hunter 42 sailboat review

Hunter Passage 42

This family cruiser offers affordable amenities.

During the late 1980s, recreational sailors began searching for cruising boats that were easy to handle and loaded with liveaboard comforts. Hunter Marine Corp. answered the call with several models, including the popular Hunter Passage 42.

The boat was envisioned by aerospace engineer, industrial designer and architect Warren Luhrs, who founded Hunter Marine Corp. Luhrs began building Sea Skiff boats in the 1970s with his father, Henry, and brother, John. Their first sailboat, a 25-footer designed by John Cherubini, was launched in 1973.

Luhrs was assisted by the Hunter Design Team in creating the Hunter Passage 42. The first hull came off the production line in 1989 at the company’s plant in Alachua, Florida. The last of these fiberglass, center-cockpit keelboats was launched in 1998. The model has remained in demand, mostly by those who consider it among the best boats ever made by Hunter.

Designed for recreational use, the Hunter Passage 42 features spacious sleeping quarters for four with fore and aft staterooms. Accommodations can be increased to six or more with the settee and dining table in the saloon that convert into a double berth. The cockpit, though not overly spacious, is ideal for socializing and protected from the weather by high sides, a dodger and bimini. The side decks are wide for safe and efficient movement of the crew. The stern boasts a walkthrough transom, swim platform, and a boarding ladder that folds. Foodies tend to gravitate to the well-equipped galley. And when time comes to service the engine, gaining access isn’t a challenge.

The Hunter Passage 42, sometimes referred to as the 42CC, shouldn’t be confused with another 42-footer from Marlow-Hunter, the company which took over from Hunter Marine Corp. The Marlow-Hunter 42SS was launched in 2016.

First Impressions

The Hunter Passage 42 is loaded with features both above and below deck. There’s no ignoring the trademark Hunter arch, which towers above the cockpit where the mainsheet and traveler are securely fastened and out of the way. The boat has a masthead rig, 60-foot mast, a raked stem and wheel steering. There are fixed and opening windows and portals aplenty. Roller furling with a 130-percent genoa, inner stays, stainless stanchions, lifelines, bow pulpit and stern rail seats all add to the boat’s ability to satisfy a wide range of customer preferences.

The overall design provides a center cockpit that helps keep captain and crew warm and dry. It’s easy to envision the crew sunbathing on the spacious flat surface, dubbed the “sun lounge,” located on the deck directly above the aft stateroom, or taking advantage of the walk-through on the reverse transom that leads to the swim platform.

There’s a dazzling amount of open space below, made possible by the boat’s 14-foot beam and 6-foot, 6-inch headroom, so much so that a review published shortly after the boat was introduced at the Annapolis Boat Show in 1989 described it as “voluminous.”

Construction

The Hunter Passage 42 has proven itself a well-made boat over the past three decades, though certainly not as rugged nor of the quality found in boats such as those from high-end bluewater boatbuilders.

According to Hunter Marine brochures from 1990, the Passage 42 is made primarily from fiberglass. Its maximum strength is achieved via a bonded, full-length internal frame and stringer system to stiffen the hull without adding weight. The trademark Hunter arch above the cockpit is made of structural stainless steel, strong enough to support the mainsheet and traveler.

The boat has an internally mounted spade rudder and bulbed-wing keel.

What to look for

Serious complaints and recalls related to the Hunter Passage 42 have been few and far between. Owners have reported leaky chain lockers, minor electrical problems, and difficulties with some of the appliances, but most of these issues were resolved by Hunter Marine.

The oldest Hunter Passage 42 will be more than 30 years old this year, which means a marine survey could prove beneficial. Otherwise, a close inspection of deck and rigging should be undertaken.

Hunter Marine Corp. offered a Hunter 42 Cruise Pac, which was developed to make needed accessories and hardware standard equipment. It included sails, winches running rigging and even fire extinguishers and life jackets.

Eyes tend to focus on the center cockpit, which dominates the deck. The cockpit is sculpted for comfort and protected from the elements. The Hunter arch keeps the cockpit uncluttered by providing a location for the mainsheet and traveler. The steering wheel and binnacle-mounted compass are enhanced by an array of electronic instruments displayed on a panel, providing the helmsman with full data.

Two self-tailing winches simplify sail handling, as does the roller-furling headsail. An anchor roller on the stem guides chain into a locker, the task made less strenuous by an electric windlass.

Portals inside the cockpit just above foot level allow conversation between those topside and others below deck. As one reviewer noted years ago, it reduces yelling.

The cockpit is outfitted with lighting and stereo speakers mounted at head height to both port and starboard.

Roomy and airy are the key words when going below deck. A settee wraps the entire length of the saloon on the port side and provides sleeping room for two more guests. The long seat is abutted by an oval dining table and faces a smaller settee on the starboard side.

Lockers and other storage spaces are evident all around, as are portals, windows and hatches that allow natural light and air to enter cabin.

The galley is about as well-equipped as they come, with gimbaled three-burner LPG stove, broiler-oven, microwave, two-basin sink, refrigerator, freezer, storage for cookware, dinnerware and foodstuffs. The boat carries 150 gallons of freshwater.

The master stateroom aft has a private bath with tub and standup shower. The forward stateroom also boasts a private head with shower. There’s a generous navigation station just aft of the saloon and opposite the engine compartment.

The boat’s auxiliary power is a Japanese 62-horsepower Yanmar 4JH2TE diesel. The engine is easy to access for servicing. The fuel tank carries 70 gallons.

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The Hunter 42 Passage Sailboat Specs & Key Performance Indicators

The Hunter 42 Passage, a centre-cockpit 'B&R' sloop, was designed and built in the USA by Hunter Marine.

'Destination II', a Hunter 42 Passage at anchor off Pointe-a-Pitre, Guadeloupe in the French West Indies.

The H42 is a distinguished class of sailboat that carves its own niche in recreational boating and long-distance voyaging. Being aware of its rich features, design, and performance will help you ascertain whether this beautiful sailboat caters to your personal sailing requirements and ambitions.

Published Specification for the Hunter 42 Passage

Underwater Profile: Wing keel & spade rudder

Hull Material: GRP (Fibreglass)

Length Overall: 42'6" ( 13.0m)

Waterline Length: 38'0" ( 11.6m)

Beam: 14'0" ( 4.3m)

Draft: 4'11" ( 1.5m)

Rig Type: B&R *

Displacement: 24,000lb (10,886kg)

Designer: Hunter Design Team

Builder: Hunter Marine (USA)

Year First Built: 1989

Year Last Built: 1997

* Read more about the 'no-backstay' B&R rig ...

Design Ratios: The Key Performance Indicators

To kick-off, the numerical data pertaining to Hunter 42 holds great significance as it marks the sailboat's performance under varied conditions. The key design ratios, telling the tale of engineering brilliance behind Hunter 42, are as follows:

The Sail Area/Displacement Ratio (SA/D) is 18.6. This provides the sailboat with remarkable speed and efficiency in mild to moderately strong winds. With this ratio, the Hunter 42 showcases a high-performance sailing profile making it an excellent choice for those with a thrill for speed.
Presenting a Ballast/Displacement Ratio (B/D) of 33%, the Hunter 42 proves itself as a stable sailboat, capable of withstanding tough weather conditions and strong lateral winds. It provides an added layer of safety, particularly for long voyages.
With a Displacement/Length Ratio (D/L) of 174, the Hunter 42 adeptly balances weight and vessel length, thereby ensuring respectable speed and maneuverability. This ratio positions it ideally for both coastal cruising and offshore adventures.
The Comfort Ratio of the Hunter 42 is 26.25, indicating a robust ability to provide comfortable and smoother voyages, even in rough waters. Passages are less tiring for the crew, making the boat ideal for lengthy voyages.
Lastly, the Capsize Screening Formula for the Hunter 42 is 2.01. This is a safety indicator, as it predicts the boat’s ability to right itself after a capsize. Under this formula, the Hunter 42 is designated as relatively safe, ensuring a high level of security for sailors.

But how accurate are these Key Performance Indicators, and how are they calculated?

Interior Layout & Design

The Hunter 42 offers an impressively designed standard interior that optimizes space and convenience. Its expansive salon, adorned with a glossed teak-and-holly floor, serves as a focal point. This, along with large, permanently fixed windows and a generous 6'6" headroom, contributes to a sense of spaciousness on board.

Originally, the Hunter 42 offered accommodation designed with six to eight people in mind. This covered three cabins: a forward V-berth, a sizeable aft master stateroom, and a convertible dinette space. These spacious and comfortable cabins make Hunter 42 ideal for either family sailing trips or small social sailing gatherings.

Equipped to serve both while sailing and at moorings, the galley of the Hunter 42 is well-suited to every need. It includes a two-burner propane stove with an oven, double stainless-steel sinks, and a microwave. Ample storage space adds to its practicality, simplifying meal preparations on board.

Lighting and ventilation in the Hunter 42 are also noteworthy. A total of eleven opening hatches and ports provide plenty of fresh air and sunlight, and an additional four fixed hatches ensure a bright interior that remains well-ventilated at all times.

The exterior design of the Hunter 42 perfectly balances aesthetics and functionality. Its deck layout is amply sized and free from clutter, with all of the rigging designed to run aft for effortless handling.

