ss 34 sailboat

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World’s coolest yachts: S&S 34

• August 5, 2021

We ask top sailors and marine industry gurus to choose the coolest and most innovative yachts of our times. This month Don McIntyre nominates S&S 34

The most innovative all-time classic is the S&S 34. As a class they appeared in 1967, a year before the first Golden Globe Race, and Ted Heath [then leader of the opposition and later UK Prime minister], won the 1969 Sydney Hobart in his Morning Cloud .

About 200 have been built since, including 130 in Australia where they are loved to this day. Only one has ever been lost at sea and they are renowned for their heavy weather performance.

Photo: Reuters/Alamy

In 2008, when deciding on a boat to support 15-year-old Jessica Watson’s dream to become the youngest ever, solo non-stop unassisted sailor, the choice was easy.

Jon Saunders in Perie Banou twice circumnavigated solo breaking 12 world records. David Dicks as a 17-year-old took the family S&S 34 Seaflight around solo nonstop, followed shortly after by Jesse Martin, also 17, solo and unassisted on Lionheart . Jessica on Pink Lady [then unofficially took] the record from him, and it still stands today!

S&S 34 stats rating:

Top speed: 7 knots LOA: 10.23m Launched: 1967 Berths: 6 Price: £22,000 Adrenalin factor: 20%

Don McIntyre

Australian explorer Don McIntyre finished 2nd in class in the 1990/91 BOC Challenge solo around the world race, recreated the Mutiny on the Bounty, and resurrected the Golden Globe Race in 2018.

He is currently organising the 2023 Ocean Globe Race, celebrating the 50th Anniversary of the original Whitbread, amongst other events.

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Sparkman & Stephens “S&S 34”

Sail Number:

Vessel Type: S&S 34

“Quikpoint Azzurro” Specifications

LOA: 33′ 6″ / 10.2m – LWL: 24′ 2″ / 7.4m – Beam: 10′ 1″ / 3.1m – Draft: 5′ 10″ / 1.8m – Design Number: – Rig: Bermudan Sloop – Displacement: 11,000 – 13,000 lbs / 4,900kg – 5,900kg – Ballast: – Sail Area: 592 – 700 sq ft / 55 – 65m2 – Designer: Sparkman & Stephens – Built By: – Original Owner: Michael Winfield – Current Owner: – Designed: 1968  

Historical:

British yachtsman, and PR agent Michael Winfield commissioned Olin Stephens to design a 34′ production racer-cruiser, the resulting design was established as a new class in 1968 and quickly achieved great racing success.

One of Mr. Winfield’s first customers was former Conservative Prime Minister Sir Edward Heath. A novice sailor with a keen eye and after seeing one at the 1969 London Boat Show, so impressed with the design he order one. The same year Sir Edward Heath entered and won the 1969 Sydney Hobart race, the second Brit to win this prestigious race in its history. So began the distinguished racing career and dominance on racing podiums throughout the world.

Provenance (The Wall of Remembrance – The Owners, Notable Guest, and Reunion Information):

Owner/Guardian: (1968) Michael Winfield

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The S&S 34 Sailboat

The S&S 34 is a cruising and racing fibreglass monohull sailboat that was designed by Olin Stephens from Sparkman and Stephens. It has a skeg-hung rudder and a Bermuda rig with a large, overlapping headsail. It is a proven cruising yacht that is well suited for short-handed sailing, and also a successful racing yacht that has won many prestigious events.

Published Specification for the S&S 34

Underwater Profile:   Fin keel & Skeg-Hung Rudder;

Hull Material:  GRP (Fiberglass);

Length Overall:  33'5" (10.2m);

Waterline Length:  24'2" (7.4m);

Beam:  10'1" (3.1m);

Draft:  5'9" (1.8m);

Rig Type:  Masthead sloop;

Displacement:  9,195lb / 4,171kg;

Designer:  Sparkman & Stephens;

Builder:   Winfield & Partners/Aquafibre (UK);

Year First Built:  1968;

Owners Association:  Sparkman & Stephens Owners Association

'Morning' , an S&S 34 for Sale

Although 'Morning' is no longer for sale, the interesting pics and text of the original advertisement are available here for the benefit of anyone researching this classic sailboat.

