sailboat data s2 9.2

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• Sailboat Reviews

A roomy, well-built middle-of-the-road cruiser with both aft and center cockpit versions.

The history of S2 Yachts is in many ways a parable for the modern fiberglass sailboat industry. Begun in 1974 by an experienced fiberglass builder, the company grew rapidly, building first some unattractive “two-story” cruisers, followed by a series of conventional cruiser-racers in the late ’70s and early ’80s, then a successful fleet of race-oriented cruisers in the mid ’80s. Finally, as sailboat sales took a nosedive in the late ’80s, the company converted its entire production to powerboats.

In late 1989, the company was approached by the class association of its popular 26′ racer, the S2 7.9. Would the company be willing to do a small run of 7.9s for those serious racers who wanted to replace their seven-to nine-year-old boats? The company thought it over and said, yes—provided they could be guaranteed 10 orders.

As we write this, the class association and S2 dealers around the country have been unable to come up with the 10 orders, and the company has cancelled the offering, perhaps the end of sailboat building by this prosperous company, and perhaps also an unfortunate commentary on the sailboat industry.

During its heyday, S2 developed a strong reputation for good quality boats. The company was founded by Leon Slikkers after he had sold his powerboat company, Slickcraft. As part of the sales agreement, he was not to make powerboats for a period of time, but there was no restraint on sailboat building. So he built a new plant which was, at the time, a model for production-line efficiency. Among other things, the hulls were laid up in an enclosed, climate-controlled room, and they remained in molds until most of the interior was installed to ensure that there was as little deformation of the basic molding as possible.

In the late 1970s, S2 did start building powerboats again, and soon established its Tiara line at the top end of the market. As evidence of Slikkers’ insight into the business (as well as a bit of luck, perhaps), when the conglomerate that owned Slickcraft began to see declining sales in the early ’80s, S2 was able to buy Slickcraft back at a fraction of its original sale price. And of course, S2 enjoyed the boom in powerboat buying which accompanied the decline in sailboat sales during the mid and late ’80s.

From the start, Slikkers also assembled an experienced crew of builders and sellers from the local area. At the time, Holland, Michigan, was the home of Chris Craft as well as Slickcraft and several other smaller powerboat builders.

The company continues today with a strong crew, managed primarily by Slikkers’ son, David, and other family members. The company personnel helped establish a reputation for good relationships with S2 owners, a reputation which continues, even though the company is no longer in the sailboat business.

In preparing this story, we talked with a number of S2 9.2 owners who reported that they are still able to get information, advice, and some parts and equipment from the company.

The Boat and Builder

As its nomenclature suggests, S2 Yachts was one of those few American companies willing to commit to the metric system when the government said it would be a good thing to do. The 9.2 stands for 9.2 meters, as with the company’s other boats (7.3, 7.9, 10.3, etc.). S2 stuck with the classification for a long time, only advertising the 9.2 as the S2 30 after it had been in production for years (not to be confused with the later S2 30 designed by Graham & Schlageter).

The boat overall is 29′ 11″, the most common length of 30-footers in those days when one of the popular racing rules—the Midget Ocean Racing Club (MORC)—required boats to be “under 30 feet.” The boat was built in two configurations, from 1977 to 1987. The 9.2C was a center-cockpit version, and the last one built was hull number 427. The 9.2A was the aft-cockpit version, and the last one built was hull number 520.

From talking to the company, it is unclear whether the hull numbers represent the actual number of boats built. In the 70s, it was not unusual for companies as part of their marketing strategy, to start a production run with hull number 10, or even hull number 100, so that a model would appear to be more popular or successful than it actually was. The people currently at S2 simply didn’t know if that had been done, but we suspect the total of 947 hull numbers is more than the actual number of S2 9.2s built. Nonetheless, the 9.2 had a successful run.

The 9.2 was designed by Arthur Edmunds, who was S2’s “in-house” designer. Beginning in 1981, S2 built a number of racing-oriented cruisers designed by the Chicago naval architects Scott Graham and Eric Schlageter, but all of the earlier cruising boats were done by Edmunds. Edmunds also contributed engineering and design detail to Graham & Schlageter’s hull designs.

