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- Sailboat Reviews
Pearson Renegade
This late 70’s racer/cruiser, designed by bill shaw, was pearson’s first boat with a split underbody. though a bit small for family cruising, she sails smartly..
The cat is finally out of the bag. Few owners of the Pearson Renegade know that, if it weren’t for a band of anxious Pearson employees, designer Bill Shaw’s then-latest creation would have been called the “Rogue.” The name, they were to discover on the eve of the 1967 New York Boat Show, had already been registered by another boatbuilder, and they needed a substitute—fast—that wouldn’t involve remaking the mainsail’s logo “R.”
After the group had exhausted every other conceivable alliteration for a breakthrough design (which this boat was), they hit upon the name Renegade. That was fine with everyone at Pearson, because no one was particularly enamored with Rogue anyway. Whether it was the name, the boat’s snappy looks or its radical underbody, boat show orders, in 1967, came in like the first pizza joint to open in Hoboken. The Renegade was not only an advanced design; at $7,800, it was priced right.
Said Shaw, “Before we walked into that show, I challenged our sales department to come up with 100 orders and they came back with 135. We knew we had a winner.”
Renegade production ran from 1967 to 1970 in Pearson’s Portsmouth, Rhode Island plant, during which time 170 boats were built. And many of them—a testament to their sturdy construction—are still sailing today.
Design Like each model Pearson before, the Renegade was designed to fill a specific void in the marketplace. It was Pearson’s first boat to incorporate a split underbody, with a spade rudder and fin keel. The boat was beautifully balanced, nimble under sail, and extremely maneuverable under power (except in reverse; still, it was far more maneuverable when backing than full-keel designs of the time).
Before coming to Pearson, Shaw had worked for Sparkman & Stephens. At Pearson for 27 years, until the company closed in 1990, he not only was responsible for the design work, but also engineering. For 25 of those years, he also ran the company. Shaw does not claim credit for the split underbody concept, noting Bill Lapworth’s runaway success on the West Coast with a similar underbody in his Cal designs, particularly the Cal 40.
The Renegade is a masthead rig with—as was typical in its day—a fairly low-aspect mainsail with a 28′ luff and 12′ 6″ foot. The long boom, however, was a people-sweeper in a jibe, and several owners we talked to have shortened the mainsail and raised the boom not only for safety but to accommodate installation of dodgers and Biminis.
Construction The Renegade’s hull is a solid, uncored laminate of mat and woven roving that is quite thick for a boat of this size. The deck is cored with end-grain balsa, and the cockpit coamings are teak (mahogany in later models) with molded fiberglass winch islands that double as coaming storage compartments. The deck and cockpit sole have molded-in nonskid.
The hull/deck joint is an inward-turned flange with a teak cap-rail. In several boats we inspected, a portion of the hull/deck flange had been crushed, apparently from repeated impacts with dock pilings. It would have been wise, we think, to have incorporated a sturdy rubrail.
There is a large lazarette aft (to house an outboard engine, if that, rather than inboard power, was the original owner’s choice) plus generous port and starboard sail lockers. The cockpit has a raised bridgedeck and is self-bailing with two sizable scuppers. The deck also has two large scuppers and there are two small drains forward on the cockpit seats, which, because of their limited size, often become plugged. Another complaint, voiced repeatedly by owners, is crazing of the hull’s gelcoat. Shaw noted that during the 1960’s, gelcoats were not as flexible as they are today.
Tankage includes a 20-gallon freshwater tank located under the V-berth, which requires some contortions to get to the fill spout, and, in the inboard-engine version, a 16-gallon Monel fuel tank under the cockpit with fill access via a fill pipe in the cockpit sole.
The hardware quality is good—chrome-plated brass or bronze, stainless steel and high-grade aluminum alloy. The chocks and cleats are of generous size.
There are four large fixed portlights, the same seen on other Pearsons of that era, including the Vanguard and Rhodes 41, and four small portlights—two opening, two fixed. The mast and boom are anodized aluminum. The original spreaders are spruce.