Published Design Ratios for the S&S 34

1. Sail Area/Displacement Ratio:  16.5

2. Ballast/Displacement Ratio:  58.7

3. Displacement/Length Ratio:  291

4. Comfort Ratio:  24.3

5. Capsize Screening Formula:   1.9

read more about these all-revealing numbers...

Summary Analysis of the Design Ratios for the  S&S 34

1.A Sail Area/Displacement Ratio of 16.5 suggests that, in the right hands, the S&S 34 will have enough performance to leave most other sailboats of similar waterline length well astern.

2. A Ballast/Displacement Ratio of 58.7 means that the S&S 34 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 291, tells us the S&S 34 is clearly a heavy displacement cruising boat. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. Not an ideal choice for coastal sailing, but she'll come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 24.3 suggests that crew comfort of a S&S 34 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not encouraging news for anyone prone to seasickness.

5. The Capsize Screening Formula (CSF) of 1.9 tells us that a S&S 34 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Cruisers' Questions about this Sailboat...

How many S&S 34 boats have been built and by whom?

About 200 boats have been built, approximately 50 in the United Kingdom and the remainder in Australia. The first boats were built by Winfield & Partners/Aquafibre in the UK, and later by Swarbrick & Swarbrick in Australia. Swarbricks continue to build S&S 34 boats to order from the original moulds.

What are some of the notable racing achievements of the S&S 34?

The S&S 34 has a long history of racing success, both in crewed and solo events. Some of the highlights are:

• The first production S&S 34 built was Morning Cloud, owned by Sir Edward Heath, who won the 1969 Sydney to Hobart Yacht Race and a class win in the Fastnet Race;
• S&S 34 designs were overall or prize winners in every Sydney-Hobart race from 1969 to 1974;
• They were placed 1st and 2nd in the 1979 Parmelia Race and won the 1996 Lord Howe Island Race;
• Deerstalker won the 1989 North Sea Race, another Fastnet class win in 1991, and a win in the 1992 Round Britain and Ireland Race;
• The S&S 34 has also been used for several single-handed sailing circumnavigations, such as by Jon Sanders in Perie Banou (1981–82), David Dicks in Seaflight (1996–97) and Jesse Martin in Lionheart (1998-1999);
• Jessica Watson unofficially became the youngest ever solo non-stop unassisted sailor on her S&S 34 Pink Lady in 2010.

How fast can the S&S 34 sail?

The S&S 34 has a hull speed of about 7 knots, which can be exceeded in favourable conditions. It has a performance rating of about 0.900, which means it can sail about 90% as fast as an ideal boat of the same length. It is comparable to other similar boats such as the UFO 34 and slightly faster than the Contessa 32.

How comfortable is the S&S 34 for cruising?

The S&S 34 is designed to be a comfortable cruising yacht that can accommodate up to six people in two cabins. It has a spacious saloon with a dinette table, a galley with a stove and sink, a navigation station with a chart table, and a head with a toilet and shower. It has ample storage space for gear and provisions, as well as water tanks and batteries. It is well-ventilated and insulated, and has good headroom throughout.

How easy is the S&S 34 to sail and handle?

The S&S 34 is a well-balanced and responsive boat that can be sailed and handled by a single person or a small crew. It has a simple and efficient rig with a masthead sloop configuration, a roller-furling genoa, and a slab-reefing mainsail. It has a tiller steering system with a skeg-hung rudder that provides good feedback and control. It has a reliable and economical diesel engine that can power the boat at about 6 knots.

How safe and seaworthy is the S&S 34?

