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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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S2 9.2 C is a 29 ′ 11 ″ / 9.1 m monohull sailboat designed by Arthur Edmunds and built by S2 Yachts between 1977 and 1987.
- 2 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 3 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 4 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 5 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 6 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 7 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 8 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 9 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 10 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 11 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 12 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 13 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 14 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 15 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 16 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 17 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 18 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 19 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 20 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 21 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 22 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 23 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
- 24 / 24 Cleveland, OH, US 1980 S2 9.2 C $14,450 USD View
Rig and Sails
Auxilary power, accomodations, calculations.
The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.
Classic hull speed formula:
Hull Speed = 1.34 x √LWL
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL
Sail Area / Displacement Ratio
A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.
SA/D = SA ÷ (D ÷ 64) 2/3
- SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
- D : Displacement in pounds.
Ballast / Displacement Ratio
A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.
Ballast / Displacement * 100
Displacement / Length Ratio
A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.
D/L = (D ÷ 2240) ÷ (0.01 x LWL)³
- D: Displacement of the boat in pounds.
- LWL: Waterline length in feet
Comfort Ratio
This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.
Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )
- D: Displacement of the boat in pounds
- LOA: Length overall in feet
- Beam: Width of boat at the widest point in feet
Capsize Screening Formula
This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.
CSV = Beam ÷ ³√(D / 64)
The suffix ‘C’ is for center cockpit. Shoal draft: 3.92’/1.19m.
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- By Richard Smith
- Updated: October 22, 2012
Within a wide field of well-designed and competitive racer/cruisers of the 1970s, the S2 9.2 stands out, mainly because it wears its age very well. Without a scoop transom and boarding steps or skinny portlights below the sheer, it still looks modern. The flat sheer, sloping deckhouse, almost-flush Lexan forward hatch, hinged anchor lid, and tinted deadlights are familiar features on boats built three decades later. The carefully detailed teak handrails set on molded fiberglass spacers are unobtrusive while emphasizing the hull’s refined shape and unified design. Nothing is exaggerated in the interest of the fashions of the day or to suit a rating rule.
Powerboat builder Leon R. Slikkers founded S2 Yachts in 1974 and commissioned Arthur Edmonds, designer of the Allied Princess 36 and Mistress 39, to design the S2 9.2A (for its aft cockpit) and the S2 9.2C (for its center cockpit). Over 700 A and C models were sold. Both versions have the same hull, fin keel, partially balanced skeg-hung rudder, and masthead sloop rig. The single-spreader aluminum mast, painted black (an S2 trademark) is stepped on deck over a compression post that’s built into the main bulkhead.
The hull is solid, hand-laid fiberglass. It has an inward-turning flange at the sheer to which the balsa-cored deck is bolted through an extruded aluminum toerail. There’s no molded interior liner. Bulkheads and furniture are tabbed to the hull, which contributes to its structural stiffness. Two tons of lead ballast is encapsulated in a sealed keel cavity. Well-cared-for boats show little wear and tear after three decades of hard sailing, and, owners agree, the gelcoat is generally free of stress cracks even where moldings take tight bends.
The T-shaped cockpit is comfortable and workmanlike. The starboard seat opens to general storage and access to the stuffing box and engine controls. Additional storage is located under the helmsman’s seat in twin lazarettes.
Everything on deck is carefully laid out. The mainsail is sheeted abaft the 28-inch wheel, where it’s out of the way but in reach of the helmsman. The 8-inch stern cleats are mounted on anti-chafing pads and close to hand. Engine controls are similarly convenient to the helm. Early boats had Atomic 4s, but a variety of diesel engines were fitted after 1978.
The engine box provides a wide first step down to the cabin. A small corner galley to starboard of the companionway contains a sink, icebox, and stove. Opposite is a quarter berth and navigation space with a folding seat and table. Headroom is 6 feet 3 inches aft and drops gradually to about 5 feet 10 inches toward the forward cabin.
