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Duncanson 34?

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G'day all, I'm looking to buy a Duncanson 34/35 and I would like a little feedback on my choice. Much of the intended cruising will be in the Coral Sea and Asia South Pacific region, winds about 15 to 35 knots if all goes according to plan... I'm not much of a fan of latitudes greater than about 40! Short handed (1guy 1girl) sailing will be the primary sailing style though capacity for another couple in relative comfort is desireable. Most of my work is with power vessels (I'm a skipper and engineer for vessels up to 25 metres) and am currently working on a 20m vessel doing week trips 110nm into the coral sea and also inner Great Barrier Reef. I have only 2400nm of delivery sailing so an easy sailing vessel is required for further learning. Budget? Within 80,000 aussie pesos, I mean dollars, for the boat and a haul out for a look and poke around with a surveyor.I've looked in the review section here and come up empty, though other reviews have been favourable and the owners I've spoken with like their Duncansons A LOT. Any thoughts??  

Ok then lets start at the beginning and see where we end up. Have you ever been onboard one ? I am a great fan of Duncansons. The 35 has been in my favourite boat category for years. Four years back when I started looking for a new boat after some years without one I came across a Duncanson 37 aft cockpit for sale. From the advert I asolutely fell in love with the thing. Then we went and had a look at her. Strange interior layout. The head is open to the forward cabin and is very small indeed if you are thinking of having a shower, while one of the berths actually required crawling across the galley bench top to get into it. I thought both issues might have been fixable but the other half was having none of it. While I have never seen another Dunc with the odd berth arrangement those I have seen (34's, 35's and 37AC's) have all had that bad head arrangement. I have been told that not all of the 35's had this arrangement but I cannot be sure about this. Under 40', most cruisers would probably go for the 35 or possibly the 37. The 34 was more of a cruiser racer than the others. There is also btw a 34' 1/4 tonner that is much more racer than cruiser. The 35 is a lovely looking boat no doubt. Some had a weird offset propshaft that makes manoeuvering under power interesting to say the least but plenty of them were a more standard arrangement. I've heard reports of leaks that were very difficult to fix where chainplates pass through the decks. A lot of the 34's were saildrive which is no bad thing really. For cruising you could maybe do with a bit more tankage though this is moreso with the race inclined models. Build quality is supposedly excellent. Some hulls experienced bubbling but I'd reckon they'd have all been fixed years ago now. Interior joinery was generally OK, through hulls etc were of an exceptable quality, engines mainly Volvo I believe, rigs were good and strong. Plenty of Duncs have done the Syd-Hob which tends to speak for itself. Draft is acceptable for cruising. From memory the 34 drew just under two metres, the 35 about the same. Basic configuration was not dissimilar to the S & S 34. Moderate fin, skeg hung rudder. For their day they were good boats uphill but unless you are going to employ a huge number one or an assy they offer only moderate performance off the wind when compared with more modern designs. In short for a young couple they are a fine boat. You could also look at S&S 34. We ended up with a Van de Stadt 34 which is also a nice boat. East Coast 31 is anothe likely candidate. Good Luck in your search.  

Thanks for the great reply TDW, I've been aboard one though only for a rum and a sticky beak rather than seeing how she performed. I had similar thoughts about the head arrangement to yourself as I am 6'2"- perhaps dismissing them as me being spoiled by having most of my sea time on stink boats with good appointments. I'll have a bit of a look at your other suggestions, thanks. Being up in the tropics, I don't always get to see a lot of yachts "in the flesh" Thanks again. Troy  

Hi Troy We own a Duncanson 35 and like her a lot. We sail on Moreton Bay and fix her in Manly. She is extremely well balanced and very safe and predictable and considering her age and conservative hull shape... well, she is not slow. The heads are small, but on the upside the forepeak has decent length. The quarter berths are tight, the cockpit is small, there are no cockpit lockers and working on the engine requires flexibility. But, she is a classic sail boat with magnificent lines and the most beautiful movement. She is not a high volume yacht and a bit more modest in room below deck than modern vessels. If you are seriously considering buying a 35 I would be happy to give you some pointers, what to look out for, based on what we learnt after we bought ours. It might help you negotiate a better price.  