The S&S 34 is a very safe and seaworthy boat that can withstand harsh conditions and heavy weather. It has a strong and solid fibreglass hull that is reinforced with longitudinal stringers and transverse frames. It has a deep and heavy lead keel that provides stability and reduces the risk of capsize. It has a self-draining cockpit with high coamings and a bridgedeck that prevents water ingress. It has a sturdy mast and rigging that can handle high winds and waves.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

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Published on September 7th, 2021 | by Editor

S&S 34: World’s coolest yachts

Published on September 7th, 2021 by Editor -->

Yachting World has been asking top sailors and marine industry gurus to choose the coolest and most innovative yachts of our times, and Australian explorer and event organizer Don McIntyre nominated the S&S 34. Here’s the report :

The most innovative all-time classic is the S&S 34. As a class they appeared in 1967, a year before the first Golden Globe Race, and Ted Heath [then leader of the opposition and later UK Prime minister], won the 1969 Sydney Hobart in his Morning Cloud.

About 200 have been built since, including 130 in Australia where they are loved to this day. Only one has ever been lost at sea and they are renowned for their heavy weather performance.

In 2008, when deciding on a boat to support 15-year-old Jessica Watson’s dream to become the youngest ever, solo non-stop unassisted sailor, the choice was easy.

Jon Saunders in Perie Banou twice circumnavigated solo breaking 12 world records. David Dicks as a 17-year-old took the family S&S 34 Seaflight around solo nonstop, followed shortly after by Jesse Martin, also 17, solo and unassisted on Lionheart. Jessica on Pink Lady [then unofficially took] the record from him, and it still stands today!

For Yachting World’s list of cool boats, click here .

Tags: coolest yachts , Don McIntyre , S&S 34 , Yachting World

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S&S 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 S&S 34. Built by Aquafibre Ltd. and designed by Sparkman & Stephens, the boat was first built in 1968. It has a hull type of Fin with rudder on skeg and LOA is 10.21. Its sail area/displacement ratio 16.53. Its auxiliary power tank, manufactured by Faryman, runs on Diesel.

S&S 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 S&S 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 s&s 34.

S&S 34 was designed by Sparkman & Stephens.

Who builds S&S 34?

S&S 34 is built by Aquafibre Ltd..

When was S&S 34 first built?

S&S 34 was first built in 1968.

How long is S&S 34?

S&S 34 is 7.37 m in length.

What is mast height on S&S 34?

S&S 34 has a mast height of 10.67 m.

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Ss 34 swarbrick

The ss 34 swarbrick is a 33.07ft masthead sloop designed by sparkman & stephens and built in fiberglass by swarbrick & swarbrick since 1968..

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

Ss 34 swarbrick for sale elsewhere on the web:

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Frequently asked questions

Frequently asked questions.

• I see imported boats such as Beneteau and Bavaria advertised for around $200,000 “sail away”, why does the S&S 34 cost more?

What are the pros and cons of refurbishing a second hand boat vs building a new one?

Why use vinylester resin?

Why not have a carbon fibre mast?

Why does the S&S 34 rate so well on handicap?

Why specify a twin spreader rig?

Doesn’t the twin spreader rig require a running backstay?

Isn’t it better to place the engine amidships as in the original S&S design?

Back to top .

I see imported boats such as Beneteau and Bavaria advertised for around $250,000 “sail away”, why does the S&S 34 cost more?

It is a little like comparing a Hyundai to a Mercedes. The both perform the same basic function but to different standards of performance and durability. Most of the mass production imported boats are built down to a minimum price point. They use the minimum of materials, a specification that is just adequate for the intended purpose and fit the smallest winches and most basic equipment possible consistent with not too many breakages/warranty claims within the first few years. Many are built with chartering in mind, being sailed in light winds and at anchor every night. Generally such things as spinnaker winches, poles, extra halyards, folding propellers are extra. Those that are well built and well equipped will cost a lot more, usually around $300,000 when on the water fully equipped. Even then none are built to the standard of the new S&S 34, which uses materials and construction normally found only on custom race boats, such as vinylester resin and foam core construction throughout including the furniture (which then becomes an integral part of the boat structure, making it enormously strong).

This is not to say that the cheaper boats are bad – for costal cruising, twilighting and racing inshore they may be fine. However, the S&S 34 was designed as a serious blue water cruiser/racer, and the demands on construction and fittings are much higher. Owners expect to safely travel long distances. Many have completed Sydney-Hobart races and other offshore events. Lower quality fittings are not adequate. The rig needs to have ample safety margins for heavy weather.

