are sabre yachts good

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How are Sabres higher quality?

• Thread starter Scandium
• Start date Jul 23, 2019
• Brand-Specific Forums
• Sabre Sailboats

You would also find the 'specs' of a BMW M5 and a Ford Mustang GT similar. But one for sure is a 'better' car. Because it's built to a different (higher) price point. Same thing in boats. Sabres are 'better' mostly in the detail of their construction, and to a certain degree their materials. Some of this makes them better boats, some of it personal taste. Mind you none of this makes them inherently more seaworthy, or fast. Design and construction technique, and economies of scale can make a production boat of similar performance and capability. PS - often heavier construction is simply the cheapest.  

both are nice boats. both will get you from A to B safely. it will come down to how well the boat you buy was looked after.  

Stu Jackson

This is a discussion of why people chose one model over another, and represents some folks' choice process. http://www.c34.org/faq-pages/faq-c34-owners-review.html  

Kings Gambit

What I’ve noticed generally is that the yachts at the low end of the price range for their length (e.g. 40 ft) have more quality variance in the details, or “trim” level. That is, the lower-priced ones will have more examples of “cheap” components than the higher-priced ones. To produce yachts at or below a certain market-based price point, high or highest quality cannot be maintained for every component. For example, whether SS deck cleats or aluminum, chocks or no chocks, SS chafe guards or none, cabin liner or none, lead keel or cast iron, high-quality SS lifelines w/high-quality pelican hooks versus lower quality lines with “cheap” snap shackles, SS port light frames or plastic, fully bronze thru-hulls and valves or other; it goes on and on right down to the placements (e.g., functional or just plain idiotic) of cabin lights & their quality. Also, importantly, the quality and beauty of interior joinery. It is warm with wood and wood tones, or comparatively stark and “uninviting” with synthetic paneling or similar, etc. In terms of hull/deck construction, you might see decks thru-bolted to the hull versus glued & screwed. Bulkheads tabbed to the hull or not. Masts keel-stepped or deck-stepped, etc.  

WadeBoggsCarpetWorld

One difference: the interior of the Sabre 30 is "stick built," whereas the Catalina 30 is "pan built." That means that all of the furniture inside was constructed from wood, and any attachment points were tabbed to the hull. A boat that's pan built has a molded fiberglass liner on the interior, which holds all the furniture and often makes up the cabin sole. A liner is nice because it's waterproof, easy to clean, and doesn't have to be refinished. It's also much easier to make for production boatbuilders, as you don't need to employ as many carpenters. However, it's a nightmare if you need to gain access to anything underneath it that the builders didn't think about. If there's not an existing access hole, such as for the bilge or thru-hulls, you gotta cut one yourself. On a stick built boat, you could just take apart the cabinet or settee and there's your hull. I grew up sailing a Pearson 30 (pan built), and the first boat I owned myself was a Sabre 30 mk2 (stick built). After experiencing the limitations of an interior liner, I decided I would never own a boat that had one.  

Having owned multiple Catalina's a 30, 310 and a 36, and having approx 40+ customers with Sabre's, I can say without a doubt there is little comparison in terms of construction quality between a Sabre and Catalina. 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 Sabre. Balsa vs plywood coring. Lack of wood in the keel stub of the Sabre, Catalina smile very common vs. extremely rare on the Sabre. The list goes on. Nothing wrong with either boat, but there is no doubt the Sabre is built to a higher level. I know this because I crawl around the inner-workings of boats for a living.... All that said what matters when buying a used boat is maintenance history & condition, condition, condition....  

This is an impressive scroll of valid reasons which I think support Sabre's quality, and some I hadn't thought of. I'll only add that a portion of the perceived value of some boat designer/builders, is mystical. Experienced buyers will seek these popular (like Sabre) used boats out and likely keep them in good nick. That in turn adds $ value as buyers (like OP), will pay a little more to own one. Hinckley is a classic example of out of date boats that have increased in value over decades. The high quality accounts for the bulk of this increase (especially high quality components that last), but some has to be attributed to the Hinckley mystique. The Sabre name has a little of that mystique.  

Here's a different tack for ya. You're looking at quality vs cost, your wife is looking at amenities, and the clock is ticking. Believe it or not, the clock ticks faster as time goes on and if you don't believe that, ask your parents. If you have a family now, just wait a few minutes and you'll have grandkids! If you don't believe that, ask your grandparents! Okay, here's what you do: Bypass that little 34 'cuz in ten years it'll be too small anyway. Teenagers happen before you know it and they need "their space". Start looking now in the 40-ft range with two heads and more room to handle everybody. Going from one boat to another costs time and money. The money you can earn but time you can't, once it's gone, its gone forever. The time it takes to fix up the current boat and sell it isn't so much but on the bigger boat it is. The expense and hassle of changing boats is a lot (unless, maybe, you're in sales). Save your time and you wife's, start looking at the 40 footers before its too late!  

Maine Sail said: Having owned multiple Catalina's a 30, 310 and a 36, and having approx 40+ customers with Sabre's, I can say without a doubt there is little comparison in terms of construction quality between a Sabre and Catalina. 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 Sabre. Balsa vs plywood coring. Lack of wood in the keel stub of the Sabre, Catalina smile very common vs. extremely rare on the Sabre. The list goes on. Nothing wrong with either boat, but there is no doubt the Sabre is built to a higher level. I know this because I crawl around the inner-workings of boats for a living.... All that said what matters when buying a used boat is maintenance history & condition, condition, condition.... Click to expand

Good luck for sure, we also considered just jumping to a brand new Jeanneau 440 at just under $400k, and the payments to go with it! Found the C310 and it was the right boat for the right time for us.  

