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Boat Test: The Last Sabre 34 Mark II

Roger hewsons racer-cruiser gets high marks for performance..

In 1985, after nearly a decade of building its popular Sabre 34, Sabre Yachts significantly revamped the design. The resulting boat-beamier, roomier, faster, and more powerful than the original-is usually referred to as the Sabre 34 Mark II. Despite distinct differences between the two boats, the family resemblance is still obvious. The Mark II, like its predecessor, still hews the performance-cruising line that the South Casco, Maine builder established with the introduction of its very first boat, the Sabre 28, in 1971.

As with all the Sabre models launched before the company ran into financial trouble in the early 1990s, the Mark II was designed by company founder Roger Hewson, a transplanted Canadian engineer who raced International 14s and has been described as a born tinkerer.

Hewsons penchant for lively boats, combined with the detail-oriented Maine craftsmanship, is a chief reason why used Sabres remain so popular among split-personality sailors who enjoy PHRF racing as much as a leisurely summer cruise-something that can’t be said of many boats of the same vintage. Another element that has led to the lasting value of the boat is the strong manufacturer support it enjoyed during its production run. In nearly all of our surveys taken during the mid-1980s through the late 1990s, owners reported exceptional customer service from Sabre dealers and the manufacturer. Even today, the owner of a 25-year-old Sabre will find an active number of owners associations-mostly East Coast-to turn to.

Faced with significant debt problems in 1992, Sabre underwent a major reorganization, and by 1994, the company was revitalized under new ownership. The powerboat business that Hewson started saw a major expansion, and Sabre hired a new house designer, Jim Taylor, who brought in a new generation of sailors to sample his vision of a performance cruiser.

Hewson clearly listened to Sabre 34 (Mark I) owners when he went about designing the Mark II. While much of the attention went into improving creature comforts and creating more space below, and the hull and deck got much needed attention.

In plan view, there is little hint of the International Offshore Rule (IOR) tendencies toward disproportion that were evident in the Mark I. A more U-shaped, broader, flatter stern replaced the originals V-shaped, IOR-hallmark stern.

The fine bow entry is reminiscent of some Sparkman & Stephens designs from this period, as is the long bow overhang that helps keep anchors from clanging against the hull. Like Charlie Morgan, Hewson preferred a stern that followed the angle of the backstay, an eye-pleasing touch that is most apparent on paper.

The sheerline is flat and contemporary, with a low, well-proportioned cabin-top. While many Sabres sport a fashionable blue Awlgrip hull that brings out the teak toerail, a white gelcoat model will offer fewer maintenance hassles over the long run.

Underwater, the boat has a fine entry, with a U-shaped hull that resists pounding better than some faster, flatter-entry boats we see today. The aft sections are also rounder and fuller than many contemporary cruisers, but theres more than enough flat surface area for the boat to achieve double-digit surfing speeds and still be in control.

One of the universal praises for the boat is how well it handles in a breeze-even at the top end of its design limits. The bolt-on, lead-ballast fin keel has an efficient NACA profile, as does the balanced rudder.

Our test boat was a 1992 Sabre 34 Mark II. Hull number 430, the wing-keel boat was the last hull built. It is owned by Alan Pressman, a Sarasota, Fla.-based regional dealer for Sabre. In 12 to 15 knots of wind, the boat required minimal effort to steer-and sailed herself for much of the time.

The keel-stepped mast is a tall, double-spreader, masthead rig (the Mark I had only single spreaders), with a high-aspect mainsail and overlapping jib. The standard jib is a 305-square-foot genoa, which can test the standard 42C primary winches. Although you can’t expect a Sabre to eclipse a comparable J/Boat in a light-air race around the cans (see Sabre 34 in Context), it enjoys a favorable rating in most Performance Handicap Racing Fleet (PHRF) associations, and will leave many of its contemporaries astern.

The 11,500-pound displacement boat came in three models: the performance-oriented fixed-keel model, which draws 6 feet; the centerboard model, which draws 4 feet with the board up and 7 feet, 8 inches board down; and the wing-keel version, which draws 4 feet, 6 inches.

Interior and Systems

The Mark II featured two interiors, one is an aft-cabin model with a private double to port. Our test boat had the traditional layout: Moving aft from the V-berth, theres a head and shower to port and a hanging locker to starboard. In the main saloon, twin settees face a fold-up dining table. The U-shaped galley is aft to port, across from the navigation station and a double pilot berth.

