sea sprite 34 sailboat

SEA SPRITE 34 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of SEA SPRITE 34. Built by C. E. Ryder and designed by Alfred E. Luders, the boat was first built in 1980. It has a hull type of Long Keel and LOA is 10.31. Its sail area/displacement ratio 15.52. Its auxiliary power tank, manufactured by Universal, runs on Diesel.

SEA SPRITE 34 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about SEA SPRITE 34 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the sea sprite 34.

SEA SPRITE 34 was designed by Alfred E. Luders.

Who builds SEA SPRITE 34?

SEA SPRITE 34 is built by C. E. Ryder.

When was SEA SPRITE 34 first built?

SEA SPRITE 34 was first built in 1980.

How long is SEA SPRITE 34?

SEA SPRITE 34 is 7.32 m in length.

What is mast height on SEA SPRITE 34?

SEA SPRITE 34 has a mast height of 12.34 m.

Member Boats at HarborMoor

Sea sprite 34

The sea sprite 34 is a 33.84ft fractional sloop designed by a. e. luders and built in fiberglass by c. e. ryder since 1980., 45 units have been built..

The Sea sprite 34 is a very heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally very small. There is a short water supply range.

Sea sprite 34 for sale elsewhere on the web:

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• Sailboat Reviews

One of the oldest fiberglass boats, this traditional overnighter is long on looks, short on space.

The Sea Sprite 23 is a trim but rugged daysailer-overnighter from naval architect Carl A. Alberg that enjoyed a 25-year production run under several different Rhode Island builders, most notably Clarke Ryder. It’s a typical Alberg design—narrow beam, full keel and conservative ballast-to-displacement ratio and graceful lines. This is a boat that still turns heads when it sails into a harbor.

The origins of the Sea Sprite 23 go back to 1958 when the small American Boat Building company of East Greenwich, Rhode Island, wanted to expand its product line, consisting at the time of the Block Island 40. Carl Alberg, then in the U.S. Coast Guard, came up with a 22 1/2-foot, full-keel design. (We’re not sure what Alberg’s duties were in the Coast Guard, but they apparently left plenty of free time; besides the Sea Sprite, Alberg also drew the Pearson Triton and Bristol 27 while in the service.) The Sprite, incidentally, was first marketed as a 22; a later builder accentuated the positive and it became the 23.

American Boat Building employee Tom Potter Remembers being asked to test sail the new design. “We were terribly impressed by the boat, the way it performed.” It was, Potter said, typical of most of the boats Alberg would design over the years—”sensible boats you could take to sea.”

When American Boat Building dissolved during the early 1960s, production of the Sea Sprite was taken over by the nearby Wickford Shipyard, which built it for several years, after which the molds passed briefly to Sailstar, another small Rhode Island company, then to Clint Pearson, who was starting up his own Bristol Boat Company across Narragansett Bay.

Earlier, cousins Clint and Everett Pearson had obtained the rights to the Triton, which American Boat Building for some reason had not wanted. But when Bristol employee Paul Coble designed the Corsair 24, the rights to the Sea Sprite were sold to another Bristol builder, Clarke E. Ryder. This was about 1974, and Ryder continued to build the 23 until 1985 when his company folded.

Ryder built new molds for the boat, encapsulating the heretofore external lead keel and creating a self-bailing cockpit. Except for a few other minor changes and the introduction of hull colors besides white—bright red, blue and green—the Sea Sprite 23 built by Ryder (he began with hull #525) was fundamentally the same as the first off the line at American Boat Building. All told, the model reached a run of nearly 800 before Ryder closed the doors on this highly successful boat.

Like most of Alberg’s boats, the 23 is relatively narrow of beam (7′ 0″) and heavily ballasted—43 percent of its weight is in the full keel. Freeboard and superstructure are low, which makes for pleasing lines but less than spacious accommodations below. In short, this is a boat designed for sailing and not lounging around belowdecks.

With a waterline length of just 16′ 3″, the boat rated well (16.6) under the old Cruising Club of America (CCA) rules. It is intended to heel 30 degrees or so when underway (some regard this as initial tenderness), adding waterline length and increasing hull speed. The heeling angle plus the low freeboard—the rail gets close to the water—can bring an occasional dousing for the crew in a chop. But the boat is inherently stable, and the gentle sheer and distinctive overhangs add to its seagoing profile. The 23 draws only three feet, virtually shoal draft and less than many smaller boats.

Under the more modern PHRF rating system, which is a performance-based handicap system rather than a measurement rule, the Sprite has an average rating of about 270 seconds per mile—hardly a rule-beater, but reasonably fast for a full-keeled 23-footer. (One owner crowed about beating those “tubby” Cape Dorys—in all likelihood a competing Alberg design.)

The Sprite carries a modest 247 square feet of sail under main and working jib. (The newer O’Day 23, by contrast, is lighter by almost 300 pounds and has 246 square feet.) Early in its career, the Sea Sprite also came in a daysailer model, with an eight-foot cockpit instead of the standard six, and with two berths below instead of four, and no galley or icebox. Apparently few were made, which is understandable because the standard model has ample cockpit space and little enough room below.

