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How to Make Dodger Cover Canvas Pattern How Much Does It Cost to Keep a Boat on the… Insurance For Older Sailboats PS Advisor: Acid Cleaning Potable Water Systems Product Hacks: Velcro, Bounce, Anti-Skid Mats and Pool Lights Stopping Holding-tank Odors Giving Bugs the Big Goodbye Five Best Cheap Clothing Options for Cold-Weather Sailing How to Scuba from Your Boat Compact Scuba Kits for Sailors Cold Weather Clothes to Extend the Sailing Season Bilge Pump Installation and Maintenance Tips Full-Time Ocean Trash Cleanup in the Arctic Circle Boats That Fly? How High Tech Rocked the America’s Cup R. Tucker Thompson Tall Ship Youth Voyage On Watch: This 60-Year-Old Hinckley Pilot 35 is Also a Working…Sabre 386 Used Boat ReviewA comfortable, capable passagemaker that sets the standard in this class and size range..  Foaming mountains of cold black water loomed out of the darkness behind me, rushing under the stern as the Sabre 386 careened down the face of another wave, bullets of icy spray pelting my foul-weather gear. I was on the midnight watch under a brilliant full moon, racing towards the British Columbia coast, 600+ nm away. A westerly gale was rocketing us home on a close reach, the self-steering vane holding a steady course despite the quartering seas. I was alone at the helm of Amiskwi , a 2005 Sabre 386, the pool inside my foul weather gear banning all hope of staying dry as the seas built. Skipper Chris and sailing buddy Rick were below, drying out and catching some much-needed shut-eye before their turn at the helm.  Chris had invited me to join them on the 2,400 nm “uphill” passage from Maui to Victoria, British Columbia, against the prevailing winds. Sixteen days out and we were in the grip of a strong north-westerly, the anemometer touching 40 knots on occasion. What a ride! I was comfortable with the Sabre 386’s performance and had no doubt that she would get us home safely. I had known Chris Read for several years. Chris & Helen purchased the Sabre 386 in 2014 after having sailed a Beneteau 393. Although Chris had worked in the BC fishing industry and had an affection for the sea, it wasn’t until retirement that they decided on their first sailboat. With experience, Chris learned the importance of sail trim and realized that in-mast furling was a compromise. He wanted a performance cruiser, and the classic lines of the blue-hulled Sabre 386 caught his eye. SABRE YACHTS HISTORYSabre Yachts was founded in 1971 by Roger & Charlotte (Charlie) Hewson on family-owned property on Sebago Lake in Richmond, Maine. Roger had been an avid sailor while growing up just north of Montreal, Canada.  He designed, fabricated, and successfully campaigned a 26-ft racing scow that he called a Sabre Scow. Working in the family construction company, Roger’s interest in yacht design and construction grew and culminated in the establishment of Sabre Yachts in Maine. Roger’s design for the Sabre 28 was the first line of boats out of the factory. The success of that design prompted a series of models designed in-house by Roger & his team. In the early 1990’s Sabre Yachts took on a young designer by the name of Jim Taylor. Taylor’s first yacht for the company was the very popular Sabre 362. With a 10-year production run of 120 hulls the molds needed to be replaced by 2002. With a modest re-design and stretch by Taylor, this became the Sabre 386, launched that same year. Production ceased after 82 hulls were completed in 2012. The company shifted focus to power boat design and construction with, unfortunately, no further sailboats on the horizon. CONSTRUCTION The Sabre 386 hull and deck are constructed of a divinycell-cored sandwich with solid glass reinforced mounting points for hardware. The hull/deck joint is an inward turned flange with the deck set on a bonding agent and bolted through the substantial teak toe rail every six inches. Part of the toe rail includes the secondary outboard genoa/spinnaker track through-bolted from amidships to the stern.  