We would describe the 9.2 design—and all of Edmunds’ S2s—as moderate and conventionally modern. The hull has short overhangs, a relatively flat sheer, a long fin keel, and spade rudder. The boats are reasonably attractive, and the aft-cockpit model has pleasing proportions. The center-cockpit model has a high, boxy superstructure whose profile is relieved by good contour moldings of the deckhouse, cockpit, and aft cabin.

One advantage of the conventional looks of the 9.2 is that it is not likely to go out of fashion—a plus for the boat holding its value. Though the rigs were identical on all versions, shallow-draft keels were a popular option; these reduced the draft from 4′ 11″ to 3′ 11″. The deeper keel doesn’t seem excessive for most waters and is our choice. The lead ballast is internal. S2 did a good job of embedding and sealing the lead in the keel cavity, so leaking should be minimal even in a hard grounding.

The hull is a conservative hand-laid laminate, and the deck is balsa-cored. S2 used a conventional inward-turning flange to attach the deck, with an aluminum toerail for protecting the joint. S2 is known for good glass work, particularly gelcoats, and almost all the used 9.2s that we have seen still are cosmetically good or recoverable with a good rubbing out.

Sailing Performance

‘Adequate’ would be a good way to describe the sailing performance of the 9.2. The boat came with a deck-stepped Kenyon spar and North sails as standard, later with Hall or Offshore spars. The rigging and other sailing hardware was good enough in quality that little re-rigging or upgrading is likely to be needed.

The used 9.2 we examined thoroughly, for example, had internal halyards, reef lines and outhaul, a good Harken mainsheet traveler, Lewmar #8 halyard winches, and two-speed Lewmar #30s for the jib sheets. On the down-side, every equipment list of used S2s we looked at listed the original North sails, with an occasional newer furling genoa. One disadvantage of a late model boat with good gear is that the owner is less likely to upgrade before he sells it, so the second owner probably will be facing the purchase of new sails.

When we sailed a shoal-draft 9.2, our initial reaction was surprise at its tenderness. Other owners in our survey agree that the shoal-draft model heels fairly easily, and a number thought that even the deeper draft model was tender. Several reported that you need to reduce sail fairly early to keep the boat on its feet and sailing well.

The boat sails reasonably well. The one we were on, however, would not go to weather decently—a combination of the shoal draft and a well-worn suit of sails. On other points, the boat was respectable. Close and broad reaching, it moved very well and was just a bit sluggish running.

She’s not a fast boat by contemporary standards. In most areas, the 9.2 carries a PHRF rating of 180 seconds per mile (six seconds slower for the shoalkeel), which is six seconds per mile slower than a Pearson 30 and 12 to 15 seconds slower than the popular Catalina 30 with a tall rig. In contrast, the 9.2’s racing-oriented sister, the S2 9.1, a 30-footer, rates 50 seconds per mile faster.

On the plus side, the boat is easy to sail, with a good balance between main and jib sail area. The running rigging and deck hardware is well set up. Oddly, not one equipment list for used 9.2s that we looked at had a spinnaker or spinnaker gear, an indication that the boat is rarely raced. However, if someone is interested in an occasional club race, the boat should sail up to its rating, assuming the sails are good and the boat well handled.

The deck is well laid out, though the walkways are a bit narrow for getting forward, and there’s a considerable step up into the center cockpit. Details of the deck—anchor well, bow fittings, cleats, halyard runs, and so forth—are well executed.

Performance Under Power

A few of the 1977/1978 boats were sold with an Atomic 4 gas engine. After 1979, diesels were installed. Through 1984, the engines were 12-hp or 15-hp Yanmars, or 12-hp Volvos. In 1985, a Yanmar 23 was optional.

The Atomic 4 was a good engine for the boat, as was the Yanmar 23. However, a number of owners report that the boat is underpowered with the Yanmar 12 and 15, and the Volvo 12. For a 10,000 pound boat, 12 to 15 hp would be adequate by traditional standards, but many sailors seem to want a little more these days. The Yanmar 15 in the boat we sailed had no trouble pushing the boat in calm waters, but the owner did say that the boat couldn’t buck any kind of head sea. For some, the optional Yanmar 23 will make the later models more desirable.

In the center-cockpit model, many owners complained about the inaccessibility of one side of the engine and the difficulty of getting at the dipstick, but otherwise the engine was serviceable. A few boats were apparently sold with raw-water cooling rather than a heat exchanger. We’d be cautious about one of the older boats with raw-water cooling unless it had been kept exclusively in fresh water.