The Renegade came equipped with mainsail roller reefing, common in its day but easily converted to more efficient jiffy reefing.
The keel, molded as an integral part of the hull, houses a 2,100-lb. lead casting.
Most everything about the Renegade—mast, chainplates, standing rigging, turnbuckles and deck hardware—is, by today’s standards and for a boat its size, oversized. The forestay and backstay, for example, are a hefty 7/32″ and the shrouds (uppers plus forward and aft lowers) are 3/16″.
Shaw told us, “We designed the rig using a safety factor of three. First, we’d calculate the maximum load on a particular piece of rigging, then we’d triple that. Then we’d look for a size of wire rope that had that breaking strength. All attachments, such as the tangs on the mast and chainplates, were designed with a safety factor of four. It might sound like overkill, but we never knew the exact loads the boat would experience, so we tried to be conservative. It was also the way Rod and Olin [Stephens] designed boats, and they never had a single failure.”
Cockpit The cockpit is 6′ 4″ long and averages 5′ 5″ in width, with room enough for three persons on each side and a raised bridgedeck for another. The bridgedeck is also a good safety feature, as it helps prevent water from pouring below should the cockpit be pooped.
Although owners we talked to praised the cockpit for its openness and ease of handling the tiller, they felt the positioning of the engine controls could be improved. Mounted on the side of the cockpit footwell under the starboard seat, it’s often necessary to move the crew to get to them, and when the crew does move, it’s easy for an errant foot to kick the throttle lever.
Another bit of Monday morning quarterbacking by one owner would have placed the mainsheet traveler on the bridgedeck, rather than on the afterdeck, which would have made it more accessible to the helmsman.
Another gripe, not shared by all, concerns the cockpit coamings—high enough forward for ample back support when steering, but too low aft, especially for the helmsman with pedestal wheel steering, a common retrofit.
Interior The original Renegade had a traditional port/starboard-settee configuration with the galley aft to port, and forward, a head and V-berth. In the boat’s second year, 1968, the interior was changed to a dinette to port (seating four, but not very comfortably) and quarter-berth and galley to starboard. Although the repositioned galley does have the advantage of providing more counter space, the trade-off was a narrower passageway when going forward. The dinette idea, said Shaw, came about when Pearson dealers, attuned to the wish-lists of prospective customers, asked for it. We prefer the dual-settee setup, not only because it makes for easier passage below, but because the width of the dinette/double bunk makes it impractical as a sea berth. One feature lacking in the settee version, however, is backrests, which many owners have installed.
The bulkheads are mahogany with varnished trim. Hull sides are painted fiberglass (vinyl-covered in 1968 and later models) and the headliner is fiberglass. The galley counter, with room for a portable stove, is Formica. In earlier, dual-settee models, the enclosed head is accessible from the main cabin; in later dinette models, the head is accessible from both the main and forward cabin.
Stowage space, as in the cockpit, is ample, with four built-in drawers under the settees and V-berth and plenty of room under the settees. Some owners have retrofitted overhead shelves for easier access to books, nav tools and other gear.
The Renegade’s commodious ice chest gets high marks from all owners. Said one, “It’s great. It keeps things cold for an extended period of time.” Said another, “With four blocks of ice, it keeps food for five days.”
The same superlatives can’t be leveled at the head, which most owners lamented as “cramped” (not surprising for a boat with a 21′ waterline). In the original (1967) version, a small swing-down wash basin was installed. Most owners have removed it to gain additional space.
Tall people will find the Renegade’s headroom inadequate. Although there’s ample overhead height for a six-footer in the aft part of the cabin, one must duck when moving forward of the main bulkhead. On the other hand, the V-berth is large enough for a tall couple. “As big as a bloody double bed,” said one owner. Most have added an insert in the V.