Unlike most modern boats, the interior furniture is constructed in place and glassed to the hull, adding structural strength to an already rigid hull. There is no separate ceiling liner. The finely finished deck head is simply the inner surface of the cored sandwich with plugs covering deck hardware fasteners. An elegantly simple solution as it emerges from the factory. Adding deck hardware, however, may become an issue with some extra work required to reinforce the core. Although bonded to the hull, the teak bulkheads are not mechanically fastened to the deckhead. Instead, the bulkheads are set into molded recesses in the solid ceiling. Interestingly, aboard Amiskwi in heavy seas, the aft cabin bulkhead generated “old wooden boat” creaking noises. This was remedied by injecting a sealant into the joint where the bulkhead fit into the ceiling grove. The Sabre 386 was designed with a choice of exposed lead keels, the deep draft fin (6’ 10”/ 2.08m) with the completed boat weighing in 16,900 lbs. (7,688 kg) or the shallow draft (4’9” / 1.5 m) at 17,300 lbs. (7,847 kg), both with a modified bulb at the bottom. The rudder is an elliptical foam core with a carbon fiber post, connected to the wheel by quadrant/wire system. Of the three Sabre 386s that I am aware of locally, all three suffered a skin delamination on the port side of the rudder, top to bottom. On Amiskwi the rudder was re-built, something to be aware of if contemplating a purchase. ON DECK First impressions on deck are of a clean, uncluttered space surrounded by a beautiful teak toe rail. The long coach roof slopes gently to the bow with off-white molded-in non-skid complementing the white gelcoat and teak toe rail. Stainless steel handrails provide a hand-hold, but stop at the mast. I find it curious that there are no handrails from the mast forward along the coach roof. There is certainly room for them. Two Dorade vents over the aft end of the coach roof and a pair of large opening hatches provide plenty of ventilation below deck. The side decks are somewhat obstructed by the shrouds set into a single chainplate on each side abeam the mast, mid deck. However, there is plenty of room to pass by these stays in or outboard, a welcome option when heeled over in boisterous seas.  Internal halyards exit the mast high enough to allow for a rapid jump hoist by deck crew, then out to deck organizers before reaching back to Lewmar 40 self-tailing winches and line stoppers at the trailing edge of the cabin top. This set-up is perfect for the racing crew on deck as well as the single-handed sailor remaining in the safety of the cockpit. The starboard halyard winch is a powered Lewmar 40, very nice to have for the big mainsail. The genoa winches are self-tailing Lewmar 50s accompanied by self-tailing Lewmar 46s for the spinnaker, both within reach of the helm. Foresail tracks are recessed into the side deck from abeam the mast to the leading edge of the cockpit. Control lines provide adjustability for car position, the design and quality allowing movement under load. For larger genoas and spinnakers an additional track is set up atop the teak toe rail from abeam the mast to the stern. This allows for plenty of options for sail shape. The back stay is split with a hydraulic adjuster on the starboard corner.  At the bow the stainless-steel anchor rollers have room for two anchors, the rode leading back to a vertical Lewmar windlass and a very deep anchor locker. Plenty of room here for boat fender storage. Climbing into this locker provides easy access to the base of the windlass for maintenance. Stainless steel chocks set into the toerail provide dock line access without damaging the teak. Aboard Amiskwi the Harken furler drum is set high on a toggle to avoid conflict with the anchor function. Double stainless lifelines provide security on deck with side-deck gates just forward of the cockpit. There is also a gate leading up from a small boarding step molded into the stern, very convenient when boarding from a dinghy. A swim ladder is set into the step for safety. Despite making allowances for the stern cabin just below, the well-proportioned T shaped cockpit is deep and feels very secure. The coaming is high and well angled for back support. The top of the coaming is the perfect position for driving the boat, from the lee or weather side. The footwell is deep and the opposing seat is within reach for bracing when heeled over. The cockpit is not overly spacious when compared to other boats in the same size range. The pedestal and large wheel tend to dominate the relatively small space. Chris has extended the pedestal guard to accommodate sailing and navigation instruments, further intruding on this limited space. Behind the wheel there is a