sailboat data contessa 32

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Contessa 32

Contessa 32 is a 31 ′ 11 ″ / 9.8 m monohull sailboat designed by David Sadler and built by Macbar Marine, J.J. Taylor and Sons Ltd., and Jeremy Rogers Ltd. starting in 1972.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

Released in 1971, the Contessa 32 is a sea kindly cruiser/racer with a proven blue water track record and good all-round sailing performance. Built by Jeremy Rogers Boatyard in the UK, the boat is the successful big sister of the popular little Contessa 26 that entered the boat scene five years prior. Designed by the same duo of David Sadler and Jeremy Rogers, the eye-catching Contessa 32 is more than just a big version of her folkboat-inspired sibling. Like the 26, she brings speed, seaworthiness and affordability to the table but her design is an interesting mix of the old and the new by combining the traditional narrow beamed, full ballasted hull of the english cutter with the fin keel and skeg of more modern racing yachts, a novel configuration at that time.

One of the best loved production cruiser/racers around, her enduring popularity is due in a large way to an active and enthusiastic class association and her continued successes on the racing scene. Her reputation was no doubt aided by a tale of her survival in the disastrous gale-whipped 1979 Fastnet Race around Britain in which she was the only entrant in the smallest class of 58 boats to escape unscathed. Over 700 boats have been built in the UK, 87 in Canada, and she is still in limited production today.

The release of the Contessa 26 in 1966 saw Jeremy Rogers Boatyard in Lymington, England make the switch from traditional wooden boats to fibreglass production. The fibreglass 26 footer was a resounding success for the yard and led to repeated customer demands for a bigger boat. Jeremy Rogers and David Sadler, one of his boatyard customers and the designer of the 26, once again got together over the Roger’s family dinner table to design a larger boat with the aim of replicating both the seaworthiness and the racing success of the 26. Changes in the racing rules from RORC to IOR rules at this time encouraged a variety of new hull shapes and designs.

Although Sadler and Rogers went for the new fin keel shape and skeg for more speed they retained the narrow beam and ballast that gave the Contessa a high degree of positive stability, unlike many boats of the time where stability was sacrificed for speed. If the Contessa is rolled or capsized she will immediately right herself and this feature is thought to have contributed hugely to her survival in the 1979 Fastnet race.

The first Contessa 32 built, Contessa Catherine , owned by David Sadler, had immediate success on the racing circuit (and is still racing competitively today). The second boat, Red Herring , was owned by Rogers himself and went on to win her class in that year’s Cowes week. The Contessa’s debut at the London boat show that year saw her awarded the “Boat of the Show” award and when continued success on the racing scene followed her fate was sealed. The orders came flooding in.

More than 700 boats were built, alongside the Contessa 26, at the new premises for the Roger’s boatyard until the yard fell victim to the recession in 1983 and went out of business. At this point the Contessa moulds were sold and Rogers had to rebuild his business from scratch. Luckily, ten years later Rogers had the opportunity to buy back the moulds and was able to restart production on a limited basis. The first of the new Contessa 32’s was launched in 1996 and producion continues today. Also, at least one other Contessa 32 is known to have been built by Macbar Marine in the UK

Meanwhile, on the other side of the pond, like the Contessa 26 before it, the 32 was built under license at the J. J. Taylor boatyard in Ontario, Canada. In 1973 the president of J.J. Taylor had a Rogers-built hull and deck shipped over from Britain from which they produced a set of moulds for Canadian production. In total, 87 Canadian Contessa 32s were built before the yard closed its doors in 1990. There is little difference in the Canadian boats other than a modified interior.

Configuration and Layout

The Contessa 32 is very easy on the eyes with a beautiful sheerline that looks deceptively reverse from some angles. The bow is fine with marked overhangs and she has the narrow, tucked-up stern favoured by IOR designs of that era. The hull has pronounced tumblehome and the cabin profile and overall freeboard are low. This means less wind resistance but also results in less headroom below, another feature the 32 has in common with the 26. Below the waterline the 32 has a moderate fin keel, skeg-hung rudder and a deep forefoot. Blending of the keel into the hull gives the lateral stability of a full keel and the skeg supports, strengthens and protects the rudder which is solid fibreglass. The ballast is internal lead.

The accommodation inside is fairly standard. Entering from the companionway there is a small galley to port and a navigation table to starboard, with the engine mounted inboard aft under the cockpit and a seagoing quarter-berth alongside it, aft of the navigation table. The main cabin area has provision for two settees berths, the berth to port is a smallish double with a center section which folds up into a table. Forward is small head to port opposite a wet-locker to starboard and a v-berth up front. The UK boats were finished in teak while the Canadian boats have moulded liners.

Ventilation is considered a weak point, despite having overhead hatches above the main cabin and v-berth. Maximum headroom is 6’1″ but only at the highest point forward of the companionway, headroom elsewhere is around 5′ 10″.

On deck, the 32 has a fair sized and comfortable cockpit with deep coamings which gets wet often. There are sturdy teak grabrails and double lifelines as well as a small bulwark forward which offers some added security.

Construction

The Contessa 32 is robustly constructed and though the years has proven to be durable. The hull and deck of the UK boats are built from solid GRP, while the Canadian boats use a balsa-cored deck. Both meet Lloyd’s hull specifications.

Though the solid fibreglass deck avoids rot and reduces delamination risk, there is a noticeable flex in the deck without the stiffness provided by the balsa coring. The mast is keel-stepped so there are no problems with sagging.

Contessa 32 owners mention the forgiving nature of the boat, the responsive helm and beautiful windward performance. She has a seakindly motion, and according to John Kretschmer in his review of the Contessa 32, she is a ‘wet’ boat affectionately known as “a submarine with sails”.

Her ballast of 4,500 pounds is nearly 50 percent of the overall displacement, so she has great stability and is able to carry full sail up to around 25 knots when other boats are reefing furiously.

Buyers Notes

Leaky hatches and a leaky inspection plate on the water tank in the bilge are common problems. Repowered boats are desirable, particularly those with the three cylinder Yanmar diesel engine. New boats are available from the Jeremy Rogers boatyard at around 110,000 British pounds plus VAT. For those looking for a used model there are generally a variety on the market, mostly in the UK. A current search of the boat market has prices of between 15,000 and 51,000 British pounds depending on age and condition. Prospective buyers are recommended to contact the active class association (see link below) or the Jeremy Rogers boatyard itself which is still producing and also refurbishing the Contessa 32 (see link below).

Links, References and Further Reading

» Contessa 32 Class Association , official website. » Jeremy Rogers Boatyard website, Lymington UK » Contessa 32 review by John Kretschmer, Sailing Magazine, Nov 2008 » Contessa 32 review by Paul Howard, Boats.com, May 2002 » Contessa 32 article on Wikipedia

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CONTESSA 32

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Contessa 32

The contessa 32 is a 31.99ft masthead sloop designed by david sadler and built in fiberglass by jeremy rogers ltd. since 1972., 700 units have been built., it accomodates 5 people in 1 cabins plus salon..

The Contessa 32 is a heavy sailboat which is slightly under powered. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally very small. There is a very short water supply range.

Contessa 32 for sale elsewhere on the web:

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Pretty Tough: the Contessa 32 at 50

• Elaine Bunting
• May 18, 2022

The Contessa 32 celebrates its half-century this year. Elaine Bunting traces its enduring appeal for adventurous sailors.

Alan Ker on the Contessa 32

“We were prepared for a very rough night but we didn’t have any inkling how rough it was going to be. As we passed the Scillies the wind was picking up from the west and as the front came through there was heavy rain . That cleared and it became bright moonlight over an extremely stormy sea. At that point we were starting to say: ‘Well, that looks like page 49 of Adlard Coles’s Heavy Weather Sailing’.”

It was August 1979 and Alan Ker was taking part in the Fastnet Race with a crew of friends. Aged 23, one of the youngest skippers, he was sailing his father’s Contessa 32, Assent . The Contessa 32 was a small yacht even then, a nutshell by today’s standards, 32ft overall but only 24ft on the waterline, nipped in and narrow at the stern, slender amidships, with a long fin keel.

Contessa production line at Lymington in 1971. Photo: Rogers Family Archive

Yet the attributes of this pint-sized cruiser were what protected Ker and his crew. The Contessa was knocked down beyond horizontal, as many yachts were, but she righted herself after about 10 seconds. Ker kept driving her 60° off the wind under three-reefed main, steering over the crests. He sailed back into Plymouth, the only finisher in a class of 58 yachts. With no VHF radio , he was unaware of the scale of destruction behind.

