat would be useful. This will be my first sailboat. I had a powerboat for 8 years, but sold it 2 years ago. I have taken the J-World sailing classes and have crewed in the Wednesday 6-pack series locally. I still consider myself a novice sailing, but am learning fast. Any help would be appreciated. Thanks, Peet  

Your Friendly Administrator

Hey Peet - While waiting for some of the owners to respond, you might want to do a search on these forums for 'E33' related threads. Try searching on "*E33*" (but, without the quotation marks of course) You might also consider looking in the Owner's Registry for SoCal and check to see if there are any existing owners in your area who would be happy to chat about their E33, etc... Good luck with the purchase! Happy Holidays! //sse  

Loren Beach

O34 - portland, or.

• Dec 28, 2006

an E-33 thread I tried Sean's link and could not make it work. But here is a good one concerning this model: http://www.ericsonyachts.org/infoexchange/showthread.php?t=3757&referrerid=28 Best, Loren  

thank you for the links, very helpful.  

Rocinante33

Contributing partner.

• Dec 29, 2006
• Jan 12, 2007

We have owned our E33 for 5 seasons now and also love the boat. She is in my opinion a perfect blend of performance yet with nice cruising amenities. We have spent 25-30 nights per season no board and have had relatively good success racing with our local club. I suppose the only thing she doesn't do well is follow friends on powerboats to the beach so we picked up a whaler a couple of years back as well! Please drop me a line with any questions you shoudl have about the boat as I have learned a whole lot about her in the time we have been togehter!  

Sustaining Partner

New main` Keith, At the risk of sounding like a broken record, make sure the new main can get BOARD flat with about 80% of the available backstay throw!!! Cheers, S  

Frank Langer

1984 ericson 30+, nanaimo, bc.

• Jan 13, 2007

Backstay Seth, My boat has a fixed backstay. It may be unusual for an E33, but that is the case. Is an an adjustable backstay something I should have on my Christmas list? More importantly, how flat should my main be given that I have a fixed backstay? I will sail with the guy from the loft (Gary of Ullman sails, Channel Islands) next week to see & evaluate the new sail. Thanks, Keith P.S. The weather report said it snowed on the Channel Islands last night....unheard of!  

Flat main. Gary Swenson? Great guy. Very talented. If you are going to the expense of a new main, I would think you would be thrilled with the adjustment you can get out of it with an adjuster-really a huge difference. Fill Gary in on this thread, he may recall when I sailed the protoype in the LA Harbor Series (got clubbed in the heavy air) in 83 (ish)-but remind him the boat is a bit tippy (although I am sure he knows). No doubt, if you are not going to add an adjuster, the sail should be very much on the flat side as it is delivered to you. Otherwise you will be regretting it out in mid channel. For you, anytime the breeze is fwd of the beam, your goal is depowering if there is more than 10 or so knots of TWS, so a "naturally" full main will be very frustrating most of the time-unless you have ability to change the shape by bending the mast. Say hello to Gary! S  

Seth, I am interested in your comments above, and on other posts as well, that so many of the Ericsons (like the E33 here, my own E30+, etc.) need to be depowered starting around 10 - 13 knots. While I understand the reasons for keeping the boat fairly flat, avoiding weather helm, etc., I was used to beginning to depower my previous boat, a San Juan 23 around 10 - 13 knots--but these Ericsons are 10 feet longer and many thousands of pounds heavier (san juan 23 displaces 3,000 lbs). Is there some inherent design characteristic with Ericsons that tends to make them a bit more tender than other similar size boats (aside from major design differences like a blue water Pacific Seacraft or Alberg 30 or Contessa, etc.) I am not being critical of Ericsons (I love our boat), but just curious as this comes up quite regularly on this website). Thanks, Frank.  

• Jan 14, 2007

Nor am I Tender boats are good-mostly, Frank. The E boats in question have somewhat higher SA/DISP ratios than many cruisers-meaning lots of HP for the weight-this produces boats which perform very well in light air. That covers the HP thing. Also, they are mostly narrowish in the ends-also a predicter of very good light air performance in that wetted surface is thus minimized. Those skinny ends (this is a very basic explanation) unfortunately do not provide much stability (for the length/beam/WL)-so this design series is relatively powerful, fast in light air, easily driven (lots of sail/short waterline/small wetted surface area). What does it mean in heavy air? Tippy, so to keep them on their lines you must first flatten sails, then reduce sail. Other designs with fatter back ends are stiffer and can carry more sail in more breeze. The good news is the E-boats will continue to perform well in breeze, as they are easy to push through the water-but they are not doing it as a result of hull shape optimized for heavy conditions-as long as they are kept upright they fly right along. But, this whole discussion really applies to more boats than many folks think. A great example are the San Juan 24, 28, 30! These are SUPER tender boats-VERY fast in light air, and OK in breeze-as long as you get the sail off them. To compare, boats like many PSC boats, the old Albergs, and many Contessas, not to mention Islander 36's, older Swans, Ericson 46's, are stiff, relatively heavy boats with good sail carrying ability, but are not as good as newer E boats in the light stuff. Go farther to things like Valiants, Peterson 44's, Cheoy Lee's, etc. and you have very stiff boats that do not need to reduce sail until much higher breezes, but really do not get going until you have 10-12 knots of wind. Me? I'll take a more powerful boat that is quick in light air. You can always reduce sail, but can add only so much to a given rig size. So, none of this is any indictment of the series of E-boats-it is more general advice to the many people I see sailing around overpowered, heeled way over, making excessive leeway, and scaring their passengers. Good sailing practice means carying the correct amount of sail for the conditions. Your boat will always perform better AND be more comfortable to sail.. Anyway. Please excuse me if my posts lately have not been as coherent as before. I am still recovering from knee replacement surgery in December, and it has been less than pleasant. I have been a bit distracted because of it.. You guys have boats which are very good performers in most conditions as a result of a combination of hull shapes, SA, disp ratios, etc. It is just a fact that in order to have a good light air performer, you must get sail off sooner to keep such a boat on its' "feet" as the breeze comes up.. Happy Trails, S  