raised helm seat flanked by two deep stern lockers, the lockers connect underdeck. The starboard side holds the shore power connection and forced-air heating system, the port side the hot water tank. There is plenty of white melamine cabinetry in these lockers to protect steering gear and other hardware, but it’s all removable and, once removed, there is enough room that the average sailor can easily climb into this space to service equipment. The port cockpit locker is shallow due to cabinetry covering the 40-gal. (151 liter) fuel tank. Certainly not a space that you can climb into. The melamine cabinetry is removable which allows a bit more room to work in here. It’s handy for cleaning equipment, fenders and dock lines. The port side seat can be raised to open the aft cabin hatch, allowing light and ventilation into that space when the cockpit is not in use. Engine throttle and gear shift are a single lever on the starboard side of the binnacle, right where they should be. The standard Yanmar engine control panel is high on the starboard cockpit coaming, clearly visible through a hinged plexiglass cover, unlikely to fall prey to a collision from errant boots. A low bridge deck step-over leads to the recessed companionway. A stainless-steel handrail around the top of the opening accompanies teak handrails down the four steps into the main cabin, plenty of hand holds. First impressions are of a very warm and welcoming cabin finished in glowing American Cherry paneling and trim. Immediately to starboard is the door to the head. A relatively spacious shower compartment is separated with a plexiglass door. The finish is all gelcoat and melamine cabinetry, bright, airy, and easy to keep clean. Two opening ports and a deck hatch ensures moisture can escape and fresh air can enter. A small vanity sink on a composite countertop accompanies a fresh water electric toilet that flushes into a small holding tank behind cabinetry in the shower compartment. The tank is irregular in shape and a waste -evel sensor was added to limit the chance of an overflow. From the factory there is no option for direct discharge overboard once outside the limit. A small locker at the sole is used mainly for footwear.  To starboard of the companionway is the U- shaped galley with a deep double sink on a composite counter near the centerline. Faucets include hot & cold pressure water accompanied by fresh & saltwater hand pumps. The pressure pump is located under the galley sink, fed from the two 50 gallon (132 liter) water tanks located under the settees. A low plexiglass splash shield keeps sink water out of the salon and yet provides an open, airy feel to the galley. A gimbaled three-burner Force 10 propane range is located against the hull with a cavernous cold-storage compartment (refrigerated) adjacent. The cold storage unit has both a top loading lid as well as a front opening door, both well insulated. The factory Seafrost refrigeration system is located behind the port-side settee. Above the range is a small microwave set nicely into the cabinetry. There is an abundance of storage behind louvered doors but only a limited number of drawers. With the stove, icebox lid, a refuse lid and double sink, there is a severe shortage of working counter space. Sabre does provide composite sink “toppers” that provide a bit more space, but that limits sink access. A small flip-up cutting board next to the sinks resolves this shortage somewhat. Astern of the galley, through a solid door, is the aft cabin. There is a coil spring double mattress arranged athwartships. There is plenty of storage against the hull along with a separate cedar-lined hanging locker. A large opening hatch under the port cockpit seat brings in light & fresh air. Unfortunately, the bed isn’t quite wide enough to sleep longitudinally. It shouldn’t be considered a sea berth when heeled over. Trust me, I tried!  