Duncanson 37 Hi, this is an old thread, I know but I am considering the purchase of a Duncanson 37 and want to get some opinions from Duncanson owners. Primary usage would be live aboard for 3 to 4 months of the year and coastal cruising east coast Australia for the moment. Any good points, bad points I should look for. I dont seem to be able to google up much info on these yachts , so any input would be appreciated. Regards, Cy.  

Cyacht said: Hi, this is an old thread, I know but I am considering the purchase of a Duncanson 37 and want to get some opinions from Duncanson owners. Primary usage would be live aboard for 3 to 4 months of the year and coastal cruising east coast Australia for the moment. Any good points, bad points I should look for. I dont seem to be able to google up much info on these yachts , so any input would be appreciated. Regards, Cy. Click to expand...

Duncanson 37 Hi Cy I can only tell you of my one experience with our 35 footer, but I imagine it will translate to the Duncanson 37. I have also been frustrated with the lack of information on the Duncanson as there are a few of them out there. It is my understanding that some of the Duncansons were finished off in various yards. Therefore there is some variation between the coachhouses and how some of the technical issues weres solved. This includes whether the mast was stepped on keel or deck and whether the prop drive was centred in front of the rudder or actually exited next to and behind the rudder. Our boat, supposedly built in 1973 had a teak deck overlay that was worn away and small screws through the teak penetrated the fibreglass deck and were leaking. Further, all the mastic around/under every fitting was gone. The only way to fix this properly is to remove everything on deck including the toe rail which is fixed onto the teak decking and is a structural member of the hull- deck joint. This is a fairly serious bit of work. So have a good look at the deck and if it has been fibreglassed over already, how was it done. Was the toe rail removed or was the teak cut off flush with the rail? From slow gradual leaking through the deck, we had extensive delamination to the plywood bulkheads and have re-glassed them all. The damage was restricted to the areas directly under the deck. The lower half of the boat was strong and solid, typical of the time. The chain plates are glassed onto the inside of the hull and they are glassed so that the fibreglass droops down and allows any water to run through. This can look a bit strange when first encountered but makes perfectly good sense. The hulls of the duncansons are extremely well finished, that is the outside only. On the inside the coarse glass roving were just left unfinished without any surfacing tissue. However, the effort the builders saved on the inside they put on the outside (where it counts). The hull is perfectly shaped with not even the slightest bump or abnormality. To the eye, the hull looks perfectly true. Obviously I think they are great boats and I rather fix a beautiful classic like a Duncanson then something with less integrity. qflez  

Hi, We have a Dunc 34 in Manly and would like to meet other family members.  

We have a Duncanson 37 ketch , located at Yamba NSW  

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Hi, Do you still have the Dunc 35 in Manly? We have a Dunc 34 in Manly and would welcome meeting other family members. Regards Anthony  

Hi guys, I am new to this forum, although knew about this forum from previous research into boats. Basically, I have been looking into and learning all I can for the past 1-2 years. I am thinking about checking out a Duncanson 35 that is for sale locally here in Hobart. The boat is a '76 model, and according to the advert was sailed over from SA some years ago. Basically, having looked at the boat in the marina, but not yet inside, it seems to be in reasonable condition, though some basic TLC wouldn't go astray, polishing the hull, cleaning the deck, and re-varnishing the wood fittings etc. According to the advert, however, it has been well maintained and upgraded but of course in truth this really needs to be established. The price is reduced down to $45K, but as it has been for sale for a while now and the owners have upgraded to a newer bigger boat, I would imagine there is likely some further room for negotiation. As someone relatively new to sailing, and it would be my first boat, I wish to be a little cautious before proceeding to making an offer/and a marine survey. Learning about any issues with boats I am interested in be it a Dunc or something similar seems wise to me. I do mostly like the look of the Dunc, especially the hull shape which appeals, but on the other hand the interior does tend to look a little dated, the open head into the V berth is not so great, and the quarter berths do seem awkward, let alone exactly where the chart table, coms, electrics etc are located. On the positive it does have a 3 burner stove and proper fridge (rather than an ice box), new upholstery, has been re-wired and has reasonable coms/instrumentation etc. Supposedly the sail wardrobe is in overall good condition. In looking through the specs for this boat overall it seems pretty reasonable, aside the anchor which is an older design and is certainly something I would want to replace with a better holding type pretty much ASAP. I do like the idea that all the sheets etc lead back to the cockpit and that the dodger and bimini would offer reasonable protection from the elements. I think next off will be an internal inspection and yes checking out the bilge will be a part of this process. The hull, skeg, prop arrangement, and rigging, engine/transmission etc would be a part of the survey inspection of course. The main issue down here in Tassie is the lack of suitable 34-36 ft sloops for sale, and/or especially within my budget. Hence, even if this boat is not exactly what I am looking for, if it meets most requirements, then perhaps it could be a reasonable first boat.  