The saloon table and settee convert to a double berth and, together with a 6-foot-6-inch settee opposite, make a comfortable eating, lounging, and sleeping area. A double berth is located forward of the wardrobe and head area. Generous use of teak, both solid and ply, contributes to a sense of quality throughout the boat, but the polypropylene carpeting used to line the hull ages unattractively.
Sailing the S2 9.2 is a treat. In 15 to 17 knots, it heels sharply under the mainsail and 150-percent genoa before settling in to make 5 or 6 knots upwind. Weather helm is noticeable in stronger gusts, but the boat is generally well balanced and always manageable, even in lumpy seas. All in all, the S2 9.2 is a well-designed, tough, and able 30-footer with good performance for racing or cruising.
Architect Richard Smith and his wife, Beth, sail their Ericson Cruising 31, Kuma, in the Pacific Northwest.
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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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Review of S2 9.2 C
Basic specs..
The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.
The S2 9.2 C has been built with different keel alternatives.
One option is a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.
The boat can enter even shallow marinas as the draft is just about 1.49 - 1.59 meter (4.89 - 5.19 ft) dependent on the load. See immersion rate below.
Another option is a fin keel.
The boat can enter even shallow marinas as the draft is just about 1.19 - 1.29 meter (3.90 - 4.20 ft) dependent on the load. See immersion rate below.
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 Theoretical Maximum Hull Speed?
The theoretical maximal speed of a displacement boat of this length is 6.7 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 S2 9.2 C is about 160 kg/cm, alternatively 897 lbs/inch. Meaning: if you load 160 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 897 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 L/B (Length Beam Ratio)?
Maintenance
When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 26m 2 (279 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.
Are your sails worn out? You might find your next sail here: Sails for Sale
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.
| Usage | Length | Diameter | ||
| Mainsail halyard | 27.2 m | (89.2 feet) | 10 mm | (3/8 inch) |
| Jib/genoa halyard | 27.2 m | (89.2 feet) | 10 mm | (3/8 inch) |
| Spinnaker halyard | 27.2 m | (89.2 feet) | 10 mm | (3/8 inch) |
| Jib sheet | 9.1 m | (30.0 feet) | 12 mm | (1/2 inch) |
| Genoa sheet | 9.1 m | (30.0 feet) | 12 mm | (1/2 inch) |
| Mainsheet | 22.9 m | (75.0 feet) | 12 mm | (1/2 inch) |
| Spinnaker sheet | 20.1 m | (66.0 feet) | 12 mm | (1/2 inch) |
| Cunningham | 3.8 m | (12.3 feet) | 10 mm | (3/8 inch) |
| Kickingstrap | 7.5 m | (24.6 feet) | 10 mm | (3/8 inch) |
| Clew-outhaul | 7.5 m | (24.6 feet) | 10 mm | (3/8 inch) |
This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.
Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.
We are always looking for new photos. If you can contribute with photos for S2 9.2 C 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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S2 9.2 C - Sailboat Data, Parts & Rigging
Sailboat data, rig dimensions and recommended sail areas for S2 9.2 C sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.
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Fellow Boaters, I recently chartered a 35 Jarkan in Australia and was very impressed, however they are as rare as hens teath so my interest has moved to the S2 9.2 center cockpit cruiser but have not had first hand experience of this boat. Can anyone tell me the advantages or drawbacks of this apparently small yacht. My ambition is to buy one and sail it to the UK either East or West as at present I am working in Malaysia
Steve...I would not suggest this boat for ocean passagemaking as it is of coastal build quality and is quite tender with high windage and an uncomfortable motion in a seaway. It is an excellent live-aboard boat with lots of room and quite adequate for coastal cruising.