John Nantz said: Here's a different tack for ya. You're looking at quality vs cost, your wife is looking at amenities, and the clock is ticking. Believe it or not, the clock ticks faster as time goes on and if you don't believe that, ask your parents. If you have a family now, just wait a few minutes and you'll have grandkids! If you don't believe that, ask your grandparents! Okay, here's what you do: Bypass that little 34 'cuz in ten years it'll be too small anyway. Teenagers happen before you know it and they need "their space". Start looking now in the 40-ft range with two heads and more room to handle everybody. Going from one boat to another costs time and money. The money you can earn but time you can't, once it's gone, its gone forever. The time it takes to fix up the current boat and sell it isn't so much but on the bigger boat it is. The expense and hassle of changing boats is a lot (unless, maybe, you're in sales). Save your time and you wife's, start looking at the 40 footers before its too late! Click to expand

Scandium said: But as you know it's hard to stop looking.. Click to expand

any opinions on sabres for "light offshore" sailing? Like I said for example Chesapeake to RI, Maine, bermuda or carribean? Are they strong enough? Is storage too limited below a certain lenght, say 38 ft?  

You are talking about a boat that could be from the 70's and 80's. Most certainly they were built strong enough to sail those waters. The question really is can you sail those waters. Are you a competent skipper. Will you select a weather window to accomplish the cruise safely? Will you select crew that can stand watch and allow you to catch some sleep safely or wake you if conditions warrant it? Will you select a boat that is in a condition to go in water you choose? Will you spend the time and money to refit a boat that could be 30 plus years old to prepare it for such a journey? From the sailboat data site. "As of 2012, Sabre ended production of sailing yachts though they have said it could be restored should the market improve". A 7 year old boat could be immaculate or was scrapped in last years hurricane and it is on the market for "very good price". SO it is less the boat and more the skipper. As the Skipper controls all the variables.  

Scandium said: "light offshore" Click to expand

jssailem said: This is a nebulas term. Not clear of the meaning. Can you please clarify what you mean? Click to expand

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Sabre’s Storied 50-year History and Unwavering Success

May 1, 2020 | Magazine , News , Sabre Yachts | 0 comments

Sabre Yachts officially got its start in 1970 building small production sailboats in Southeastern Maine. Before that time, founder Roger Hewson was working in his family’s construction company when he decided to design and build his first boat: a wide, blunt-nosed sailing scow that he named for its length and impressive speed in cutting through the water—like a Sabre. While attending McGill University Roger met a young lady named Charlotte, fell in-love and eventually they would marry. Charlotte’s family happened to have a large property in Raymond, Maine where they operated a popular girls summer camp. Although 25 miles from the nearest ocean put-in at Casco Bay, the couple decided to build Sabre Yachts from this location.

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Sabre 45 Salon Express Video Review

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Sabre Yachts 45 Salon Express Video Review

Category: Downeast Boats | Brand: Sabre Yachts

Learn more about the layout and amenities of the Sabre 45 Salon Express with this comprehensive video walkthrough from Yachting Magazine.

There are certain designs that never go out of style. On the contrary, they’re the ones that set boats apart from one another. Case in point, Sabre Yachts, whose classic downeast style and lines, meticulous attention to detail, and quality construction techniques makes it the envy of the marine industry. And now, Sabre presents its 45 Salon Express. The latest yacht to join the lineup from this prestigious builder.

Read Full Video Transcript

For Yachting Magazine, I’m captain Ken Chrysler. Welcome aboard. The timeless and pleasing exterior design of the Sabre 45 Salon Express is quite evident, whether she is underway, at a favorite Anchorage, or at the dock. She sits between the current Sabre 42 and 48 Salon Express models which have been in the line for over the past eight years. The Sabre design team saw an opportunity to split the difference and to offer their clients a very capable, long-range cruising yacht with space for guests and for all the utilities and appliances they may want to have onboard.

Boarding is safe and convenient via access gates to port and starboard and once in the cockpit you are greeted by an ample and well laid out seating area with a transom couch and accompanying table, perfect for alfresco dining.

Access to the engine room is via a large and sturdy hatch and, once inside, the hands-on skipper has all the room necessary to do all required maintenance and critical fluid checks. Yet one of the many examples of Sabres ability to utilize space. By the way, those are Volvo IPS 600 pod drives, allowing for the optional Seakeeper 5 gyro and standard Cummins Onan 11.5 kilowatt gen set. And when necessary, an electrically operated awning deploys with the touch of a button.

Entering the salon, one can’t help but notice the robust and sturdy stainless steel framed door. And once inside, Sabre’s attention to detail stands out. Deploy the aft window and the cockpit and salon join forces to create a joined space. There’s a seating area to starboard and a couch to port. And that starboard high-low table can create an extra sleeping berth if necessary.

Moving forward and to starboard are a pair of Stidd helm seats with a joystick controller conveniently located on the captain’s armrest.The helm itself, and as is found everywhere on the Sabre 45 Salon Express, is a masterpiece of fine wood with all controls and switches within easy reach. And for added convenience, to the starboard side, there is the standard helm door leading to wide walkways and sturdy rails. With wide windows everywhere and optional sunroof overhead there’s plenty of ambient light.

With her pod drive configuration, Sabre designers found yet more additional space below the salon’s deck. Here you will find a full size washer and dryer as well as more than ample room for a host of non-perishable items and other necessities for those extended cruising times.

Port of the helm and three easy steps down is the fully found galley, and again, a spacious storage is accessed by a convenient hatch in the deck. The galley’s proximity to the salon keeps up with the social theme of this boat’s layout and just opposite the galley on the bulkhead is the breaker panel. Three more steps down and you enter the living accommodations. Immediately to starboard are the double berth guest quarters which can convert to a single berth. Access to the head is via a door in the quarters or out in the hallway. Fully forward is the master stateroom with ensuite head. Surrounded by rich woodwork whose fit and finish lives up to Sabres standards of excellence, there is plenty of storage space in closets and drawers.

If you’re in the market for a fully found cruising yacht that sets itself apart from the others, you owe it to yourself to set up a visit and sea trial aboard the Sabre 45 Salon Express. You will not be disappointed. For Yachting Magazine, I’m Captain Ken Chrysler and I do hope you’ve enjoyed your time aboard this fine yacht as much as I have had showing you around. I’ll see you on the docks and hopefully out on the water.

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• Sailboat Reviews

The Sabre 28 is an above-average coastal cruiser that should appeal to a couple or small family.

The Sabre 28 was the smallest boat in the line produced by Sabre Yachts of South Casco, Maine for much of the company’s history. The production run of the 28 lasted 14 years, from 1972 to 1986.