A higher specification does cost more. The cheaper boats have winches which cost half as much. Top quality blocks cost up to three times more than basic ones. Cast iron for keels costs a few cents but lead now costs around $3 per kg. Polyester resin and glass mat is cheaper than vinylester Core-Cell construction.

However, having the cheapest specification is of no use when it doesn’t perform adequately or last the distance. Being built in Australia, the new S&S 34 offers premium quality for very little additional cost, as all of the price reflects build quality not transport and importation costs. You are also buying direct from the builder with no sales or agents fees. When true on the water prices are considered the S&S 34 cost is comparable with most imported boats. However, no other production boat can match the sailing qualities, seaworthiness or construction of the S&S 34. Very few if any can boast the proven history of so many voyages, race wins, circumnavigations and records, which count for far more than any specification sheet or sales promotion.

Back to questions | top .

This depends upon the extent to which you are prepared to accept second hand fittings and the extent of the refurbishment. Most second hand boats are around 30 years old and many do need quite a bit of work. If you can find one in good condition, are prepared to re-use some second hand fittings and do a lot of the work yourself, a refurbished second hand boat makes good sense and you could have a sound and functional boat for a very reasonable price. You may be lucky enough to come across a boat that has been well restored by a previous owner.

However, if you are intending a major refit, replacing mast, engine, fittings etc with new this will be expensive, and if the work is undertaken by a shipwright the cost may not be far short of a brand new boat. A large part of the cost of a boat is in the rig, engine and fittings as opposed to hull and deck. A new boat will usually be more expensive, but the difference may be as little as $50-100,000 compared to a professional total refit of an older boat. This difference must be weighed against the brand new hull and deck structure, greater strength and lighter weight of a new boat. Depreciation may also be a consideration, as when selling it will probably be harder to recoup the money spent on refitting an old boat compared to a new one. In the long run all S&S 34’s hold their value well (many are now selling for more than what they originally cost to build!).

Vinylester resin is used throughout construction as it is much stronger and less brittle than polyester. A strong, adhesive resin that doesn’t readily crack under strain is essential to get maximum advantage from the high tech foam core and cloths used in the layup. Vinylester is also very resistant to water penetration and therefore osmosis.

Epoxy resin is slightly better in strength than even vinylester, provided it is used absolutely correctly including proper post cure heat treatment. However, it is not easy to use correctly, there is little margin for error and it is much more expensive. There is little point in using it without also using very expensive carbon fibre cloths. The weight savings and performance benefits of using epoxy/carbon fibre over vinylester in the S&S34 are minimal, the safety margin is less and the costs are greater. For these reasons Gurit  recommended using vinylester rather than epoxy resin for the new S&S34.

There are a number of reasons why a carbon fibre mast is not standard. For a start, a good quality carbon mast (there is no point having anything else) would add to the cost of a finished boat. In addition, the S&S34 is designed to be a boat that can be readily cruised as well as raced and carbon fibre masts are still less desirable for cruising to many.  Insurance may also be an issue for long term cruisers. For those in Western Australia, where a mast hinge is normally required, this is very difficult to reliably engineer into a carbon fibre mast.

With the high ballast ratio of the S&S 34 and the relatively small mast of a 34′ yacht, the weight gains and the improvement in sailing performance using carbon fibre over a properly engineered alloy mast are relatively modest. For the racers, carbon also gives a rating increase, although in recent years this has reduced.

However, technology is advancing, the cost of carbon fibre is coming down and the production reliability is increasing.  It is possible that a carbon rig may be an option in the future.  For the best performance results, this would also need some weight reduction from the keel.  The overall weight reduction could be around 400kg, which along with the reduced weight aloft and greater righting moment  would improve performance to a small but significant extent, which could be worthwhile to a competitive racer.  Any potential owner interested in exploring this option should contact the builder.

This comes back to the genius of Olin Stephens, arguably the 20th century’s greatest yacht designer. The S&S 34 was designed as a racing boat, incorporating Olin’s philosophy that she must be seaworthy and able to perform in all conditions. She was carefully designed to perform better than her leading dimensions would suggest. When heeled or under spinnaker her waterline length increases, allowing extra speed. Her keel was designed using years of experience with America’s Cup winning yachts to provide maximum stability and lift for its dimensions. The current “Mk2” keel is an improved S&S design drawing on further experience with the 12m America’s Cup yachts and results in even better performance and balance.