The rigging system stands out for its intuitive manageability - a defining feature of Hunter's sailboats, admired for their B&R rigging setups. This design makes the Hunter 42 straightforward to operate, even for solo cruisers.

The hull of the Hunter 42 is meticulously handcrafted, with layers of fiberglass carefully laminated with alternating patterns of woven rovings and mat. Below the waterline, the ship sports a beavertail-shaped lead keel, ensuring excellent stability.

One distinguishing feature of the Hunter 42 is its impressively designed cockpit. This expansive and inviting space is perfect for hosting guests. It boasts comfortable seating, a stowable drop-leaf cockpit table, and easy water access via the swim platform.

The Secondhand Market

The availability and resale value of the Hunter Passage 42 can vary significantly. This depends on factors such as the boat's age, condition, location, and added features.

As a general guideline, used models can range anywhere from about $100,000 to $150,000. However, it's important to check with local boat dealers or online marketplaces for the most accurate and recent information.

As this boat is popular for its comfort and performance, it tends to hold its value well on the resale market, subject to the condition and maintenance of the individual vessel.

In a Nutshell

The Hunter Passage 42 sailboat is a reputable mid-size cruising yacht, renowned for its luxurious accommodations and exceptional performance under sail. Designed by Warren Luhrs and the rest of the Hunter Design team in the 1990s, it soon gained popularity for long-term cruising lifestyles.

The Hunter Passage 42 is characterized by its impressive interior space. It features two staterooms; the spacious aft master suite includes a large double berth and private head with shower, and the forward guest quarters provide ample comfort for guests. The main saloon is artistically designed with plenty of light, ventilation, and room for entertainment or relaxation which is furnished with a large dining table and U-shaped couch.

The Hunter 42 is not just all about comfort but also takes pride in its sailing performance. Powered by a standard Yanmar diesel engine and equipped with a B&R rig which eliminates the need for a backstay, allowing more sail area aft for better performance. The overall design of the sailing system is intended to provide stability, speed, and ease of handling.

Its cockpit is equipped with a standard arch for mainsheet attachment, an instrumental console and has enough seating area for the crew to maneuver easily while sailing, or enjoy the view while at anchor. In terms of safety measures, the boat features ample handholds, a non-skink deck, and a built-in swim platform for easy access in and out of the water.

In summary, Hunter Passage 42 is a luxury sailboat that offers comfort, style, and practicality. It is ideal for sailors who are looking for a boat that can handle long passage yet comfortable for living aboard. Whether you dream of cruising around the world or simply spending weekends onboard in tranquility, the Hunter 42 might just be the perfect sailboat.

I wrote this article using GPT-4, OpenAI’s large-scale language-generation model, as a research assistant to develop source material. I wrote the final draft in its entirety and believe it to be accurate to the best of my knowledge.

Dick McClary, creator and owner of sailboat-cruising.com

Other sailboats in the Hunter range include:

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Hunter Passage 42 Reviews and Specs

HUNTER PASSAGE 42 REVIEW – CRUISING WORLD

When Hunter Marine introduced their voluminous Passage 42 at the Annapolis Boat Show, it drew an impressive crowd. Hunter had announced that they were taking “a bold step into the center cockpit arena with a striking new design.” For a company already known for its modern, cutting-edge approach to the production boat market, this meant “look out.”

Hunter puts enormous effort into finding ideas that fill niches. In the world of mass-production sailboats they are as prolific as the French at devising new lines and making them marketable. They have experimented with sweptback, diamond-stayed rigs and with modern freestanding spars, with shoal-draft wing keels and deep-water fins, with speedy flush decks and accommodating cabin tops – and in each of the many models they offer there always has been an attempt to do something a little new and a little different.

Interior volume and enhanced accommodations are the idea behind the Passage 42. Hunter makes full use of the center-cockpit theme by keeping the deck elevated from the mast all the way aft to provide up to 6’6″ headroom below; with 14 feet of beam, the plan is opened up even further. Included are a double stateroom in the bow with its own head and shower, and another one – the master suite – in the stern quarters with a private head, shower and tub. The main saloon is comprised of a large oval settee and a U-shaped galley on the starboard side that features state-of-the-art refrigeration, hot and cold pressure water and even a microwave oven; here in lieu of ports is a large, “wraparound” windshield. In the passageway between the main and after cabins is the navigation station and an area designed to accommodate a stacked washer and dryer.

The deck consists of a large center cockpit and a spacious upholstered “sun lounge” over the after cabin. Spanning the cockpit is a stainless steel structural arch that supports the traveler just over the helmsman’s head, along with cockpit lighting, stereo speakers and any number of “personal accessory installations.” Sail controls and primary winches are within easy reach.

The rig is a B&R diamond· stayed affair – a Hunter trademark of sorts – incorporating double swept-back spreaders with intermediate shrouds that terminate at the mast instead of at the deck, thus permitting a smaller mast section for better airflow to the sails.

We sailed the Passage 42 in a steady 20 knots of breeze and found the boat to be controllable and maneuverable, likely a dividend of the large balanced rudder positioned well aft and the efficiency of her wing keel. She appeared a bit tender in seas and gusts, a feeling perhaps compounded by the relatively elevated position of the helm; and this suggests the need for an early reef. But despite the blustery day we stayed dry, the cockpit remained protected and with powerful stereo speakers mounted at head height port and starboard, we never suffered for musical accompaniment.

Cruising World Magazine ,

June 1990

by Quentin Warren.

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Sailboat Guide

Hunter 42 Passage CC

Hunter 42 Passage CC is a 42 ′ 5 ″ / 13 m monohull sailboat designed by Hunter Design Team and built by Hunter Marine between 1989 and 1997.

1 / 19 Oranjestad, AW 1996 Hunter 42 Passage CC $99,000 USD View
2 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
3 / 19 Oranjestad, AW 1996 Hunter 42 Passage CC $99,000 USD View
4 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
5 / 19 Oranjestad, AW 1996 Hunter 42 Passage CC $99,000 USD View
6 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
7 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
8 / 19 Oranjestad, AW 1996 Hunter 42 Passage CC $99,000 USD View
9 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
10 / 19 Oranjestad, AW 1996 Hunter 42 Passage CC $99,000 USD View
11 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
12 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
13 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
14 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
15 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
16 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
17 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
18 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 USD View
19 / 19 Ocracoke, NC, US 1996 Hunter 42 Passage CC $122,000 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)

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Hunter 42 - at sea

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We are considering buying a used Hunter 42 center cockpit,for a live aboard and ultimately as a long distance cruiser when we retire in 5 years. I am well aware that Hunter is often referred to as a "coastal cruiser", yet the Hunter agents tell us that the boat is "Certified". We note that the companionway bridge is not high and believe the boat is somewhat lightly built, but we are not sure how important that is to do extended cruising or perhaps even cross an ocean. We like the center cockpit because it provides a great aft cabin with separate shower which is a necessity to live aboard for 5 years, but maybe other boats fill the bill as well. We hope to find a suitable boat for under US$150,000 Thanks for your thoughts, Gary and Louise

Certified what? By whom? The Hunter 42''s that I''ve seen may be nice boats, but that does not necessarily make them suitable for ocean crossings. Think of one upside down on a wave. Are ALL the lockers fitted with latches that will hold them shut with the full weight of the contents pushing down on them? Will the tanks stay where they were originally built? Will there be an oil leak that makes the carpeting slippery and its smell sickening? Are there handholds every two feet or so across the underside of the cabintop? Are there storm covers for the ports? How do they mount? How much "sail area" do the cabin and topsides offer to 50 knots of breeze, and how fast will that make the boat go in a direction that may not be the one you desire? Are there large, flat surface areas with little support in the deck, cabin or topsides for waves to work on? Tons of water pressure on these areas can result in their flexing, fatigue, and failure. While I am sure Hunters have made long trips, they might not stand up to the rigors of long distance cruising as well as some other designs, and their shortcomings in this regard may take a toll on you as well. Other boats do offer similar setups, and MAY be a bit better put together. You may want to look into a C&C Landfall 43, a Gulfstar 40 (and 42, I think), and (though it will be out of your price range) a Hylas 47. Seeing models of these of varying ages will let you see how they each hold up to the use they''ve been put through, and how they might hold up to what you plan to do. You can then compare them with the Hunter and have a better idea of what you''re getting into. A lot depends on what you want to do with your boat. You may find that a 15 year-old Hylas, used hard, is in better shape than a 5 year-old Hunter, used less. Hmmm. You may find that the Hunter is perfect for what you plan. Happy hunting!