In the inquiry that followed, the Contessa 32 was found to have an angle of vanishing stability of 156° compared with 117° for a contemporary Half Tonner. With such an endorsement of the boat’s seaworthiness, a design that began life as a modest coastal cruiser-racer instantly gained an all-weather reputation. Even 43 years later, this is still one of the most sought after small yachts for voyages and adventures of the most extreme kind.

Contessa 32 No2, Red Herring, emerges from the former mill where she was built by Jeremy Rogers. Photo: Rogers Family Archive

Star qualities of the Contessa 32

For Kit Rogers, the Contessa 32 is almost in the blood. He was just a toddler when his father, Jeremy, built the first boat in Lymington in 1970. The design had been drawn by David Sadler the previous year as a larger successor to the popular Contessa 26. Contessa Catherine , hull No1, was built for Sadler himself. No2, Red Herring , was Jeremy Rogers’s and launched in 1971 (both boats are still going strong, several owners on).

Jeremy Rogers at the tiller. Photo: Gary Blake

From its beginnings, the Contessa was billed as a cruiser-racer. The design was an immediate hit. Jeremy Rogers campaigned his boat very successfully during the 1971 season and when sistership Contessa Catherine had her formal debut at the Earls Court Boat Show in London in early 1972, she was voted Boat of the Show (the class’s 50th anniversary celebrations were planned for 2021, but have been rescheduled for this summer).

Despite its star qualities, though, no one could have predicted the Contessa business would still be providing for the Rogers family more than 50 years on. Today, Kit Rogers and his wife, Jessie, both experienced ocean sailors, own the moulds and run Jeremy Rogers Ltd, specialising in new builds and refits of this dauntless one-design. On average, the company builds one new yacht each year and refits three or four more.

Only a handful of designs this old are still in production. Examples include the much smaller International Dragon (1929), the Folkboat (1942), the Drascombe Lugger (1968), the Tradewind 35 (1975) and the Rustler 36 (1980). Of those, none has been so numerous as the Contessa 32. At least 700 Contessa 32s have been built, making it the most successful one-design cruiser-racer of all time. Most are Rogers builds, but in total they were built by five different yards, including around 100 built under licence in Canada.

Back in 1971, a new Contessa 32 cost £5,950. Today, a new build Contessa from Kit Rogers will set you back no less than £275,000 plus VAT. Those wanting refits to bring older Contessas to near new condition spend small fortunes, too. Kit Rogers says a typical refit at the yard is “between £100,000 and £200,000”. The boat is, he says, “not that different. The layout is the same, construction the same way but [with] more attention to detail and better joinery. We can’t compete with mass produced boats so have gone down the route of a very high standard. We don’t use veneered floors, there are dovetailed joints, we use the best materials and equipment that we can.”

Contessa 32 in the far north. Photo Willy Kerr

The price of a new Contessa could easily buy you a yacht that feels twice or three times the size. A Pogo 44, for example, starts at €270,000; a Hanse 460, gigantic by comparison, is from €270,000. But that isn’t the point: for a steady stream of new owners and still-bewitched aficionados, no other yacht will do.

Invincibility

While Jeremy Rogers was establishing the Contessa 32’s prowess as a Solent racer, where it soon gained its own class at Cowes Week (it still has), others were seeing its potential far beyond that. It was immediately eligible, and suited to, a new species of long distance offshore race, and in 1972 Royal Marine commando Mike McMullen raced across the North Atlantic in the OSTAR in his Contessa 32 Binkie II .

In 1979, the reputation of the boat was cemented in yachting history by the Fastnet Race inquiry, and the Contessa began to be thought of more as an ocean pugilist than a coastal racer. In 1984, American John Kretschmer took the Contessa 32 Gigi from New York to San Francisco, rounding Cape Horn on the same route once plied by the Clipper ships.

Willy Ker at the helm Assent sailed over 100,000 miles, from the Arctic to Antarctica, Hawaii and Easter Island. Photo Willy Ker

He wrote about the voyage in his book Cape Horn to Starboard and of enduring a storm that knocked the boat down to 130°. ‘We were in way over our heads and it was the Contessa 32 which bailed us out time and again,’ he recalled. In his talks and subsequent interviews he lauded the boat’s virtues, gilding its image of invincibility.

Meanwhile, Assent was being sailed far and wide, often single-handed by her owner, Willy Ker. A former Army officer and farmer from Somerset, Ker had bought his boat in 1976. In the early days, Ker and his son, Alan, cruised and raced the boat together. In 1977 they both did the Fastnet Race, Willy as skipper. Two years later, Alan skippered her to the finish despite the devastation of that notorious race. But in the years that followed, Assent was to see and survive even worse weather.

During the Round Britain and Ireland Race in 1978, Willy Ker began thinking of exploring further north. He sailed the following year to the Faroe Islands and followed that with a circumnavigation of Iceland. Over the next decade, he returned to the far north and across the Atlantic. In the 1990s, he sailed south to Antarctica .

Memorabilia from Assent’s participation in the 1979 Fastnet Race.

Until his final voyage alone aged 85, Ker covered over 100,000 miles in Assent , sailing to the Arctic, Antarctic, from Easter Island to Hawaii , and on numerous occasions to Greenland and Baffin Island, very often single-handed. Ker died in 2019, aged 94, but we occasionally spoke about his voyages and he once told me: “We think she’s the best boat ever, and we’ve got tremendous faith in her. She really is the sweetest boat to sail.”

In nearly 30 years’ of cruising and racing he often encountered severe weather. She was knocked down three times, he said, but only ever to the horizontal, and she always righted herself promptly.

“The worst knockdown, undoubtedly, was in 1987, when I was returning across the Atlantic with a crew. We were about 200 miles off Cape Farewell and the Coastguard said we would get north or north-west Force 10 plus.

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“I stupidly took everything down and lay ahull under bare poles. Now, I reckon that was the worst thing to do; you’re a sitting duck. A lot of water came in and knocked everything out.

“Afterwards, we ran downwind, but it was pretty hairy, I can tell you.”

Ker’s experience was that the Contessa is best reefed down and kept driving on. “You can stick more or less anything with three reefs and the jib rolled well in,” he said. “If it gets really nasty, I roll the headsail away. I don’t think I’ve ever set a storm jib.”

The easy handling virtues of the Contessa have attracted scores of adventurers over the decades – and still do. In 1993, 15-year-old Seb Clover chose a Contessa 32, Reflection , in which to make a record-breaking solo transatlantic . He was shadowed by his father, sailing another Contessa 32, Xixia .

The following year, the owner of Chanson de Lecq, Jo Hunter, was presented with the Ocean Cruising Club’s Award of Merit and the Royal Cruising Club’s Medal for Seamanship following a solo voyage from South Georgia to Cape Town and then across the Southern Ocean to Australia . She was dismasted during this and sailed 1,700 miles to Fremantle under jury rig.

The impregnable nature of the yachts encouraged the Joint Services Sail Training Centre in Gosport to buy a fleet of nine Contessas during the 1970s. Over the next two decades MOD servicemen and women sailed them all over Europe, across to Greenland, around Scotland , up the fjords of Norway and to the Fastnet Rock and back many times over.

New Contessa 32s in build at the Rogers yard. 

Assent ’s new life

When Willy Ker died three years ago, his beloved Assent was put up for sale. The first to step forward was the Rogers family.

Assent now belongs to Kit and Jessie Rogers. She was brought back to their yard in Lymington, refitted like new and has been transformed into a boat for family adventures. In 2019 Kit returned Assent to the Rolex Fastnet Race, where she was the smallest yacht in the fleet, racing with his brother, yacht designer Simon Rogers, and two of their children, Jonah and Hattie.

New Contessa 32 on the water. 

Theirs is far from the only Contessa 32 being sailed by the next generation. The design has a perpetually refreshing fan base of millennial voyagers and vloggers as well as retirees aspiring to solo feats.

“You can’t really pigeonhole typical owners,” Kit Rogers says. “In the 10 years we’ve had such a range of them, from a 30-year-old woman, to a Brazilian sailing a boat with a reinforced hull in the Amazon, to a young Norwegian man.

“Most of the boats we work on are for adventures and people going places.”

They know that this pretty little thing is a tough old boat. In the words of a retired member of the Royal Armoured Corps Yacht Club, the Contessa 32 is “like a tank. They are bulletproof, small inside, never on an even keel, forgiving when the going gets bumpy and a thrill to drive fast. But, most importantly, the kettle is always on!”

Owners Stories: the modern Contessa 32 adventures

Lucy te moananui nerissa k.

Originally from the UK, Lucy met her husband while travelling in New Zealand and has settled there. A lifelong lover of the water, she is a world champion SUP surfer who says she always dreamed of sailing across oceans and her big goal is to enter an ocean race.