The Sabre 28 was the only model produced by the company until 1977, when the Sabre 34 entered production. In 1979 the gap between the Sabre 28 and the 34 was filled with a 30-footer of a design very similar to that of her two sisters. In 1982, the Sabre 38 was introduced, and features both a standard and an aft-cabin layout. A 32 was added in 1984, a 36 in 1985, and a 42-footer in 1987. Along the way, the 28 acquired a ketch-rig option. The 28 was dropped at the same time the 42 was introduced.

All boats in the Sabre line are of the modern cruiser-racer type, with fin keel and skeg-hung spade rudder. With a 1981 base price of about $37,000, and an average delivered price in southern New England of about $40,000 without sails or electronics, the Sabre 28 was a relatively expensive 28′ boat.

Despite a fairly high initial cost, the Sabre 28 has proved to be a good investment for her owners. One owner responding to The Practical Sailor’s boatowners’ survey reported that he paid $14,900 for his boat in 1973. That same boat in 1981 was worth about $24,000. A Sabre 28 purchased in 1976 cost $22,000, and was worth about $29,000 in 1981. The collapse of market values in the ’90s is evident in the latest figures, however: a 1986 Sabre 28, which cost $48,900 new, is now worth only about $34,000. This is typical of recent trends, and does not reflect on the Sabre 28—indeed, it’s held more of its value than many boats.

Owners report that the primary motivation for purchasing the boat can be summed up in one word: quality. Sabre is quite conscious of their producing a high-quality boat. The boat attracts buyers willing to pay a little more than average for a boat that is better than average.

As with all boats that have been in production for a number of years, the design of the Sabre 28 has evolved and improved over the years. In particular, a number of minor changes were made in August, 1982, some of which are noted below. Therefore, the price of a used Sabre 28 may be a function of whether it has some of the more desirable features.

The Sabre 28 is conventionally modern in appearance. She has a modest concave sheer, straight raked stern, and short after overhang.

Construction

The hull of the Sabre 28 is a slightly heavier-than-average hand layup of mat and roving. Some roving print through is evident, but there are no visible hard spots in the hull. Gelcoat quality is excellent.

There are optional hull and deck colors besides the stock white on white. On an early Sabre 28 we examined, the red gelcoat had faded to a dull pink, and the boat was past due for painting. In general red hulls are more susceptible to fading.

The deck of the Sabre 28 is balsa-cored for stiffness, with plywood inserts at stress areas such as winch mountings. The hull-to-deck joint uses a fairly standard internal hull flange, butyl-bedded and through bolted on 6″ centers with stainless steel bolts. These bolts also serve to attach a vinyl rubrail and the teak toerail: The hull-to-deck joint is through bolted across the transom.

All deck hardware, including stanchions, pulpits, and cleats, is through bolted and backed with thick aluminum plates which serve to distribute load. The stem fitting is a well-finished aluminum casting.

Skin fittings are recessed flush with the hull surface. All underwater through hull openings are fitted with bronze Spartan seacocks. Spartan seacocks have a short, lipped hose tailpiece rather than the more typical long straight tailpiece of other seacocks.

This short tailpiece precludes double clamping of hoses. This single hose clamp on below-water fit tings is fine as long as the hose clamps are kept tight. We recommend that they be checked at regular intervals.

In general, construction details are among the best that we’ve seen on a production sailboat. All fillet bonding is absolutely neat. There are no rough fiberglass areas anywhere. All exposed interior fiberglass surfaces, such as bilges and the inside of lockers, are gelcoated or painted.

Although tiller steering is standard, about 90% of the boats were delivered with Edson pedestal wheel steerers equipped with Ritchie compasses. The wheel steering option has proven so popular that in 1976 the cockpit of the Sabre 28 was redesigned to accommodate the wheel without interfering with the seating arrangement. Access to the rudder stock for emergency steering is via a plastic plate in the cockpit sole. An emergency tiller is provided with wheel-steered boats.

The mast of the Sabre 25 is a straight section Awlgripped aluminum extrusion built by Rig-Rite. Internal halyards, internal clew outhaul, topping lift, and two-point jiffy reefing are standard, as is a transom-mounted ball-bearing mainsheet traveler. The mast is deck-stepped in an aluminum casting. In new boats, this mast step has been redesigned to incorporate attachment points for blocks, facilitating the leading of halyards aft to the cockpit. Halyard winches mounted on the cabin top are another popular option.

Mast compression is transferred to the hull structure by a teak compression column incorporated in the main bulkhead. Shroud chainplates are heavily through-bolted to the main bulkhead, which is solidly glassed to the hull.

Originally, the Sabre 28 was rigged with single upper and lower shrouds. In 1975 forward lower shrouds were added to reduce mast pumping under sail and vibration at the mooring. Mast vibration in high winds, even at anchor, is a common problem with deck-stepped masts. Not all older Sabre 28s have been retrofitted with the additional set of lower shrouds. If purchase of a pre-1975 model is contemplated, be sure to ascertain that the forward lower shrouds have been installed.

The ballast keel is an external lead casting, well faired to the hull. Keelboats are accessible in the bilge for periodic tightening.

Construction of the Sabre 28 is strong without being overly heavy. There is no evidence of hurrying to finish the job anywhere in the boat.

Handling Under Sail

With optional wheel steering, optional cockpit-led halyards, and optional self-tailing headsail sheet winches, the Sabre 28 can easily be handled by one or two people. The mainsheet is within easy reach of the helmsman. Unfortunately, his head is also within easy reach of the mainsheet when jibing, except on newer boats; the mainsheet was relocated to the cabin top in 1982.

With main chainplates set well inboard, the headsail sheeting base of the boat is quite narrow, particularly if the boat is equipped with the optional inboard genoa track in addition to the standard toerail-mounted genoa track, The sheeting base is, for example, almost a foot narrower than that of the Hunter 27. This allows the Sabre 28 to be reasonably close-winded. With her relatively small wetted surface and a big genoa, she will be fast in light air.

Unless the water in your cruising area is spread very thin, we suggest you look for the standard keel version rather than the shoal keel. The shoal keel presents a less efficient lateral plane for windward work.