I have a Duncanson 34 and have owned her for the past 4 years. She is a great vessel and would highly recommend her to anyone thinking of purchasing one. Smaller in the cockpit and cabin than the newer floating eskys but a solid and comfortable sailing vessel.. Happy to give further advice and info if required.  

Thanks for the positive feedback on the Duncs. As I mentioned locally there is an older ('76) but tidy 35 for sale here, now reduced to $42K ono, but as well I have seen on Yachthub a Dunc 34 for around $35K ono. It looks tidy, though I don't know which build year or any of its specifications. The question however, to consider is which actually might make a better cruising boat. I have read quite a bit about each model. I am sure both would be fine for shorthanded sailing, for coastal cruising as well as some longer passages eg across Bass Straight etc. The entry price of the 34, being some $7K cheaper makes it interesting albeit one would need to get it down from its current location in Cairns. (quite a long sail back to Hobart !). But then again there are some other alternatives to consider in a similar vein including a 1980 Sparkman and Stephens 34 for $29K (reduced from its original asking price of $60K) and a Carter 33 also for $29K. Both of these boats being in Sydney. In truth there are probably a number of other similar types of boats within this price range also out there for sale. So what to do. The one thing I do know is that while the 'plastic' modern boats look lovely inside and have more spacious cockpits etc. In truth I can't afford a $70K plus boat, nor at this point in time in view of my limited sailing experience do I want one, and from what I have read and been told by others there are some concerns over the longevity and sailing characteristics of such lighter types of boats. If I am to buy a boat, I simply wish to get the best one I can for the limited funds I have and to enjoy learning to sail with it. Until I get my own boat, therefore I will continue to sail on other people's boats, learn and ask questions.  

I found a Duncanson 35 for sale and we are considering it could be a good first boat. We want to sail it around Queensland and eventually off the the South Pacific Islands and maybe even South East Asia. Duncanson 35 Yachthub It seems to have the offset propeller shaft. How big of an issue is this? Should I avoid it and look for a center propeller shaft? Also, is the Duncanson 35 a solid hull fibreglass boat or cored? I am worried about delamination. We only have a modest budget of AUD40k, really hoping to get the best boat for what we can afford. Would this boat be ocean capable? We hope we can buy one boat and keep it for many years, so it needs to be suitable for our future plans.  

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Duncanson 34 Boats For Sale in Australia

Found 3 listings.

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Duncanson 34

Built in South Australia the Duncanson 34 is just one model amongst many types and sizes ...

• 34' / 10.36m

1987 Duncanson 34 for sale exclusively with DBY Boat Sales. One of the best examples of ...

Duncanson 34 Custom Kit Boat

REDUCED Built to perfection 'Strega' is a very successful one off club cruiser / ...

• 2001 approx
• AU $69,500 Or nearest offer

Forums > Sailing > > General

Duncanson 29 spec.

Have found some mention on Seabreeze about the Duncanson29, but nothing on figures regarding specifications. I know it has some heritage to the compass 28 as Duncanson designed the cabin for the compass 28 from its earlier model the Northener. what I can't find is the real specifications not even on sail boat data . can any one tell me if it has lead , what weight the ballast is , sail area and any facts related to the Duncanson29. please no rubbish regarding the compass 29 the Duncanson29 will sail circles around a Compass 29 they are completely different boats.