Lucy at the helm of Nerissa K. Photo: Lucy Te Moananui

“I did a lot of research and read many books. I wanted a small yacht that was easy to sail solo and short-handed but also a proven oceangoing vessel. A few boats seemed appealing but the Contessa 32 kept cropping up in my reading. Not only was she a capable offshore boat in a smaller size, she had simply stunning lines.”

Lucy found the Canadian-built Contessa 32, Nerissa K, lying in New Zealand, and bought her. “Sailing off the coast of the South Island of New Zealand can be harsh. We can get big swells, it’s often cold and southern storms from the Antarctic pass through regularly. The Contessa handles it well, she is easily balanced, stable and surfs downwind with control,” she says.

Nerissa K at anchor in New Zealand. Photo: Lucy Te Moananui

“I get compliments wherever I go, when those in the know hear she’s a Contessa 32, the interest rises a notch. I can sail her with ease on my own and she doesn’t feel oversized, yet in 3-4m of ocean swell I still feel safe. I enjoy the simple life and would rather have five winches to service than 10: maintenance and repairs are easier on a smaller vessel.”

Pierre Huglo Fresh Herring

French philosophy teacher Pierre Huglo realised a lifetime ambition between 2018 and 2019 by sailing his Contessa 32 single-handed round the world with no engine and minimal equipment in the non-stop Longue Route race.

Pierre Huglo on board the Fresh Herring during his round the world trip. Photo: Pierre Huglo.

“I chose a Contessa 32 because I wanted a boat in which I can have complete confidence while sailing alone across any ocean. I wanted a boat able to sail in any conditions of wind and sea, that would give me independence and self-reliance. With 50% ballast ratio and a very strong construction the Contessa gave me this confidence and now I’ve sailed 72,500 miles aboard Fresh Herring I know she never deceived this confidence I had in her.”

Mike Loubser Coconiño

When he retired, Mike Loubser, a doctor from South Africa, sold his 42ft Simonis design and began looking for a new boat. “I was looking to simplify, find a boat that was seaworthy, capable in bluewater but simple enough that I wouldn’t be spending all my time tinkering with pressurised hot and cold water, complex electrical systems, a large, powerful rig, or always be looking for crew,” he says.

He chose a Contessa built by Jeremy Rogers in 1980. He likes the fact that deck work is easy to accomplish but admits: “You have to come to terms with how small this boat is below deck. The lack of space in the living quarters takes some getting used to – optimal use of space is essential.”

For him, the heritage of the Contessa is a huge draw. “I liked the reputation of being well-mannered. To top it all off, the Contessa has lovely lines.”

Contessa 32’s Appeal

What is it about the Contessa 32? Even for a superfan such as me, its appeal is surprisingly hard to define. It’s cramped down below, without full headroom, the saloon is snug, the forepeak berths short, and the galley and heads both quite poky.

Interior volume and liveaboard luxury is not what the Contessa is about. Its cherished characteristics are the distinctive sheerline, narrow, waspish stern and overhanging counter, a low freeboard – which dips to just 71cm outboard of the cockpit, and mild tumblehome. The combination is pleasing to any eye, and one of the lovely things about owning a Contessa 32 is how often your boat is complimented.

My husband and I used to co-own Gauntlet (CO900). This was my husband’s second Contessa, sandwiched in ownership between larger oceangoing yachts, as is often the case.

Like any smallish boat, the Contessa has a quick motion, but her long fin keel and deep forefoot shrug aside a head sea. She can be a bit of a submarine, but I’ve never known her to slam or pound. When the going gets tough, the Contessa excels and it has the most beautiful sailing manners upwind, with a knack of making you feel like Ben Ainslie.

The high aspect mainsail is simple for one person to hoist and reef. The Contessa is ‘human sized’, and this is the prime reason the design remains so beloved among short-handers. The downsides? It is not a marina boat; close quarters manoeuvring can be sporting. It can also be a handful downwind. Under spinnaker, a barber hauler is needed to stop the sail taking control and pulling you round.

Still, these are trifling things on a boat whose famous capabilities flatter your ambitions. Wherever you go, people recognise the boat, and its epic reputation rubs off on you.

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Contessa 32

First impressions The Contessa 32 is a very handsome boat. It has been described with the best of adjectives over the years. The sheerline is deceptive-it almost looks to be reverse until you train your eye on the sweet lines. The bow is fine with a knifelike overhang. The stern is pinched in the style of the IOR boats of the early 1970s, but still attractive. The hull has pronounced tumblehome and the cabin profile and overall freeboard are low. Low as in 28 inches of freeboard, and as I remember, doing the dishes offshore was a matter of simply reaching over the side. Sadler mixed these ingredients just right and came up with a boat that is universally admired. I can't ever recall sailing into a harbor without receiving compliments about the boat. Below the water the 32 has a powerful fin keel, a skeg-hung rudder and a deep forefoot. I have logged more than 30,000 miles aboard Contessa 32s, most of them upwind, and I have never felt the boat pound in a seaway. It does ship water over the deck and is affectionately known as a "submarine with sails." The ballast of 4,500 pounds is nearly 50 percent of the overall displacement, and although the boat does heel a bit, it is incredibly stable. The IMS stability curve puts the Contessa 32's limit of positive stability near 130 degrees.

Construction The Contessa 32 is not overbuilt. Although, it is solidly constructed and well-engineered, it doesn't sport the massive fixtures of a Westsail or Valiant. Rogers was, and still is, extremely talented when it comes to molding fiberglass. I remember when we wanted to upgrade the size of the standing rigging before our Cape Horn adventure. He tried to point out that the fiberglass deck had only so much tensile strength and that beefing up the rigging was a waste of money. The hull is solid fiberglass and on the English boats so is the deck. Americans are accustomed to cored decks and it is bit unnerving to feel the deck flex, especially on a legendary oceangoing boat. There is, however, no core to delaminate and flexibility is one of the great advantages of fiberglass. Canadian boats, at least later in the production run, went to balsa-cored decks. We had Gigi's deck cored with Airex, another waste of money according to Rogers. Roger's layup was very well done, and although the hulls are thick by today's standards, every effort was made to keep the weight under control when they were built. These boats were designed for racing success as well as ocean cruising. The overall weight of 9,600 pounds made the Contessa a moderate displacement boat in its day. The Canadian boats were also built to Lloyds' specs and, if anything, are slightly heavier than their English cousins. The ballast is internal lead, and the rudder is solid fiberglass. The stock is stainless steel.

What to look for Despite its legendary status, the Contessa 32 has a few items to carefully inspect. The Contessa 32 owners' association Web site is a valuable tool for probing into the inner workings of the 32. Also, Rogers, who has been for years refurbishing old 32s (and has recently started building new 32s on a limited basis), is a font of knowledge. He is a wonderful man, modest, very gentlemanly and very accessible. The first thing to look for is a boat that has been repowered. Although the Contessa 32 has never been a great boat under power, some engines are definitely better than others. A variety of diesels were used including Petter, Farymann, Bukh, Volvo and Yanmar. A 32 with a fairly recent three-cylinder Yanmar is worth paying a premium for. Another item to look at is the water tank in the bilge. The large inspection plate usually leaks, letting bilge water into the tank. Some owners have done away with the inspection plates, or just given up on this as a fresh water tank. Also, check the hatches for signs of silicone and other sealants, the boat ships a lot of green water and the hatches tend to leak. The electrical system, especially on the older English boats, will need upgrading to accommodate today's digital gizmos. One final note, many 32s had factory colored hulls that will need to be painted, possibly for the second or third time.

On deck The 32 has a deceptively large and fairly comfortable cockpit. I spent many hours tucked up behind the dodger, which was at times the only dry spot on deck, and many others sprawled against the deep coamings reading while the windvane steered. Tiller steering is de rigueur, at least on English boats. Canadian boats were occasionally fitted with wheels. There are small coamings and a good-sized locker to port for stowing gear. The mainsheet traveler is mounted on the bridgedeck just aft of the companionway. The helmsman can reach all sail controls without stretching. Two scuppers adequately drain the cockpit when water slops aboard. There are low teak grabrails on the coachroof and double lifelines and well-supported stanchions are standard. The molded nonskid surface is not aggressive and may be well worn on older boats. A small bulwark that rises forward is an excellent safety feature and looks nice too. The chain locker is external and can house decent-sized ground tackle, although few boats have a good set-up for anchoring. The mast on the new boats is from Selden. Older boats will likely have Sparcraft or Kemp spars. The chainplates are U-bolts, secured through the deck and by the hull. While they seem undersized, few if any 32s have lost their rigs due to turnbuckle failure. Winches will likely be Lewmar and most boats will have upgraded to self-tailers along the way. Most of the hardware on Gigi was also Lewmar, although we did have one of the early Harken headsail furling systems. A feature I liked was the two-way bulkhead mounted compasses that could also be viewed from down below.