The interior was undoubtedly the strong selling point of the boat. For the most part, the belowdecks finish is well done, and there’s about as much usable room below as you could get without making the hull significantly larger.

S2 was one of the first sailboat builders to use fabric as a hull liner, and it became almost a trademark of S2 interiors. The fabric is a neutral-colored polypropylene, treated to be mildew resistant. When we first saw the fabric, we were skeptical, wondering how it would hold up to saltwater soakings. But having owned a smaller S2 for five years, we finally became converts; in fact, in refitting our current boat, we used the fabric extensively, rather than replacing aged vinyl and wood veneer ceilings. The fabric is contact-cemented to the hull, and it holds up amazingly well, absorbing virtually no water. It is quite resistant to mildew and stains. The new owner of an S2 will want to find a good, compact wet/dry vacuum cleaner, which is the required maintenance equipment for the fabric.

The rest of the interior has teak veneer plywood, Formica, and solid teak trim, and the workmanship is good. Layouts changed little throughout the production of the boats. The aft-cockpit model is conventional, with a V-berth that is a bit short, a large head and hanging locker, a large dinette/settee with a settee opposite, and an L-shaped galley with a chart area/quarter berth opposite. There’s adequate stowage under the berths and decent outside stowage in the lazarettes.

The center-cockpit model moves the main cabin forward and the head aft, near to and partially underneath the center cockpit. The galley is opposite the head, running lengthwise down the port side of the cabin and partially under the cockpit. The aft-cabin is roomy, with an athwartship double berth and good locker space. The shortcoming of the center cockpit is that there is virtually no outside storage.

Choosing between the center and aft cockpit is largely a matter of personal preference. With children, or two couples cruising, the aft cabin is hard to beat for livability.

Overall, the interiors are well enough designed and executed that little major work or upgrading should be necessary on most used boats. Many people will want to replace the alcohol stoves on earlier models, perhaps add refrigeration (or replace the original Unifridge), and perform the normal long-term maintenance of re-upholstering, but otherwise the interiors should need little major attention.

Conclusions

The S2s were well-built. Whereas other production companies frequently cheapened or upgraded models from year to year to find marketing niches, S2 made boats to sell near the high end of the production boat market, and kept the quality at a consistent level.

The 9.2s have maintained their value about as well as any 30-footer in the current market. Because the only significant advantage of the 1986 model is the larger Yanmar engine and newer equipment, we would gladly take one of the older 9.2s at a lower price, since the necessary upgrades could easily be done (sails, cushions, electronics) and the final cost would still be much lower than the newer boat.

It’s easy to pay too much money for a used boat these days, but S2 owners generally think they have a good product, and they’ll probably be harder to dicker with than many sellers.

RELATED ARTICLES MORE FROM AUTHOR

Somehow this article is almost an exact copy of an earlier article here: http://www.sailingbreezes.com/sailing_breezes_current/articles/july99/s2review.htm by Thom Burns. Some sentences are exactly identical…

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• By Richard Smith
• Updated: October 22, 2012

Within a wide field of well-designed and competitive racer/cruisers of the 1970s, the S2 9.2 stands out, mainly because it wears its age very well. Without a scoop transom and boarding steps or skinny portlights below the sheer, it still looks modern. The flat sheer, sloping deckhouse, almost-flush Lexan forward hatch, hinged anchor lid, and tinted deadlights are familiar features on boats built three decades later. The carefully detailed teak handrails set on molded fiberglass spacers are unobtrusive while emphasizing the hull’s refined shape and unified design. Nothing is exaggerated in the interest of the fashions of the day or to suit a rating rule.

Powerboat builder Leon R. Slikkers founded S2 Yachts in 1974 and commissioned Arthur Edmonds, designer of the Allied Princess 36 and Mistress 39, to design the S2 9.2A (for its aft cockpit) and the S2 9.2C (for its center cockpit). Over 700 A and C models were sold. Both versions have the same hull, fin keel, partially balanced skeg-hung rudder, and masthead sloop rig. The single-spreader aluminum mast, painted black (an S2 trademark) is stepped on deck over a compression post that’s built into the main bulkhead.