NSW, 7458 posts

They are only little boats. yachthub.com/list/yachts-for-sale/used/sail-monohulls/duncanson-29/237501

MorningBird

NSW, 2652 posts

Select to expand quote Ramona said.. They are only little boats. yachthub.com/list/yachts-for-sale/used/sail-monohulls/duncanson-29/237501 But good ones. I had a Dunc, nice boat.

Select to expand quote MorningBird said.. Ramona said.. They are only little boats. yachthub.com/list/yachts-for-sale/used/sail-monohulls/duncanson-29/237501 But good ones. I had a Dunc, nice boat. Yours was nothing like the 29. The 29 is a narrow hull and a cramped interior.

More info here. yachthub.com/list/yachts-for-sale/used/sail-monohulls/duncanson-29/235240 Very similar interior to a Northerner 28 and about the same amount of room. I was looking after a mates Northerner for a few weeks and when I went straight over to my Currawong I was surprised how much more space I had with the extra beam. It's the same when I compared the Swanson 32 with my boat, that extra beam makes a lot of difference.

Select to expand quote Ramona said.. MorningBird said.. Ramona said.. They are only little boats. yachthub.com/list/yachts-for-sale/used/sail-monohulls/duncanson-29/237501 But good ones. I had a Dunc, nice boat. Yours was nothing like the 29. The 29 is a narrow hull and a cramped interior. True, but the 29 is a seaworthy one. A bit like a Clansman, narrow and pokey but a good sea boat.

Select to expand quote MorningBird said.. Ramona said.. MorningBird said.. Ramona said.. They are only little boats. yachthub.com/list/yachts-for-sale/used/sail-monohulls/duncanson-29/237501 But good ones. I had a Dunc, nice boat. Yours was nothing like the 29. The 29 is a narrow hull and a cramped interior. True, but the 29 is a seaworthy one. A bit like a Clansman, narrow and pokey but a good sea boat. I like the thought of seaworthy have owned a Northener I will always remember the way it handled running down big waves following a Nicholson 32 over the bar at night at Yamba . beam does make a huge difference on the interior of a yacht , comfort to in a seaway I wish there was a negative to make me feel better about buying a skinny yacht.

VIC, 5904 posts

Select to expand quote Ramona said.. They are only little boats. yachthub.com/list/yachts-for-sale/used/sail-monohulls/duncanson-29/237501 bargain of the week !!!! top buy !!

QLD, 878 posts

It's real barging for sure, Cascade, Dunks 29 was one of my previous boats, Lots of positive, but one little one I didn't like A propeller behind the ruder. Under certain speed, boat ignoring ruder, we had tight spot to get to pen , we had to push it in and out.

Select to expand quote Zzzzzz said.. I like the thought of seaworthy have owned a Northener I will always remember the way it handled running down big waves following a Nicholson 32 over the bar at night at Yamba . beam does make a huge difference on the interior of a yacht , comfort to in a seaway I wish there was a negative to make me feel better about buying a skinny yacht. Just go and have a look at that Swanson 32 at Batemans Bay. There should be a Northerner 28 on a mooring nearby to compare. Dark blue hull. Another ex local boat I got to sail in the 70's.

The Dunc 29 is a Compass 28 modification that John Duncanson did when he was moulding the 28s. Quicker than the 28s by maybe 3%. My info personally from Don Lees and the former RSAYS handicapper

SA, 36 posts

The Duncanson 29 has lead ballast of 1.7 tons with a displacement of 3.4 tons I believe. The keel is encapsulated. They are extremely strong, seaworthy boats with the advantage of being easily sailed singlehanded. They heave to comfortably. The design is aesthetically pleasing, an important element of boat ownership for me. A couple from Kangaroo Island here in South Australia sailed one around the world about 20 years ago and wrote an interesting account in the book "Turkey Spam on Sunday." I believe they still own and sail the boat from KI. Another D29 was sailed singlehanded from Perth to South Africa and back, documented in the book "Lotus 11" by Nigel Ridgeway. They were built by three builders that I am aware of, John Duncanson, Barry Quin Marine and Swarbrick. The first ones being built by John Duncanson from about 1970 I believe. I owned one of the Swarbrick boats several years ago and currently own one built by Barry Quin in 1983. While similar to the Compass 28, they have quite a few differences in design. The interiors are different with most D29's having settee berths rather than the dinette. The cockpit has a different seating configuration and the stern is a different shape. The biggest difference is in the design of the keel, which is much more akin to the S&S 34 design with a skeg hung rudder rather than the Compass which has a full length keel and rudder. The boat "Effie" in the for sale link above is an excellent, well looked after example and I have sailed in company with her on several occasions. Regards, Terry