Auxiliary Power The Renegade was available with an inboard or outboard engine. The outboard is mounted on an inner transom in the lazarette. The inboard version came with a 30-hp. Universal Atomic Four. Any Atomic Four that has survived since 1967-70 will have about seen its last days, so if it hasn’t been recently rebuilt—or replaced with a diesel—it soon should be.
Access to the inboard, compared with other boats of the same vintage, is good. To tend to the fuel line or carburetor, you need only open a door beneath the galley counter. To replace or tend to spark plugs, the entry ladder is removed to reveal a second access door. For major work—oil changes, ignition tuning, stuffing box maintenance—the ladder and bulkhead to which it is attached are removed.
Performance Comments we heard from owners were unanimous in their praise for the Renegade’s performance: “Best boat my know-it-all sailing friends have ever sailed.” “Turns on a dime.” “Forgiving of mistakes, easy to maneuver.” “Keeps up with bigger boats, tack for tack.”
Bill Shaw said, “What made the Renegade such a wonderful boat was its perfect balance between cruisability and its get-up-and-go. Its fin keel and spade rudder gave it beautiful sailing balance and tremendous maneuverability, enabling it not only to turn in its own length but beat circles around long-keel boats. Its split underbody also reduced the hull’s wetted surface, which enhanced its performance in light air. And it was a big help in backing. Here, finally, was a boat that responded in reverse the way you hoped it would.”
The Renegade has a comfortable motion in a seaway, sails with a fair turn of speed on any point of sail (except downwind), goes best in 8-15 knots of wind and 15°-20° of heel, and should be reefed when the wind approaches 18-20 knots. She also tends (owing to her low freeboard) to be a wet ride when the chop is up. With her relatively narrow, hour glass hull, the Renegade is a tender boat with low initial stability that will heel in even light air. But when it blows and she rolls to 35° or more, her ultimate stability kicks in and you feel safe in knowing she’ll snap right back. It’s a secure, no-panic feeling that one owner described as “non-threatening tender, unlike the oh-no-here-we-go, rail-burying tippiness of other boats I’ve sailed.”
Conclusion First boat or last, this is a boat any sailor will enjoy. She is easy to single-hand (easier yet if you lead all sail controls aft to the cockpit), forgiving, maneuverable as a dinghy, as pretty and salty-looking as you’ll find. Most owners have upgraded their boats in a variety of ways, so it will be tough to find a no-frills, unimproved edition. If you do, expect to pay $9,500-$11,000, although we have seen some as low as $3,500-$4,000 with major work needed, and as high as $14,500 for one thoroughly restored. Either way, the Renegade represents an excellent buy.
RELATED ARTICLES MORE FROM AUTHOR
Is there a site where I can reach other Renegade owners? Mike Arends, email: [email protected]
Hi Daryl nice article, I had a 26 ft 1934 Matthew sailor for 10 years and sailed on lake Ontario and the finger lakes. I’ve been boatless for a while and saw a renegade for sale on finger lakes Craigslist boats for sale by owner. even though it’s an old boat it’s over 30 years newer than the boat I had which was an excellent sailor it used a hard chine Hull called the seabird Hull and had a four-cylinder gray Marine 10 to 12 horsepower and swung a two-bladed prop and had a barn door rudder.
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Pearson Yachts Portal
The Pearson Renegade 1967–1970
This Pearson design answers the call for a fin–keel racer with cruising accommodations to match — an exiting 27-footer.
The Hardware Hunter
We call the Renegade 27 the hardware hunter because of her ability to capture trophies in all kinds of weather from Long Island Sound to San Francisco Bay. She started winning within days after the first hull was delivered and shows no sign watsoever of decreasing her winning ways.
The Renegade is perfectly suited to those who are stepping up from a one-design class or a day sailer and are looking for all-around performance combined with comfortable cruising accommodations for five people.
She features the fin keel-spade rudder concept, a long waterline, firm bilges, flat deadrise and moderate displacement. The spade rudder is placed well aft for positive steering control and excellent maneuverability.