The hull is solid, hand-laid fiberglass. It has an inward-turning flange at the sheer to which the balsa-cored deck is bolted through an extruded aluminum toerail. There’s no molded interior liner. Bulkheads and furniture are tabbed to the hull, which contributes to its structural stiffness. Two tons of lead ballast is encapsulated in a sealed keel cavity. Well-cared-for boats show little wear and tear after three decades of hard sailing, and, owners agree, the gelcoat is generally free of stress cracks even where moldings take tight bends.

The T-shaped cockpit is comfortable and workmanlike. The starboard seat opens to general storage and access to the stuffing box and engine controls. Additional storage is located under the helmsman’s seat in twin lazarettes.

Everything on deck is carefully laid out. The mainsail is sheeted abaft the 28-inch wheel, where it’s out of the way but in reach of the helmsman. The 8-inch stern cleats are mounted on anti-chafing pads and close to hand. Engine controls are similarly convenient to the helm. Early boats had Atomic 4s, but a variety of diesel engines were fitted after 1978.

The engine box provides a wide first step down to the cabin. A small corner galley to starboard of the companionway contains a sink, icebox, and stove. Opposite is a quarter berth and navigation space with a folding seat and table. Headroom is 6 feet 3 inches aft and drops gradually to about 5 feet 10 inches toward the forward cabin.

The saloon table and settee convert to a double berth and, together with a 6-foot-6-inch settee opposite, make a comfortable eating, lounging, and sleeping area. A double berth is located forward of the wardrobe and head area. Generous use of teak, both solid and ply, contributes to a sense of quality throughout the boat, but the polypropylene carpeting used to line the hull ages unattractively.

Sailing the S2 9.2 is a treat. In 15 to 17 knots, it heels sharply under the mainsail and 150-percent genoa before settling in to make 5 or 6 knots upwind. Weather helm is noticeable in stronger gusts, but the boat is generally well balanced and always manageable, even in lumpy seas. All in all, the S2 9.2 is a well-designed, tough, and able 30-footer with good performance for racing or cruising.

Architect Richard Smith and his wife, Beth, sail their Ericson Cruising 31, Kuma, in the Pacific Northwest.

Find more Cruising World boat reviews here . Read the review of the S2 8.6 here .

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Used Boat Review: The S-2 9.2A/C Well-built cruiser with aft and center cockpit versions

By Thom Burns

During the eighties, S2 earned a strong reputation for good quality boats. The company was founded by Leon Slikkers after he had sold his powerboat company, Slickcraft. As part of the sales agreement, he was precluded from the powerboat market for a number of years. There were no restrictions on sailboat building. So he built a new plant which was, at the time, a model for production-line efficiency. Among other things, the hulls were laid up in an enclosed, climate-controlled room, and they remained in molds until most of the interior was installed. This ensured that there was as little deformation of the basic hull molding as possible.

In the late 1970s, S2 did start building powerboats again, and soon established its Tiara line at the top end of the market. Slikkers’ business acumen, insight and bit of luck allowed him to buy his old powerboat line, Slickercraft, back from the conglomerate that owned it at a time of declining sales in the early 80s, at a fraction of its original sale price. Shortly thereafter S2 enjoyed the boom in powerboat buying which accompanied the decline in sailboat sales during the mid and late 80s.

From the start, Slikkers assembled an experienced crew of builders and sellers from the local area. At the time, Holland, Michigan, was the home of Chris Craft as well as Slickcraft and several other smaller powerboat builders.

The company continues today with a strong crew, according to former dealers. Company personnel and a strong dealer network established a reputation for good relationships with S2 owners, a reputation which continues, even though the company is no longer in the sailboat business.

Former area dealers, such as Gary DeSantis at Sailor’s World on Lake Minnetonka swear by the product and love to deal in used S2 boats.

The Boat and Builder

The boat was built in two configurations, from 1977 to 1987. The 9.2C was a center-cockpit version, and the last one built was hull number 427. The 9.2A was the aft-cockpit version, and the last one built was hull number 520.

The 9.2 was designed by Arthur Edmunds, who was S2’s "in-house" designer. Beginning in 1981, S2 built a number of racing-oriented cruisers designed by the Chicago naval architects Scott Graham and Eric Schageter, but all of the earlier cruising boats were done by Edmunds. Edmunds also contributed engineering and design detail to Graham & Schlageter’s hull designs.