Hi Camaraderie, Thank you for the positive response, I agree a high windage small cruiser is not best suited to an Atlantic crosing but the reasons I have been reviewing the S2 go beyond the one passage, and as with all matters afloat budget is a major factor. With the strength of the Pound, the American market the obvious choice, added to the fact that my wife tolerates days on the water to placate the salt water in my blood. I need something that she will have room to breath in and stamp her mark. I suppose what I need is more like a floating caravan(trailer). Mooring fee's are very high in the UK so length is also a factor and the sailing I will be doing once I get home will be coastal with the odd hop to Europe. As to the comfort in a seaway, the majority of my sailing has been single handing my small 22ft Pandora around the UK coast which I can assure you is very much seat of the pants stuff as she pitches and rolls to my movement about her alone. I have suplimented this by various charters throughout the world on much bigger craft (big by my standards). My ideal would be a Westsail 32 for the crossing, but I must consider the practicalities of such a slow heavy boat around the strong tidal waters of the UK. Two have flown the nest once the third has embarked on a carear and retirement looms maybe I could upsize again. as for now the S2 has a lot going for her, hopefully enough comfort and space to encorage my wife on the water more often.
I understand your rationales, but it is still a bit unwise to attempt an ocean crossing in an unsuitable vessel. I'd agree with Cam's assessment of this particular boat. Since you expect to get a "good deal" in the American market, perhaps you'll have enough left over to arrange to ship the boat to the UK as deck cargo. Investigate that angle, and keep in mind that sailing across the Atlantic is not "free" either. There are real costs in gear and provisioning, and hidden costs in your time involved in the crossing. The net difference in real terms may not be so much, especially if you consider what might not go well on a 1st crossing in a boat not meant for such voyaging. Also a trip like that may well put your "reluctantly sailing" wife off permanently should you convince her to join you on this venture.
Faster and Camaraderie I thank you both for your candid opinion, I am starting to agree with you as to the suitability of the S2 for such a perilous journey. If I could guarantee fair winds and sunshine then my opinion may not have been swayed but I know this is less than likely. It is only since a charter and subsequent tour of Sydney harbour's sheltered waters in recent weeks that raised the comment from my wife as to the convenience of the center cockpit with walk through arrangement on the Jarkan 35. [a favourable comment is always valued from a woman who doesn't like the water] A layout she found far superior to that of either the Beneteau Oceanis 373 we chartered in Croatia last year or the Jeaneau Odyssey 40 we chartered in Lankawi. It is for that reason alone that my attention has been attracted to the S2 9.2c, to attract my wife onboard, not for the crossing, a venture she believes is a dream but to get her onboard for a weekend or more at a time. I mentioned my ideal would be a Westsail or something of that ilk as I am not a lover of overly buoyant craft, unfortunately when they come on the market they are usually beyond my purse. The Ericson 35 has always been a more modern favorite of mine so I think I shall return my attention in that direction. Thank you once again for your valued opinions
I lived on a 9.2c for about 5 years. I found it to be very well built, comfortable, and strong. I don't know about an extended ocean crossing, but it would be great for living aboard, coastal cruising or the Bahamas. I think that with a few reasonable upgrades, they would suit this duty well. I loved mine and I miss it. I know a guy in Cincinnati who has one in great shape (my old one) and he and his wife love it as well.
S2 9.2c Hey all, We just bought a 1977 9.2c. There were no manuals, etc., onboard and the PO was absolutely no help, so it's been an adventure figuring the systems out and bringing everything back to life. She had been neglected for several years, but after a gentle power wash to remove the Oregon State Flower covering we found her sound and dry. Amazingly, there was no water in the bilge. Good thing, because the bilge pump had been inoperational for years without power. Following is a list of components we've dealt with and brought back to life: Engine: 2QM20 rwc. Replaced the tach drive unit after full service Batteries: New gr27, starting, 2 6v Trojan golf cart, house LPG: New external hose and 10# alum. horizontal tank Oven: 4-burner Magic Chef w/oven. Replaced oven pilot Refrigeration: Addler Barber Danfoss cold plate. Replaced the control module Hot water: On-demand LPG. Repaired freeze-burst in coil She sails well and feels solid and responsive. Comfortable for two large adults and the dog. We'd be interested in communicating with other 9.2c owners.
We too just purchased an S2 9.2C this past April. It's a 1983. Appears to be in terrific condition except that the compression post is sinking into the floor... We noticed that the table did not sit down completely on its little hooks. We have had a techy look at it and it appears to be something that can be fixed without huge cost. Has anyone had experience with this issue? I would love to see some pics of the (re)finished product.