Some attention will have to be paid to the size of headsail used. Owners report that, although the Sabre 28 more than holds her own with other boats of her size and type, she is not a particularly stiff boat. Owners consider her performance well above average, although her PHRF rating suggests only average performance compared to similar cruiserracers. Due to the off-center solid prop, the boat may be faster on one tack than the other, and owners who intend to race the Sabre 28 should experiment to see if this is the case.

Handling Under Power

Several different engines were used in the Sabre 28. Until 1975 all were equipped with the Atomic Four gasoline engine. In 1975 a 10 horsepower Volvo diesel was offered as an option. In 1978, both these engines were dropped, and the Volvo MD7A diesel became standard. The MD7A is a two cylinder engine rated at 13 horsepower. In 1981 it was replaced by the Westerbeke 13.

The propeller shaft on the right hand turning Atomic Four is offset to port. On the left hand turning Volvos, it is offset to starboard. On the earliest Sabre 28s the shaft was on centerline. This change in engines from right hand to left hand rotation means that replacement of engines in off-center located Atomic Four powered boats will be limited to either the Atomic Four gas engine or some other right hand turning engine. Otherwise there will be considerable compromise in handling characteristics under power.

Owners report that engine access on early Atomic Four equipped models is poor. In current Volvo-powered models, access for routine service is good. Some joinerwork disassembly—planned in, fortunately—is required for engine removal, Routine service is via doors and panels.

There is no oil sump under the engine. Access to the stuffing box, needed annually for repacking and adjustment, is poor. Engine instruments—a full bank, with no idiot lights —are mounted in the bridgedeck, with engine starting and stopping controls under the helmsman’s seat. While this may seem awkward at first, it does protect the always-vulnerable ignition switch from water. This is an unusual, but reasonable arrangement.

Owners consider the boat’s handling under power to be good. With her fin keel and spade rudder, she will turn in a tight circle. Owners report that any of the engines will drive the boat at or near “hull speed” under most conditions,

Deck Layout

In 1976, a foredeck anchor well was added to the Sabre 28. The well is large enough to hold adequate primary ground tackle for the boat. It has provision for securing the bitter end of the anchor rode in boats built since 1982. We would add an eyebolt or U-bolt to the well for this purpose if it is not already there.

The water tank vent is located in the anchor well. This is a rational location for an item whose position is commonly an afterthought. Frequently, tank vents are located in the topsides, just below the sheer, This can cause backsiphoning of salt water into fuel or freshwater tanks. We saw this occur on several boats—not Sabres—in the 1979 Marion-Bermuda race, which featured four days of slogging to windward in heavy air.

The Sabre 28 is one of the few boats we have seen that uses Skene bow chocks. Skene chocks effectively hold the anchor rode or mooring lines in the chocks, even if the boat sails around on her anchor. This is an important consideration in many modern boats, for the Sabre 28, like many modern sloops of moderate displacement, probably sails almost as many miles while anchored or moored as when underway.

Heavy teak handrails and a very effective molded-in nonskid surface facilitate movement on deck in a seaway. The side decks are of necessity narrow due to the wide cabin trunk.

The cockpit of the Sabre 28 is large and comfortable. It is as large a cockpit as we would consider safe for offshore sailing on a 28′ boat. With wheel steering the cockpit easily seats five.

Cockpit lockers deserve special comment. There are two molded-in recesses in the winch islands, handy for winch handles, sail stops, and other small items. There is a shallow lift-top locker under the port cockpit seat, a deeper locker under the helmsman’s seat, and a deep locker under the starboard seat.

The deep starboard locker is bulkheaded off from the bowels of the boat so that sails, fenders, and lines will not migrate to the depths of the bilge. This locker contains built-in holders for the companionway drop boards and emergency tiller, as well as a shelf arranged for line stowage. Although the lid to this locker is a little small for the easy removal of sails, it is one of the best designed cockpit lockers we have seen.

By comparison, the companionway is a bit of a disappointment. Although it is suitably narrow and has a good bridgedeck, the opening is sharply tapered, allowing removal of the drop boards by lifting them only about an inch.

The drop boards themselves are 1/2″ teak-faced plywood in early boats, solid teak in post-1982 models. The exposed edge grain of the plywood core will soon turn gray unless the boards are well varnished. Eventually they may delaminate. We believe that plywood should not be used where it will be subject to weathering. Frankly, the boards look a little cheap on a boat of this quality.

Newer boats have a transparent smoked plexiglass companionway hatch top. Older boats have fiberglass hatches. The plexiglass hatch allows a good deal of light below.

At night, when tied to the dock, it also allows people on the dock to stare into the main cabin. An often forgotten corollary to transparent hatches is that if they allow light below during the day, they allow it out at night. The glare of a white light belowdecks can wipe out the helmsman’s night vision. Not a common problem, admittedly, but a real one nonetheless.

The first impression of the Sabre 28 belowdecks is that she is roomy, neat, and well-finished. Headroom is 6′ under the main hatch, and an honest 5′ 11″ in the main cabin.

The forward cabin contains V-berths with a filler to form a double. The 30-gallon molded polyethylene water tank is located under the forward berths. There is a drawer and a bin under each berth.

With the forward hatch open, it is possible to stand and dress comfortably with the berth filler removed.

The head is full width and closes off from both the forward cabin and main cabin by doors. The Sabre 28 came standard with a 22-gallon holding tank. A Y-valve diverter was optional.

Despite a lot of teak bulkheads and trim, the main cabin is bright and attractive. There are substantial grab rails overhead. The port settee extends to form a double berth. With all berths filled, the Sabre 28 sleeps six. Frankly, six people on a 28′ boat is too many, even for a weekend. We would prefer an alternate four-berth interior arrangement that provides a larger galley. Some older Sabre 28s are equipped with such a layout.

A bulkhead-mounted fold-down cabin table seats four comfortably. It is secured in the folded position by a screw-type hatch dog, a good idea, since a rattling table can drive you to distraction.

At the after end of the main cabin, the galley is located to starboard, with a quarterberth to port. Galley storage is good, with four drawers and several lockers. The galley sink is located just off centerline, almost under the companionway. While this location is good for ensuring that the sink will drain on either tack, care must be taken going below when well heeled on the port tack to avoid stepping into the sink.