The 9.2 design has short overhangs, a relatively flat sheer, a long fin keel, and spade rudder. The boats are attractive, and the aft-cockpit model has pleasing proportions. The center-cockpit model is a little boxy looking because of the relatively short overall length for the center cockpit aft cabin design. It is better looking than some other smaller center cockpit boats because it has three levels of deck and cockpit.

The conventional looks of the 9.2 keep it in style which along with the builders reputation seem to keep the boats holding their value pretty well. Shallow-draft keels were a popular option, reducing the draft from 4’11’ to 3’11’. According to DeSantis, most models sold in the midwest were the deeper keel which he personally prefers. The deeper keel doesn’t seem excessive for most waters.

The rigs were identical on all versions, The lead ballast is internal. S2 did a good job of embedding and sealing the lead in the keel cavity which can be a source of leaks on older externally mounted keels. According to DeSantis, this was a major difference between builders of that era.

Sailing Performance

This boat is the cruising, small, bluewater model and shouldn’t be confused with the 9.1 which swept the MORC nationals with a first, second and third finish when it was introduced. Another well sailed 9.1 won its division in the Trans-Superior. This boat has a much longer fin keel which is not as deep. It also makes it more seakindly for cruising. The 9.2 came with a deck-stepped Kenyon spar and North sails as standard, later with Hall or Offshore spars. The rigging and other sailing hardware was good enough in quality that little re-rigging or upgrading is likely to be needed.

The 9.2 typically came with internal halyards, reef lines and outhaul, a good Harken mainsheet traveler, Lewmar #8 halyard winches, and two-speed Lewmar #30s for the jib sheets. A boat this well equipped needs very little in upgrades. The bad news is that 1999 buyers are unlikely to find extensive upgrades to sails, furlers, winches, etc. done by previous owners. As this equipment approaches the middle to end of its second decade some of it will have to be replaced. It won’t last forever.

The boat I sailed performed very well on close, beam and broad reaches. It was a cruising boat close-hauled and it feels a little tender sometimes. Reef early when the wind builds.

She’s not a fast boat by contemporary standards but when compared to some other cruisers she’s quick. The 9.2 carries a PHRF rating around 180 seconds per mile (six seconds slower for the shoal-keel), which is six seconds per mile slower than a Pearson 30 and 12 to 15 seconds per mile slower than the Catalina 30 with a tall rig. In contrast, the 9.2s racing-oriented sister, the S2 9.1, a 30-footer, rates 50 seconds per mile faste at 140. The important thing is that both boats will sail to their numbers.

The boat is easy to sail, with a balanced sail plan. The running rigging, deck hardware and overall deck layout are convenient and functional. The deck is easy to move around. Attention to detail in the deck, anchor well, bow fittings, cleats, and halyards runs are well done.

Performance Under Power

A few of the 1977/1978 boats were sold with an Atomic 4 gas engine. After 1979, diesels were installed. Through 1984, the engines were 12 hp or 15 hp Yanmars, or 12 hp Volvos. In 1985, a Yanmar 23 was optional.

The Atomic 4 was a good engine for the boat, as was the Yanmar 23. For a 10,000 pound boat, 12 to 15 hp should be adequate by traditional standards, but many sailors seem to want a little more. The Yanmar 23 in the boat I sailed seemed like alot of engine. In calm water it would hit hull speed at 1800 or 1900 RPM’s. For some, the optional Yanmar 23 will make the later models more desirable.

The interior was undoubtedly the strong selling point of the boat. The below decks finish is attractive. There’s about as much usable room below as you could get without making the hull significantly larger.

S2 was one of the first sailboat builders to use fabric as a hull liner, and it became almost a trademark of S2 interiors. The fabric is a neutral-colored polypropylene, treated to be mildew resistant. Having looked at several used S2 models, I believe the fabric works well. Many of the 90’s builders have copied the approach. It is contact-cemented to the hull, and it holds up amazingly well, absorbing virtually no water. It is quite resistant to mildew and stains. It is maintained with a good, compact wet/dry vacuum cleaner.