Forward of the navigation station and galley the interior opens into the main saloon. Aboard Amiskwi the teak and holly sole complement the tan upholstery. The starboard settee stretches from the navigation station to the bulkhead, the port settee is L shaped and can be pulled into a double berth. Both are long and wide enough to be very comfortable sea berths. Chris has added lee cloths to make them so. The beautifully finished table folds up against a bulkhead bookcase when not in use, folding out across the cabin when guests are aboard. Six can be seated comfortably. The mast intrudes into the main cabin just aft of the forward bulkhead but is nicely wrapped in fabric, matching the settees. There is plenty of storage behind the seat cushions as well as against the hull above the seat backs in open storage and beautifully finished closed cabinetry. The massive chainplates are clearly visible for inspection. Under-seat storage is non-existent. This space is taken up with water tanks and batteries. There are four 12-volt AGMs, three on the centerline and one under the navigator’s seat, all readily accessible. Battery switches are at the foot of the port-side settee opposite the navigation station. The light, airy feeling of the salon is complemented by the white textured ceiling with cherry battens running longitudinally. The large deck hatch accompanies two opening ports and four fixed ports providing plenty of ventilation and light below. Handrails run the length of the cabin below the ports. The V berth is separated from the main cabin with a solid door. The hull here is lined with light wood slats with American Cherry trim, no bare fiberglass or vinyl for Sabre Yachts. An open shelf runs the length of the cabin on both sides with a pair of small lockers near the forepeak. The bed is what I would call a semi pedestal arrangement, the shoulders of the sprung mattress being accessible, the foot of the bed against the forepeak. A six-footer can stretch out here! There is a small cabinet for storage to port with a sink and pressure water. A substantial cedar lined hanging locker is to starboard. Additional drawers slide under the berth providing convenient storage above two small lockers at the cabin sole. As there are no tanks or mechanical devices below the berth, storage is remarkable, just difficult to get to. A deck hatch and two opening ports provide light and ventilation.  The 40-hp Yanmar 3JH4E diesel is enclosed in an insulated compartment below the cockpit sole. Access is reasonable through the pivoting companionway stairs, a substantial removable cabinetry in the aft cabin and side hatch in the head compartment. The stairs pivot up and prohibit access to the cockpit engine control panel while servicing the engine. A secondary starting switch would be appropriate for engine servicing. The oil filter is on the starboard side of the engine against the head compartment wall, very difficult to access from the front. The removable shower stall panel provides better access. The transmission is accessible from the aft cabin with the shaft and shaft seal under removable panels. Under power I found the Yanmar a bit noisier than expected, considering the level of sound insulation and Sabre pedigree. The standard water-lift muffler is adequate but could be improved with a secondary silencer. There is plenty of power through the three bladed Maxiprop for maneuvering in close quarters. A tight turning radius and limited prop walk in reverse gives the helmsperson with confidence. The boat goes where it’s pointed. In open water with a throttle setting of 2,600 rpm a comfortable cruising speed of 6.5 knots is reached. The Yanmar is rated at 2,900 continuous RPM and can reach the 7.6 knot hull speed if necessary. Like many classic hull shapes, the Sabre 386 performs best under sail. With a relatively deep underbody amidships and no flat bottom forward or aft of her fin keel, this 17,000 lbs boat will likely not be surfing downwind but is exceptionally stable when reaching and pointing. She leans into the wind and shoulders her way through the waves with a remarkably comfortable ride. Boisterous seas may splash aboard forward but the high coamings prevent the water from entering the cockpit. Standing at the wheel is aided by the tilted sole in the T shaped cockpit, providing level footing when healed over. Seating on the raised helm seat allows a forward view over the coach roof. The best seating, of course, is on the wide cockpit coamings using the pushpit as a back rest. The view forward for sail shape is unobstructed. Having sailed aboard Amiskwi in both local races and over long distances, the Sabre 386 is not a lightweight flyer set to dominate the round-the-buoys fleet. More a cruiser/racer than racer/cruiser, the slippery hull and deep keel with spade rudder does well against the younger up-starts with their flat bottoms and wide sterns. In