I've heard of this happening, but not to S2s. Usually due to standing water in the bilge which rots out the base. It is a simple fix. Good luck!
Hi, I have a 1978 S2 9.2C that I have lived aboard since 2002. I am at the tail end of over two years of a complete re-fit that included a new engine, rigging, sanitation system, hull and deck paint, a complete bottom gel strip (330 blisters) letting the boat dry out for over 8 months before applying 10 gallons (yes 10) of west systems epoxy, 4 gallons of interlux barrier coat and 3 gallons of trinidad bottom paint, new batteries, new dodger and bimini top, and a bunch of other "stuff". I'm right in the middle of replacing the main floor frame under the compression post and let me tell you it is no small job. (of course, to be fair, it seems that nothing really is.) I have pictures of almost everything and if you email me at *** what a bummer!!! I can't post my email address, lets see... okay so I can cheat... it's "mikethecapt" and it's at hotmail, got it? Great! I will be happy to share all I have and all I have learned about this great little boat. I work as a professional mariner and have spent the last 34 years at sea on ships of all sizes and have lived aboard or at least puttered about various small boats my whole life. although this boat is no where as stout as say a southern cross or a westerly, it is more than robust enough to hop up and down the coast or sail the caribbean. With that being said, pick your weather and don't be a fool and you can sail anywhere provided xxxx dosen't happen, but knowing that it can and sometimes will, well that's why it's called freedom. There's a ton of lesser boats sitting on the hook in paridise because there owners didn't know that they couldn't sail them that far. Good luck and congrats on finding what I think is one great little cruiser. Mike Ahearn S/V Plan B
I have an 1984 S2 9.1 that I had to replace the mast step that is a very commom problem with the 9.1s and I assume it is the same on your boat. Check the 9.1 web site, there is lots of info on various issues with these boats. If you want specifics of how I fixed mine, PM me. Gary
Last Thurs. I hauled our 9.2c for the first time since we bought her last fall. No blisters and there was still zink left on the shaft. Dropped the mast to install mast steps. Also the KBW10 tranny needs to be rebuilt. Hope to get her back in the water next week. So the list goes on: 1) Bottom prep and paint 2) Tranny rebuild 3) Mast steps install 4) Dripless shaft seal 5) New zinks (including engine zinks) 6) New mast wiring Important note: When hauling, make sure the strap is behind the prop and just in front of the skeg or too much pressure may bend the prop shaft. There's not enough room aft of the keel and forward of exposed shaft for a hauling strap.
22 Year owner of S2 9.2C with lots of opinions/maintenance experience Folks. It took me seven years to do it, but I finally found out where that leak in the v-birth (that kept filling the forward bilge) came from. Turns out the anchor locker is a pre-fab unit glassed into the bow. It had seperated from the hull where the drain holes for the anchor locker are. So, . . . when the anchor locker was wet it ended up funneling the water into the v-birth area. Took out the decorative board at the foot of the v-birth and filled the void between the locker and hull with 5200. Voila! The forward bilge has been dry ever since. Perhaps a better fix would have been to construct a threaded tube fitting to go through each drain hole and then bed that in 5200. That, however, is beyond my mechanical abilities. Any questions about S2 9.2Cs? I will be pleased to share my experiences! Love the boat, although there are tradeoffs, . . as with any vessel.