Construction

The hull, deck and cabinhouse of the Ryder-built boats are solid, hand-laid fiberglass for a tight, sound body. One owner called the boat “overbuilt.” The hull/deck joint is a typical inward flange sealed with 3M 5200 and fastened with machine screws.

Most fiberglass boats older than 10 to 15 years show deterioration of the gelcoat and require painting. This will be true of many used Sea Sprites, too. None of the owners who responded to our survey reported gelcoat blistering, however. Some of the earlier models seemed to experience slight leaks around the mast step or chainplates; several of the Ryder boats apparently had leaking from the pulpit stanchions. Otherwise, the interiors are reported to be dry. Overall, the Sea Sprites seem to be structurally sound with no major repairs called for and few, if any, cosmetic problems. A 1983 model we sailed looked almost new.

The Sea Sprite was built as a top-of-the-line “sailing yacht,” as company literature described it. The quality shows in the non-skid surfaces on the deck and deckhouse, the standard bronze hardware, including opening portlights, and in the generous use of wood—mahogany coamings and backrest and teak grabrails above, and lots of teak trim below. Ryder introduced a full interior liner (previous models were painted fiberglass), and the judicious use of holly and teak helps offset the shiny white surfaces. We don’t know whether the Sea Sprite’s teak cockpit grids were standard on all models, but they are a nice touch.

The boats, at least the Ryder version, carry a 30- foot fractionally rigged mast by Hall Spars. The mast is deck-stepped and halyards are led internally. The small deckhouse makes for a roomy foredeck, which is reached via comfortably wide walkways.

Performance

Several of our readers say the Sea Sprite exhibits fairly sluggish light-air performance, which is a common complaint among smaller full-keel boats. Others have found that raising a 130- or 150-percent genoa in winds under 10 knots makes a definite improvement.

Performance improves noticeably as the wind pipes up and the boat digs in. Although the rail is near the water, the boat, once in its sailing mode, seems very stable and the steering nicely balanced with just a hint of weather helm. The low freeboard enhances the feeling of being on the water which, for a small-boat enthusiast at least, is worth the occasional spray in a head sea. And while the keel-hung rudder doesn’t respond as rapidly as a spade would, the 23 tacks smartly enough. One owner, who now sails a J/Boat, remembered his Sea Sprite’s tacking ability as “not unreasonably slow.”

This is a small boat that handles well when the going gets rough and goes readily offshore—no worries about early reefing here. One owner we know said he “never thought twice” about sailing his Sea Sprite to Block Island or Cuttyhunk. In fact, Ryder used to tout a transatlantic trip—60 days from Wickford, Rhode Island to Falmouth, England—made in 1974 by a 21-year-old singlehander as evidence of the boat’s ocean-going qualities. (The only damage—to the skipper—occurred when he tripped on the dock in England and broke his ankle.)

Moving under power, however, is another matter. A 4-hp outboard, which is located in a well aft of the tiller, will get the boat to hull speed; anything smaller is a strain, more than 6 hp and you may experience control problems. The outboard well is the usual nuisance and several readers surveyed either had banished the motor below or would like to. The best that can be said for the well is that it preserves the lines of the boat. Outboard performance is inversely proportionate to wind and waves. Having once fought a losing battle against gusting winds, tide and current, with ground speed reduced to about zero, we can attest to the Sea Sprite’s poor performance under power in these conditions. If only the channel had been wide enough to hoist the sails….

Ryder for a time offered an optional Yanmar Model 1 GM diesel. This would no doubt eliminate many of the headaches associated with the outboard motor and well, but the weight and expense of an inboard seems difficult to justify. None of the readers responding to our questionnaire own inboard models.

Down below, the cabin is light and reasonably airy with two opening ports and a smoked hatch. Despite some complaints about the lack of room (even Clarke Ryder says the interior is best suited for stowing stuff) we found there was satisfactory sitting headroom if you are under six feet. The 6′ 0″ V-berths are too short and have minimal clearance; the 6′ 3″ settee berths in the main cabin disappear quickly under the cockpit seats. This is an interior that is definitely not for the claustrophobic, but at least you won’t need lee cloths. The marine head (many owners have replaced it with a portable head) is located in a wedge at the foot of the V-berths where its virtual inaccessibility makes the privacy issue moot. To be fair, this is typical of the arrangements on most boats of this size.

To starboard, between the forward and main berths, is the “galley,” consisting of a sink and some stowage. To port, there’s an insulated icebox and more dry storage. The sink, fed by a 10-gallon fiberglass water tank under the starboard berth, drains via a through-hull. The icebox drains into the bilge. There’s more stowage, under bunks and here and there, but it’s basically covered openings to the bilge. On deck, there’s good storage space in a port locker and a fuel locker to starboard that’s sized for a three-gallon tank.

Conclusions

The Sea Sprite 23 isn’t for everyone. A lack of space and accommodations relegates it to the daysailer/occasional overnighter category. Although it lacks cruising luxuries, it is an exceptional daysailer—seaworthy and strongly built, and with a sailing range that belies its small size. Its stability and ease of handling make it a good choice for the older sailor who doesn’t need a big boat anymore, or for a small family primarily interested in day sailing.