ocean seas there is a sense of poise and confidence while shouldering aside unruly waves. With a beautifully elegant design and sound construction, the Sabre 386 is definitely a first-class coastal cruiser with the capability of an ocean cruiser. Turning heads at anchor or secured to the dock, this fine example is the epitome of a classic yacht. | | | SABRE 386 | | | Sailboat Specifications | | | Hull Type: | Fin w/bulb & spade rudder | | Rigging Type: | Masthead Sloop | | LOA: | 38.58 ft / 11.76 m | | LWL: | 32.50 ft / 9.91 m | | S.A. (reported): | 763.00 ft² / 70.89 m² | | Beam: | 12.66 ft / 3.86 m | | Displacement: | 16,949.00 lb / 7,688 kg | | Ballast: | 6,500.00 lb / 2,948 kg | | Max Draft: | 6.83 ft / 2.08 m | | Construction: | FG | | Ballast Type: | Lead | | First Built: | 2002 | | Last Built: | 2012 | | Builder: | Sabre Yachts (USA) | | Designer: | Jim Taylor | | Auxiliary Power/Tanks (orig. equip.) | | | Make: | Yanmar | | Type: | Diesel | | HP: | 40 | | Fuel: | 40 gals / 151 L | | Accomodations | | | Water: | 100 gals / 379 L | | Sailboat Calculations | | | S.A. / Displ.: | 18.57 | | Bal. / Displ.: | 38.35 | | Disp: / Len: | 220.42 | | Comfort Ratio: | 25.97 | | Capsize Screening Formula: | 1.98 | | S#: | 2.64 | | Hull Speed: | 7.64 kn | | Pounds/Inch Immersion: | 1,470.16 pounds/inch | | Rig and Sail Particulars | | | I: | 51.83 ft / 15.80 m | | J: | 15.00 ft / 4.57 m | | P: | 45.33 ft / 13.82 m | | E: | 16.50 ft / 5.03 m | | S.A. Fore: | 388.73 ft² / 36.11 m² | | S.A. Main: | 373.97 ft² / 34.74 m² | | S.A. Total (100% Fore + Main Triangles): | 762.70 ft² / 70.86 m² | | S.A./Displ. (calc.): | 18.56 | | Est. Forestay Length: | 53.96 ft / 16.45 m | | Mast Height from DWL: | 56.33 ft / 17.17 m | | Sailboat Organizations | | | Designer: | Jim Taylor | | Builders: | Sabre Yachts (USA) | | Additional Notes | | Shallow Wing/bulb keel:
- draft: 4.92'/1.5m
- ballast: 7,350 lbs / 3,334 kg
- displacement: 17,300 lbs / 7,847 kg | | RELATED ARTICLES MORE FROM AUTHORNice appreciation of a very nice boat. “To starboard of the companionway is the U- shaped galley….” While I’ll grant that what looks like an L- shaped galley in plan, feels like a U with the bulkhead just aft, placing it to starboard seems like a simple typo. Seafaring history is filled with more serious examples of what my father used to call, “The Reciprocal Problem.” While aft-facing nav stations are often good space savers, it is a potential source of just this trouble and requires extra care translating from the chart table to the deck. Couldn’t access the rest of this article for some reason in spite of signing in as a member. While I Am on ultrafast WiFi, and have logged in, signed in, logged on and am recognized by the site as indeed who I am, I can’t download or read the Sabre 386 review or any other articles? Very frustrated, Shawn My wife and I are still sailing hull #1 which we bought off the floor at The All Sail Show at Navy Pier in February 2004 and still love her (Granuaile) ! She sails like a dream and is very comfortable down below. LEAVE A REPLY Cancel replyLog in to leave a comment Latest Videos 24 Knot Speed Trimaran – The Dragonfly 40 Ultimate AMAZING Sailboat Drones, US Navy Deploys 65 Foot Sailing Drone The SHOCKINGLY Comfortable Million Dollar Sailboat From Moody New Sailor CRASHES and Needs Advice!Latest sailboat review.  - Privacy Policy
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 Yachting Monthly tests the Sabre 27 Product OverviewManufacturer:, price as reviewed:. What’s she like to sail? She’s not as close-winded as a modern fin-keeler but can muster respectable boatspeed on passage – quicker than her twin-keeled sisters – and handles easily. We had her gybing and tacking with alacrity and both foresail and mainsail sheets can be trimmed from the helm, which boosts her appeal for solo sailors. Her deck- stepped mast is slotted into a tabernacle and can therefore be easily lowered to get her under low bridges – ideal for canal use. She sports a single-spreader rig with fore-and-aft lowers and a split backstay, setting a small genoa relative to her mainsail, which makes for easy short-tacking but means the mainsail needs reefing early to maintain the balance of sails and helm. For both comfort and performance she needs to be sailed as upright as possible, hence Ian’s rule of thumb for a maximum of 15° heel. Her mainsheet traveller runs across