Paul, I just do not understand why you and a few others on this message board continue to bash/bad mouth hunters and other production boats as not viable bluewater cruisers. To answer one of your questions; Hunter marine, according to Greg Emerson at Hunter, has stated "My background before customer service was actually building the boats as I was the lamination manager for over 10 years after having started working for Hunter Marine in 1978. I am very familiar with lamination schedules and the extensive research that we put into deciding how a boat will be built. I am very familiar with the effort that is put in to have proper overlaps in place as well as extra reinforcing for specific areas of the hull and deck. Over the years we have continued to build boats using the same building techniques with the only changes being in materials that technology and testing prove to be the best. When recently required to have our boats meet CE Certification to sell in the European market, which by the way is the only rating system to date that screens ocean sailing capabilities, we were pleased to find that our boats rated very well. The certification encompasses the boats stability and construction. Although the boats we built in previous years did not have to be CE certified we found that we had to make no changes to our laminates to meet their requirements therefore showing that previous boats would have been certified as well since we made no changes. The only changes we had to make was in equipment. All our boats from 34 foot and above received the highest rating which was "class A" which indicates ocean sailing ability." Have you seen Hunter boats upside down because of a wave? I imagine any wave large enough to do that (and I have seen waves in the north Atlantic big enough to roll ANY 50 foot or less sailboat easily) Have you roll a sailboat while crossing the ocean? and continued on? I''d be happy to survive but would expect possibly a broken mast. I expect any 20,000 Lb boat to right itself if 50% of the mass is buried 6 feet or more below the waterline, cause any seas mean and rough enough to capsize it would not be calm enough to allow it to stay balanced in such an unstable position, EVEN if the beam were 20 or even 25 feet wide she would self-right herself. The problem with what you imply, to get caught in the kind of sea state needed to roll a 10 ton displacement boat, is one would NOT roll just once, BUT again and again, unless it was a rare tsunami wave or some other rare sea condition. The situation altogether must be avoided. I have been on 1000 foot carriers in the north Atlantic in the winter, and people died. The carrier lost aircraft off its flight deck to the sea, planes crashed on landings, some spilling fuel but not igniting simply because the air temp was cold enough not to support enough JP-5 vapors to catch. Now Paul, I would give you some credibility in my eyes if you could provide some factual data, historical data on why the hunter''s or other modern production boats are not contenders for ocean crossings? According to Hunter there have been many ocean crossings and I''m told I will hear from some of their customers who have made ocean crossings. I am not bashing you if you have some useful data on modern production boats but I have not read anything from you or Jeff on these message boards other than well known boat design considerations used as speculation to try to discredit modern production sailboats. Try using facts and not speculation mixed with well known design priniples. you begin to sound like someone who thinks they know what they are saying, but really has not a clue. I am aware that companies like Hunter have professional sailors in their employ as well as many engineers, who are also avid sailors, so either put up or ---- --. I am still not convinced one way or another about hunters or other production boats, but I plan to continue to research the facts, historical facts, proven facts to find out. Thanks, Gene

With regard to the certification process, as the European Union has been coming together they have tried to develop uniform standards that would apply to inter-country commerce. These standards have been applied to everything from butter to boats. The process of developing acceptable standards for boats has been ongoing for the better part of a decade that I know of. The original standard dealt solely with stability and downflooding at sea. The process was very interesting in that yacht designers from all over the world were consulted as well as research teams. Data was collected from a wide variety of events (knockdowns and roll overs) as well as from actual disasters. The events were plotted against the known information on the vessels that had been through dramatic occurances. Certain patterns were noted and a set of formulas were written that attempted to create an empirical rating regarding a boats safety at sea only as pertained to knockdowns and roll overs. The grade that resulted would have placed vessels in one of four categories, with the most stringent being ''Open Ocean''. These formulas were submitted to member nations for review, comment and approval. As a result of this multi-European nation over view the formulas were changed so that they required simplier information to obtain essentually developing surogate approximations (For example instead of requiring manufacturers to calculate the vertical center of gravity of the boat, a computation of draft, ballast, mast length and displacement was used roughly estimate the vertical center of gravity- a poor substitute but easier to obtain.) The requirements were also reduced in severity as well. Shortly after the stability standards came a set of equipmentand systems standards. These do have some minor scantling requirements. Hunters larger boats were some of the first to be certified for an "Open Ocean" rating. You can argue with the stringency of the rating (which I do) but you can''t argue with that they did not obtain it. Hunter''s current crop of larger boats have CE Open Ocean certifications. Now to correct one point above, these certified designs have been altered to obtain the necessary certifications. One reason that Hunter went to cored topsides was to reduce weight to allow them to have additional ballast and thereby do better. They also raised to cabins to reduce inverted stability (a major category in the standards) albeit hurting real usable stability by raising the center of gravity and adding windage. In any event, the standards do not really cover the characteristics that determine whether a boat''s capability really is as a blue water boat. It does not look at seaberths, handholds, size of portlights and thickness of large plexiglass elements. It does look at hold downs and system installations. It does not consider comfort of motion. In conversations with Hunter owners who have weather storms at sea you get all kinds of mixed messages. The boats, by and large have survived but they have flexed terribly. I have read accounts of dislodged bulkheads and casework. I have experienced failed fitting attachments. I have experienced blown up or damaged undersized hardware. (We have had two Hunters in my family.) Hunters are a mixed bag but in my mind most of the newer boats are not a boat that I would choose to cross an ocean on. Respectfully, Jeff Jeff

Jeff seems to have the same questions I tried to raise. I''m not in a position to answer them. Maroca, who started this thread, has to do that. If I had the option, though, of sailing transatlantic in a Hunter 42 or a Hinckley 42, I would take the Hinckley. Even a 15-year old Hinckley over a new Hunter. Practical Sailor has said that the J/35 is one of the few production boats that they would consider taking transatlantic, and I would agree with them, too. As Gene shows, the sea will find every weakness. This means that a lot of questions have to be asked. The answers will depend upon what someone wants to do with a boat. I have been in mid-Atlantic storms crewing for an ex-Navy commander who prepared his sloop - an Ohlson 38- to withstand an inversion. Not that it happened on our way to Ireland, but he asked that question because he''d done North Atlantic winter convoy duty, too. He had a maxim that he attributed (with a grin) to the Air Force. He said that in the Air Force, you plan everything. Then, when all H breaks loose, it will be because you planned it that way. Worked for him.

Hunter announces electrical concern on P42 (From the Hunter Owners Buletin Board) Hunter Marine has released a memo to owners of Hunter Passage 42 owners with hulls HUNP0001J990 through HUNP0180L495, stating that certain electrical upgrades could cause a fire hazard. Because of a fire on a 1994 Passage 42, Hunter initiated an investigation of its wiring. While their memo lists many possible causes of this fire, including improperly installed after-market equipment, they concluded that the charging leads and isolator wiring inside of this model may not be adequate for some of today''s add-on equipment. As a result, Hunter is offering a free wiring upgrade to owners of boats with the serial numbers listed above, picking up the cost of both parts and installation. If you own one of the boats in question Hunter recommends that you not leave the boat unattended for any reason while the dockside power is attached to it, and that the inverter''s battery charging system not be used during nighttime hours. While many 42''s have been upgraded and no longer have the original inverter, isolator switch, or wiring, you should still call Hunter Marine immediately to determine if your boat needs this upgrade. They will provide complete instructions on the upgrade, and can help you determine if your boat requires it. Hunter Marine can be reached at: 1-800-771-5556 ..or... [email protected]

I would really be interested in and update from everyone on the opinions expressed in this thread...

I would be curious as to why the rudders broke off of two brand new H-49's while open ocean sailing? One ended up on a reef in Hawaii and I don't recall what happened with the other. I like the Hunters for coastal cruising and the only ones I might consider for offshore would be one of the Cherubini's or the H-54.

To echo what I've read time and time again on this site, blue water sailing has far more to do with the skill of the skipper than the make of the boat. with regard to sailing a Hinckley vs Hunter off shore, the price difference between the two boats makes it a moot point.

My P42 is a decent boat, and with some safety gear and a good weather router, I would not hesitate to take her across. Certainly she is no Swan, Oyster or Hinckley, but she is far better built and would handle more than I would, I am sure. The payment is much lower too... Weird the Beneteau I had was Rated CE -Oceans, and had a much lower bridgedeck, smaller scuppers and about as much windage. More less strong hatches and potential holes and windows to break...so I really don't think I would put much faith in that assessment. dave

CE marking is not a certification of sea worthiness, it only means a documented process of construction has been adhered to. Basically if the documentation of the construction methods is adhered to, you an build a c.r.a.p. product and still meet certification,

This is such a popular topic here on Sailnet and other bulletins; bashing production boats, what makes a bluewater boat, and what is the best boat to buy that at times I want to scream. I really wonder how many people here are really going to take any boat out into the deep blue vs coastal cruising or island hopping. How many of us have actually crossed oceans? Most boat accidents are close to shore. We see keels lost, demasting, running aground, equipment breakdowns and most important poor seamanship. There have been more production boats making crossing like the ARC's, Carib 1500 than what most of you here classify as bluewater. All one has to do is visit the anchorages in the Caribbean to see for yourselves like I do. So enough already. Now back to this thread. As a Hunter owner most of you know what I think of my boat. If you don't, just go the Hunter section here to see the in depth write-up. As most production boats go taking one without heavy modification is a must as previously mention. They simply don't come with extensive systems required for most sailors that cut the docklines. But the basic boat I believe is sound. This is where traditional bluewater boats come in off the factory floor have an advantage. The deal breaker I see is in the modifications to a production boat vs getting what some here call a bluewater boat that has those systems install already. As we all know, modifications cost many B.O.A.T bucks. Calculating the difference needs to be accounted for. Would I take my boat out island hopping and a week out into the blue. I plan it. Making the necessary mods as we speak. Through this wonderful site and others I listen carefully to what works and not.

Uhhh... well, ... ditto.