The boat has a 6-foot, 3-inch headroom throughout most of the interior, and all berths are 6 feet, 4 inches long, even the settees, which will make good seaberths with the addition of lee cloths. Cabin ventilation is good with two hatches and four dorade vents-seagoing essentials that seem to have been forgotten in many contemporary designs.

Although the original brochure calls for two opening ports, the boat we tested had six. Seventy-six gallons of fresh water in two tanks and a 30-gallon holding tank offer adequate range for coastal cruising, but the water and diesel (20 gallons) will likely need to be supplemented for longer cruising. Storage is adequate, and engine access-partially blocked on the portside-is rated as fair to good by most owners we surveyed.

Theres a surfeit of teak trim throughout the boat, and being stick-built-in which the furniture components are built into the hull individually rather than dropped in as a large pre-molded form, as is the norm today-there is more room for owner customization.

The original stove was a two-burner Shipmate alcohol stove; a CNG stove was optional. Since CNG is difficult to source, particularly when sailing in the islands, many owners have made the relatively straightforward conversion to propane. (Sabre ended up replacing the balky Shipmates for many owners without complaint.) Sliding cupboards offer room for plates and canned goods. The icebox is well insulated, although its placement next to the engine room means it needs to work harder than most. A fold-up cutting board adds counter space. It is a tight, but functional galley for a boat of this size.

Standard propulsion is a 27-horsepower Westerbeke (marinized Mitsubishi) with a two-blade propeller. The unprotected offset prop, which exits to port of the rudder at an angle, was cited by a few owners as a concern in areas with lots of lobster traps. Some owners mentioned that they missed the advantage of being able to use prop-wash to maneuver at low speeds.

All through-hulls are bronze and grounded to the keel. The standard electrical system included two 100-amp hour batteries, enough for modest cruising demands. Access to the engine was the number one complaint, particularly the stuffing box, which can only be reached through a cockpit locker. In general, long-time owners rated the overall ease of maintenance on the systems as fair to good.

The Sabre 34s T-shaped cockpit is better suited for daysailing than long-term cruising. There is no place to nap. Crew have enough room to recline against the cabintop, and the helmsmen has a clear view to steer from out of the fray-a positive that comes to light in PHRF racing.

Some single-handers complained that neither the jib sheet nor the mainsail is easily accessible from the helm, but added that an autopilot solved that issue.

The coamings are fairly low, good for leaving and entering the cockpit, and broad enough to sit on in the forward sections. Two catch-all bins, a tray locker (starboard), and a deep seat locker (port), as well as a deep storage area aft, offer adequate space for storing lines and fenders. A high bridgedeck and solid teak hatchboards keep the cockpit dry. There is no molded coaming for a dodger or sprayhood, but many owners have been able to add functional dodgers without too much trouble.

Winch placement is fairly conventional for its day, with halyard winches on the mast. There are two coaming-mounted primaries (Lewmar 42C) for the genoa, a secondary to starboard of the companionway (Lewmar 30C) for the outhaul, and the mainsheet winch to port of the companionway (Lewmar 16C). The jib, mainsheet, and spinnaker halyards on the mast (all Lewmar 16Cs) are served by rope clutches. The 6:1 mainsheet leads to a mid-boom traveller, in front of the cockpit, where it wont interfere with a big bimini top. Most boats have the optional self-tailing primaries; some owners have upgraded to larger primaries-not a bad idea.

Two genoa tracks-one on the rail, one inboard, recessed on the deck-allow for optimal trim on and off the wind. Chainplates are well inboard, allowing tight sheeting angles, even when the sheet is led outside the shrouds. Passage fore and aft is good with teak handholds extending just forward of the mast.

Formidable 10-inch stainless cleats handle dock lines fore and aft, although there are no dedicated mid-ship cleats for spring lines. The anchor locker offers plenty of room for extended cruising. Although our test boat came with a cast fitting to serve two anchors, this is not standard in some early models.

Most boats came equipped with Profurl furling gear, a serviceable product that is now eclipsed by much more reliable equipment. A Profurl boom-furling arrangement was also an option, but this is not something we would recommend.