the bridgedeck, which is great for sail trimming but some would consider it a hazard for unwary crew in the event of an accidental gybe. It can also impede access to the cabin, but Ian has rigged snap shackles on either end of his mainsheet tackle, so he simply unclips it when moored up. This innovation can also be used for a man overboard retrieval by simply inverting the mainsheet and then using the jammer cleat at the top of the haul. What’s she like, in port and at anchor? When Alan F Hill drew the boat, way back in 1969, his brief was to create a yacht that the ‘average wage earner’ could afford, suitable for ‘a week’s cruise with the whole family’. She clearly wouldn’t cope with one of those 13-strong families we read about in the national press, but for a family of four she ticks all the boxes (although I know some families for whom murder might be on the agenda by the end of a week in such confined quarters). There’s plenty of room on the foredeck for anchor handling and the chain doesn’t impinge on the forecabin – it goes down through a hawse pipe into a forward chain locker. The sidedecks, too, are spacious enough for a crewman to get forward safely and there’s enough elbow room in the cockpit for a crew of four to relax. Better form stability than most yachts of her era means less rolling at anchor. Would she suit you and your crew? The Sabre 27 would certainly suit – as was intended 44 years ago – a small family with a modest budget. She’d make a good starter boat, a capable coast-hopper for a cruising couple, or an easily manageable singlehander. She’s got generous accommodation for her size, is easy to handle under sail or power and her thick hull lay-up will take a few hard knocks when you’re coming alongside. In short, the Sabre is a viable alternative to the benchmark Westerly Centaur and her fin-keeled variant, the Pembroke. She’d be OK if caught out in a blow, but I would hesitate to recommend her for deep-ocean or high-latitude work. For that, you’d be better off with a heavier, slimmer, deeper-bodied boat such as a Contessa 26 or Albin Vega. It’s swings and roundabouts, though, because neither can match her for living space. Having settled on a Sabre 27, how do you choose between the fin and twin-keeled versions? The former is undoubtedly faster but, surprisingly, she doesn’t seem to point much higher despite her relatively deep draught. The latter can dry out upright on a cheap half-tide mooring and is far more versatile up rivers, on canals and in shoal waters. - THE PRINCESS PASSPORT
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 ytgoct23sabre525.jpgWhile trying to save up for college, I spent quite a few years working for a bareboat charter company in Annapolis, Maryland. At one point, the company had nearly 30 sailboats in its fleet. Part of my job was checking these boats after charters, identifying and then fixing any problems. I’m not ashamed to say, I eventually learned how to make my job easier and blazed a journey along the path of least resistance. One of my methods was to cherry pick the better boats returning from charter-that list always included a Sabre 34 Mark II in our fleet. Other boats had their gremlins and persistent, annoying issues that could inhibit my progress. Not so the Sabre. All the systems were well engineered, practical, and easy to service-if they needed servicing at all. While some other similar-sized boats in our fleet squeezed another head and stateroom into the layout, the 34 revealed more human proportions below. Details such as a drawer to hold tools, large fiddles around the galley, and wide side decks created a sound sea boat. And above all, the styling of the Mark II version is still in favor today, more than 20 years after it was designed by Sabre. Since then, this Maine boatbuilder has become just as well-known for its powerboat designs. During my sea trial of the new 40 Sedan, I realized that while Sabre hews to the same parameters that made it successful years ago, it is embracing new technology at a rapid pace.  