Rudder Post Failure January 21, 2010, I was on a delivery crew of a Hunter 42 "Passage" from Daytona Beach, FL to Tortola, BVI. We got hit by a storm the night we left the ICW from the Ponce inlet. 30 miles out the fiberglass rudder post separated from the fiberglass bushing that is supposed to hold it steady at the emergency tiller station at the head of the nice island queen bed in the aft stateroom. The weather was rough at near gale force but we only had the jib up and the boat should have handled it. It did not. We aborted and turned back. We used throughhole plugs duct-tape and strapping to jury-rig a way to keep the post centered, while being hit by wave and steering forces. The steering was noticeably sloppy, so we crawled back to the Ponce inlet, hove-to until daybreak and motored it through the ICW up to Saint Augustine for repair. The only good thing about it was that it happened right away (30 miles out) instead of waiting until we were someplace like north of Haiti for it to give out. The name "Passage" may indicate larger tank capacity but I fear little else is done to earn the name. I feel for the owner who will attempt the passage in the coming weeks. I hope everything goes well for him. He deserves it.

Interesting. The only boats on which Hunter used a glass rudder post were on a couple of their boats on a production run AFTER they stopped making the 42.

It's True! The boat is a 1997 Hunter 42 Passage. I find it interesting k1 that you find it interesting, especially the way you meant it. However, the owner might not know the year of his boat but it definitely was a Hunter 42 and that makes the year irrelevant, unless you own one and need to believe otherwise: "say it ain't so, Joe." I have no dog in this fight. I'm just reporting what happened to us, little more than a week ago. Take it or leave it, your choice. To be clear I was not referring to the rudder shaft below the quadrant just the post above which swivels at the bushing below the deck at the emergency tiller station. I will try to get pictures because I know some were taken of the jury-rig. We each took turns curled up under the mess trying to hold it all together with our hands as the the plugs would sometimes drop out during excessive rudder forces.

We are in the process of buying a boat and have spent an incredible amount of time looking. I'm not bashing Hunter but wanted to add some things to this thread for future generations. I also want to state before I add comments that I LOVED the Passage 42 that we looked at. 1. With island queens there's no place to sleep when things get rough. This sentiment was echoed by a delivery skipper I met while boat shoppiing. My back does not curve to fit into the beautifully sculpted settees. Again this was later confirmed by a delivery skipper. He said his nights offshore on a Hunter Passage were among the most miserable he had every experienced. This guy was not the one that showed us the Passage we looked at. 2. In comparing it to older boats with reputations for being sea worthy there was honestly no comparison. There are less expensive boats out there that are great as live aboards that will safely cross an ocean if the skipper and crew are competant. 3. The interiors of the Hunter Passage 42 are beautiful! However, on close inspection and in comparing them to other boats I did not think the quality of the work was quite up to par. It will be interesting to see how they have held up in another 10 years. 4. I took a good long look at how easy it is to get to the wiring. On the Hunter Passage it was VERY difficult at best. Given the electrical issue and the placement of the wiring we had to pass on this model. 5. The Hunter Passage 42 had an incredible amount of HUGE ports. All I could think of as I looked at them was what happens if you're underway and they start leaking or better yet if they took a large wave and were smashed. The large ports just forward of the mast appear to have nothing more than a lot of glue holding them in place and this in an area where they are more than likely going to be walked on when crew are on deck. 6. I was able to look through an inspection port next to the stainless steel arch. The backing plates for the arch were NOT stainless steel and on the boat we looked at they were already covered in so much rust that the metal was beginning to flake off. I'm not here to argue about whether they can or can't cross an ocean BUT these are some of the issues that caused us to look at other boats. I asked the owner or broker of every boat we looked at one last thing before I walked off the boat. "Would you put your family on this boat and cross an ocean?" The reply for the Hunter Passage that we looked at was "no".

Hunter 42 Passage CC Realizing this thread is now ten years old, I would like to thank the contributors and moderators for a very informative discussion! My wife and I retire in four months and are looking seriously at the Hunter 42 Passage Center Cockpit design for a coastal liveaboard cruiser (full East Coast U.S. and Caribbean) for the next few years. This thread has been very helpful. Thanks!

Ditto-- I am a newbie so take my comments as that, from a newbie. I have been looking for a boat for some time now. When I started I didn't even know there where differences in a blue water or coastal cruiser until this search began. Also, this search is two years old with that same amount of time in questioning brokers, sailors, boaters, yacht club members, and boat yard repair techs. I would also like to mention that me and the wife have decided on a 1987 Hunter 31 sloop as the best bet for our "first" boat. The price and functions will fit the ticket for us to learn on and wont break our bank for what one day will be the real deal ocean going vessel we want. So this all said, all the questioning and pestering of before mentioned folks has made it clear to me in my mind. Hunter boats are GREAT coastal cruisers and live abords, but I would not take my family accros an ocean in one no matter what options I put on in. Each and all of these individuals expressed the fact that Hunter boats are designed for coastal cruising and for living enjoyment, not so much ocean going. One broker even went so far to say that he would not sell me one if he knew that I was planning a trip accross. But all of these same people told me they were GREAT boats for coastal cruising and with what I explained was my desires, would be perfect for us. I truly believe that the boat you use and love must also be the right boat for your planned adventures. I now want comfort and live ability, so I will get the Hunter and travel the coastal waters of Texas and every where else I feel safe doing so. But the day will come when I know that I will want to tempt the larger seas and oceans out there. I will then have to say good by to the Hunter and look for a vessel of that magnitude. I hope that owners of Hunters don't find this a slight on Hunter boats because I do in fact love them. I just want to be practical when my family is concerned. They are great boats for coastal cruising and such, but I in my slim knowlede can only utilize my research into the subject hence making my dicision somewhat objective. I must then conclude that sea crossings boats they are not. Each person questioned stated the same reasons as mentioned in earlier posts, but the main people that I spoke with that held great weight with me was the yard techs. I spoke to three differnt yards and all said the same. The hulls give to flexing in heavy seas. The hulls meet ocean going boat standards for certification, but the bulkheads and hulls allow too much flexing that in very extended periods of turbulant seas would cause moderate to severe failures in areas of the boats. When I asked what areas, they all said bulkhead and deck to hull mounting. So thats my 2c. I want one and love them. I will get one, but you wont see me crossing an ocean in one. Newbie out.

I looked quite hard at an early Hunter Passage mainly due to the excellent aft cabin and ensuite bathroom which my then partner loved. The stern layout is attractive and the lockers are very useful. My current boat has large volumes of ususeable space in that area. The salon layout is very light and airy and would be enjoyable at anchor but the lack of handholds would have to be addressed somehow. Doable though. The cabin sole was flimsy in some areas I could feel it giving as I walked around. Yes it is lightly built but for coastal cruising through the Caribbean t would have done me. There are no good passage berths on the boat but that would be OK as you only have a few night passages most are day sail. I would have looked for an early one as I prefer to have a backstay. I dislike spade rudders as they are very vulnerable but it would not be a deal breaker and it would be nice to have a boat that steered while going astern. I am not sure I would want to venture far offshore in one though. Too many vulnerable areas and the lack of a passage berth although one person has made some mods to allow the use of the aft cabin centre queen on passage.

No I did not buy the Passage I looked at. I finished up with a New Bombay Trading Company Explorer 44. A cruising interior in a racing hull. The one I found was a turnkey boat with a shed load of spares included. The only thing I changed was the anchor winch, the PO was young and fit and I am old and getting creaky so an electric replaced the manual job. I have been cruising her 2 years now and am happy with my boat. It it is a change to plan passages at 6kts and expect to do better. As I get even older and creakier I might change the hank on staysail for a roller furler and the spi for a code zero again on a furler. Have you had a look at the Pearson yet I think you might be disappointed at the space in the forepeak double. But it looks on paper a good deal and no teak decks.

?
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29-01-2018, 20:14
	from to . Once I get there, I don't know what I will do until I assess the first leg, i.e. on to , back to or off to a brokerage firm!!! As such, I am downgrading my desired expenditure, and have looked seriously at monos. I have always liked the looks of Hunters, but don't know where they stand in the hierarchy of blue-water capable vessels. Any thoughts on the line, overall, and any specific recommendation. I will probably be making the trip solo, so single-handed sailing configuration is a must. One model that has piqued my interest is the 54' model that is more of a than a cruiser, but I can sail with only main and and leave the second stay sail furled if need be. If I decide that one leg (to Hawaii) or there and back are enough for me, I don't want to have a great deal invested. If I decide to continue one, I can upgrade at that time.

29-01-2018, 20:20
Boat: Boatless	moored next to me in the sailed 7,000 miles to get here...arrived minus a . There are much better boats">Blue boats. I use my staysail at least 50% of the time.

29-01-2018, 20:34

Boat: 1980 Pearson 323 - 34ft LOA

moored next to me in the sailed 7,000 miles to get here...arrived minus a .
....

29-01-2018, 20:42
	built but they are strong enough in most cases. I've seen them all over the world in our travels so they are definitely crossing oceans. Like all manufacturers some models are better than others so some serious due diligence is required to make an informed choice. In the lower latitudes being careful with there is no reason a Hunter won't get you there just as well as a or similar . They all share very similar building techniques.

29-01-2018, 21:59

Boat: PDQ 36, 36'5", previously Leopard 45 cat and Hunter 33 mono

from California to . Once I get there, I don't know what I will do until I assess the first leg, i.e. on to , back to California or off to a brokerage firm!!! As such, I am downgrading my desired expenditure, and have looked seriously at monos.