Thanks Guys and Gals, You all seem to love the S9.2 in your own way and everyone appears happy with the coastal performance and accommodation she offers in both the aft & central cockpit arrangement. I have still not had the opportunity to see one of these little ships first hand as work is always a priority. The only real response to my question came from “Camaraderie” whom, I deduce, is talking from the experience and platform of a bigger vessel. With further research I have concluded that the S9.2 c is not the boat to cross the pond, because of its high volume and cork like reputation. Though my intent is a onetime one way trip I would hate to struggle on the journey due to bad Ocean going qualities, to find that I wish to go further but the boat doesn’t. I have yet to overcome the belief that every boat is a compromise so I am now pursuing a cross section of heavy displacement, Long/Full keeled vessels between 30 & 33ft of which there are few examples. As I have never been a lover of the retractable center plate/board, I have narrowed the field to five or six potentials; Cape Dory 30 & 33, Bombay clipper 31, Westsail 32, Downeaster 32, or the Yorktown 33, Has anyone any views on these??? The Hunt goes on. My present boat ‘Rip Tide’ will find her way down the family ladder and the new vessel will be named ‘Ebb Tide’ when I find her Thank you all
To those of you suffering compression post problems I should suspect that there is water in your bilge, which is infiltrating from the anchor locker, to the front bilge, then spilling over into the stoareage areas under the setees in the main cabin, and under the are where the compression post is. For years, I would find water in the shallow area under the compression post during our rainy season here in Florida. I always though that, somehow, it was getting in via the mast fittings. Not so. Since I fixed the anchor locker problem there has been NO water EVER in the area under the compression post (thus, no rot in 22 years). See my posting on page two of this site with regard to how to address the leakage problem from the anchor locker.
Please see my posts on page two of this web site. Always happy to discuss my experiences with the S2 9.2C ([email protected]). Please note I will be away from the computer for most of next week, but around after that.
Hello, I recently purchased a 1983 S2 9.2 aft and im wanting to replace hatches, portlights, and other things of that nature. I am not able to find a source for these items as the S2 has a lot of unique accessories. Any leads on original parts or good alternatives to these? Thanks a lot, Kutter
S2 yachts 13 page letter may have some information you need. I owned a 1978 9.2C. http://www.angelfire.com/mi/loosecruise/S2/13pageletter.html
The portlights in our 9.2c (second to last hull, in 1987) were made by Beckson, and they are still available. I believe the hatches have to be replaced with anew. Look on the Beckson website (Sailnet won't let me post the link). It should be size 414. By the way, we're selling our baby because we bought a C&C 40 to sail offshore. Please spread the word! It's listed on yachtworld, and again I can't post a link. It's the 1987 S2 9.c in City Island, NY. Thanks, David SV Hidden Hand
Broke hatch cover for S2c 9.2 about 1 inch from hinge. Looking for a used or new hatch cover or someone capable of bonding broken one back together. Or a repair procedure to solidly bond. JB weld did not last long so need something better.
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S2 9.2 C Sailing Vessels
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S2 9.2 C. Save to Favorites . Beta Marine. BOTH. US IMPERIAL. METRIC. Sailboat Specifications Definitions Hull Type: Fin with rudder on skeg: Rigging Type: ... S2 Yachts (USA) Products: Sailboat Trailers: Download Boat Record: Notes. The suffix 'C' is for center cockpit. Shoal draft: 3.92'/1.19m.
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 ...
The S2 9.2 is a recreational keelboat, built predominantly of balsa-cored fiberglass, with teak wood trim. It has a masthead sloop rig, a raked stem, a slightly reverse transom, a skeg-mounted rudder controlled by a wheel and a fixed fin keel.All models have a length overall of 29.92 ft (9.12 m), a waterline length of 25.00 ft (7.62 m), displace 9,800 lb (4,445 kg) and carry 4,000 lb (1,814 kg ...
S2 9.2 C is a 29′ 11″ / 9.1 m monohull sailboat designed by Arthur Edmunds and built by S2 Yachts between 1977 and 1987. Great choice! Your favorites are temporarily saved for this session.
Sailing the S2 9.2 is a treat. In 15 to 17 knots, it heels sharply under the mainsail and 150-percent genoa before settling in to make 5 or 6 knots upwind. Weather helm is noticeable in stronger gusts, but the boat is generally well balanced and always manageable, even in lumpy seas. All in all, the S2 9.2 is a well-designed, tough, and able 30 ...