For example, the 40, like her sisterships, uses an infusion molding process, allowing the builder to more closely monitor and improve the glass-to-resin ratios. The net result is a lighter, stronger part, with less impact on the environment. Walking around a shop that uses the process, you quickly become aware of the improved air quality. And in my opinion, a better environment for the workers often results in improved product standards. Sabre was one of the first “traditional style” builders to incorporate pod drives. They began with the Volvo IPS system, and then in 2008, started using the Cummins Zeus pod system on select models. The drives on the 40 take a very good boat and push it into the realm of fantastic. When I arrived at DiMillo’s Yacht Sales in Freeport, New York, Sales Manager Scott Shane suggested we head out the inlet into the Atlantic. Why? Because the wind was howling and the seas were stacking up in a nasty pattern. I’ve had similar days when tests are suddenly postponed because of “scheduling” issues. Yeah, right. We maneuvered out of the slip using the single-lever controls. “I’m kind of old school still,” laughed Shane as he maneuvered the 40 around like a pro, the traditional way. But the boat is also equipped with a joystick control. I’ve driven several Zeus boats with this option, and once you’re used to the sensitivity, and range of maneuvering, it becomes a very beneficial tool indeed. (Although I caution boaters that, even with such a nifty item, they still need to pay attention to winds and currents!) There’s no doubt that ease of maneuvering is a huge benefit of a Zeus boat, but what made the 40 a winner, in my opinion, was the over-the-top performance. I can’t remember having so much fun driving a boat while surrounded in plush comfort. The hole-shot was noteworthy. There was no bellow of smoke, or waffling to get on plane. Even in about four-foot seas, with some significantly higher rollers, she hit plane in less than 12 seconds. During a delivery, Shane discovered her sweet spot at 2,600 rpm. Despite our weather conditions, we were able to duplicate that spot. At 2,600 rpm, we maintained 25 knots, burning a total of 26 gallons per hour with a pair of 380-horsepower Cummins QSB5.L diesels. That is a very economical package. Though the crests of waves regularly blew across our bow in streams of white foam, we remained dry-except for some spray from the occasional swell that surpassed the six-foot mark. Keep in mind, we were hitting some high speeds. Yet remarkably, we never took a drop of water through the salon’s opened sunroof. The Sabre 40 responded to finer adjustments at the wheel, and the modified Vshaped hull sliced through the waves with little protest. Hard over, almost no speed was lost and she turned in less than a boat length. I had to pinch myself to remember that I wasn’t on a high-performance center console, but a 26,000-pound coastal cruiser. We experimented with the Zeus automatic trim tab system. Shane, who has been running boats since he could walk, acknowledged that the computer was better at working the tabs than he was to achieve optimum speed. We hit a top speed of 31 knots in the calmer waters inside of the inlet, while only recording a sound level of 78 decibels. (The normal level of conversation is about 64.) This is impressive, and a good portion of the sound was coming from water noise on the hull. The silence of the Zeus drives, the quiet underwater exhaust, and Sabre’s own sounddeadening efforts had only revealed what is usually masked by the roar of engines. Like that 34-foot sailboat, the 40’s systems, albeit far more extensive, are easy to service. Service points on the Cummins were inboard, and outboard access was more than ample. Our test boat featured the standard 9.0 kW Onan generator.  The interior arrangement reflects a growing trend in this market for enclosed sedan models, suitable for a cruising couple with the occasional guests (although a flying bridge model is available as an option.) With the overhead and aft salon windows open, you can welcome in the sun and breeze. And there’s also a great sense of roominess thanks to the 14-foot beam. The L-shaped settee to port is perfectly positioned for guests to see their surroundings. In my opinion, a little more thought could be given to the starboard side of the salon. On our test boat, there was a barrel chair and end table. Perhaps a straight settee would be more functional. At the helm, Sabre incorporated two Stidd seats. A seated helmsman has excellent lines of sight, including aft, directly through the transom door for closequarter maneuvering. The opening door at the helm is a great touch.  