Select to expand quote 2Shakey said.. The Duncanson 29 has lead ballast of 1.7 tons with a displacement of 3.4 tons I believe. The keel is encapsulated. They are extremely strong, seaworthy boats with the advantage of being easily sailed singlehanded. They heave to comfortably. The design is aesthetically pleasing, an important element of boat ownership for me. A couple from Kangaroo Island here in South Australia sailed one around the world about 20 years ago and wrote an interesting account in the book "Turkey Spam on Sunday." I believe they still own and sail the boat from KI. Another D29 was sailed singlehanded from Perth to South Africa and back, documented in the book "Lotus 11" by Nigel Ridgeway. They were built by three builders that I am aware of, John Duncanson, Barry Quin Marine and Swarbrick. The first ones being built by John Duncanson from about 1970 I believe. I owned one of the Swarbrick boats several years ago and currently own one built by Barry Quin in 1983. While similar to the Compass 28, they have quite a few differences in design. The interiors are different with most D29's having settee berths rather than the dinette. The cockpit has a different seating configuration and the stern is a different shape. The biggest difference is in the design of the keel, which is much more akin to the S&S 34 design with a skeg hung rudder rather than the Compass which has a full length keel and rudder. The boat "Effie" in the for sale link above is an excellent, well looked after example and I have sailed in company with her on several occasions. Regards, Terry Thank you that description. A good account of the boat from personal experience.

"Duncanson 29 Spec" started by Zzzzzz

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• Sailboat Reviews

An older Cal 34 can be a good entry-level cruiser for the handyman, but we like the later interior.

Bill Lapworth didn’t invent light-displacement cruiser-racers, but his name is indelibly linked with the type. At 15,000 pounds of displacement on a 30′ waterline, the Cal 40 is still a fairly light boat, especially considering the low-tech materials and techniques available when she was introduced. Lapworth designed a number of smaller sisters to the Cal 40 in the late 1960’s, all looking as alike as peas in a pod.

If imitation is the sincerest form of flattery, then Lapworth should have been very flattered at the interest his Cal designs generated, for Frank Butler, now owner of Catalina, designed several successful boats for Coronado that were remarkably similar to Lapworth’s Cals.

Perhaps the most successful of the little sisters to the Cal 40 was the Cal 34. The Cal 34 was in production off and on, and in various configurations, from 1966 until 1979.

Although the hull form of the Cal 34 remained basically unchanged during its production life, enough changes were made in the rig, deck molding, and interior for the boat to have three model designations: Cal 34, Cal 2-34, and Cal 3-34.

Sailing Performance The Cal 34 was conceived as a true racer-cruiser, and early promotional literature stressed her racing performance. The original rig was a low aspect ratio masthead sloop. With a foot length of 14′ and a hoist of 33.5′, the mainsail was of typical late CCA (Cruising Club of America) Rule proportions. The long boom of the original short rig overhangs the cockpit awkwardly, with the mainsheet traveler just forward of the aft end of the cockpit. According to owners, this makes access to the cockpit lockers a nuisance, as well as squandering cockpit space. The tiller occupies the entire forward half of the cockpit, so that the helmsman sits just aft of the deckhouse, while the sail trimmers sit further aft.

The rig on the 2-34 and the 3-34 is just over 2′ taller and the boom 3′ shorter than the original. These dimensions give the rig much more modern proportions, reducing the size of the mainsail by 40 square feet and increasing the aspect ratio of the main from about 2.5:1 to 3.25:1. With the taller rig, the typical PHRF rating of the boat is six seconds per mile faster.

Most Cal 34 owners we surveyed consider the boat to be about the same speed as similar boats upwind, and somewhat faster downwind. This assessment jibes with the performance of most Lapworth designs, which are at their best off the wind. The boat’s PHRF rating, however, suggests that, on the whole, the boat is actually slower than more modern designs of the same size. The C&C 34, for example, is rated about 25 seconds per mile faster than the Cal 3-34.