The galley stove is a recessed two-burner Kenyon alcohol stove. Stoves of this type, which have integral fuel tanks with the fuel fill located between the burners, present a potential fire hazard if the fuel tank is refilled before the burners have cooled adequately.

On pre-1982 boats, the icebox is well insulated with the exception of the top. Given the fact that Sabre has gone so far as to install an icebox pump to keep ice melt from smelling up the bilge, we were pleased to see them complete the otherwise well designed icebox in 1982 by insulating the top and lids.

Wiring, plumbing—in general, all finishing details—are well designed and neatly finished. The location of the main electrical panel next to the companionway, where it is vulnerable to spray, is an exception to the generally well thought out installations.

Four opening ports are standard; an additional hatch over the main cabin is optional. We recommend this additional ventilation if the boat is to be used in a warm climate. The dorade box over the head is the only provision for foul-weather ventilation.

Conclusions

The Sabre 28 is an attractive, well-built, well-finished boat. Although her price is above average, construction and finish details are also well above average for a stock boat. Despite her modern underbody, she is a conservative design, conservatively built.

The Sabre 28 is neither an all-out racer, nor an allout cruiser. She is a good compromise boat, strong enough to cruise with confidence and fast enough not to embarrass.

She is good-looking in a modern way, without being so modern as to be trendy. She will probably not appeal to the hard-core traditionalist, nor to the flat-out modernist. She appeals mostly as a well turned out coastal cruiser for the couple or a small family. The Sabre 25 may be no Swan, but she’s a long way from an ugly duckling.

RELATED ARTICLES MORE FROM AUTHOR

Appreciate your in depth comments on this yacht. I raced aboard one on Long Island Sound in the mid 70’s. I echo your sentiments and conclusion.

Is the motor cruiser version safe to use in the offshore UK waters?

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Sabre Yachts are perhaps one of the most well-known downeast-style boats on the water today. The classic Maine "Lobster Boat" as they were once called, are designed to handle choppy seas while keeping the captain and guests comfortable to enjoy their day on the water.

Learn More About Sabre And Find Your Next Boat

Since 1970, Sabre Yachts have been crafting some of the most luxurious downeast yachts in the industry. Based in Maine, the company’s founder, Roger Hewson, set out to build the finest 28-ft sailing yacht, which enabled him to produce 29-45 foot sailboat models for the next forty years.   In 1989, the “Fast Trawler” was introduced and made the Sabre name become a prominent one. In 1995, Sabre then obtained North End Composites of Rockland, Maine – a large manufacturer of marine molds and fiberglass parts. Having this relationship allowed Sabre to produce powerboat models from 38 to 66 feet with Salon Express and Fly Bridge variations using up-to-date technology and production line methods. Now Sabre acquires two boat yards, one in Raymond and the other in Rockland connected by their sister company, Back Cove Yachts. 

List Of Sabre Yachts On The Brokerage Market

• Page 1 of 5

Sabre and Back Cove employ what they call “boat parents” – these are employees who follow each boat through the manufacturing process and act as the eyes of the consumer. In order to correspond to this process, all boats are given a 600-point inspection over six separate stages, which ends with a twelve-page report to be inspected. This cycle led to the Sabre name having a reputation – a company that values its product to the most extremes. Throughout the years Sabre has become a well-known and established name by listening carefully to its owners and dealerships. Continuously refining their product, Sabre has taken pride in designing and manufacturing boats that make sense to boaters. Offering cruise speeds of 25 knots with top end speeds in excess of 30 knots, Sabre models have established themselves to have top quality features and innovative designs.

From her functional foredeck to her top-of-the-line deck hardware, the 66 Dirigo is the largest and most luxurious Sabre motor yacht to date. Debuting in 2015, the 66 is the first American-built Downeast-style motor yacht of this size. Making great impressions for any boat goer, the 66’ offers a spacious and comfortable cockpit that is suitable for any social gathering. Entering the saloon via two glass sliding doors with stainless frames, you will see an unusually open floorplan with light shining in from the glass doors aft, three windshield panes forward, and the super-sized skylight. Cherry cabinets and fine granite countertops are placed throughout making every detail catch the eye. The helm deck is elevated with a three-person L-shaped settee, which is made with classic blue leather. Below deck in the accommodations, you can find a surprising amount of standing headroom within the midships master and a VIP stateroom with a walk-around queen bed. Underway, this model powers along, smooth and strong making it a lovely ride in any condition. Crafted by boat builders with decades of experience, her systems are modern and functional making this model one of the best from Sabre Yachts.

54 Flybridge

Sophisticated and welcoming, the 54’ Flybridge was created to offer not just a boat, but also a truly luxurious experience. Completed with a L-shaped settee and captain and mates seating, the 54’ creates an enhanced cruising experience for any boat owner. Featuring three berths, two heads, a half-up galley, and a spacious salon – this model is perfect for those looking for that weekend getaway or cocktail cruise with some friends. The cherry joinery in the salon glows from the effects of the outdoors coming in. Among the salon sits the galley a few steps down, which features clean lines and top appliances that can be seen with the light pouring through. Plenty of stowage can be found in the forward stateroom, with an opening overhead hatch and an ensuite head with a circular door. Not only are the accommodations appealing, but the engine room features gelcoat interior and diamond plate sole. Easily accessible, the engine room displays state-of-the-art equipment, and most notably has low noise. This model is no stranger to those who appreciate high standards for a downeast-style boat and will provide a smooth, enjoyable cruise.

48 Salon Express

An ideal combination of evolution and revolution, the 48 Salon Express is most notably known for its exterior profile that gives credit to her performance. Cruising at 27 knots with an open throttle, the 48 can even reach up to 32 knots comfortably. Low sound levels make this model easily enjoyable while cruising, while the pod drives and joystick controls give every boat operator confidence to dock her in any condition. Designed with light and space in mind, the two cabin, two head layout is supplemented by a utility space forward of the engine room that can be used as additional crew space. The galley-down layout allows guests to enjoy preparing food and drink for any gathering. The cockpit also offers a welcoming surprise by displaying a one-level arrangement that works extremely well for entertaining and allows for a seamless transition from the swim platform to the salon. Additionally, the 48’ does a superb job in creating the feeling of openness by including an optional sunroof that can be opened with the aft window lowered – offering plenty of breeze flying and saltwater aroma from the outdoors. Every detail included works perfectly creating a timeless, elegant, yet contemporary design.