Although initially the racing rule was RORC, followed by IOR, then IMS and now IRC, all racing rules look at the basic measurements and adjust accordingly. The same qualities that made her a handicap winner years ago still hold true, and she remains very competitive under the IRC rules, as evidenced by her class 3rd in the 2007 Sydney-Hobart race and many recent major offshore trophies in Western Australia, including outright race wins against brand new, high tech racers up to 50′ in length.

Of course, she will not necessarily be a line honours contender, a purpose built grand prix race boat will be quicker, and a larger boat is quicker than a smaller one. However, this is not the intention, as many owners will want a boat that they can also safely and comfortably cruise or sail short-handed, and the purpose built racer cannot do this. The new S&S34 is designed to be a true cruiser-racer that will be fast, comfortable and safe for cruising, yet capable of winning races under IRC both in serious offshore races and in club racing.

The strength of a mast relates to the strength (measured as stiffness) of the mast section and the length of unsupported mast sections. Having 2 sets of spreaders reduces these section lengths and means that for the same strength the mast does not need to be as large or heavy. This translates into less heeling, less pitching and more speed. The disadvantage is the added cost of the extra set of shrouds and spreaders. As more spreaders are added there is a diminishing return and for the S&S 34 two pairs are optimal. The strength of the twin spreader and original single spreader rig is about the same, both have ample strength. Having the mast keel stepped adds about 35% to its structural strength, and therefore reserves of safety. Although it is possible to step the mast on the deck, this is not recommended and requires an extra heavy mast section to give the same safety margins as a keel stepped mast.

The mast height and sail area has been specified based on extensive experience. The current twin spreader rig is similar to the original Swarbrick “Mk2” rig but the boom is 200mm higher. This results in about 0.5m2 less mainsail area, but still significantly more than the original Mk 1 rig. It has been found to give optimal performance for both cruising and racing, and a good IRC rating. The original boom height was specified under RORC/IOR rules using a much shorter boom than the current design. By raising the boom there is no significant performance difference, but much less chance of being hit on the head!

This rig is very suitable for cruising for the reasons given above, and is identical to that of Huckleberry, Constellation and Blondie, all of whom have recorded impressive racing records under IRC.

Runners were originally specified with the twin spreader “tall” rig. However, in practice they are very seldom used, even by those racing offshore and the rig has proven quite strong and reliable without runners. The current twin spreader rig has a slightly smaller mainsail area than that specified originally, as this has proven the fastest and best balanced layout so is equally if not less likely to require runners. It is possible that under some circumstances of long distance cruising or offshore racing in heavy weather that owners may opt for the additional security of a running backstay, and the masts are equipped with slots to fit the runners if required. When not in use they can be secured to the chainplates. They do provide the advantage of extra support to the mast in the event of a breakage in another part of the rigging, and represent an option that is not available in most other cruiser/racers.

Theoretically this is true. Weight placed as low and centrally as possible is good for performance. It made a big difference in 1968 when engines weighed 200+kg. However, thanks to modern engines weighing around 100kg the engine placement is not so critical. Due to the hull shape the under cockpit engine is almost the same height above the keel as a midships engine, and about the same distance from the centre of gravity and centre of buoyancy. By appropriate positioning of fuel and water tanks fore/aft balance can be maintained. The dinette layout also allows batteries to be placed lower and more centrally than a midships engine arrangement allows. The performance difference between a midships and under cockpit engine installation is small, but the under cockpit positioning allows for more flexibility and storage area in the saloon. However, for those who prefer a midships engine, this is also available as an option.

One thought on “ Frequently asked questions ”

Does the new SS34 comply with the Cat1 AUSTRALIAN SAILING SPECIAL REGULATIONS on section Structural Features and Stability, i.e. can it be Cat1 compliant? I know the original SS34 does, but while reading it, for example, I noticed that cockpit volumes are stricter for boats after 1992.

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