I have always liked the looks of Hunters, but don't know where they stand in the hierarchy of blue-water capable vessels. Any thoughts on the line, overall, and any specific recommendation. I will probably be making the trip solo, so single-handed sailing configuration is a must.

One model that has piqued my interest is the 54' model that is more of a than a cruiser, but I can sail with only main and and leave the second stay sail furled if need be. If I decide that one leg (to Hawaii) or there and back are enough for me, I don't want to have a great deal invested.

If I decide to continue one, I can upgrade at that time.

30-01-2018, 05:57

rigged and has a number of features that were ahead of its time. Quite a few of these did some really serious sailing, as well, probably more than the 54.

30-01-2018, 06:37
Boat: 01 Catana 401	hand, dont know if youll like it, an want to keep the costs down, consider seriously something much smaller.

30-01-2018, 06:42

Boat: none

30-01-2018, 07:45
Boat: Beneteau Sense 50	we had "simple" problems such as blown and jammed . While technically easy to fix, these were 2-3 people on . In regards to Hunters being blue water boats- properly equiped the boat will survive. Search youtube for the dozens of young couples in production . None have had catastrophic failures, simply normal wear and tear of Personally if solo, I would limit myself to 32-37 ft.

30-01-2018, 07:47
Boat: Island Packet 38	handing, dont. Not yet, cause I have to assume since your asking this question that your not experienced enough to single hand that trip, not yet anyway. Nothing wrong with being inexperienced, I am, but Im gaining experience every day

30-01-2018, 08:25
	.. looks flashy tho'..

30-01-2018, 08:42
	search, and also use this very phrase on this and other . Good luck. Safe journey.

30-01-2018, 08:46

30-01-2018, 08:57
Boat: Kadey Krogen 38

30-01-2018, 09:07

Boat: PDQ 36, 36'5", previously Leopard 45 cat and Hunter 33 mono

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Review of Hunter 42 Passage

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The Hunter 42 Passage is equipped with 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 most marinas as the draft is just about 1.50 - 1.60 meter (4.92 - 5.22 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Yanmar 4JH2-TE diesel engine at 62 hp (46 kW).

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 8.1 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 Hunter 42 Passage is about 316 kg/cm, alternatively 1771 lbs/inch. Meaning: if you load 316 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1771 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)?

What is a Ballast 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 48m 2 (516 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	37.9 m	(124.3 feet)	12 mm	(1/2 inch)
Jib/genoa halyard	37.9 m	(124.3 feet)	12 mm	(1/2 inch)
Spinnaker halyard	37.9 m	(124.3 feet)	12 mm	(1/2 inch)
Jib sheet	12.9 m	(42.5 feet)	14 mm	(0.55 inch)
Genoa sheet	12.9 m	(42.5 feet)	14 mm	(0.55 inch)
Mainsheet	32.4 m	(106.2 feet)	14 mm	(0.55 inch)
Spinnaker sheet	28.5 m	(93.5 feet)	14 mm	(0.55 inch)
Cunningham	4.7 m	(15.5 feet)	12 mm	(1/2 inch)
Kickingstrap	9.4 m	(31.0 feet)	12 mm	(1/2 inch)
Clew-outhaul	9.4 m	(31.0 feet)	12 mm	(1/2 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 Hunter 42 Passage 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.

Are Hunter Sailboats Any Good? (My Honest Experience)

There are a ton of different sailboat brands in the world today. Trying to decide which one is best, is no easy task. It comes down to a bit of fact and personal opinion, but that’s my opinion.

Hunter is a very well-known brand of sailboats. Hunter sailboats are a good boat depending on your needs and what you will be using your boat for primarily. They were designed as a more budget-friendly boat with all of the basic features needed for good coastal cruising.

The debate about whether a Hunter sailboat is good or not has been going on since the company started and there are a lot of pros and cons out there on the sailboat forums. This article is going to go over Hunters and cover as many of the pros and cons as possible. There will be facts and my personal opinion throughout this article. I just want to cover as much as possible so you will have the knowledge you need when considering a Hunter.

The History Of Hunter Sailboats

In the 1800s Henry Luhrs, a German immigrant, outfitted trading ships. He continued to work on boats his whole life and eventually passed the skills on to his grandson. His grandson was also named Henry and continued the family trade on the Jersey coast, building and repairing recreational and fishing boats. After a while, Henry and his sons started the Hunter Company in 1973 in Alachua, Florida, as a sailboat manufacturer.

Luhrs was the owner of the company, but the early boat designs were done by a man named John E. Cherubini. One of the most recognizable boats of the Hunter legacy is the Cherubini Hunter 30. In my opinion, this is a fantastic boat.

Towards the end of the 1980s, the company did run into trouble. Luhrs was not necessarily running the company at this time, he was out sailing the world and had let a board of management take over. The management team had started to run the company into the ground. They did this by only offering a 1-year warranty, poorly built boats, and terrible customer service for its customers. This would be sure to end any company. Luhrs, with fear his company would go under, decided to return immediately and address the issues at hand. He decided to do a whole restructuring of production and decided extending the warranty from one year to five years would be a good start. Luhrs also hired Canadian designer Rob Mazza in 1991 to take over the design and coordinate the production process. These many steps and others helped get the company back on track.

Hunter is responsible for several market innovations, including their trademark stainless steel cockpit arch and their use of the B&R rig. The B&R rig uses swept spreaders that are usually angled aft, together with “stays” running diagonally downward from the tip of the spreaders to the attachment of the next pair of spreaders to the mast or to the intersection of the mast with the deck, that facilitates a pre-bend of the mast (curving aft).

In 2012 Hunter Marine entered Chapter 11 bankruptcy. The company was sold in August 2012 to David E. Marlow, owner of Marlow Yachts and the name changed to Marlow-Hunter, LLC.

Marlow-Hunter continues to produce sailboats to this day and I must say….they are beautiful designs.

Before we start the debate about whether Hunter sailboats are good or not, let’s look at one or two of their better models.

Cherubini Hunter 30

The Cherubini Hunter 30 is one of the most recognizable Hunters out there today. They were first built in the year 1973 and were made until the year1983. Roughly a thousand of these boats were made and you can find them all over the world.

Here are some more facts about the Hunter 30.

Hull Type: Fin with rudder on skeg
Rigging Type: Masthead Sloop
LOA: 30.40 ft / 9.27 m
Displacement: 9,700 lb / 4,400 kg
Beam: 10.17 ft / 3.10 m

I have personally sailed on this boat and I found it to be very solid and a great all-around boat. I sailed it in the Gulf of Mexico and the bays around the area and it was always a great experience.

When sailing it felt very sturdy in the water. I never got the feeling that we were being pushed off course in the slightest. There were also a few times that we heeled over and put the rails in the water and it handled that just fine. From the outside, the boat is very recognizable with its unique design, but the cabin below is quite a common layout and design.

I feel like the cabin resembles most 30-foot boats of that time period. There might have been a touch more space in the overall design than other boats but the look and feel are all the same if you compare it to a Catalina or O’Day of the same time period. That is my personal opinion of course.

Would I purchase one of these for myself? I would definitely consider it. They are a great design and very solid. I don’t think I would have any problems with this boat, whether I was sailing it on a lake or across the Atlantic. Some will say it is not a bluewater boat, but I have read plenty of articles about people actually sailing in the bluewater. It just comes down to the captain and what you are comfortable with.

Let’s look at another type of Hunter, the Hunter 37 Legend!

The Hunter 37 Legend

This boat is a less commonly seen Hunter but still a very impressive one. Warren Luhrs was the designer of this vessel. It was not in production long just from 1986 to 1988, but that doesn’t mean it isn’t a good design. This design gets great reviews from the internet and has a great design for speed and comfort. I have only researched this one and watched videos about it. I would very much like to sail one of these someday, but they are not very common as I mentioned.

Hull Type: Fin w/spade rudder
Rigging Type: Fractional Sloop
LOA: 37.50 ft / 11.43 m
LWL: 31.33 ft / 9.55 m
Beam: 12.83 ft / 3.91 m
S.A. (reported): 704.00 ft 2 / 65.40 m 2
Draft (max): 6.67 ft / 2.03 m
Displacement: 14,900 lb / 6,759 kg

To get a better look at this boat please take a look at the video below. It is a quick overview of the boat itself.

After researching this boat, I would very much like to have it. This one has a ton of great features and would be perfect for some long weekend sail trips with a good group of friends. If you find a good deal on this one, I would take a second look.

Let us address one of the bigger issues in the next section, which is the bad reviews Hunter sailboats get.

Why Do Hunter Sailboats Get Such Bad Reviews? Personal Opinion

I have done a lot of research and read a lot of forums about Hunter sailboats online and they tend to get a bad rap. There are a lot of discussions about how they are cheaply made and won’t handle open ocean sailing, but I have seen videos of them handling it just fine. Maybe people have had bad experiences with a Hunter before?

There are also bad reviews on certain designs which make sense. Not every sailboat that Hunter has produced, is something I would consider. That can be said about every boat company. I’m sure even Catalina (my favorite brand) has a bad design here or there. One of the complaints was a Hunter sailboat designed without a backstay. This is very upsetting to some sailors and I would have to agree.