42 Salon Express

Established as being an excellent day boat and coastal cruiser, the Sabre 42’ offers panoramic views and was built with comfort in mind. The Sabre Salon keeps the spacious layout in the interior and on deck – giving owners comfort, luxury and ample options for entertaining and socializing. Surrounded with windows, the salon features cherry wood and fiberglass walls throughout the main cabin, which is exposed with light through the triple-paned windshield and large side windows to the aft. From the captain’s chair, there is a 360-degree visibility making it easily manageable and enjoyable. The 42’s aft deck will not disappoint with its L-shaped settee that includes an oval table and two-person bench settee that can seat up to six guests. Storage space can be accessed through the galley, that includes stainless drawers and granite counter tops. Below deck, you can be transported into the world of traditional New England craftsmanship and sensible design. Satin varnish and quality woodwork raises the level of luxury throughout the cabin. This model begs its owners to enjoy the cruising life as well as appreciate those fine details that Sabre is known for.

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• By Darrell Nicholson
• Updated: March 5, 2003

With a gusty but light northwesterly and a tide ebbing at full bubble out of Rhode Island’s Narragansett Bay, the Sabre 426 had her work cut out for her scratching to windward. True to Sabre reputation, the 426 bore down with alacrity on our windward mark, a lobster-trap buoy tugging against the current.

There was no finish line, just us, the wind, and the current. After a quick tack around the buoy, the Atlantic lay before us, and the Caribbean seemed eminently doable—just a hop, skip, and a jump away. Elegantly walking the line between speed and comfort, the Sabre 426 brings either fantasy well within reach.

This is the third boat in the 42-foot range to emerge from Sabre, the Maine-based builder that in 32 years in the business has earned respect for producing solid, eye-catching boats with wide allure, quality workmanship, and enduring value. Sabre’s focus on this size is no wonder. Forty-two feet is the Goldilocks number, striking a happy medium between being big enough to carry a crew and payload to far horizons and small enough to be easily managed by a shorthanded crew. For a couple or small family, 42 feet is, so to speak, just right. And with 13 feet of beam (allowing for a commodious double cabin aft and ample storage), two couples could be quite content island-hopping, passagemaking, or exploring for weeks on end.

The 426 is the latest product of Sabre’s collaboration with Jim Taylor Yacht Design, a winning combination that’s yielded a stable of thoroughbreds: the 1994 Sabre 36, the 1997 Sabre 402, and the 1999 Sabre 452. Among this year’s fleet of new models in our Boat of the Year contest, the Sabre 426 stood out in a category of luxury midsize boats as the most exciting performer.

The 426 was one of several boats we sailed twice, once when I joined Parker Harrison of New Wave Yachts for a light-air romp on hull number one in Narragansett Bay in September and again when the BOTY judges sailed hull number two in gusty, 10- to 15-knot winds on the Chesapeake in October. Both took the shoal-draft option with a 5-foot draft and 8,650 pounds of ballast, concentrated in a bulb and two tapered winglets at the base of the keel. In my view, the shoal draft’s adeptness in thin water more than compensates for any trade-off in windward performance. The wing keel provided ample lift as we easily tacked through 90 degrees. A cruiser who likes to race would do better with the 6-foot-10-inch keel, which carries 250 pounds less in ballast; ultimately, the choice will hinge upon where and how you intend to sail.

Taken together, the 426’s numbers neatly demonstrate Sabre’s design brief: a moderate-displacement cruiser that delivers performance without sacrificing the ability to carry a cruising payload. Reflecting the weight savings of the Divinycell-cored hull, the boat’s sail area/displacement ratio of 17.7 and displacement/length ratio of 230 put it on the performance edge of the cruising spectrum, with enough canvas to skate through the lighter stuff and generate a real rush when the wind pipes up.

Refined Lines Unmoved by the current design trend toward multilevel cabins, Sabre has stuck with its satisfyingly sleek look, with just a slight rise forward in the 426’s sheer line. Matching this are a fine bow with little overhang, a bow knuckle, and a wide run aft. In fair proportion, the beam widens out just forward of amidship, then carries well aft. The canoe underbody has enough deadrise forward to mitigate pounding. No sharp angles distort the coachroof, which is accented by two large fixed portlights and four opening ports on each side. Both versions we sailed featured an integral swim platform aft; a traditional stern is an option.

The three-spreader, 59-foot mast is supported by Navtec rod rigging and stepped slightly forward. This setup opens up sky above the cockpit, reduces the J dimension, and makes for a big, but manageable, high-aspect mainsail. It also allows for fine control when sailing under mainsail alone. The size-44 Lewmar electric winch on the starboard cabin top to serve the main halyard is a big help. The Sabre’s midboom mainsheet is led through a rope clutch to a winch at the cabin top shared by the halyard, topping lift, and reefing line. For the mainsheet, I’d prefer a dedicated cleat and winch, preferably closer to the helmsman.

The boat I sailed had a 130-percent genoa, which to windward provided sufficient power to hit 6 knots in about 8 knots of true wind on Narragansett Bay. The cap, intermediate, and lower shrouds are fixed to a single, multitang chainplate inboard on deck. Besides minimizing the chance of leaks through the deck, this leaves ample room between the shrouds and lifelines to move fore and aft, allows the rig to be tuned without sending a crewmember aloft, and permits narrow sheeting angles. The standard engine is a 55-horsepower Westerbeke 55A, but the boat I sailed had the optional 56-horsepower Yanmar HJ3E. Sabre also offers the new, slower-turning Westerbeke 55B, which would provide higher torque in the lower rpm range and is smaller and lighter than the 55A. Any of the three should offer good fuel economy at about 6 knots and plenty of reserve power. The galley limits access to the engine’s port side, although Sabre’s installation ensures that this is no obstacle to routine maintenance.

The 426 is Sabre’s first model whose hull is vacuum-bagged, a technique that provides immense clamping loads to ensure a bulletproof core-to-skin bond.