The company, located in Holland, Michigan, USA, was founded by boating industry legend, Leon Slikkers, after he had sold his powerboat company, Slickcraft. As part of the sales agreement, he was precluded from the powerboat market for a number of years. There were no restrictions on sailboat building. So he built a new plant which was, at the time, a model for production-line efficiency and ...
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 ...
The S2 9.2 C has been built with different keels. Fin keel. One option is a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel. The boat can enter even shallow marinas as the draft is just about 1.49 - 1.59 meter (4.89 - 5.19 ft) dependent on the load.
Sailboat data, rig dimensions and recommended sail areas for S2 9.2 C sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.
In reviewing the vast array of different sailboats, the S2 9.2C or 11C has caught my attention, primarily because of the cabin layout. The 9.2C (30') has probably the most liveable space of any 30' boat I have researched. Question I have is what are the general thoughts concerning S2 boats, and also center cocikpits in general. Thanks! Chris
S2-9.2 c. Fellow Boaters, I recently chartered a 35 Jarkan in Australia and was very impressed, however they are as rare as hens teath so my interest has moved to the S2 9.2 center cockpit cruiser but have not had first hand experience of this boat. Can anyone tell me the advantages or drawbacks of this apparently small yacht.
S2 9.2 C SD. Save to Favorites . Beta Marine. BOTH. US IMPERIAL. METRIC. Sailboat Specifications Definitions Hull Type: Fin with rudder on skeg: Rigging Type: ... It provides a reasonable comparison between yachts of similar size and type. It is based on the fact that the faster the motion the more upsetting it is to the average person ...
A recent comparison of published values of the S2 9.2, Catalina 30 and Sabre 30 show the S2 solidly in the middle. When the same model years were compared, the mean value of the S2 averaged 20% greater than the Catalina 30 and 25% less than the Sabre 30. The S2 9.2 offers solid construction, contemporary styling, acceptable performance and good ...
1. S2 30 9.2C naples. Mar 26, 2008. #1. Hi there,u000bu000bWe have a 1980 9.2 C and have been upgrading it slowly cushions and wondered if you know of an owner that has done the following updates or if there is a place we can buy:u000bu000b1. Aft berth mattressu000b2.
How much do S2 boats cost? S2 boats for sale on YachtWorld are listed for a variety of prices from $3,899 on the lower-cost segment, with costs up to $50,000 for the more lavish yachts on the market today. What S2 model is the best? Some of the most iconic S2 models now listed include: 9.2, 9.2A, 11.0 A, 11A and 11C.
Over the years as I've sailed, blogged and talked about the Arthur Edmonds 9.2C sailing vessel from S2 Yachts, there have been a number of people contact me wanting to know more about these fine watercraft. This blog is in draft-design is an attempt to provide more info on S2 Yachts - especially the model under my ownership - the S2 9.2C ...
1988. 30'. 10.5'. 4.9'. Maine. $19,000. Description: Center Cockpit Sloop, Rare for a 30' sailboat. There is more room below than my Hunter 37 because the salon table is removable and relocates to the cockpit.
Posts: 341. Images: 3. Re: S2 9.2 Center Cockpit. You might also look at the Sovereign 28 (aka Sovereign 30). It was made from the S2 by adding 2 feet to the mold. I finished one from bare hull about 25 years ago. 8'4" beam, 3'4" draft, 6800 lbs, 6' headroom in main cabin, 20 HP yanmar 2gm20 and fairly trailable.
Jan 17, 2009. 54. 2 9.2/C Rockford, MI. May 11, 2010. #6. Yes the lead ballast is encapsulated on S2 9.2's. The specs state 4,000 lbs on both the 9.2/C and the 9.2/A. It's one of the reasons I bought my 9.2/C. I can tell you that S2's are very well built sailboats, almost a secret to anyone not on the Great Lakes.
Yanmar2GM engine: fuel type - diesel. With a fuel tank capacity of 114 liters, the 1984 S2 9.2 C can cover a distance . Total berths - 6. For fresh water are designed tanks with a capacity of 140 liters. 1984 S2 9.2 C refers to classes: sailboats. To clarify the price $13,500 and buy S2 9.2 C - contact the offerer!