The backstay is what helps hold up the back end of the boom when sailing. Technically the mainsail does this as well but the backstay helps keep the shape much better. I have lowered the sail before without a backstay and you have to be very careful because your boom is going to drop right into the cockpit if you don’t have some other means of support. Some people may have a good reason for no backstay, maybe in a racing condition, but for casual life on the water, I definitely want one.

I wouldn’t rule out Hunters just for this or maybe one bad experience on one, you need to give the Hunter brand a chance. Everybody has an opinion on the internet and a lot of them will be against Hunter sailboats. That’s the internet for you though. The internet can say whatever it wants about anything in this world, even if it doesn’t have good evidence. That’s why I think personal experience is the best evidence here.

Take car brands for example. So many people will say don’t buy a ford or a chevy or dodge because it will break down on you. To be clear, every brand of car has had models broken down on them. It is not necessarily the brand, it’s the improper care of the vehicle or a random breakdown of an engine part. The brand itself still makes good vehicles you just had bad luck.

That is why I say you need to try out a few Hunters before claiming them to be a terrible boat.

The last thing I will say about this subject is that I have met multiple Hunter sailboat owners and they have loved their boats. I have not met one captain who owned a Hunter and did not like it. I only found out about their bad reviews by going online and researching them. Take all of this with a grain of salt though, I am just giving you my honest opinion. Check out the video below for another opinion on Hunter sailboats. This is a great video, be sure to check out his channel as well.

Final Thoughts

This article talked about Hunter sailboats and if they are any good. The history of the Hunter brand was discussed and is currently named Marlow-Hunter because the Marlow Yacht company purchased Hunter in 2011. We discussed the Cherubini 30 and the 37 Legend, both of which are great boats in my opinion. That was a big topic in the last section of this article, opinions. Everyone is entitled to their opinion, and that’s what keeps these great sailboat discussions going. We need these great discussions to keep going and fill our minds with as much knowledge as possible. Get out there and talk to people with Hunter sailboats to get the most information you possibly can. I hope this article provided you with some Hunter knowledge to help you in your sailing life. Cheers!

Boatlifehq owner and author/editor of this article.

Just How Good Are Hunters?

Thread starter Caribbeanknight1
Start date Aug 1, 2013
Hunter Owner Forums
Ask A Hunter Owner

Caribbeanknight1

I realize I am asking a biased audience but I know many here have owned other makes of sailboat. I have only limited sailing experience but I have been so impressed with my H240 vs the other boats on the lake. I know Hunter are considered "production boats" but you get so much boat for the price and they seem to sail as fast as anything in the same class yet the simplicity of the boat allows a beginner like me to sail like a pro. What am I missing? Where do Hunters not stack up to the much more expensive competition?

When crossing an ocean. Hunters can do it and do but most prefer a blue water boat. Many can argue this subject but Hunters are not "blue water boats." I love mine and it is great for coastal cruising. However, I would not want to cross an ocean in it.

Consider this that Ferrari cars are "production cars" even though they may make only twenty-four of that model. I'm in the September of my years now and have grown up with sailboats since the late nineteen fifties. I've had ten new boats, the last five have been Hunters because of the quality of construction that I have observed. They are a good company and made in America. Years ago at the beginning of the dawn of fiberglass right after WWII, sailboats were hulls with decks and minimal interiors. When you looked under the interior seats of the Cal there was raw fiberglass. The hot boat at that time was the plywood Thunderbird or T-bird, an excellent 26 footer that could be built at home. It took a while for sail boat companies to learn how to design and use fiberglass. And building the interior was a work of art with each piece of wood being measure for that individual boat. Some companies still build their boats that way but it is labor intensified. Some of our boat companies couldn't compete with the Asian boat companies with their cheaper labor and we began to import Fugis, Yamaha's, etc. So our boat companies responded with learning how to build boats like old Ford cars with every piece fitting every boat on the line. A company could cut ten pieces for ten boats at one time and have them all fit. Hunter was one of those companies that lead the way in modern day boat construction. But one of the things that convinced me to buy Hunter was their program of checking back with owners and asking what is working--what is not working. Then they would make adjustments in the plant and construction of their new models. I have watch improvements on all of my five Hunters. I suspect the new models are even better and have passed me by. "How can we make it better" seems to be the mantra of Hunter company and indeed, they have been one of the most innovating boat companies during the past twenty five years. Look at the B and R rid, roller furling mains and jibs, sugar scoop sterns, "tourist" seats in the stern, and the list goes on. Even where you can't see things they made improvements such as all plastic tankage or all through hull fittings in one place accessible for checking. Some of these same innovations and/or improvements you cannot find on some of the more expensive boats....however individual perception is a fascinating study. To complete my point, I drive a Subaru Forester which gets me to the store quite well. Would I like a Ferrari? I'm sure I would have fun going to the store in one but I doubt if it would get me there quicker (we have stop lights in my town) or anymore comfortable..... I suspect I would enjoy the purr of the Ferrari motor or the smell of the interior. I suspect I could enjoy sailing an Oyster sailboat but quite frankly I am in love with my Hunter 27. At my age it is a delight to sail and I can sail it by myself. And I don't have to repair or add items to make it sailable. It may be that the owner of a Ferrari will look down at me as might the owner of an Oyster. But the end result is that I'm having as much fun as they are sailing. So if you think your H240 is well made, you are correct. If you think your H240 is a good investment, you probably are correct as well. The end result is how much you enjoy sailing and cruising in your boat. I hope you get as much satisfaction from your Hunter as I do mind. I wish you well. By the way, I'm eighty in years and have sail many, many boats over the years. I still think of my Hunter 27 as a MGA of the boating world....a fun boat.

I am new here and just purchased a 2006 Hunter 33.1. I have owned an ODay 25, a Hooks Marine Custom 34,Heavy Bluewater Boat. and also own a Nimble Nomad. Sailing for over 20 years. I do my own work and have read several books on boat construction. I was a Machinist Mate in the Navy and operated a 1200 lb Super Heated Steam Main Propulsion engine room. A Hunter is a production boat which seems to have it's fair share of detractors but from what I have seen and inspected it is a well built boat. The boat I bought had a owners manual which detailed every system on board in detail, which is not something I saw on any other boat, I also found the manual on line. All thru hulls are centrally located easy to close which is what you should do when you leave the boat. I found all the equipment installed up to the intended and installed properly. BTW I am perfectly qualified to survey the boat myself but hired a qualified survey to do a survey and he found no construction issues and only minor gear issues. I had used the same surveyor last week on a Catalina 30 which I walked away from at a cost of $800.00 for survey and lift, money well spent. Bang for the buck the boat is a great boat. As on all boats you have to balance the boat you buy with the intended use and your skill level. Good luck on your hunt for a boat, sometimes it takes time to find the boat that loves you. Jim

Les said: I still think of my Hunter 27 as a MGA of the boating world....a fun boat. Click to expand

The Italians do not use Ferraris to go to the store either, they keep them in the garage and drive a Fiat. Each engine is hand assembled by a single highly trained and experienced individual. The seats are hancrafted from selected cuts of leather. That is not a production automobile. The use of computers has revolutionized manufacturing processes, we can now reach tolerances that before were to expensive to achieve. The difference observed between specialty builders and production manufacturers mostly rest in the quality of the materials being used and the quality controls. While the first may accept the cost of having to redo a job the other may decide to overlook it. Ferrari engine blocks undergo rigorous testing with a rather large percentage being scrapped and the metal recycled. The quality on production automobiles and boats has been improving but there are still a number of lemons reaching the marketplace. Don't get me wrong Hunter puts out a "Ferrari" of a design, uses good matrials and good components and price the boats fairly. Production errors that do not affect the safety of the boat are routinely overlooked but that is the tradeoff we are willing to accept between Price and Quality.

Crazy Dave Condon

The Hunter water ballast sailboats were designed for the trailerable sailor as I was very much involved with them from the start. The 23.5 is my baby and I outsold all other dealers of the 240. I also sold Catalina, Beneteau, ComPac, Precision, MacGregor and many others over the years. I have heard all the Fiddlesticks about boats and so on. All to include the Hunters have their good points. When you say this is a blue water boat of course referencing the 240, it was not designed to cross an ocean. As to a productin boat, well guess what, so are the rest of the crowd as I have been in all the plants except for the MacGregor. If the two of you want to contact me, please feel free thru the forum email and I will be glad to help. My info is based on information and experience. crazy dave condon

Not "blue water boats"? Don't know about the newer Hunters, but I bought a Cherubini 37-C specifically to be my "blue water boat". It's built like a tank and reported by far-too-many-to-ignore owners as surprisingly fast. I wouldn't think twice about cruising the oceans in Fred V - the boat is fine, it's the captain that's questionable!

FredV said: Not "blue water boats"? Don't know about the newer Hunters, but I bought a Cherubini 37-C specifically to be my "blue water boat". It's built like a tank and reported by far-too-many-to-ignore owners as surprisingly fast. I wouldn't think twice about cruising the oceans in Fred V - the boat is fine, it's the captain that's questionable! Click to expand

Hunter Quality I spent the last year repairing and replacing parts on my 2002 H456. Eighty percent done by professionals and everyone of them from the diesel mechanic to the electrical engineer to the plumber has commented on how well this boat is built and with quality parts. Just be prepared to add 50K of offshore equipment and go where you want to go.

wifeofgonzo

A Biased Reply I have a 2005 Hunter 36. In my opinion, the 36 is one of the best designed boats Hunter has made. I agree that the company does listen to owners and make changes. Lately it is their downfall. Go to the sail show - I don't think anyone leaves the dock. No storage space, difficult to do things underway, all designed to be at the marina not on the hook. Finding the right boat boat is like buying house. You know when you're "home". New is just as much of a pain as not, still bugs to work through. Our friends spend more time fixing their brand new Beneteau than sailing. I also agree I would not take our boat blue water. Not because she isn't seaworthy, but because of the keel. She is perfect for the coastal cruising that we do. Easy to single hand, perfect for two to be very comfortable, but big enough for friends to join us every now and then.