Down below The Contessa 32 interior is the reason the boat was never more popular in North America. It is small. Really small. It is easy to think you've stumbled onto a 27-foot boat when you drop below. Although Contessa brochures claimed there was 6 feet of headroom it was only the spot just below the companionway. As you stepped forward it was time to duck. British boats were finished nicely with teak interiors, while the Canadians opted for molded liners and components-practical but not as attractive. The Canadian boats do have a slightly wider cabin sole that helps make up for the narrow beam. These boats were designed for northern sailing and ventilation is an issue. The overhead hatches in the saloon and forepeak are only adequate, and while opening portlights would help, the freeboard is so low that they would be impossible to open under way except in light conditions. The interior plan is predictable. A double that is best suited for very good friends is forward, followed by the head to port and a locker opposite. The head is compact to say the least. Most older Contessa 32s have excellent Lavac pressure heads. The saloon features a wraparound settee and table to port and settee/sea berth to starboard. There is decent storage beneath the settees. The small galley is to port and usually includes two sinks, a two-burner gas stove and a small icebox. The best aspect of the interior is the nav station located opposite the galley. There is plenty of room for instrument repeaters and the electrical panel is also mounted here. Overall the interior works well for passagemaking and has enough space for a couple to cruise with some degree of comfort.

Engine As noted earlier, 32s came with a variety of engines. Gigi was fitted with a two-cylinder 15-horsepower Yanmar that performed brilliantly for more than 30,000 miles. We rarely motored at more than 5 knots but the engine was stingy with fuel, and we typically stretched our modest 12 gallons into 30 or 40 hours of motoring. Access is from behind the companionway and through a panel in the quarter cabin. Gigi, like most 32s, was fitted with a conventional stuffing box, including a grease gland, and a fixed two-bladed prop.

Under way Contessa 32 voyages have been well documented but voyaging accounts don't dwell on handling characteristics. Simply put, the reason to buy a Contessa 32 is because it sails beautifully. The boat is close-winded, does not make leeway, never pounds in a chop, is fast with respect to a 24-foot waterline and handles extreme sea conditions. The boat is easy to daysail, exciting to race and cruises with a confidence few other boats can match. Typically, most racers carry full sail until the wind tops 25 knots and deal with puffs by feathering the main. When cruising, shortening up sail results in a very well behaved boat in most conditions. Downwind sailing under spinnaker can be exciting. Most passagemakers report flying either a single or double poled out headsails in trades. Sailing from the Canary Islands to Antigua we poled out our 150 percent genoa and eased along at 6 knots day after day with little stress. The 32 really shines in heavy going. Read Adlard Coles' classic book, Heavy Weather Sailing, for an account of how Assent handled the wild conditions that ultimately claimed 15 lives during the 1979 Fastnet Race disaster. We used similar tactics several times during our windward rounding of Cape Horn.

Conclusion Prices for used Contessa 32s range from around $30,000 to $50,000. This is a small price to pay for a boat you can sail to the ends of the earth and back. However, like all boats, the 32 is a compromise. Its legendary seakeeping traits are offset by a lack of creature comforts. At the end of the day, the Contessa 32 is about sailing and nothing else and that's why it is a classic.

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• Contessa 32

The Contessa 32 Sailboat

The Contessa 32 is a classic sailboat, first introduced in the 1970s by British boat builder Jeremy Rogers in association with designer David Sadler. It's a design that strikes a balance between speed, seagoing ability and accommodation. This longstanding endurance of the model is testament to its design and robust build quality.

Published Specification for the Contessa 32

Underwater Profile:  Fin and Skeg

Hull Material:  GRP (Fibreglass)

Length Overall:  32'0" / 9.8m

Waterline Length:  24'0" / 7.3m

Beam:  9'6" / 2.9m 

Draft:  5'6" / 1.7m

Rig Type:  Masthead Sloop

Displacement:  9,500lb / 4,309kg

Designer:  David Sadler

Builder:  Jeremy Rogers Ltd (UK) ; J J Taylor & Sons (Canada)

Year First Built:  1972

Year Last Built:  Still under production in UK

Number Built:  600+ to date

Owners Association:  Contessa 32 Class Association

Published Design Ratios for the Contessa 32

When considering the Contessa 32 sailboat’s ability to perform in a seaway, you would need to look at some of the published design ratios . In terms of the Sail Area/Displacement Ratio (SA/D) , the Contessa has an above average figure of close to 18. This places it into the 'cruiser-racer' category indicating a good balance of cruising comfort and performance.

Further regarding the Ballast/Displacement Ratio , which provides an indicator of stability, the Contessa 32 also performs excellently with a ratio of about 48%. This high percentage indicates a heavy keel and good stability, again supporting its reputation as an excellent sea boat.

The Displacement/Length Ratio (D/L) of the Contessa 32 is approximately 269, placing it in the 'heavy cruiser' category. This indicates a sturdy and capable blue-water cruiser, well-suited for extended voyages and ocean-crossing trips. A hull with a high D/L ratio generally leads to a more comfortable ride in rough conditions.

On the Comfort Ratio (CR) , the Contessa 32 has a ratio of about 30, which characterizes it as 'moderately heavy'. This means that it is an excellent choice for those looking for a comfortable and stable boat for cruising.

In terms of the Capsize Screening Formula (CSF) , the Contessa 32 has a value of roughly 1.8, indicating a relatively low risk of capsize in extreme conditions. Its low CSF, coupled with the 1979 Fastnet Race (during which a Contessa 32 was the smallest boat to finish the race), affirmed its reputation for seaworthiness and strength in demanding situations, giving its owners a sense of safety and confidence.

Pros & Cons

The Contessa 32 sailboat's strengths lie in its robust design and admirable sailing performance, its solid handling and steadfast seaworthiness even in severe weather conditions. It is well-made with a quality finish, and its reputation has held up over the years as being not just a safe boat, but a boat that inspires security and confidence in its helm.

The Contessa 32 does have its weaknesses. Some owners have reported that despite its relatively comfortable interior, the available living space is somewhat limited, largely due to its narrow beam. This could be a draw-back for those planning extended cruising with larger crews.

Moreover, the traditional layout of the boat, while charming in its own right, may not appeal to those who prefer more modern and innovative interior designs. The cockpit is also not as spacious as some of the newer designs in its class, limiting outdoor living.

However, these minor inconveniences are often overshadowed by the boat's overall performance, and enduring appeal. Many prefer the Contessa 32 for its simplicity and straightforwardness, and the fact that you know exactly what you're getting – a reliable, capable, and prestigious heritage yacht.

The Competition

When matched against other similar boats in its class, such as the Nicholson 32 or the Westerly Storm 33 , the Contessa 32 holds its own. It offers better stability than the Nicholson 32, and while the Westerly Storm 33 offers more room, the Contessa 32 arguably offers a more balanced and superior seagoing performance.

The sailing press has consistently given the Contessa 32 positive reports. It has been praised for its strong construction, seaworthiness, and the satisfactory speed it achieves under different wind conditions. This praise has been echoed by owners, many of whom have been captivated by the boat's charm and reliability.

Freedom & Adventure

Venturing into the realm of sentiments associated with the Contessa 32 sailboat, one is indeed struck by an overwhelming sense of freedom, adventure, and a love of the sea. This classic, beautifully made sailboat epitomizes the appeal of open water voyages are all about.

Freedom is expressed in the boat's veering away from complicated and modern-day designs. It doesn’t try to be overly innovative but stays true to what a ship is meant to be – a sturdy vessel created to weather the harsh elements of the sea.

As for adventure, one only needs to recall the 1979 Fastnet Race, where the Contessa 32, against all odds, proved her might and mettle, reinforcing her status as a seaworthy vessel capable of handling almost anything mother nature can done out.

And lastly, love of the sea is reflected in every detail of the Contessa 32. From the traditionally designed interior to the superior handling and stability, the Contessa 32 is more than a boat; it is a testament to the enduring appeal and love of sailing, capturing the very essence of a seafaring way of life.

The Secondhand Market

As a prospective buyer, you need to consider the associated costs. Although the Contessa 32 can be found on the second-hand market, restoring, maintaining and running an older boat can incur considerable expenses over time, so prepare your budget carefully.

Truly, the Contessa 32 is a boat for the sailing purist, one looking for an authentic sailing experience coupled with the assurance of safety and the promise of adventure. It may have minor shortcomings in terms of space and modern finishes, but the heart of the boat – its nature as a true sea boat with a unique heritage – is what draws many sailors to it year after year.