Thanks, Seth.... Thanks, Seth, for your detailed reply regarding Ericson "tenderness". Your explanation made really good sense. I agree with your premise of preferring a boat that performs well in light air, and can handle the heavier stuff with the right sail configuration. I certainly have no complaints about my Ericson 30+ so far. Best wishes for your recovery from knee surgery--never pleasant stuff, but hopefully it will be a distant memory for you soon. Thanks again. Frank.  

appreciate that Thanks Frank!  

• Jan 15, 2007

SBR Marine Boat Rentals

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These are the gooooood times!

#LakeLife#Gonaci

Another beautiful day on the water!

WHY PUT OFF UNTIL TOMORROW WHAT YOU CAN DO TODAY!

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103 Nacimiento Lake Dr

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About the business.

SBR Marine Boat Rentals is a subsidiary of Scott's Boat Repair of Paso Robles, which has been serving our central coast for 30 years'! Our fully insured fleet caters to all budgets and includes everything you need for a fun day on the water, from life jackets to wakeboards. Enjoy the convenience of bypassing the launch ramp or gas station. Your boat will be fully fueled, ready and waiting for you in the water ensures a seamless experience, leaving you more time to enjoy the sunshine and endless possibilities of the lake. Great multi-day discounts offered! …

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They have a great selection of boats at reasonable prices. Mike was very easy to work with and I had a great experience on the lake. Would definitely rent from them again!

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Thank you, we appreciate the five-star review and kind words!

Excellent service. Family had a fun day on Lake Nacamiento. The boat was amazing The boat worked perfectly

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Thank you for the kind words John! Looking forward to seeing you again soon!

Great experience renting from SBR boat rentals. Prices are reasonable, and the customer service was excellent. The fuel dock was out of commission for a few days, and SBR said no problem. They met us at the launch ramp with full gas cans and got us back out on the lake when others had to skip those days. Basically, it saved our trip. Thank you, Scott, Kristen, and Mikey, for going above and beyond for us. Also, we rented the Centurion. Great boat. Zero issues with 8 people aboard, tubing, wakesurf, wakeboard all day for four days. If you are looking to rent a boat, go to SBR. You won't be disappointed.

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Thank you so much for your awesome review! Having 5 boys of our own, we understand the importance of these milestones and we're thrilled to hear that your vacation was a success! Looking forward to seeing you again soon!

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Yakima River Canyon property moves into public ownership

A ranch property and popular boat launch in the Yakima River Canyon are now in public hands.

The Bureau of Land Management announced this week that it has taken ownership of 647 acres in the desert canyon south of Ellensburg.

The property was once the Yakima Canyon Ranch, and it includes a boat launch known as Bighorn that has long been used by anglers and others who float the river.

The Western Rivers Conservancy bought the land in 2021 with plans to transfer it to the BLM.

In March, the transfer was completed, ensuring the public will have access to the land surrounding 3½ miles of the famed trout fishery.

“I think it’s a super special area and we’re super proud of being able to put together this assemblage,” said Sue Doroff, president of Western Rivers Conservancy. “I’m just delighted that it’s now open for all to enjoy and for the fish and wildlife to benefit.”

BLM spokesman Travis Edwards said the agency paid $3.3 million for the property and used money from the Land and Water Conservation Fund.

The purchase adds to the 9,000 acres of BLM land in the 27-mile canyon between Ellensburg and Yakima, which is home to elk, deer, bighorn sheep and more.

“Incorporating this property empowers BLM to manage the land for multiple uses, including recreation and conservation, and maintain the health and diversity of the landscapes to benefit local wildlife,” said Curtis Bryan, BLM’s Wenatchee field manager, in a news release.

The property is split into three parcels – Bighorn, Beavertail and Lower Umtanum.

Bighorn is on the upstream end of the ranch, closer to Ellensburg. Red’s Fly Shop has managed the boat ramp there for several years, charging floaters a fee to launch there. BLM will take over management of the ramp.

The parcel also includes a swath of land on the opposite side of the river.

The Lower Umtanum parcel is the farthest downstream, next to the existing Umtanum campground.

BLM officials are planning improvements to both of those parcels this spring to prepare them for public access, according to a BLM news release. A grand opening is planned for May 16.

Beavertail is between those two properties, and there are no immediate plans for it. Edwards said BLM officials are going to have to evaluate that part of the property because of its “unique terrain.”

He added that it’s “not an ideal spot for the development of recreational facilities,” but that it does give the BLM a chance to consider restoration work.

He also said the agency would begin evaluating long-term management options for the properties and that the process would include public input.

Western Rivers Conservancy has completed projects like this one all over the West, including several projects in Washington. In October, the organization purchased another piece of land along the Yakima and conveyed it to Kittitas County .

Doroff said the group had its eyes on the Yakima Canyon Ranch for years. When the owner was ready to sell, the group jumped on the opportunity.

“It’s one of these projects that was just meant to be,” she said.

She added that while it will be great for river users, putting the property in public ownership will also benefit the animal and plant life in the canyon.

“While this is a recreationist’s dream, it’s also a very special place for the flora and fauna,” Doroff said.

Family Promise of Spokane focuses on innovative solutions to help homeless

A little known organization called Family Promise of Spokane (FPS) is making a huge impact on homelessness for families with children.