The yard has also shifted from balsa core to lighter Divinycell foam in both the hull and deck, affording not only a favorable strength-to-weight ratio but also good insulating properties. The inward-turning hull/deck joint is through-bolted and bonded with 3M 5200 and capped with an integral teak toerail. Bulkheads, berth faces, shelves, and beefy floor stringers are laminated to the hull to provide superior structural reinforcement. All seacocks are Marelon and installed through glassed-in riser pads for strength. The high-aspect spade rudder is fitted to a heavy-duty carbon-fiber rudderstock.

Buttoned down, the boat should have little trouble keeping water where it belongs. The opening ports (Whitewater Marine) and hatches (Lewmar) were well bedded and well fastened, and a 10-inch-high bridgedeck provides a desirable barrier against boarding seas. The cockpit has two 1.5-inch- diameter drains; one BOTY judge suggested increasing the number or diameter of these drains to more quickly empty the spacious cockpit. On deck, the 426 is ably fitted out for bluewater duty. Formidable chainplates, stanchions, and deck hardware are well bedded and through-bolted with backing plates. The heavy-duty twin bow roller says cruising boat. Chain and rode reside in a self-draining forepeak locker that’s split into two sections. A watertight bulkhead separates this from the V-berth. Six hefty 10-inch cleats are well placed to handle bow lines, springs, and stern lines.

A Peek Below The 426’s light, cherry interior, highlighted by ash ceiling and inlays at the companionway, offers a comfortable refuge in a blow. The joinery reflects quality craftsmanship, and the layout blends several attractive features. All lockers are finely fitted with doors that latch securely and leave plenty of room for ventilation and expansion. Courtesy lights at the base of the companionway steps and along the sole at the through-passage to the main saloon provide a measure of safety that won’t spoil night vision. I was most impressed by the U-shaped galley to starboard, with Corian countertops, easily accessible lockers, and a handy self-draining, top-loading drying rack for dishes next to the sink. The well-gasketed and insulated fridge allows access through the top or side—no blind digging in the cold. A small hatch and opening port over the gimballed stove are sure to please the cook in warmer climates.

Opposite the galley, the forward-facing nav station provides ample room for charts, handy nooks for tools, books, and cruising guides, and plenty of vertical space to mount a chart plotter and radar display. Aft of the nav station is a comfortable double berth with a hatch that opens under the port cockpit seat, providing good ventilation in a space that often lacks it. The cabin also featured a small vanity sink, a nice touch for when guests are aboard. A bundling board would make this a suitable sea berth under way.

The lightweight, core-laminate dining table in the main saloon folds up against the bulkhead to yield enough floor space for a tight tango between the L-shaped settees on either side. This makes a great gathering place when a cold front chases the party below or the intertropical convergence zone drifts over your lagoon. The table, which is hinged in the middle, can seat anywhere from four to eight. When fitted with lee cloths, either settee can serve as a 6-foot-5-inch sea berth, and the port settee converts to a double berth.

To port and forward of the main cabin is an ample head with a shower; opposite this is a cedar-lined hanging locker. The head is separated by a pocket door, which frees up a good deal of space that a swinging door would require. A bifold door seals off the shower; a simple shower curtain with battens would do just fine by me and would simplify cleaning. The comfortable V-berth has ample storage and a small settee, and it’s well ventilated.

Overall, the 426’s systems adhered to—or improved upon—both the American Boat & Yacht Council (ABYC) and Coast Guard standards, reflecting Sabre’s long experience building boats meant for the real world. At every turn, Skip Moyer, who recently retired as president of the ABYC, found details he liked. A few minor points came up: although the Sabre’s American Wire Gage size-6 wire from the chainplates to ground meets the ABYC’s minimum recommendations for lightning protection, AWG 4 is preferable here; the manual cockpit bilge is too small to move water quickly in an emergency (a trait common to nearly every boat we looked at); and the discharge hose for the 1,000-gallons-per-hour electric bilge pump had a 90-degree elbow and a check valve right at the pump, immediately chopping the flow rate. In general, check valves are to be avoided in this hose run, but if required, they should be easily disassembled or bypassed.

The new owner should also consider, in advance, a block-and-line arrangement to provide more leverage for the short emergency tiller. But these are relatively minor glitches, easy fixes in what’s an otherwise superb systems execution.

By noon, the wind on Narragansett Bay was coming in cool blasts from the north. With each one, the Sabre accelerated quickly. On a beam reach, I sat on the leeward rail with just a finger on a helm. It’s rare to find a boat that handles so sweetly yet can carry you so far. But then again, this was a Sabre, so I wasn’t too surprised.

• More: 2001 - 2010 , 41 - 50 ft , Bluewater Cruising , Coastal Cruising , keelboat , monohull , sabre , Sailboat Reviews , Sailboats
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Sabre Sailing Yachts

Our three sailboat models are described in the following pages: the sabre spirit, the sabre 426, and the sabre 456. you will find detailed data as well as interior and exterior images; you can request additional information about any of these designs; or you will find contact information for the dealer nearest you., sabre sailing yachts are medium displacement, performance boats, blending the comfort of cruising, the ability for bluewater passagemaking, and the capability of race winning performances., our current range is designed by jim taylor yacht design, working in collaboration with the sabre design team. our designs have been evolutionary rather than revolutionary, and have consistently focused on performance, traditional styling, safety and comfort. jim taylor provides hull design, underwater appendages and rig plans, while the sabre design team develops the deck and interior accommodations plans., sabre sailing yachts are designed for high load carrying capacity, and stability is achieved both by hull form and by high ballast-to-displacement ratios. efficient lead keels provide excellent lift and performance characteristics as well as close upwind pointing angles. sail plans offer the optimum balance of light air performance and heavy weather stability., sabre sailing yachts are not wet race boats, nor are they heavy displacement “tanks”: they are comfortable, fast and highly refined yachts, fun to sail and a pleasure to own..

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SABRE YACHTS

Timeless aesthetics and modern luxuries define the Sabre name.