Succinctly, the Contessa 32 is the epitome of a classic sailboat exuding strong elements of freedom, adventure, and love of the sea. Its design ration, pros, and cons make it a worthy choice for any potential buyer. Whether it’s for its legendary history, its seaworthiness, its aesthetic appeal, or the sheer joy it brings to those who pilot her, there is undoubtedly something special about a Contessa 32. It's more than a boat. It's a lifestyle.

Its enduring popularity is also reflected in the availability on the secondhand market, where you might find models priced between $25,000 and $40,000, depending on age, condition and fitted equipment.

I wrote this article using GPT-4, OpenAI’s large-scale language-generation model, as a research assistant to develop source material. I wrote the final draft in its entirety and believe it to be accurate to the best of my knowledge.

Dick McClary, creator and owner of sailboat-cruising.com

Other sailboats in the Contessa range include:

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• Jeremy Rogers

Contessa 32

Contessa 32 - Jeremy Rogers / STW003857

Built since 1971 and produced in over 800 units, the Contessa 32 is one of the best-known cruising sailboat of English production. Designed by David Sadler and built by several shipyards (first of all Jeremy Rogers), she is very seaworthy, has an excellent stability and high build quality.

Technical data

cabin cruiser

Bukh 20-HP , Volvo 2003 28-HP

overall length

hull length

waterline length

standard draft

minimum draft

displacement

diesel tank

mast height

Accomodation layouts

standard version

DOCUMENTS: Contessa 32

Yachting World test 1996

pdf file good resolution, 5 pages, english language.

If you find some wrong or lacking data of this boat, you can propose an update.

Technical forum: contessa 32.

how much does it cost ? Thank you 03/07/2024 by stw-8507

Does anyone have the Contessa 32 user manual? thank you so much 16/08/2023 by stw-6957

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Timeless Contessa 32 – reviewed

Classic good looks still define the contessa 32. we took the latest boat out to see how the design has aged.

Approaching the Contessa 32 dockside, the first thing to note is her appearance: the combination of sheer, sharp prow, retroussé counter, moderate overhangs and low cabin trunk produce a very attractive yacht that combines mid-20th century trad with a dash of IOR in the transom shape.

These good looks produce a yacht that is just 24ft LWL and with the narrower beam of her vintage, we are not talking a huge amount of space below compared to her modern counterparts, although she’s similar in volume to contemporary and older boats.

For bluewater cruising on a watch system, the Co32 could accommodate six or perhaps even eight; but really, this is a good-size boat for up to four to sail in reasonable comfort.

In her element

We come to the Co32’s raison d’être. It’s widely accepted that she sails like a dream: this is a sailing boat for the purist. It was hard to draw conclusions in the light conditions we had, particularly without instrumentation, but our upwind rig of main and genoa drew us along nicely on all points of sail, even in the 10-15kt winds we had. She’ll point high, run reliably and come through the wind fast. She’s perfectly neutral on the helm, although apparently the yachts can develop some healthy weather helm as winds pick up, as well as a fair amount of water over the deck. A particularly nice feature is the tightening nut on the tiller, which allows for a stiff helm to reduce fatigue on passage and allow a degree of self-tending, or a looser helm for more feel and response while docking or racing. Elevation is also variable, handy for manoeuvres when the helm will want to stand for a better view.

Steffan’s verdict

For a handful of customers (they only build a new one every couple of years or so), only a Co32 will do. They certainly don’t compare well on price to their rivals but if you are after a British-built yacht with incomparable looks that sails like a dream and has an extraordinary provenance, it will be on a pretty short list.

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Contessa 32: Nigel Sharp on this cruiser-racer’s history and future

Nigel Sharp on t he history and future of Jeremy Rogers’ Contessa 32. He writes: “ t he opportunity to sail on and write about a brand new Contessa 32 was too good to miss”.

After my keelboat ownership began with a timber Nordic Folkboat in 1998, it was probably at the back of my mind for most of the next twenty years that I might have a Contessa 32 one day. Sure enough, when it came to it I didn’t consider anything else and I went to look at six of them. The most expensive of these was the 1990 Dart Dash which initially I told myself not to view as the asking price was above the budget I had set. As soon as I saw her, however, I knew she was the one so I bought her and renamed her Songbird . I haven’t had a moment’s regret since.  

Jeremy Rogers and the history of the Contessa 32

It was in 1971 that Jeremy Rogers started building the Contessa 32 which he had designed in collaboration with David Sadler. It proved so popular that at one stage the company was employing about 200 people and was producing two boats every week in five different factories in the Lymington area. But in the early ‘80s, the company found itself the casualty of a recession and went into receivership. That was when Mike Slack acquired the moulds and over the next few years built about twenty-five 32s in Lowestoft, including Dart Dash . In 1996, Jeremy bought back the moulds and went back into production, but this time on a more modest scale.  When he retired in 2012, his son Kit took over as managing director and began to run the company with his wife Jessie. The company has now built a total of about 650 Contessa 32s, and nowadays typically produces just one a year, each of them effectively custom built.

Kit and Jessie also have a Contessa 32 of their own, the 1972 Assent which was owned for many years by Willie Ker who took her on some extraordinarily adventurous voyages, and which was the only finisher in her class in the notorious 1979 Fastnet Race . While Assent is now often used for cruising, she also regularly races in the Solent area including Cowes Week (where the class has its own start), the Round the Island Race (which normally attracts more than thirty 32s) and, in 2023, the inaugural all-Contessa regatta for Contessas of all sizes. Furthermore, in 2019 she completed the Fastnet Race again, this time with Kit, his brother Simon and their two eldest children on board. 

A day out sailing on this one-design cruiser-racer

It was Kit and Jessie who took me sailing one glorious day in August on Gina , a red-topsides 32 which had been completed just a few weeks earlier. Gina was built for a highly experienced 80 year-old owner who was planning to sail singlehanded to Ushaia, the world’s southern-most city. There he will meet up with his son so that the two of them can sail westwards through the Beagle Channel, and then around Cape Horn (but from and to 52 degrees latitude, a distance of more than 3,000 miles, so they can qualify for membership of the International Association of Cape Horners).  

We met up on a glorious day in August at Gosport’s Royal Clarence Marina where Gina was moored. One of the first things we discussed was timber, specifically in the light of the extreme difficulties in acquiring teak these days. Myanmar (formerly Burma) has traditionally been the source of the best quality teak, but it is now illegal for it to be imported into Europe, although some less reputable companies are finding dubious ways around that. “You have got to be careful,” said Jessie, “but finding a good alternative is not easy and is an ongoing project for us.” So whereas the capping rails  and cockpit seats on Songbird (and, presumably, the vast majority of her sisterships) are teak, Gina’s are made from thermally treated maple. It is much harder than teak but doesn’t bend particularly well so, having tried unsuccessfully to steam the capping rails to cope with the transverse bend, they were laminated.

Left scrubbed the appearance is similar to that of teak which has been exposed to UV light for a while, and Kit told me that if it is varnished it appears “slightly darker than teak, more like mahogany”. The company has previously tried Kebony, another maple but differently modified and now no longer available; plantation teak, such as Java teak supplied by Sykes Timber, which is not as hard as Myanmar teak and only available in shorter lengths; and plastic, such as Flexiteek, which has works well in some cases like decking, but is not so good for capping rails and larger sections.

Kit started the engine – a 3-cylinder Beta 25HP diesel driving a three-bladed Darglow Featherstream propellor – and we set off from the marina and motored out through the entrance to Portsmouth Harbour, hoisting the mainsail along the way. When we were lining up with the Swashway we turned to starboard, unfurled the headsail, turned the engine off and began sailing out into the Solent in a gentle south-easterly breeze. 

Soon after I bought Songbird ,  someone said to me: “they are rather wet boats, aren’t they?” to which I replied “I dare say, but unlike the very wet boat I have had for twenty years, she has a sprayhood.” I mention that to Kit and Jessie and they expressed frustration that the 32s seem to have such a reputation, and I agreed wholeheartedly. I always leave Songbird’s sprayhood up when she is on her mooring to prevent rain water collecting in its folds, but I always put it down before casting off, mostly for better visibility when manoeuvring through the crowded Percuil River where I keep her. But the number of times that I have really found it necessary to put it up again when under way is probably still in single figures. And then I have found the tiller position so far forward in the cockpit to be a great advantage as it is possible to steer while sheltering under the sprayhood. Kit then talked about racing Assent two-handed with his brother Simon. “He is very competitive, and the first time he insisted that everything unnecessary, including the sprayhood, should be taken off the boat. We then had a very wet upwind leg when we both got very cold and miserable, and since then has has insisted that the sprayhood is left on!”