Performance

At the end of the day, the reason to look at the Sabre 34 is two-fold: quality of construction and performance. We sailed a shoal-draft 34 in 12 to 15 knots true wind on Sarasota Bay, Fla. Most of the windward work was carried out under a partially furled jib (about 100 percent), which kept the boat moving at about 6.3 knots, when hard on the wind. The inefficient sail shape impacted tacking angles, which hovered around 53 degrees, once leeway figured into the equation.

On a beam reach, the boat trotted along at 7 knots with fingertip control, but off the wind (120 to 145 degrees), speed dropped to 5.7 knots-something an asymmetrical spinnaker would fix.

Helm response and balance was superb throughout the sail-even when we deliberately tried to impart some lee helm-and the boats high-aspect rig quickly translated heeling forces into forward acceleration. Every owner in our survey gave the boat high marks for performance.

Under power at just over 2,000 rpm, the boat cruised at 5.6 knots. Engine noise was above average. Vibration was minimal. At higher, less-fuel efficient speeds, the boat cruised at 6 knots, indicating enough reserve power to buck most tidal currents. Handling under power, as mentioned, is average, better than a full-keel boat, but less than a fin-keel boat with the prop center in front of the rudder.

The boat we sailed was an exceptional example of the Sabre 34 Mark II, and few boats will be as clean or have as many of the upgrades that wed recommend for a cruising model-propane stove, twin bow rollers, and upgraded primary winches and traveller. Nevertheless, even a stock Sabre 34 Mark II will be a cut above boats in the same category.

The downside of having a boat that boasts Maine craftsmanship is that it comes with a corresponding price tag. However, the Sabre doesn’t carry the same cache as a Morris or Hinckley, especially once you stray outside the New England and Chesapeake regions. The Sabre market outside of these regions doesn’t seem to agree with owners optimistic pricing.

We would give a well-surveyed Sabre 34 a very good to excellent rating for a couple or a small family looking for a boat that will serve them well in local club races, yet still offer the chance for summer escapes to the islands or further afield, with the proper investment in equipment. It is not without quirks, but the Sabre 34 Mk IIs many positives far outweigh its downsides.

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SABRE 28: A Solid Pocket Cruiser

This stylish little pocket yacht is both the first and smallest boat ever produced by Sabre Yachts , a quality production boatbuilder based in southern Maine. Designed by the company’s founder, Roger Hewson, and introduced in 1971, the Sabre 28 was the only boat produced by Sabre until 1977. Production did not cease until 1986, by which time 588 hulls had been launched.

The boat has a generous rig, is not at all slow for its size, and early in its career was often raced as a Half-Tonner under the old IOR rule . Today many Sabre 28s still sail in club races with PHRF ratings below 200, but they are primarily used as cruising vessels. Though most suitable for coastal work due to their small size and low-capacity tanks, they are certainly strong enough to sail offshore if desired.

The boat’s construction is straightforward and well executed. The hull is solid fiberglass laminate set in polyester resin with eight layers of mat and woven roving down low tapering up to four layers at the sheerline. The exterior gelcoat is excellent. The deck is balsa-cored with plywood substituted in high-load areas where hardware is mounted; the hardware is also supported by heavy aluminum backing plates.

Secondary bonds between the hull and bulkheads and other structural members are superb, as is the finish quality of the glass work generally. The ballast is lead, mounted externally on stainless-steel keel bolts that are easily accessed in the bilge. The deck joint consists of an inward-facing flange bedded in non-adhesive butyl sealant and fastened every 6 inches with stainless-steel bolts. One significant flaw in earlier boats is that the through-deck chainplates were sometimes poorly sealed. This can cause the main bulkhead, to which the chainplates are fastened, to delaminate and eventually rot if it is not corrected.

Several modifications were made to the Sabre 28 over time. In 1976 a new deck mold was created. This incorporated an anchor well up forward, a reconfigured T-shaped cockpit that more easily accommodates a pedestal and wheel (only about 10 percent of the boats have the standard tiller steering), plus a more attractive split aft window on the cabin side.

The deck-stepped rig was also improved about this time. Forward lower shrouds were added to keep the mast from pumping too much and the chainplate seals were improved. In 1982 the height of the mast was slightly increased from 41 feet to 43 feet (increasing sail area by 12 square feet), the standard keel’s draft was increased 4 inches, ballast was increased by 200 pounds, and the mainsheet traveler was moved from the transom (where it sometimes caused the mainsheet to quarrel with the helmsman’s head) to the coachroof forward of the companionway.