According to owners, it takes a good breeze to get the Cal 34 moving. With her large, trapezoidal fin keel, the Cal 34 simply has a lot more wetted surface than more modern fin keel boats, although substantially less wetted surface than a full keel design.

Many owners of the original Cal 34 have shortened the foot of the mainsail to improve the boat’s balance. The taller-rigged boats have inherently better balance, since the center of effort of the entire sail plan is further forward. Boats with the short rig and a shortened mainsail foot are likely to be underpowered in light air.

One advantage of the shorter boom is to get rid of the traveler at the aft end of the cockpit. Instead, the traveler is mounted on the bridgedeck, or over the main companionway. While this location would be awkward for racing a tiller-steered boat, it’s good for cruising, since the helmsman could handle the mainsheet as well as the tiller.

One of the most commonly-seen modifications to earlier boats is the installation of wheel steering. This requires relocating the mainsheet on the longerboom boats, but it frees up the space in the cockpit dramatically. The Cal 34 really has a large cockpit, but the tiller and original mainsheet arrangement wasted a huge amount of space. Wheel steering is standard in the 3-34 version of the boat, built in 1976 and later.

Construction The Cal 34 has a relatively unsophisticated, hand laid-up hull. Owners consider the boat to be above average in strength of hull, deck, and rig. A number of owners report that the main bulkhead tends to delaminate due to leaking chainplates. Since this is potentially a serious structural problem, any Cal 34 should be carefully surveyed for signs of leakage in this area. Be particularly cautious about any boat in which the main bulkhead has been painted out, rather than left varnished: look carefully for water stains around the chainplates.

Other areas to check are the deck around the mast step, and the fiberglass keel molding. Internally ballasted boats such as the Cal 34 frequently suffer damage on the toe of the keel when running aground. The keel molding should not ring hollow when tapped with a mallet, which would indicate a loose ballast casting—a sign that the boat has been run aground hard.

Older Cal boats are not heavily built: their light displacement precludes excess material. Furniture and bulkhead tabbing are relatively light, notoriously so in the old Cal 40. The saying about the Cal 40 is that when the berths pop loose in the forward cabin, it’s time to reduce sail.

Despite fairly light construction, we know of several Cal 34s that have done impressive ocean voyaging. We wouldn’t consider a boat of this age and construction suitable for ocean cruising without a careful survey of all structural components. Lightdisplacement hulls such as that of the Cal 34 get a lot of stiffness from the bonding of furniture to the hull. Keeping it in place is important.

One problem area is the chainplates. Several owners report chainplate failure due to metal fatigue, and one owner found several other partially broken chainplates when he replaced on that had broken.

On the whole, however, the Cal 34 is relatively free of structural defects that would be the result of poor workmanship or choice of materials. The faults you find are more commonly a function of the age of the individual boat. For example, some owners report sloppy rudders due to wear of the fiberglass tube which serves as stuffing box and bearing for the rudder stock—a common aging problem with this type of rudder installation.

Pay particular attention to the condition of the gelcoat, particularly the deck gelcoat. Crazing is very common. Unless it has been painted, the distinctive blue Cal sheerstrake is likely to be badly faded in older boats.

In the late 60’s and early 70’s, many West Coast boats, including Cals, were notorious for mediocre systems installations, particularly wiring and plumbing. If an older Cal 34 has had a lot of electronics added, there’s a good chance that the wiring has been pigtailed onto existing circuits, a poor practice. Older Cal 34s also had gate valves rather than seacocks on through hull fittings. These should be replaced.

Other minor weak points include the lack of backing plates on stanchions, which can cause localized crazing of the deck, and leaking aluminumframed cabin ports.

Owners recommend putting in larger cockpit scuppers. The big cockpit can hold a lot of water, and the two small stock scuppers are inadequate.

Interior There have been two interior layouts in the boat. The original Cal 34 and the 2-34 have two quarterberths aft, with the galley to starboard and a dinette to port in the main cabin. The later Cal 3-34s have a more modern conventional layout, with galley aft to port, quarterberth and chart table to starboard. The saloon of the last version has a settee to starboard, dinette to port. Both layouts have V-berths in the forward cabin with the head between the main cabin and forward cabin. Head layout is different in the two models.