For many years Sanders Sails of Lymington has been the Contessa sailmaker of choice (“we wouldn’t want to use anyone else!” said Kit). I was keen to benefit from that invaluable  knowledge when I ordered a new headsail a couple of years ago. Songbird came with two Sanders headsails, both very tired, one that seemed too big (and with a low clew which gave poor visibility) and one too small. The new one is an excellent compromise which, as it happens, is pretty much exactly the same as Gina’s . Although we didn’t have time to try it, Gina also has an asymmetric spinnaker which is set on a top-down furler, a considerable improvement, by all accounts, on an old fashioned snuffer which is what Songbird has. 

Gina’s high quality deck and rig equipment include Selden aluminium spars, Harken blocks, Spinlock clutches (halyards and reef lines are led back to the cockpit) and Andersen self-tailing winches which are gratifyingly more powerful than Songbird’s smaller Lewmar winches. She also has a Quick electric windlass which was of particular interest to me as I plan to fit one, or similar, this winter (geometrically it doesn’t look as difficult as I had imagined). 

It was, of course, no surprise to find that Gina’s sailing performance is every bit as delightful as Songbird’s , the only real difference being that sitting on Gina’s coaming between the primary and secondary winches is significantly more comfortable in the absence of Songbird’s redundant cleats which I have so far failed to remove!

Contessa 32 Interior – Gina

Down below, Gina’s layout is almost exactly the same as Songbird’s and every other Contessa 32, but I did notice some improvements in the detail. In Songbird’s heads there is a GRP moulding which incorporates a small basin which I find virtually unusable, whereas Gina has a more practical basin which slides inboard from its stowed position below an outboard cupboard. Other improvements include more accessible heads and engine inlet seacocks, a clever bottle storage in the saloon table (designed by Jeremy himself), and a rounded chart table corner for easier access to the quarter berth. Rogers’ Contessas have always had stainless steel fuel tanks which were originally about 35 litres (about the size of Songbird’s plastic tank) and while the standard tank is now 55 litres, Gina’s is about 85 litres. Until about 25 years ago water tanks were GRP and built into the keel, and they are now stainless steel. 

Back in the day the favoured timber species for the interiors of Contessas (and many other makes of production boats) was teak. But here the current supply difficulties aren’t really an issue as durability is not as important and there are plenty of other species which more than suffice. While other recent Contessas have been fitted out with American walnut, maple and painted white joinery, Gina ’s is cherry; the traditional teak and holly cabin sole has been superseded by maple, with the dark planks treated and the white stripes untreated; and the Corian galley worktop makes Songbird’s Formica seem somewhat dated.

In the early days of GRP boatbuilding, caution and lack of knowledge led most boatbuilding companies to produce lay-ups which were much thicker than they need have been, but that was not so much the case with Contessas, not least because Jeremy was a highly competitive racing sailor. “There was a proper laminating schedule which was thoroughly thought through,” said Kit, “and it’s the same one we use today which means that vintage Contessa 32s can still race competitively and fairly with new builds.” 

Jeremy Rogers today and beyond

In 2009, the company moved from a land-locked site in Milford-on-Sea to Lymington Yacht Haven. Up until then, small refit work was out of the question as the cost of moving boats from the sea to the factory was proportionally too high. But now the convenience of the Haven’s 60 tonne travelift is proving invaluable, and allows refits of any magnitude to be undertaken. Although the company is happy to refit other types of boats, major restorations on Contessas (including 26s, of which about 400 were built between the mid-‘60s and the mid-‘70s) are providing regular bread-and-butter work. The company typically carries out two or three of these each year, with Contessa 32 owners spending anything between £100,000 and £250,000. “The jobs lists tend to get longer when owners come into the yard and see what we are doing to other boats, and decide they should have that too,” said Kit. “And when they are finished, people often think they are new boats. But if anything they are better than new as the Awlgrip paint systems we use for the hull and deck have much better depth than gel coat.” 

But what of a new boat? The base price for a “standard” sail-away boat but with no electronics is £350,000 plus VAT and Kit told me that typically customers spend anything from £40,000 to £80,000 on extras. “We know it is a huge amount of money for a 32ft boat,” said Kit, “but it is a huge amount of work and we have to stay in business.” There are, of course, plenty of 32ft boats with much more internal room than the Contessa, but it has to be said that they don’t look as good or sail as well. For those discerning owners who are happy with such a compromise, there is clearly still a demand. And just to prove that, the company is just in the process of starting to build yet another. 

For more info on the Contessa 32 and Jeremy Rogers, visit their website .

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Contessa 32, are they really that good?

• Thread starter Gixer
• Start date 21 Dec 2020
• 21 Dec 2020

Well-known member

Went down the yard yesterday to find a Contessa 32 has been plonked next to me. I've seen these boats many times before but never gave them much thought. This one has made me stop and look, the underwater profile is really pretty and looking at these boats in more detail they are very well regarded. Are they as good as people say and do they stand up in the 21st century? Not that I'm planning to sell my boat but never say never....  

Praxinoscope

Fabulous lines, sails well if wind is above a low force 3, will take a lot of battering, but accommodation is a bit 'cramped' compared to later 32' boats, still one of my dream boats, but not practical in our drying harbour and they still fetch a good price beyond my budget.  

fredrussell

Totally agree on underwater profile. As good looking as the lines above the water, and that’s saying something. I believe they’re the boat for which the phrase, “goes to windward like a submarine” was coined.  

I'll be controversial here.....I've sailed one and didn't like it! Cramped and uncomfortable cockpit. Rolled a lot downwind. Cramped accommodation (for the length). Now if I had to go out in a gale, it would be among my top choices.....but for regular cruising, probably not  

Charlie Boy

Saw one in Kingswear a few years ago. Brand new apparently! Very pretty but low headroom I think.  

For my money I'd go for a Westerly Fulmar which is also 32 ft( I am biased) much more room and slightly faster overall. If you really do want to do a lot of storm force sailing, in which case the track record of the Contessa 32 is gold plated. Big foresail rig is not my cup of tea either.  

Where's Tranona when you need him? YM did a comparison 'tween a CO32 and a Bavaria 30(ish) - still had a keel - a couple of years ago and the CO32 came out better. RAW factor is fantastic as is WAF (walk away factor) in the yard. Internal space is nothing like an AWB of the same length but if you want floating caravan then the CO32 is not for you, similarly for holding dinner parties in the cockpit. But if you want a cockpit where you can brace easily with sheets and tiller perfectly to hand and an internal space perfect for a couple with small kids or a spartan crew of 6 with the added advantage of only ever broaching if you're a complete idiot then I heartily recommend the CO32........ but then I'm a tad biased!  

I used to race them in the 80s. They are a bit of an acquired taste. Think of them as the equivalent of a small stone-walled cottage with low ceilings, small windows, and a narrow, steep staircase, and with a tiny cramped kitchen with a stone-flagged floor and an Aga. If that kind of place is your idea of a perfect home, then you'll love the CO32. If you're the kind of person who prefers high ceilings, lots of daylight, and a nice modern kitchen, then you probably won't much care for one. They will stand-up to just about anything you want to chuck at them weather-wise, but they are wet as hell going upwind and can be pretty rolly downwind. It's the class racing that really keeps the fleet going. It's a strong fleet in the Solent and has been for decades.  

I think they are vastly over-rated. They are slow. They are cramped inside. They have a fugly masthead rig. They are wet to sail. Go back 20 or so years and I'd forgive some of that because they had some interesting OD racing, and some boats in a similar vein to race against but that's gone the way of all things. Most of them are now also very tired. No point having a hull shape with a reputation for seakeeping if all the gear is knackered and things start breaking at the first sniff of a gale.  

For some jobs it could be ideal in theory. Would think a solo circumnavigator doesn't need more space below or in the cockpit and wouldn't really want a heavier or bigger boat if he's sensible. I wonder if anyone has ever added a doghouse (at the risk of being shot by purists). But there are similar designs without the premium price. As said some look very tired for the money asked. Might save 10K just by it not being a contessa 32 so in the end it wouldn't be a great choice.  

My son had one and I've done Wales to the Scillys and to Ireland. They are a bit cramped and the layout seems very old style - heads next to the forepeak, divided with a curtain, a small galley with a pump to empty the sink. I have a Moody 31 and my son thinks there is not much difference sailing wise (similar handicap) and that the Moody is a much nicer boat to spend time on. The CO32 wins on looks of course.  

I like looking at them, very pretty! That's as far as it goes though. 'Cape Horn to Starboard' by John Kretchmer is a good read.  

Athomson said: For some jobs it could be ideal in theory. Would think a solo circumnavigator doesn't need more space below or in the cockpit and wouldn't really want a heavier or bigger boat if he's sensible. I wonder if anyone has ever added a doghouse (at the risk of being shot by purists). But there are similar designs without the premium price. As said some look very tired for the money asked. Might save 10K just by it not being a contessa 32 so in the end it wouldn't be a great choice. Click to expand...

fredrussell said: I believe they’re the boat for which the phrase, “goes to windward like a submarine” was coined. Click to expand...