The rest of the interior has teak veneer plywood, Formica, and solid teak trim. The workmanship is good. Layouts changed little throughout the production of the boats. The aft-cockpit model is conventional, with a V-berth, a large head and hanging locker, a large dinette/settee with a settee opposite, and an L-shaped galley with a chart area/quarter berth opposite. There’s adequate stowage under the berths and decent outside stowage in the lazarettes.

The center-cockpit model moves the main cabin forward and the head aft, near to and partially underneath the center cockpit. The galley is opposite the head, running lengthwise down the port side of the cabin and partially under the cockpit. The aft-cabin is roomy, with an athwartship double berth and good locker space. The shortcoming of the center cockpit is that there is virtually no outside storage.

Choosing between the center and aft cockpit is largely a matter of personal preference. With children, or two couples cruising, the aft cabin is hard to beat for livability.

The interiors are well designed and executed. Little major work or upgrading should be necessary on most used boats. Many people will want to replace the alcohol stoves on earlier models, perhaps add refrigeration and perform the normal long-term maintenance or re-upholstering. The interiors should need little major attention.

Conclusions

The S2s were well-built. Whereas other production companies frequently cheapened or upgraded models from year to year to find a marketing niches, S2 made boats to sell near the high end of the production boat market, and kept the quality at a consistent level. I would avoid the shallow draft version on both performance and likely tenderness grounds unless I was going to sail a great deal in shallow areas such as Florida Sound, the Bahamas or Belize.

The 9.2s have maintained their value about as well as any 30 footer according to local brokers. S2 owners generally believe they have a good product, and they’ll probably be harder to dicker with than many eager sellers of other boats in the used market.

Thom publishes Northern Breezes and SailingBreezes.com. Thanks to Gary DeSantis, Sailor’s World, Lake Minnetonka, S-2 Company and Practical Sailor for information for this article.

Sailor’s World: 612-475-3443

Practical Sailor: 800-829-9087

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s2 9.2 questions

• Thread starter SailingLoto
• Start date Nov 25, 2020
• Forums for All Owners
• Ask All Sailors

SailingLoto

I am going to look at a 1984 s2 9.2 tomorrow. Boat was used for 2 seasons, then stored indoors until 2008. It has sat tied to a dock (fresh water) and only sailed 2 times since then... so 12 years in the water. Other than basic sailboat stuff, chainplates, bulkheads, leaks in the topside, overall condition of the rigging, sails, soft decks, etc.... do these boats have any known issues that I should look for? something particular to this model or manufacturer?  

The first thing that comes to mind for a boat sitting in the water for that long is "SPONGE." Make sure you have a thorough moisture check done on the hull and deck. This is not a boat specific recommendation. A boat can look great but if it's saturated with moisture it might be a hopeless project. Hope not.  

Davidasailor26

I looked at one a few years ago that was in quite good shape except for leaking chainplates rotting the bulkheads. Also the engine is likely a 3GM, raw water cooled. If you have a sea trial try to get a sense for whether it still runs and cools well.  

Mark Maulden

Leaky chainplates.  

Mark Maulden said: Leaky chainplates. Click to expand

Kings Gambit

Just superstition I guess, but if the boat has been sitting in the water, not maintained, for 12 yr then I’d see it as a poor risk overall going in. No bottom job in 12 yr?  

David in Sandusky

If all 12 years were in fresh water, it‘s possible the condition could be good. If the engine works, and a survey showed most of the hull is dry, then it might be a good deal.  

kandrzejczyk

SailingLoto said: I am going to look at a 1984 s2 9.2 tomorrow. Boat was used for 2 seasons, then stored indoors until 2008. It has sat tied to a dock (fresh water) and only sailed 2 times since then... so 12 years in the water. Other than basic sailboat stuff, chainplates, bulkheads, leaks in the topside, overall condition of the rigging, sails, soft decks, etc.... do these boats have any known issues that I should look for? something particular to this model or manufacturer? Click to expand

One of my crew bought one for $860 this spring. We delivered it 200 miles. No troubles with basic boat except leaks around cabin lites and the carpet liner was nasty. Yanmar ran great. After 2-1/2 days on the boat I didn’t like it. It sailed o’k but there were stupid design deficiencies. Side decks were narrow with little room between either cabin top or rail to go forward. Mainsheet on aft rail hits you in the head if you stand behind the wheel. Diesel tank vents is in the cockpit near the sole. It overflows before the tank is full. Fill fitting on the cockpit sole. Engine control panel in t section of the cockpit at the sole. To read the tach you have to be a Russian gymnast. The stop knob is in the perfect place to kick it. To get to the mast wiring required unstepping the mast to run new antenna wire. Basically, the ergonomics of the boat suck but you could slice with it for $860  