On the whole, we think the later layout is superior, although the galley is actually larger in the original version. On older boats, most owners use the dining table for chart work, although it would be quite easy to design a slide-away chart table to fit over the head of one of the quarterberths.

The interior finish of the boats changed a lot over the years. The original Cal 34 had a varnished mahogany plywood interior with varnished mahogany trim. Later boats went to the oiled teak cave look of the 1970s.

There is no doubt that the original interior is lighter and brighter than the later teak interior. However, a varnished mahogany interior requires more upkeep than an oiled teak interior, and is harder to restore to good condition if it has been allowed to deteriorate. Mahogany blackens when exposed to salt water, while teak merely bleaches out and can be reclaimed with a little sanding.

There’s a lot more in the way of creature comforts in the 3-34, in keeping with the growing view that cruising should be more than an expensive form of camping out. Water capacity was increased from the marginal 26 gallons of the early boats to a more serviceable 60 gallons, hot and cold pressure water were standard, and a shower was installed.

The interior is a good selling point in any of the three models. For its length overall, the Cal 34—which is really just over 33′ long—has a lot of interior volume. Headroom on centerline in the main cabin is 6′ 2″. The boat easily has as much interior space as older boats 3′ or more longer.

Engine Like most boats built in the late ’60s, the Cal 34 was originally powered by the Atomic Four gas engine. The engine is located under the cockpit, but is reasonably accessible from either of the quarterberths.

The propeller is driven through a V-drive, and some owners report problems with this unit. A thorough mechanical survey is a must when buying a Cal 34.

In the mid-’70s, diesel engines made their appearance in the boat. A variety of diesels have been installed, including Farymann, 25 and 30 horsepower Westerbekes, and the Perkins 4-91. We would not buy a boat with a Farymann diesel, since parts are difficult or impossible to find. Oddly enough, the most desirable engine for the boat may be the old Atomic 4, which many owners report to be still running strong at 15 years of age or more. Parts are readily available, and are likely to be for some time to come. You could also consider replacing the Atomic Four with one of the Universal diesels designed as a drop-in replacement for the engine.

One disadvantage of the new version of the interior is that engine accessibility has been sacrificed. Owners consider access fair to poor in the aft galley interior, fair to good in the double quarterberth version.

One oddity is that many owners report that the boat pulls strongly to starboard under power, requiring a lot of helm for correction, while another owner reports that the boat pulls strongly to port with the same engine!

Buying a Used Boat Early models of the Cal 34 are well over two decades old today. A lot of changes have occurred in the industry in those 25 years, as well as in the expectations we have for medium-sized cruising boats. Certainly a lot of features of the later Cal 34s—the more efficient rig, better sail handling layout, wheel steering, anchor locker, diesel engine, bigger water capacity and other creature comforts, and more useful interior layout—make them more desirable for most uses. Of course, the price of newer boats reflects the improvements.

An older Cal 34 would be a good choice as an entry-level, medium-sized family cruising boat. A lot of the gear on older models will be painfully obsolete. The rigging, sails, and electronics are likely to be old. Unless the boat has been unusually well maintained, the wood cockpit coamings may need replacing, the hull is likely to need painting, and the deck gelcoat will be crazed.

Blistering has been a relatively minor problem with older Cals, but the hull should obviously be carefully surveyed for high moisture content.

The base price of the Cal 34 in 1969 was $16,800. This was for a stripped boat—the base price didn’t even include lifelines and stanchions.

The next year the base price climbed to $19,277, and it continued to escalate throughout the boat’s production history.

There’s a good chance that an older Cal 34 will give you all the opportunities your heart could ever desire to learn to tinker with fiberglass repairs and the upgrading of systems.

If you’re willing to do this type of stuff yourself, a 20-year-old performance cruiser that you can buy in today’s market for $20,000 or so may be a lot of boat for the money. If you want a lower maintenance boat, stick to a late model Cal 34—but be prepared to pay significantly more.

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Lots of useful info even though I’ve had a Cal 2-34 for 25 years ! Better check those chain plates…

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