Her dinette arrangement provides a full galley, enclosed toilet room, and plenty of locker and stowage space. The beautifully appointed interior decor invites the scrutiny of the most discriminating.
Pearson Yachts Inc. 1967
The boat design by Bill Shaw was built by the American company, Pearson Yachts, at their Rhode Island, United States plant between 1967 and 1970. Although Pearson Yachts is no longer in business, 173 of these boats were completed during their years of production.
Said Shaw, Before we walked into that show (1967 New York Boat Show), I challenged our sales department to come up with 100 orders and they came back with 135. We knew we had a winner .
Like each model Pearson before, the Renegade was designed to fill a specific void in the marketplace. It was Pearson’s first boat to incorporate a split underbody, with a spade rudder and fin keel. The boat was beautifully balanced, nimble under sail, and extremely maneuverable under power (except in reverse; still, it was far more maneuverable when backing than full-keel designs of the time).
Before coming to Pearson, Shaw had worked for Sparkman & Stephens. At Pearson for 27 years, until the company closed in 1990, he not only was responsible for the design work, but also engineering. For 25 of those years, he also ran the company. Shaw does not claim credit for the split underbody concept, noting Bill Lapworth’s runaway success on the West Coast with a similar underbody in his Cal designs, particularly the Cal 40.
The Renegade is a masthead rig with—as was typical in its day—a fairly low-aspect mainsail with a 28' luff and 12' 6" foot. The long boom, however, was a people-sweeper in a jibe, and several owners we talked to have shortened the mainsail and raised the boom not only for safety but to accommodate installation of dodgers and Biminis.
Most everything about the Renegade—mast, chainplates, standing rigging, turnbuckles and deck hardware—is, by today’s standards and for a boat its size, oversized. The forestay and backstay, for example, are a hefty 7/32" and the shrouds (uppers plus forward and aft lowers) are 3/16".
Shaw told us, We designed the rig using a safety factor of three. First, we’d calculate the maximum load on a particular piece of rigging, then we’d triple that. Then we’d look for a size of wire rope that had that breaking strength. All attachments, such as the tangs on the mast and chainplates, were designed with a safety factor of four. It might sound like overkill, but we never knew the exact loads the boat would experience, so we tried to be conservative. It was also the way Rod and Olin [Stephens] designed boats, and they never had a single failure .
Performance - Comments we heard from owners were unanimous in their praise for the Renegade’s performance: “Best boat my know-it-all sailing friends have ever sailed.” “Turns on a dime.” “Forgiving of mistakes, easy to maneuver.” “Keeps up with bigger boats, tack for tack.”
Bill Shaw said, What made the Renegade such a wonderful boat was its perfect balance between cruisability and its get-up-and-go. Its fin keel and spade rudder gave it beautiful sailing balance and tremendous maneuverability, enabling it not only to turn in its own length but beat circles around long-keel boats. Its split underbody also reduced the hull’s wetted surface, which enhanced its performance in light air. And it was a big help in backing. Here, finally, was a boat that responded in reverse the way you hoped it would.
Practical Sailor
Specifications*
| LOA (Overall Length) | 27.2' |
| LWL (Waterline Length) | 21.0' |
| Beam | 8.6' |
| Draft | 4.3' |
| Displacement | 6,500 lbs |
| Ballast | 2,100 lbs |
| Sail Area | 349 sq ft |
| Mast Height (above D.W.L.) | 37.0' |
| Cockpit Length | 6' 4" |
| Auxillary Power | Optional Inboard |
| Foretriangle Area | 173 sq ft |
| Mainsail Area | 175 sq ft |
| I – Foretriangle Height | 32.5' |
| J – Foretriangle Base | 10.7' |
| P – Mainsail Hoist | 28.0' |
| E – Mainsail Foot | 12.5' |
| *approximations from Pearson Yachts |
Technical Data
| Designer | Bill Shaw |
| Years Built | 1967 – 1970 (173) |
| Hull Speed | 6.14 kn |
| SA/D – Sail Area to Displacement | 16.0 |
| DLR or D/L – Displacement to Length Ratio | 313 |
| BR – Ballast Ratio | 32% |
| L/B – Length to Ballast | 3.16 |
| LWL/B – Waterline Length to Ballast | 2.44 |
| OR – Overhang Ratio | 23% |
| CSF – Capsize Screening Formula | 1.85 |
| MCR – Motion Comfort Ratio | 24.8 |
| M/F – Main to Foretriangle Ratio | 1.01 |
| PHRF – Performance Handicap Rating | 243 (average) |
| CCA | 22.6 |
Boat Reviews and Resources
Practical sailor (september 1998).