Gary Fox said: Perhaps a Contessa would struggle to carry all the water and stores for a long run, without ruining the performance? Kretchmer did NY to LA, but he's more intrepid than average. Yes, overpriced, like VW Campers, MG's etc. Click to expand...

Gixer said: Are they as good as people say and do they stand up in the 21st century? Click to expand...

As others have said, a Contessa 32 sails beautifully, if slightly dampish going to windward in a blow. Interior tiny by modern standards, heads compartment particularly cramped, but I have sailed with 6 on board. Bear in mind that the Co32 is a 1971 design, and by 1979 the same designer drew the Sadler 32, which was specifically intended to be a better boat, and stretched and tweaked in the early 1980s into the Sadler 34. The Contessa is prettier, personally I believe the Sadlers are overall better. The other fin and skeg contemporary is the Rival 32/34. I've never sailed a Rival 32 but i have sailed both Contessa 32s and a Rival 34 in moderately heavy weather and I prefer the not that much slower Rival 34. We ( Yachts for sale at Yachtsnet - UK sailing yacht brokerage and boat sales ) have sold a couple of very late-built Contessa 32s for serious money over the years, I'm talking 4 to 6 times the "usual" price of an original 1970s one. So there are a few beautiful ones around, and people who value them. The problem with most boats that sail really nicely is that they get sailed a lot and often a long way and get lots of wear and tear.  

seumask said: For my money I'd go for a Westerly Fulmar which is also 32 ft( I am biased) much more room and slightly faster overall. If you really do want to do a lot of storm force sailing, in which case the track record of the Contessa 32 is gold plated. Big foresail rig is not my cup of tea either. Click to expand...

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Yachting Monthly

• Digital edition

Dawn 39: big sister to the Contessa 32

• Rachael Sprot
• November 10, 2022

What does a Contessa 32 with 6ft headroom and an aft cabin look like? Rachael Sprot jumps on board the Dawn 39 to find out

Most Dawn 39s, like Elixir, have a keel-stepped sloop rig, but some were configured as cutters. Credit: Richard Langdon Credit: Richard Langdon

Product Overview

‘Pretty boat! What is she?’ I asked fellow sailing instructor Jane Sudlow-Arthur when she uploaded a photo of her new yacht.

It was fine-lined with a distinctly British look and uncannily familiar. I was immediately intrigued.

Like me you might not have heard of the Dawn Class 39, but you will know her little sister the Contessa 32 , and the family resemblance is striking.

These two siblings had dramatically different fates, however.

Over 700 Contessa 32s were built and continue to be built in the Jeremy Rogers yard in Lymington.

Jane has replaced the Flexi-teek on deck with Kiwigrip. Credit: Richard Langdon

The Sadler-designed 1972 cruiser-racer achieved cult status thanks to its impressive seakeeping abilities and indisputably pretty hull.

Meanwhile only a handful of the larger version ever left the mould and they soon slipped into obscurity.

As with all great family sagas, the founding and floundering happened within a wider context.

Following on from the popularity of the Contessa 32 and its resilience in the 1979 Fastnet Race , an enthusiastic owner commissioned a larger version and funded the production of the mould.

David Allan Williams, who also designed the Whitbread Ocean 80s and Peter Blake’ s Steinlager 1 , was one of Contessa’s in-house designers at the time.

He drew the lines for the Contessa 38 making them exactly 6-foot longer to accommodate an aft cabin.

Deep coamings make the cockpit feel secure, but there is little stowage besides the small lazarette. Credit: Richard Langdon

In the early 1980s a few dozen were built but the decade was to prove terminal for many British boat builders.

Continental upstarts like Jeanneau and Beneteau had ramped up their output, drastically undercutting their counterparts across the Channel.

Few yards survived the arid economic climate.

A couple of years into production of the 38, Contessa closed too, and the owners of the mould searched for a new yard.

Mustang Yachts took on the project, and at this point the design was slightly altered.

The 38 suffered from sub-optimal power handling owing to the placement of the propeller in the rudder aperture of the skeg so the engine arrangement was swapped to a sail drive.

The transom was also redesigned to give an attractive counter stern and the Dawn Class 39 was born.

Familiar similarities

The underwater profile is similar to that of the Contessa 32 but not identical.

There’s a substantial encapsulated fin keel , skeg-hung rudder and extremely high ballast ratio of 48%.

The coachroof is roomy, with plenty of space for the liferaft and dinghy. Credit: Richard Langdon

The waterline length of the bigger boat is proportionally longer though. The Contessa 32 has a 66% WL length compared to 76% on the Dawn 39, which should give good hull speed.

The hull is balsa cored above the waterline for stiffness, as are the decks. Williams rounded the bilge in the forward sections to reduce pounding when heeled.

Jane testified to the success of this: ‘She sails brilliantly upwind, and never slams.’

The moulds exchanged hands several times and various hulls were produced through the 1980s and 1990s, some were home finished.

Elixir was one of the later hulls, laid in 1998 and fitted out by the commissioning owner over a 10-year period.

With a 76% waterline length, the Dawn 39 is fast through the water. Credit: Richard Langdon

He sold her shortly after her launch in 2008. Jane bought her in 2020 as a lockdown project.

There was a lot of cosmetic work to be done including stripping the Flexi-teek from the deck and replacing it with Kiwigrip.

A leaky cockpit sole turned into a much bigger job than anticipated.

As she stripped back the teak planking she discovered two more teak floors with an osmotic GRP base beneath.

A stint in the yard remedied the defect but did little to solve the mystery of why they’d been put there in the first place.

Dawn 39: Impressive performance

It was an overcast day in Brighton and we needed an early start from the marina to be back alongside before low water.

We slipped lines as soon as photographer Richard Langdon jumped aboard. ‘Pretty boat,’ he remarked.

Elixir reversed out of her finger berth obediently and we set off.

Elixir has many modifications, including this set-up to rig an inner forestay. Credit: Richard Langdon

Even in a Force 3 there was a short sea state from the southwesterly wind but I barely noticed it thanks to her forgiving hull profile.

As soon as the sails were up, she set off with the easy stride of a long-distance runner.

Her 130% genoa gave just enough sail area to make 6.5 knots close hauled in 11 knots apparent wind speed.

The helm was beautifully light and she sliced through the Channel chop like a knife through butter.

As we bore away and the apparent wind dropped she slowed down, averaging 4.8 knots on a beam reach in 9-10 knots.

Most Dawn 39s have in-mast furling. Credit: Richard Langdon

It wasn’t the right conditions for an Oscar-winning performance, but for a classic boat in light airs she was impressively responsive.

With the swell behind us on the way back to the marina she indulged in a few rolls, as you would expect of a boat with a narrow transom.

Although we didn’t have the weather to really test her mettle, with 3.5 tonnes of lead ballast beneath and her similar hull profile to the 32 it’s safe to assume she’d remain composed when the weather ramps up.

Elixir has a keel-stepped sloop rig, but some Dawn 39s were configured as cutters with a staysail and checkstays.

Continues below…

Contessa 32 – Yachting Monthly review

Theo Stocker takes an in-depth look at this iconic cruiser-racer, on an early season trip out of Sunderland

Contessa 32: A brand new classic

Theo Stocker visits the Jeremy Rogers yard to see the latest Contessa 32 take shape

Jeremy Rogers 1937-2022

Yacht racer and boat builder Jeremy Rogers has died at the age of 85. He was best known for building…

A removable inner forestay allows for the setting of a storm jib.

Most were equipped with in-mast furling which seems a little odd on a boat which is unashamedly retro in so many other aspects.

The double spreader rig is supported by cap shrouds, intermediates and fore and aft lowers.

A substantial tie rod transfers the load from the caps and intermediates to the hull, whereas the fore and aft lowers are supported by backing pads beneath the deck.

The shroud base is set inboard allowing passage outside them.

Function over lounging

The coachroof is unmistakably Contessa with its neat portlights and sweet proportions.

It’s a look which has aged well, unlike the plexi-glass which some of her contemporaries were sporting at the time. There’s room on top for a liferaft and well-lashed dinghy .

The kicker works hard to compensate for the traveller-less mainsheet. Credit: Richard Langdon

Unusually for a boat of this era, the traveller-less mainsheet is also on the coachroof.

It keeps the cockpit safe from swinging lines but the kicker works harder to compensate.

The sheet lead along the boom also increases friction, making a quick spill for a gust harder to recover from.

Its location on a winch by the companionway means it’s out of reach of the helm.

The hull and deck join in an upwards flange which forms the bulwarks, finished with an attractive teak cap rail.