The galley arrangement worked perfectly. It’s a step down, which removes the activity from the salon while still keeping the cook engaged. The starboard guest stateroom has double sliding doors that really open up the space. If it’s just two of you, this area could easily serve as an extension of the master stateroom forward. Here, the island double is low enough to avoid requiring a Herculean effort to make the bed, and the space benefits from abundant natural light and air. The single head can be accessed from the stateroom or passageway. Although this 40 is worlds apart from the 34 I first worked on, the company continues to keep an eye on the same sensible touches like grippy nonskid, plenty of beefy cleats, a double anchor windlass, and a great cockpit. You add in the peppy, yet economical performance, and it’s evident that the builder has yet another winner in its stable. Sabre, (207) 655-3831; ** www.sabreyachts.com** - More: Downeast , Sabre Yachts
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COMMENTS
Aug 16, 2018 · Catalina's are fine boats but they are not in the same league as a Sabre overall build quality wise. Things such as screwed in bulkheads on a Catalina vs. tabbed & stick built (fiber glassed) bulkheads on the Sabre to teak and holly soles vs. bare fiberglass on the C-30 to a shoe box deck/hull joint on the C-30 vs. an overlapping joint on the ...
Seen some Sabre and Grand Banks East Bay for good prices on preowned market Could anyone comment on these three models of boats? All three look very nice to me. Concerned with seaworthiness and overall quality. Of the boats I looked at the Sabre is twin inboards with pods, East Bay twins with shafts, and Back Cove single with shaft.
The Sabre facility features 4 production lines and over 150 employees tasked with building 7 different models. Sabre has invested a great deal of capital into equipment and automation to further increase production efficiency, but they will never jeopardize the human element that makes each of their yachts special.
Oct 22, 2014 · Yes a boat in good repair and outfitted for such a cruise, the Sabre could be termed a strong boat for "Light Offshore" use. One of the differences among boats i.e. Westsail and Sabre the shape and design of the two boats would impact the feel of the boat "sea kindly nature" in various sea states. That would be a subjective feel.
Jul 12, 2024 · Create a perimeter, and the boat moves within the circle. Not sure what to do? Let the joystick go, and the yacht holds position. The system worked smoothly and came in handy while waiting for bridges. The Great Outdoors. Cruising is the primary mission of the Sabre 43 Salon Express, and part of the cruising experience is entertaining friends ...
Jul 4, 2012 · I'm a bit confused by the way folks judge "build quality." I just went and looked at my first Sabre, a 38 Mk II. In the interest of full disclosure, I should say that I did very much like it, even though the listing broker is a tad optimistic (described as well maintained and bristol, turns out to be a bit of a project and looks like no-one has touched it in over a year) on condition and price .
Sep 5, 2018 · Sabre Yachts. Cherry battens are on the interior hull sides in the staterooms, a design touch that’s a big step up from fiberglass liners. The head and shower soles have custom tile. Drawers are dovetailed maple. There’s even wood trim in the utility room, which Sabre had space to include thanks to the compact IPS drives.
Apr 24, 2024 · Roger’s design for the Sabre 28 was the first line of boats out of the factory. The success of that design prompted a series of models designed in-house by Roger & his team. In the early 1990’s Sabre Yachts took on a young designer by the name of Jim Taylor. Taylor’s first yacht for the company was the very popular Sabre 362.
Jun 18, 2013 · Better form stability than most yachts of her era means less rolling at anchor. Would she suit you and your crew? The Sabre 27 would certainly suit – as was intended 44 years ago – a small family with a modest budget. She’d make a good starter boat, a capable coast-hopper for a cruising couple, or an easily manageable singlehander.
Oct 23, 2009 · Sabre was one of the first “traditional style” builders to incorporate pod drives. They began with the Volvo IPS system, and then in 2008, started using the Cummins Zeus pod system on select models. The drives on the 40 take a very good boat and push it into the realm of fantastic.