This late 70’s racer/cruiser, designed by Bill Shaw, was Pearson’s first boat with a split underbody. Though a bit small for family cruising, she sails smartly. More
PDF Brochure: The Hardware Hunter
JPG Line Drawing: Pearson Renegade
PearsonInfo
A wealth of information on Pearson sailboats by Dan Pfeiffer. More
Pearson Yachts Brochure
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Pearson Renegade
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Hello--new to the forum--new to sailing--have a Pearson Renegade--think it was the 5th one built based on the plate I found in the parts--it is a shell--totally stripped out--with only the new bulkheads replaced. Stern well for an outboard--a long time project finally getting the attention it deserves. First--there was a Pearson Renegade web site--any idea where that went? Second--best source of interior/exterior picture--have everything in my garage--Cetol'd and Glossed and once it warms up (in the Northern Neck of Va)--would like to start putting together before bringing it to the yard for bottom paint and remasting. One look is worth a thousand pic--any Renegade owners in Northern VA/ Southern VA? Still have tons of questions (where did the bilge pump pump out to--did the head have a holding tank (there was a Konvert a Head in the Head so leads me to think it pumped out right through hull, etc etc)--any overall advice -- this really looks like a fun boat! thanks!
Can't help, but welcome aboard and good luck with the project! Please keep us up to date on progress.
The Pearson Renegade website is no more, but you may be able to find info on the wayback machine. I had hull 105 for 17 years, and can answer many questions and provide photos. These are great sailing, well balanced, very safe boats. The only weak links are the toerails (tend to leak, difficult to replace) and the gelcoat on the cabin top which is thin and tends to craze. I put a bilge pump outlet on the starboard side through the lazarette, but it could go anywhere. we had a nominal holding tank under port v-berth, but totally too small. I would see if you can get a composting toilet to work. LEt me know if you have any questions.
Pearson Information site
From the Wayback machine: PEARSON RENEGADE HOME PAGE (archive.org) Since you have a pretty much stripped out hull, you can do most anything you want with it for an interior...good luck and have fun with it.
I will start by saying I have always thought of the Renegade as one of those unrecognized and forgotten gems of the era. To me this was one of Bill Shaw's best designs during the period and is one of my favorite 27 footers of the era. I read the prior posts and looked at a couple of the links above and would like to comment on a few things and provide a little bit of clean-up. 1) The Renegade was designed by Bill Shaw and not Bill Tripp. 2) Several articles mention that the Renegade was a CCA design. It may have raced under the CCA and was designed in the CCA era, but the boat appears to have been optimized for the MORC rule of the day, which produced much more well rounded designs than the CCA. Bill Shaw was active in the founding of the MORC and in developing the MORC rule. He came to national fame through his work on the MORC rule and remained a proponent through much of his early career. The more proportionately longer water line length, the vertical and proportionately wide transom, more powerful hull sections, and the amount of headroom provided were hallmarks of the MORC rule. (The waterline length, hull sections, and transom would have hurt the boat's rating under CCA.) 3) You can't just design your own interior and place things wherever you want to functionally. Any new layout needs to be engineered to maintain the weight distribution required to keep the boat sitting on her lines, and .to provide the structural reinforcing needed for the rig loads and attachment points. To explain, it is not always obvious that the interior design of a boat was designed with specific weight distributions in mind. While in reality, the designer somewhat back engineers this, meaning that they do a table of weights for the boat that lists the weight of each fixed object and the location fore and aft and side to side of the centerline of the boat. The net result of those calculations will provide the overall weight of all of the fixed items on the boat, and center of gravity fore and aft and side to side. The