I’m on my third S2. Had a 9.2 in late 70’s and 11.0a in the early 80’s. Loved both boats. Traded the 11.0a for a Gulfstar 44 ketch after marriage. Fast forward (still married) and bought a 11.0a 8 yrs ago. Was a slip queen but I was very familiar with the boat and did my own survey before hiring a pro. Surveyor couldn’t get over how dry the boat was And not torn up (modified) by previous owners. We made it through the trial sail with agreements both ways and bought. Fortunately, this boat was epoxy coated. Been refitting over the years and using the boat during the boating season in the PNW. The ones I’ve had and now own are (were) great boats. Having said this, the achilles heal is the chain plates. Check the bulkheads below the chain plates and the deck around them. They are a routine maintenance issue that a lot of owners neglect thus having to replace bulkheads. I was having to rebed them every year with 4200 but later have been using Mainsail’s butyl tape and it works great. Have not had to rebed one in 3 yrs. As with any boat, inspect the bottom..I found the original purchase contract in the paperwork that came with the boat. $88k in 1979!  

Well.... Turns out the boat is really a 1982 s2 8.0, in very sad condition... chain plates and portlights have leaked. An inch of water in the floor. OMC sail drive that wouldn't turn over buy hand. I am guessing either the lower has seized or the rings are stuck to the cylinders... I could stick my pocket knife through the bulkheads... 4 sails, one being a main still in the boom. It's a shame to see them get to this conditon. you can tell that it had just sat. it was not worn out, just decaying.  

I'm looking at a 1983 S2 9.2c that has been largely negleted. Are there any original parts available for these like port holes/lights, rigging, etc?  

You are not able to find oem parts from S2. You most likely will not find interior light fixtures unless you find them on a secondary mkt. Opening ports are made by Beckson. The larger “windows” can be cut by any plastic shop. Rigging is rigging...Nothing special about it and any competent rigger can help you out. S2 made the hull, deck, plastic hatches/windows, and interior. Everything else is vendor supplied.  

Good to know, I've emailed Tiara Yachts to see if they can get me hull loft dimensions so I can build a cradle or trailer. I will check out Beckson to see if they still offer something similar to what is in the boat, some of the ports have broken hinges and are just hanging on by the closing clamp. I do have a competent plastics corp. here in town, so I will probably source the Hatches and windows from them. Eaton and Quade Plastics is their name. The Interior does not look too bad, but I'm going to have to pull up the carpet and check the mast step and soul closely and hopefully there is not too much rot. .  

Scott T-Bird

here in cheap ol erie pa, lots of folks build a custom boat support out of treated 4x4 s from home depot or lowe s instead d of springng $4000 + for a new jowi cradle.  

Barnacle Bill

9.2A's are nice sailing cruising boats.  

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S2 9.2 C - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for S2 9.2 C sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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Review of S2 9.2 A

Basic specs..

The boat is typically equipped with an inboard Yanmar 2GM diesel engine.

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 6.7 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 S2 9.2 A is about 160 kg/cm, alternatively 897 lbs/inch. Meaning: if you load 160 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 897 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)?

Maintenance

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.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

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• Sailboat Guide

S2 9.2 C SD

S2 9.2 C SD is a 29 ′ 11 ″ / 9.1 m monohull sailboat designed by Arthur Edmonds starting in 1977.

• 1 / 5 La Salle, MI, US 1986 S2 9.2 C SD $15,500 USD View
• 2 / 5 La Salle, MI, US 1986 S2 9.2 C SD $15,500 USD View
• 3 / 5 La Salle, MI, US 1986 S2 9.2 C SD $15,500 USD View
• 4 / 5 La Salle, MI, US 1986 S2 9.2 C SD $15,500 USD View
• 5 / 5 La Salle, MI, US 1986 S2 9.2 C SD $15,500 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)

Shoal draft version. See S2 9.2 for more details.

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