There were four different auxiliary engines installed in the Sabre 28 over the course of its production run. The old gasoline-powered Atomic-4 was available until 1978, as was a 10 hp (later a 13 hp) Volvo diesel. Finally, after 1981, a 13 hp Westerbeke diesel was installed. On many of the early boats the prop shaft is slightly offset to one side or the other, depending on which way the propeller turns. It is critical when repowering one of these boats to make sure the new engine turns the prop the same direction as before or handling under power will be severely degraded.

As mentioned, the Sabre 28 sails well for a boat its size, thanks both to its large sail plan and its well-formed fin keel and skeg-supported spade rudder. For a boat that is not terribly light it is particularly handy in light air; it is a bit tender and heels quickly when the wind gets up unless sails are promptly reefed. Because the chainplates are well inboard, headsail sheeting angles are potentially quite narrow. But boats equipped with the optional inboard genoa track (there is also a standard toerail track) and a standard deep keel (as opposed to the optional shoal-draft keel) are reasonably close-winded. Note, however, that boats with offset prop shafts sail a bit better on one tack than they do on the other.

The one drawback to the Sabre 28 from a cruiser’s perspective is that its interior can feel cramped. It does have good standing headroom for a small boat (about 6 feet throughout), but the cockpit is also large (7 feet long) and this inevitably shrinks the space available belowdeck. Also, the standard sleeping layout on most boats is over-ambitious, theoretically accommodating six people (two in the V-berth forward, two on the port settee extended to form a double, one on the starboard settee, and one in a quarterberth).

The six-berth layout reduces galley space, which is unfortunate. The sink, though it is close to the centerline and drains well on both tacks, is also right beside the companionway so that you can easily put a foot in it when coming below. The fixed countertop stove is hard to cook on while sailing and the tight space makes it hard to install a gimballed stove in its place. There is also a much more realistic four-berth layout with a somewhat larger galley, but this appeared in only a few of the earlier boats.

The interior in other respects is very pleasant. The quality teak joinery, rare on a boat this small, makes it warm and attractive, the fold-down bulkhead table works well, and the athwartship private head compartment is as functional as you can expect on an older boat less than 30 feet long.

Due to the quality of its construction, the Sabre 28 is more expensive than other used boats in this size range. The extra money spent, however, is not wasted. Because they are nicer boats to begin with, most owners maintain their Sabre 28s in good to excellent condition. Sabre still provides lots of technical support for their out-of-production boats, so it isn’t hard to get parts or good advice when planning upgrades and structural repairs. The boats also hold their value well compared to similar vessels.

In the end, the Sabre 28 is a very safe compromise boat. It has relatively modern lines, yet is attractive to traditionalists, is very well built, sails well, and has a great ambiance below, if not an ideal layout. Unfortunately, these boats rarely appear on the brokerage market on the West Coast, but if you live on the East Coast they are readily available.

Specifications

LOA:  28’5”

LWL:  22’10”

Beam:  9’2”

-Standard:  4’4”/4’8”

-Shoal:  3’10”

-1971-81:  2,900 lbs.

-1982-86:  3,100 lbs.

Displacement

-1971-81:  7,400 lbs.

-1982-86:  7,900 lbs.

Sail area (100% foretriangle)

-1971-81:  391 sq.ft.

-1982-86:  403 sq.ft.

Fuel:  20 gal.

Water:  20/30 gal.

-1971-81:  277

-1982-86:  296

-1971-81:  16.45

-1982-86:  16.23

Comfort ratio

-1971-81:  24.24

-1982-86:  25.88

Capsize screening

-1971-81:  1.88

-1982-86:  1.84

Nominal hull speed

-1971-81:  6.8 knots

-1982-86:  6.7 knots

Typical asking prices: $12K – $25K

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In the mid 1970’s my folks were considering the purchase of a new Sabre 28. We had a Pearson 26 at the time, and even though the Sabre was only 2 feet longer, it was a lot roomier.

It was also finished alot nicer; the quality of the wood and the joiner work being excellent.

The yacht broker would not come down off the price, and recommended a that he take a look at a new Tartan 30 which was also in the same yard.

Dad finally decided to purchase the Tartan, which was not quite as well finished interior wise, however, a better sailing boat than the Sabre 28.

We spent the next ten years racing the Tartan and cruising during the Summer months.