overall weight of the fixed items is subtracted from the design displacement of the boat and the difference is used to determine the weight of the ballast. The placement of the ballast is determined to place the center of gravity of the ballast so it brings the center of gravity of the entire boat into line with the center of buoyancy. Items are moved side to side to keep the boat from listing. The issue of balance is much more critical on small boats than bigger boats which are more tolerant of moving moderate weights around the boat. If the intent is to design a completely different interior then you would need to essentially back engineer the original design, calculating the weight and weight distribution of the designed interior to locate the center of gravity of the boat as designed (You can skip the hull, deck, rig and ballast if you are not altering those items), and then calculate the weights and locations of all of the items in the new design to try to end up close to your calculation of the original weight and center of gravity. Similarly boats of this era had very little internal framing. What little internal framing that they had existed in the form of bulkheads and knees. Often the structure that served as shroud attachment points were disguised as a shelf support or the shelf itself, or might simply be a locker or head bulkhead. Hull stiffeners were often bunk flats and shelves. If you take glassed in elements out of the boat, then alternate means of reinforcement need to be developed and engineered for the loads. Jeff
Jeff_H said: 1) The Renegade was designed by Bill Shaw and not Bill Tripp. Click to expand...
Some of my favorite things about this boat include the size of the bunks. Wide and long. I have a bigger boat now and miss those bunks! Also the cockpit drains are directed to heavy duty fiberglass tubes that extend above the water line. No inaccessible thru-hull valves. Water from the side decks goes to a drain that scuppers internally below water level; very clean, safe and no ponding. Lots of lazarette storage (both sides of cockpit). Negative: outboard motor can cavitate in heavy seas, but then you should probably be sailing anyway. The boat in my signature was our Renegade.
The one I looked at years ago (for very short money) in Maine had a BMW diesel in it. Did they make a model with an outboard well? As with the Ariel, or the Commander, as I recall, the outboard well was an option. One thing to look carefully at is your mast compression post. I have no issues with deck stepped masts, but an Ariel I looked at once had the split in the doorway leading to the vee "hidden". The piece of oak was cracked through, and only a virtually imperceptible deformation - I won't even call it a depression - was visible in the deck when the mast wasn't stepped. It had been cleaned, caulked and painted. The mast step is in the middle of the white oak doorway header and the compression is taken across the header by the sides of the doorframe. But I can't remember if it's the same with the Renegade.
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8.58 ft / 2.62 m. Displacement: 6,500.00 lb / 2,948 kg. Ballast: 2,100.00 lb / 953 kg. Max Draft: 4.25 ft / 1.30 m. Construction: FG solid laminate.
The Pearson Renegade is a 27' sloop rigged sailboat produced by Pearson Yachts of Bristol, RI from 1966-1969, with the first boats being sold in 1967. Designed by William Shaw, about 175 of the boats were built.
Pearson Renegade This late 70’s racer/cruiser, designed by Bill Shaw, was Pearson’s first boat with a split underbody. Though a bit small for family cruising, she sails smartly.
The Renegade is perfectly suited to those who are stepping up from a one-design class or a day sailer and are looking for all-around performance combined with comfortable cruising accommodations for five people. She features the fin keel-spade rudder concept, a long waterline, firm bilges, flat deadrise and moderate displacement.
The Pearson Renegade website is no more, but you may be able to find info on the wayback machine. I had hull 105 for 17 years, and can answer many questions and provide photos. These are great sailing, well balanced, very safe boats.
Pearson Renegade 27' sloop. Hull #127. fair condition. all decks and hull-SOLID-. no soft areas. Lots and lots of storage space in cockpit seat lockers and lazarette. I'm 6'5" and can stretch out in all berths. Her name is Brandy.