There’s something different about a Sabre Yacht. Maybe it’s the fact that each model produced at this firm’s Maine factories has been 400 years in the making, continuing and updating a proud maritime heritage of Downeast-style vessels that dates back to the pioneering boat-builders of the 17th century. Or perhaps its the high-caliber of the Sabre staff, who can justifiably claim to be among the premier craftsmen, engineers, artisans and designers in the nautical industry. Or it may just be because each Sabre vessel launched is a work of art as well as a robust piece of kit, blending modern hydrodynamics and the latest construction methods with a timeless style that harks back to the golden age of yachting, and finished in only the very finest of materials.

Crafted in the Maine Tradition

38 Salon Express

43 Salon Express

45 Salon Express

48 Fly Bridge

48 Salon Express

58 Salon Express

Though the Sabre Yachts story begins in 1970 with founder Roger Hewson’s very first fiberglass sailing boat, the rich tradition of Downeast boats in this corner of New England stretches back centuries. Originated by hardy lobster fishermen, this rugged ocean-going form was further developed by expert boat-builders in the 1800s, refined by decades of feedback from captains, pilots and pioneers in the 20th century, and finally perfected by the Sabre team in the modern day. Beneath the surface a Downeast-style yacht is defined by long keels, soft chines and a plumb bow for superb lateral stability as you haul in those bobbing lobster pots, while a broad fishing cockpit and a stately handsome profile with an undeniably historic vibe tend to be the signature marks of this style above the waterline. Sabre maintains this time-honored approach to fine seakeeping and good looks, but adds a flourish of modern comfort, a dash of powerful modernity, and a soupçon of graceful style to the blend.

The brand’s first motor boat arrived in 1989. The Sabreline 36 demonstrated that this firm doesn’t just keep up with modern boating trends, it creates them. The 36 was a speedy, trawler-style yacht with an updated hull and a trio of cabins that announced the company’s next phase of evolution. Today Sabre produces power boats varying in size from 38 to 66 feet in length, ranging from express cruisers to flybridge yachts with category B hulls capable of withstanding gale force winds and overcoming those intimidating offshore waves. Well over 4000 vessels have been launched by Sabre over its lifetime, and with dozens of prizes and titles down the years, including six “Boat of the Year” awards from publications as storied as Sailing World and Cruising World, there is a strong argument to made that Sabre are now the world’s foremost manufacturers of Downeast boats.

You should expect quality from this brand. Stainless steel cleats and rails; teak brightwork, decking and accents; gel-coated liveries of dark navy with nautical bootstripes; or finely accentuated bow entries that slice swells clean open. Cockpits that were once strewn with bait, lines and a freshly gutted catch now boast wrap-around sofas in piped, weather-grade upholstery, while foredecks, once the preserve of hardy anglers, are fitted with cushioned, modular sunpads for sun-blessed afternoons. Inside you will find lacquered cherrywood surfaces, cedar-lined cabinets, indulgent leather sofas, bespoke windows framing stunning views, vaulted ceilings on the lower-deck and Japanese-style Shoji screens inspired by the discreet Ryokans of Kyoto. Layouts promote a sociable, family-friendly vibe, while finishes and design motifs are classic, elegant and understated, with a sedate old-world charm that other brands just can’t seem to master. At the helm you bank on only the very latest marine technology such as docking joysticks, touch-screens and trim-tab controls, set in handsome dashboards that evoke the best of vintage navigation. A refreshing breeze provides respite on those warmer days spent piloting, with a number of Sabre vessels featuring sought-after sunroofs positioned above the helm that open at the touch of a button.

Just why is a Sabre Yacht so prized? It’s because there’s a dedicated team of high caliber personnel behind each and every launch. Company management includes a founding partner at a Swiss investment bank, the former Vice-Chairman of New York’s illustrious Rothschild Inc., and a Chief Operating Officer with decades of service in the marine industry. Lead designer Kevin Burns, meanwhile, developed his nautical skills in the US Coast Guard and at the Setzer Design Group before taking his keen eye for the boating form to Sabre, where he develops models with the help of up to 200 experienced associates at the state-of-the-art Sabre facilities in Raymond and Rockland, Maine. At these busy boatyards the team inspects boat construction at over 600 different points during the building process, ensuring quality control, a craftsman’s finish and peerless structural integrity. And though Sabre is proud of their hand-finished look, plenty of old-school muscle and a continued reliance upon traditional crafting methods they also employ the very latest cutting-edge tools to construct their beautiful watercraft, including VIP resin-infusion, CNC routers and CAD systems for a structurally sound and precision-engineered product. Sabre have also spearheaded the use of pod-drive technology across their fleet, with low-impact, efficient and swift engines from providers like Volvo or Cummins fitted to their modern boats for a fast and enjoyable ride. Anticipate seeing these vessels zip past as you tour San Francisco Bay or the shores of Cape Cod, or go one step better by touring Maine’s stunning coast or the Gulf of Mexico in your very own Sabre.

Today’s discerning Sabre client values restrained elegance and classical panache. Leave the helipads, plunge pools and beach clubs for another day. That’s why they keep coming back for a Sabre Yacht: so well-built it could function as a family heirloom ready to be passed on down the generations, but current enough to respond to the modern customer’s every need. At the head of the current fleets sits the Sabre 58 Salon Express, the flagship of the firm and a 66-foot vessel with a plush, live-aboard appeal. A convivial open-air cockpit, a walk-in galley with marble work surfaces and a trio of stylish leather sofas above-deck are joined by three en-suite staterooms for up to six overnight guests on the lower-deck. Beefy Volvo Penta IPS2-950 D11 pod-drive engines with up to 725 points of horse-power will breach the 30-knot barrier with ease and help you glide along at an imperious 26 knot cruising speed for an offshore range of up to 337 nautical miles. At the opposite end of the current Sabre fleet, you will discover the 38 Salon Express, a watercraft that boasts the same refined finish, handsome form and sturdy seagoing nature but on a more compact layout. Perfect for cruising couples who like to island-hop, tour the Pacific Coast of Canada or just enjoy days out with the grandchildren, this model delivers a Downeast experience like no other.

LOOKING FOR A USED SABRE YACHT?

• Yachting Monthly
• Digital edition

• June 18, 2013

Yachting Monthly tests the Sabre 27

Product Overview

Manufacturer:, 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.

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• By George Sass, Jr.
• Updated: October 23, 2009

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While 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**

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