I still remember how nicely constructed the Sabre 28 was. We later found out that the owner of the company had been in the furniture business prior to getting into boat building, which is why the quality of the interior on the Sabre sailboats has always been superb.

I have a question regarding the spinner propeller on the keel of my 1973 Sabre 28 mk 1. The cable has snapped off inside the spinner and I need to remove it from the keel to get the broken piece of cable( the square end) out of the spinner so I can replace the cable which I already have. My question is, what is the easiest way to remove the spinner from the keel after removing the 4 bolts inside the bilge? Please reply ASAP if possible. Thank you, Chuck Stock

@Chuck: I assume by the “spinner propeller” you’re referring a sensor for an electronic log, no? I personally can’t help you with this, but you may well find someone at Sabre who can. I’d start by getting in touch with them. cheers! charlie

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Huntsville is an up and coming research, technology and high-tech manufacturing center in the extreme north of Alabama. It is known as the “Space Capital of America”. Huntsville is quite attractive, with mostly modern buildings in a wooded mountainous setting.

Huntsville is surrounded by the Appalachian foothills and mountains ranging from 1,200-1,400 feet and is about seven miles north of the Tennessee River Valley. The climate is subtropical. The summers are warm, still and humid with frequent thunderstorms. Winters are cool with occasional snow.

There are over 50 parks within the Huntsville city limits. They have been designated a “Playful City USA” by KaBOOM! due to the city’s variety of play opportunities for children as well as after school programs and parks that are within walking distance of homes.

Approximate number of employees: 140

• Project Planners/Schedulers/Managers/Directors
• Electrical Engineers
• Space Systems Engineers
• Contract Administrators
• Configuration Management Specialists

Tupelo, Mississippi

Tupelo gives residents the best of small-town living and an urban lifestyle. It is the largest city of Lee county and sits conveniently between Memphis, Tennessee and Birmingham, Alabama. It has been nationally recognized as a five-time winner of the All-American City Award and is the birthplace of the King of Rock and Roll, Elvis Presley.

Today, the city is home to many large industries including manufacturing, technology and retail companies. Tupelo has been nationally ranked for its progressive economic development and job creation strategies. It has also been recognized for its progressive city-led health and wellness initiatives. The Tupelo Public School District has been awarded several honors in education excellence and boasts a top-ranking athletic program.

Over the years, Tupelo’s tourism economy has flourished by promoting nationally known historic landmarks including Elvis Presley’s birthplace and the Natchez Trace. With the combination of southern hospitality and metropolitan sophistication, you are bound to feel at home in Tupelo.

Approximate number of employees: 300

• Project Managers

High Desert, California

The High Desert is not a specific area or city, but is more of an unofficial, vaguely defined geographic area of Southern California. It is located northeast of the San Gabriel Mountains and was named for its higher elevations, cooler climate and northern latitude compared to the Low Desert area.

The region is made up of four counties, with most of the population residing closer to Los Angeles and San Bernardino. The greater Los Angeles County contains the Antelope and Santa Clarita Valleys. The San Bernardino County portion encompasses Victor Valley and is part of the Inland Empire.

The High Desert has a diverse climate and topography, which allows residents to enjoy seasonal outdoor activities. Hiking, fishing and a wide range of winter sports are a favorite for locals. Rich with years of Hollywood history, the High Desert is frequently used as a backdrop to some of Hollywood’s biggest blockbusters. Jurassic Park, Jarhead, Kill Bill: Vol. 2, Erin Brockovich, Fast & Furious (franchise) and Valkyrie, to name a few. The High Desert has so much to offer — it’s easy to commute to local businesses and urban areas for work or school, and all at a reasonable and affordable price.

Approximate number of employees: 1,800

• Flight Operations
• A&P Mechanics
• Avionics Technicians
• Integration Technicians
• Composite Techs
• Engineers (R&D)
• Administrative Staff

Ranch Bernardo is a beautifully planned community in the northeast hills of the city of San Diego, California. Along with the planned communities, Rancho Bernardo is home to our corporate headquarters.

“The work life balance is incredible. It’s been reiterated many times: family comes first.”

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SABRE SPIRIT

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The Sabre 30 2 is a 29.92ft masthead sloop designed by Sabre Design Team and built in fiberglass by Sabre Yachts (USA) between 1983 and 1985.

35 units have been built..

The Sabre 30 2 is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser.

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