John Murphy

CRBKT 1, I looked at all kinds of boats from Fla,to Apls, to New Eng. in the 37-40 range. I stayed away from Hunters 'cuz of my late 70's experience w/ them where they were a "Package Boat": carpeting not only on the cabin sole but UP THE BULKHEADS & ACROSS THE CEILING !!! REALLY!!, & a plastic "garbage bag" filled w/ 2 PFDS, some lines & a couple other items that made it; "Ready To Sail". I bought an Ericson back then & loved the John Holland designs & quality materials ( real, thick teak not vinyl over plywood ) & craftsmanship. Had it 30+years. Anywho, I had to swallow my pride & got a rude come-uppance. I bought a 1997 Hunter 376!! : o Learned it had been The Boat of the Year!! I am constantly comparing it w/ similar Catalinas ( who also have come a long way since the 70's) & Benateaus,etc. $ for $, spaciousness, brightness below ( Benateaus are "bat caves"), comfort, ( the pass-thru stern stateroom ( 2 doors, to galley & head ) surpass the other boats. I'm a USNA Offshore Instructor & USPS Safety Officer. I agree w/ my fellow sailors that Hunters are NOT Offshore boats, but Coastal Cruisers. Mine has been to Maine & back & all over the Chesapeake Bay, whose summer squalls can get pretty nasty. They're not Tartans, nor Sabres, but if you're not going Offshore, they're a GREAT boat. "Fair Winds & Following Seas...." " Murph "

I have one of those 1970's package Hunters, a 1977 30 with the carpet everywhere. These boats were built to meet a price point and they did. They were well made and still do what they were intended to do. Amazingly much of that carpet is intact and as she is a dry boat not moldy and while not as attractive as teak, its ok. I sail the boat not its interior and more than 36 years after she left the factory she is still a fast boat for her class. My crew member who owns a Catalina 30 marvels over the standing room and comfort below. She is no Ferrari, she will never cross an ocean but she gets me a round the Cheaspeake and the Delaware and that's what I bought her for.

My first boat was an 85 Hunter 25.5. I also looked at the 24 foot ODay but liiked the separate bulkhead going into the V berth on the Hunter, making it seem bigger. . It only drew 3'3', you needed a porta potty but it sailed well. When looking for a newer boat, I was directed to both Catalina and Beneteau. Both nice boats but I liked the style and the amount of light coming thru on the Hunter along with the lighter wood. The boat sails great, even in higher winds and the in-mast furling doesn't cost you a lot of speed. I frequently get over 7 knots and topped out at 8.4 kts. It does have the North Sails. Boats are personal preference but I'll put the Hunter up there with the other producton boats anyday.

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Hunter 426 DS

By Darrell Nicholson
Updated: May 28, 2003

On a morning last February, when half of the country was getting hammered by another winter storm, I was coasting off Miami Beach aboard the new Hunter 426 Deck Saloon (DS) sloop. Sunburn was my biggest concern. As if that weren’t enough reason to feel smug, the 426 DS was reaching at 5.3 knots in true wind speeds of 10 knots or less. On a day when most cruising sailors would be tempted—if not forced—to reach for the ignition key, we found ourselves contentedly making good time toward Fort Lauderdale.

At this rate, I figured we’d cover the 23 miles or so in plenty of time for lunch.

With a molded brow over her tinted windows, she looked the part of a purposeful vessel. Aimed at a broad range of sailors, the 426 DS—also available without the raised deck as the 426 Aft Cockpit—faithfully finds a sweet spot between price, performance, and comfort. Priced at just over $200,000, the 426 will no doubt hold great appeal for sailors who don’t want their weekend sails or summer getaways spoiled by lazy breezes. And for a dockside liveaboard who can’t bear to part with the comforts of land life, the boat is chockablock with familiar appliances, creature comforts that are above the standard that you’ll find on many boats in this price range. When it comes to meeting popular aspirations at a price we can live with, Hunter’s streamlined production process gives it a great advantage.

Small-output builders who produce a dozen or two boats a year focus on a niche, with reasonable assurance that if they deliver the right combination of features and quality, they’ll find the buyers they need. Being one of the “Big Three” sailboat builders in the North American market—Catalina and Beneteau are the other two—Hunter Marine is able to reach beyond the specific niches of cruising-boat buyers and appeal to a broader customer base.

In the last two model years, Hunter Marine has racheted up its boats’ value, and much of the effort has been made in the areas of accommodations and onboard amenities. On going below on the 426 DS, the results are readily apparent. Built with modular manufacturing techniques, the interior features a veneered- panel ceiling, a technique that ties the components together visually while giving the main cabin a subtle warmth.

Generously sized and well laid out in a practical L-shape, the galley is nicely fitted out with a two-burner stove and twin deep stainless-steel sinks set in Corian countertops. Its convenience is enhanced by the ventilation provided by two opening ports, a hatch, and the proximate companionway. The refrigerator and freezer are under-counter, custom stainless-steel units that offer the convenience of front-opening household appliances and leave the counters clear for food preparation. Surprisingly, Hunter’s tests found the front-opening units draw fewer amps than many standard top-opening boxes. In practical application over six days of testing, under full electrical load—including lights, autopilot, instruments, and refrigeration—the batteries needed recharging for about 90 minutes every 10 hours, using the optional high-output alternator.

The centerpiece of the main saloon is an eye-catching glossy varnished table with a center leaf that pulls out to convert to a coffee table. The setup allows easy entry and exit to the U-shaped dinette, and the table drops down to convert to a double berth.

A complement of four can sit around the dinette on sculpted seats and with ample elbow room, and the settees are long enough and straight enough to stretch out on. Here, as in other areas of the accommodations, the ambiance is helped by an abundance of wood, enhanced by well-matched veneered surfaces and solid trim. A flat-screen TV pivot-mounted on the starboard saloon bulkhead stands by to entertain dockside—this and its cable socket are standard equipment. The saloon’s large windows are all equipped with sliding shades and screens—musts for tropical sailing.

The forward cabin—with a V-berth—has its own head and ample storage. There’s also a Pullman option, which features a double berth along the port side, opening the starboard side for a spacious dresser with drawers and a vanity sink.

In the aft cabin, the queen-size berth (with innerspring mattress) is set athwartships, and by virtue of the cockpit’s height above the waterline, it’s neither claustrophobic nor restrictive and is extremely comfortable with the boat at rest. Other amenities in this roomy cabin are a short couch and a vanity table with a Corian dresser top fenced, rather incongruously, by a stainless-steel railing that serves as a strong point for lifting and moving the vanity to access the aft part of the engine.

Located in the passageway, and with entries from the main cabin and the aft stateroom, the aft head contains a separate stall shower. Adjacent to the small couch (a good nook for reading) is a storage locker that may also accommodate an optional washer and dryer unit.

Not only has Hunter’s execution of the furniture been raised a notch; it’s also clear that the company is paying close attention to the parts you don’t see at first glance. The electrical wiring is laid out cleanly, to a large extent in conduit and chases and, according to Skip Moyer of the Boat of the Year judging team, with careful regard to American Boat & Yacht Council recommendations.

The plumbing, too, is arranged logically, with through-hulls and manifolds readily accessible and clearly labeled, and the engine is revealed in its entirety when the companionway steps are swung aside and the vanity table aft is pulled up. Owners can expect to arrive for a weekend sail aboard the 426 and find all systems working and very little maintenance or cleaning to do. When maintenance is due, all systems are easy to reach to carrry out routine service.

On the Move

Like other Hunter models, both versions of the 426 have the Bergstrom & Ridder rig, a standard feature on Hunters, combined with a mainsail with in-mast furling. The B&R rig features spreaders swept back 30 degrees and no backstay, allowing plenty of room for a deep-roached, full-battened mainsail that would add even more oomph in light air. The Seldén in-mast furling system operated acceptably, so long as someone kept tension on the outhaul as the sail was being furled.

Because the spreaders are swept back as far as they are, Hunter protects the main by reinforcing patches where the sail rubs against the shrouds. However, during long downwind passages, Hunter reps recommend trimming the main to keep it off the spreaders. This means sheeting the main in harder than you might ordinarily on a boat without swept-back spreaders.

Mike Harker recently returned to the U.S. East Coast from Europe aboard his Hunter 466, Wanderlust, which also has a B&R rig. He said he usually puts one reef in his full-battened main when sailing downwind to reduce weather helm. For a headsail, he either uses the asymmetric spinnaker or poles out his genoa. He said the boat steers well by autopilot under either arrangement. In the light, south-Florida conditions, the boat logged its best velocity made good tacking downwind with the asymmetric; the full main, trimmed off the spreaders, didn’t induce excessive weather helm.