We saw several Sea Sprites listed for sale this past fall (1991) in the $6,500 range—a good price for a well-built boat that’s going to be around for a while. Older Sprites originally sold for $5,000 (minus sails) with the later Ryder models going for about $11,000.

The Sprites can be said to have held their value well while still representing a bargain relative to what you get. As Clarke Ryder says, “They sail like a charm and they’re pretty. People who have them love them.”

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• Sailboat Guide

1983 CE Ryder Sea Sprite 34

• Description

Seller's Description

The Sea Sprite 34 is a true New England-built classic sailing yacht. With its graceful fine lines and beautiful proportions, this boat was one of the final designs by famous American naval architect Alfred Edward “Bill” Luders, Jr. and was built by C. E. Ryder in Bristol, Rhode Island. With her full-keel and heavy displacement hull, she was built to smoothly cut through the waves and cross oceans. The port side galley includes an insulated ice chest, a two burner propane stove with oven and pressurized water. Opposite the galley to starboard is a navigation table. A starboard side quarter berth offers an additional berth or storage space. The main salon includes port and starboard side settees, with the starboard settee converting to a double berth. An enclosed head is forward to starboard and a v berth accommodating two is forward. This boat has had just one owner since 1983!

Equipment: Fresh Water Tank: 25 gal Diesel Fuel Tank: 18 gal Holding Tank: 25 gallons not used due to almost-new composting toilet Shower and teak shower drain Port and Starboard settees with cushions/storage beneath Starboard settee pulls out for a double berth Galley–deep stainless steel double sinks; Origo two burner gimbaled propane stove; large undercounter well-insulated ice box; Freshwater tap with foot pump; all-teak storage cabinets, lockers, and drawers. Built-in nav station and work desk on starboard side; Garmin GPS Chartplotter; VHF marine radio at navigation station; Raymarine depth finder; Raymarine knot meter/log; Weems and Plath clock and barometer. Rig and Rigging: Aluminum single-spreader mast and boom by Hall Spars; Roller furler for the fractional-rig genoa; Schaeffer mainsheet traveler and deck blocks; Stainless genoa tracks; All Lewmar winches. Sails and Canvas: North Sails Mainsail, two reef points; 150% North Sails Genoa Full-cockpit Bimini and Dodger Deck and Cockpit Equipment Large cockpit with plenty of seating; Edson pedestal: large stainless destroyer wheel, engine controls Cockpit-mounted Whale bilge pump; Emergency tiller; CQR 25# plow anchor on roller with 50 of chain with 150 of premium 8-plait marine nylon anchor line; CRQ 35# plow anchor for storm conditions; Danforth (extra) anchor with chain and line rode; 2 Dorade vents with removable round stainless cowls for extra ventilation; Teak hand rails on cabin top; Stainless tube bow pulpit on bowsprit; solid stainless stanchions and double lifelines; Stainless swim ladder; Mooring lines; Fenders; Safety Equipment.

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)

Also called the LUDERS 34.

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1986 C.E. Ryder 34' (10.36 m) Sea Sprite 34

Not for sale.

SEA SPRITE ASSOCIATION

For sea sprite sailboat lovers everywhere.

For Sale SS28, SS30, SS34

See sub-menu for individual boat listings. You must be a member to list a boat for sale.

8 thoughts on “ For Sale SS28, SS30, SS34 ”

Windcatcher is sold and in new cAring hands. Mark

Ahoy! I would be very interested in more specs/info on your SS! Feel pretty sure I want to buy one. It will be a nice “step down” from my old Pearson Countess! Many thanks and fair winds, Alan

28 Seasprite #34 Windcatcher 1982 $3000, yes $3000! Freshwater boat Lake Champlain till 2010. Globally in very good condition. New self furling 2010, new fully battened mainsail 2011, new 150 genoa 2013 New head, new bilge pumps, new opening port gaskets. Kabota diesel performs perfectly. On it own steel cradle in Mystic Connecticut. Problem: port chain plate has leaked and part of the port cockpit wooden bulkhead will need be replaced and mast step. If you are handy you can have a magnificent boat for $3000, your labor and transport. If done professionally repair $4000-6000. I am 66 and this is my event to get out of boating. If you have an older SS28 the new sails and self furling are worth much more that the selling price. Please feel free to call me 860-942-7152. Pictures and original survey from purchase 2009 available.

I’d be interested in seeing pictures of your SS 28.

Will send to be included in SS classified Thanks for your interest. Mark

Hi Mark, We are VERY INTERESTED! Please email fotos/specs. If you have a recent survey that would be be nice! We ARE going to buy a Sea Sprite r have one built! Many thanks and fair winds! Alan and Carol

Hi Mark! Sounds good! If she is still available please send a copy of the most recent survey. It will be a real pleasure to stop looking and final buy a good boat. Many thanks and fair winds, Alan Stowell [email protected] ‘ 954 684-0424 PS- I am in St Augustine, Florida

I am looking for a Sea Sprite 23-28 for use on the Hudson river. In very good condition bc I don’t have enough time to do a project. Thank you for referring me. Ton Vriens (518) 329-0084

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