The Hunter 426 has all the control lines from the mast led to two winches on the cabin top, one on each side of the companionway. A couple of built-in tail bins at the companionway help to maintain order. Having halyards controlled by winches on the mast would reduce clutter, but leading all lines aft is consistent with the Hunter philosophy of keeping things simple.

The cockpit is roomy and wide, and the centerline table offers good support for those seated to windward. To keep the cockpit comfy for sitting, it’s bereft of cleats, and the jib-sheet winches are well aft, putting them within easy reach of the helmsman.

As is customary on Hunters, the traveler is overhead, on a stainless-steel arch, to keep the cockpit clear of the obstruction and the boom clear of your head. The helmsman can easily adjust the mainsheet traveler and the jib sheets, although the mainsheet itself is at the companionway. The setup works best when there’s a couple of people in the cockpit or with an autopilot doing the steering.

The Whitlock steering arrangement offered excellent control, and in the unlikely event of a failure here, the emergency tiller is right at hand in the port seat locker. The tiller shaft had slots that loosely mated with a pin through the head of the rudderstock, which is fiberglass. The emergency tiller is designed to be used with lines led to the jib-sheet winches, but under power in flat water, these lines weren’t necessary.

During the mild conditions I experienced on my offshore test aboard the 426 DS, I heard a persistent squeak caused by the exhaust hose, which was rubbing against the aft bulkhead where it was secured. More clamps to secure the hose should eliminate this problem and prevent an untimely rupture.

Two low hatches in the swim platform also drew my attention. The hatches, which are about 32 inches above the waterline when the boat is at rest, open to a large compartment that drains into the main bilge. Vulnerable in a following sea, the small hinges and fasteners used to attach the fiberglass hatch lids could be beefier. When closed, the hatches are watertight, according to Hunter.

For the kind of cruising that most people do, either version of the Hunter 426 would be a great platform for fun. Whether coastal cruising, island-hopping through the Bahamas, or skating across the bay for a weekend getaway, the Hunter 426 AC and 426 DS offer value that’s rare today in a comparable boat of this size with such standard amenities.

Darrell Nicholson is Cruising World’s senior editor.

Specifications:

LOA 42″ 1′ (12.83 m.) LWL 39″ 2′ (11.94 m.) Beam 14″ 6′ (4.39 m.) Draft 5″ 0′ (1.52 m.) Displacement 23,936 lb. (10,404 kg.) Ballast 7,389 lb. (3,352 kg.) Sail Area 872.3 sq. ft. (81.0 sq. m.) (100% FT, furling) Mast Height 60″ 8′ (18.49 m.) Water 125 gal. (473 l.) Fuel 51 gal. (193 l.) Auxiliary Yanmar 56-h.p. diesel Designer Glenn Henderson and Hunter Design Group Sailaway Price $215,000 Hunter Marine (386) 462-3077 www.huntermarine.com

More: 2001 - 2010 , 41 - 50 ft , Coastal Cruising , hunter marine , keelboat , marlow-hunter , monohull , Sailboat Reviews , Sailboats
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COMMENTS

Opinions on Hunter Passage 42
The 410 and the 420 are actually built on the same hull. One version puts the cockpit in the center, and the other puts it where it ought to be. Hunter played the same trick with the 450 and the 460. Both boats use the same built-like-a-tank hull, but with divergent cockpit placements. A good way to keep prices down.
Hunter Passage 42
The Hunter Passage 42, sometimes referred to as the 42CC, shouldn't be confused with another 42-footer from Marlow-Hunter, the company which took over from Hunter Marine Corp. ... so much so that a review published shortly after the boat was introduced at the Annapolis Boat Show in 1989 described it as "voluminous." ...
The Hunter 42 Passage Sailboat
The Hunter 42 Passage Sailboat. The Hunter 42 Passage, a centre-cockpit 'B&R' sloop, was designed and built in the USA by Hunter Marine. A Hunter 42 Passage. The H42 is a distinguished class of sailboat that carves its own niche in recreational boating and long-distance voyaging. Being aware of its rich features, design, and performance will ...
HUNTER 42 PASSAGE CC
It takes into consideration "reported" sail area, displacement and length at waterline. The higher the number the faster speed prediction for the boat. A cat with a number 0.6 is likely to sail 6kts in 10kts wind, a cat with a number of 0.7 is likely to sail at 7kts in 10kts wind. KSP = (Lwl*SA÷D)^0.5*0.5
HUNTER PASSAGE 42
A friend just spent 4 years cruising. Terry,u000bu000bI recently talked with an acquaintance who just returned from Baja California. He sailed his 42 down the coast from San Francisco. He did some extensive upgrading on the boat for the extended time. Including adding a 200 amp alternator with a double belt drive.
Hunter 42 Passage
5,807. Hunter Passage 42 Shelter Bay, WA. Aug 28, 2006. #2. Terry, we've had a 1991 P42 for four years... and have sailed her several thousand miles around the NW, mostly solo. Wonderful boat. Fast, stiff and easy to sail with all the creature comforts of home. We just finished a two month 760 mile cruise to the Broughton Islands.
Hunter Passage 42 Reviews and Specs
HUNTER PASSAGE 42 REVIEW - CRUISING WORLD. When Hunter Marine introduced their voluminous Passage 42 at the Annapolis Boat Show, it drew an impressive crowd. Hunter had announced that they were taking "a bold step into the center cockpit arena with a striking new design." For a company already known for its modern, cutting-edge approach ...
BOAT TOUR
We give a complete boat tour through Jibsea, our floating home, a 1990 Hunter Passage 42 Sailboat. We show you everything above deck from our bow to stern, i...
Hunter 42 Passage CC
Calculations. Hull Speed. 9.9 kn. Classic: 8.26 kn. 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.
Opinions on Hunter Passage 42
Boat: Jeanneau 43DS. Posts: 163. Re: Opinions on Hunter Passage 42. I owned a legend 290 for many years and seriously considered the 42 passage when we went bigger. I gather, like most Legends, they are a little soft in the water and heel when hit by gusts which I found a touch tiresome. Great accomodation below decks.
Hunter 42
12527 posts · Joined 2000. #6 · Nov 19, 2000. Hunter announces electrical concern on P42. (From the Hunter Owners Buletin Board) Hunter Marine has released a memo to owners of Hunter Passage 42 owners with hulls HUNP0001J990 through HUNP0180L495, stating that certain electrical upgrades could cause a fire hazard.
Hunter Passage 42 boats for sale
1993 Hunter Passage 42. US$79,000. ↓ Price Drop. St. Augustine Yacht Sales | Saint Augustine, Florida. Request Info. <. 1. >. * Price displayed is based on today's currency conversion rate of the listed sales price.
Hunter
While technically easy to fix, these were 2-3 people on deck. In regards to Hunters being blue water boats- properly equiped the boat will survive. Search youtube for the dozens of young couples circumnavigation in production boats. None have had catastrophic failures, simply normal wear and tear of equipment.
Review of Hunter 42 Passage
The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Hunter 42 Passage is about 316 kg/cm, alternatively 1771 lbs/inch. Meaning: if you load 316 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1771 lbs cargo on the boat it will sink 1 inch.
Hunter Passage 42
The Hunter Passage 42 is an American sailboat that was designed by the Hunter Design Team as a cruiser and first built in 1989. [1] [2] [3] ... In a 2010 review, yacht broker Richard Jordan noted the design and space below decks, "down below showcases the strengths of Hunter. The interior layout with centerline queen aft and a saloon you could ...
Are Hunter Sailboats Any Good? (My Honest Experience)
It comes down to a bit of fact and personal opinion, but that's my opinion. Hunter is a very well-known brand of sailboats. Hunter sailboats are a good boat depending on your needs and what you will be using your boat for primarily. They were designed as a more budget-friendly boat with all of the basic features needed for good coastal cruising.
Just How Good Are Hunters?
1,083. Hunter 410 Punta Gorda. Aug 1, 2013. #2. When crossing an ocean. Hunters can do it and do but most prefer a blue water boat. Many can argue this subject but Hunters are not "blue water boats." I love mine and it is great for coastal cruising. However, I would not want to cross an ocean in it.
1996 Hunter Passage 42 center cockpit sailboat tour!
Beautiful center cockpit Hunter 42 Passage sailboat tour!Call me if you'd like to buy something similar!619.313.3664Call Nathaniel @ AGL Yacht Sales today fo...
Hunter 42 Passage boats for sale
The starting price is $49,900, the most expensive is $109,000, and the average price of $89,000. Related boats include the following models: 33, 356 and 29.5. Boat Trader works with thousands of boat dealers and brokers to bring you one of the largest collections of Hunter 42 passage boats on the market. You can also browse boat dealers to find ...
Hunter Passage 420 boats for sale
Find Hunter Passage 420 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Hunter boats to choose from. ... Sail; Lifestyle; Reviews; Toggle Navigation. United States (English) Danmark - Dansk. Deutschland - Deutsch. ... Passage 42. Model-hunter-desktop. Passage 420. Model-hunter-desktop. 376. Model ...
Hunter 426 DS Sailboat Review
With a molded brow over her tinted windows, she looked the part of a purposeful vessel. Aimed at a broad range of sailors, the 426 DS—also available without the raised deck as the 426 Aft Cockpit—faithfully finds a sweet spot between price, performance, and comfort. Priced at just over $200,000, the 426 will no doubt hold great appeal for ...