The water tank sits in the aft portion of the integrated keel. Credit: Richard Langdon

The cockpit is snug and safe with deep coamings. It’s somewhere I’d feel totally secure in a big seaway.

A bridge deck aft of the companionway creates headroom below but limits the length of the cockpit benches.

If you’re looking for a floating sun-lounger look elsewhere, but if you need to beat around a headland you’re in good hands.

With the sprayhood up it requires some agility to step up and over the raised deck before descending the companionway steps.

It’s one of the few features that feels outdated.

Two collapsible cockpit tables results in flexible space for a boat with a modest beam. Credit: Richard Langdon

It can make the transition from above to below decks feel precarious although the sprayhood gives protection and it’s something that you quickly adapt to.

A good-sized steering wheel is mounted on a binnacle with the throttle control making power handling more comfortable.

The small aft deck beyond the coamings gives a working platform for operating the equipment on the stern, which in Elixir ’s case included a windvane and wind generator.

It’s a safe, comfortable cockpit for offshore passages. But here’s the rub: there are no cockpit lockers.

A lazarette beneath the aft deck swallows up lines, fenders and jerry cans, but the access hatch is too small for bulky items.

Unless you have Alice in Wonderland’s Drink Me potion to shrink things like an inflatable dinghy before putting them away, you’ll need to keep them on deck or in one of the cabins.

Homely feel

It was with some trepidation that I stepped below on Elixir : home-finished yachts can be disappointing, but I was greeted with a bright, warm interior and neat joinery.

The saloon feels spacious and comfortable with an overhead hatch letting in light. You could easily seat six people for dinner, eight if you don’t need much elbow room.

The framed bulkhead at the forward end of the saloon highlights the quality joinery. Credit: Richard Langdon

Elixir doesn’t have a permanent saloon table, instead Jane has installed two collapsible cockpit tables which can be arranged to form one large table or two separate ones.

It’s a flexible solution for a boat with a modest beam.

There’s plenty of stowage space beneath the benches and behind the seat backs, as well as in the lockers above the seating.

One attribute of the long, encapsulated fin keel is that the aft section is hollow.

The void creates a natural water tank once capped off and keeps weight low.

A generous chart table points to the boat’s credentials with room to spread charts. Credit: Richard Langdon

The downside to this is that a severe grounding could puncture the void and cause rapid water ingress.

There’s a U-shaped galley on the port side of the companionway with good locker space outboard and a boat fridge in the countertop.

It doesn’t quite rival a modern 39-footer, but it’s not far off.

The nav station to starboard of the companionway is tremendous and hints at what the boat is designed for.

There’s a huge surface to spread charts and pilot books on, and Jane has a full set of UK folios beneath with room to spare.

A full-width aft cabin, seen here from starboard looking to port, includes a generous bunk but headroom is limited beneath the cockpit. Credit: Richard Langdon

At the forward end of the saloon is an attractively framed bulkhead leading to a heads compartment to port and a large hanging locker to starboard.

The heads has GRP mouldings and a loo mounted on the outboard side.

It’s well-proportioned without being an extravagant use of space in a low volume interior. The vee-berth forwards could be used as the master cabin.

The space feels bright and well laid out with plenty of stowage space in lockers above the bunk and a locker hanging to starboard.

She hasn’t got the width up here that a modern boat would normally have, so the bunk is narrow at the foot end, which might not suit two tall crew.

Packaging issues

It’s the full-width aft cabin that the boat was designed for though.

The bunk extends from the centreline beneath the cockpit sole right across to the port side.

To starboard, aft of the door, there’s a small settee and large hanging locker.

A raised bridge deck makes moving from cockpit to down below a challenge at times. Credit: Richard Langdon

The raised bridge deck creates headroom and a portlight lets in plenty of light, making the space much brighter than expected.

The bunk itself is generous in width and length, but the vertical clearance beneath the cockpit sole is very limited for whoever sleeps on the centreline.

Putting an aft cabin in a boat with such fine ends was always going to be a squeeze and some would say the compromise hasn’t paid off.

Engine access is a real strong point. The engine box beneath the companionway can be dismantled on two sides, and there’s top access to the sail drive beneath the bunk in the aft cabin.

Her performance under power was perfectly adequate for a proper sailing yacht.

Her 40hp Volvo Penta 2040 and two-bladed folding propeller gave 6 knots at 2,000rpm, though she struggled to make much more than that as we increased the revs.

Built for offshore: cap shrouds, intermediates and fore and aft support for the double spreader rig. Credit: Richard Langdon

The long-ish fin keel and skeg hung rudder make tight turns not the strongest part of her repertoire.

In reverse you need to think a little harder about gaining steerage than on boats with a deep fin keel and spade rudder, but once established she tracked well.

There are three problems with the Dawn 39. Firstly, you need knee-pads in your pyjamas if you want to sleep two in the aft cabin. Secondly you need to share the forward cabin with all the equipment you can’t stow in cockpit lockers. And thirdly there aren’t enough of them.

For all her flaws there’s a lot to love.

With her high ballast ratio, excellent sea keeping credentials and windward performance she’ll make short work of ocean crossings and challenging tidal waters alike: this is a boat for going places.

But she’s also a boat for sitting in port and soaking in the praise of passers-by.

The soothing chorus of ‘pretty boat’ which follows you around will help distract from the bruised shins.

The design may not have been able to compete against the powerhouses of yacht production, but the handful which exist have a timeless elegance.

Perhaps more importantly though, their seaworthiness is beyond reproach.

Why wasn’t she as successful as her smaller sister?

Well, it depends what you’re measuring her against.

Compared with other 39-footers from the 1980s she was more expensive and offered less accommodation. But for people who want the Contessa 32 experience without the cramped quarters, she achieves the brief.

Given the huge Contessa revival of the past few years, I’d guess the Dawn 39 was just in the wrong place at the wrong time.

Success is always relative after all.

Expert opinion on the Dawn 39

The pedigree and seaworthiness of the Contessa 32 has resulted in much affection for this class amongst boat owners.

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

I have surveyed some of the 38ft versions of the Contessa which in terms of construction philosophy, is virtually the same boat as the Dawn 39.

Long keel lead ballast which is encapsulated is a luxury I also enjoy on my own yacht.

However, it is important to check its condition and ensure moisture has not gone inside the voids as a result of a grounding .

The skeg hung rudder also needs careful inspection as it is rare to find one without significant moisture ingress into the rudder blade and skeg.

As mentioned by Rachael Sprot, the Dawn 39, Elixir , has had her deck and topsides reinforced with balsa core, and any regular reader will know my warnings about deck and topsides needing careful inspection.

Use a small ball-pein hammer and moisture metre to check for any ingress.

Moisture around the deck fittings and poorly fitted deck furniture is a common issue so pay careful attention before deciding to buy.

Some of the bonding-in of the lockers does need careful inspection as it can be susceptible to light delamination.

Alternatives to the Dawn 39

The hull is light, stiff and well-insulated due to a full-depth balsa core. Credit: David Harding

When I first started out as a sailing instructor at UKSA we were lucky enough to have three Sweden yachts in the fleet.

The smallest one, Outreach, was my favourite. She was one of 73 Sweden 390s built between 1991 and 2006.

Unlike the larger Sweden yachts which are sleek and lean-looking, the 390 has beautiful curves. There’s a lovely touch of sheer without sacrificing too much interior volume and the generous 3.87m beam tapers beautifully to a neat stern.

Above and below decks the build quality was top class. The full-depth balsa core meant that the hulls were light, stiff and well-insulated.

Solid laminate replaced the balsa core in high-stress areas such as around the keel and in the join of the two halves of the hull. Plywood core and backing pads reinforce the deck in the way of winches and other fittings.

A steel beam transfers loads from the rig through to the bulkheads.

A deep fin keel and a shallow draught wing version were available. Credit: David Harding

Two deep lazarettes are just about adequate in terms of cockpit locker space, although like the Dawn 39 she lacks space for lots of bulky items.

Below the waterline there’s an exceptionally deep fin keel, although a shallow draught wing version was an option.

There’s plenty of lead ballast, a sail drive and a semi-balanced spade rudder.

The joinery below is gorgeous. Solid mahogany doors and teak sole boards stood up well to the rigours of life as a sail training boat.

The curves were carried through to the saloon with elliptical bench seats following the hull profile.

There’s a functional L-shaped galley to starboard of the companionway and enviable nav station on the port side.

The heads compartment is forwards of the mast with an ingenious five-sided shape which makes best use of the available space.

Jack and Jill doors provide access from the saloon or the vee-berth. Beneath the aft cockpit there’s an unusual single and double cabin layout.

It suited a sailing instructor needing a bit of space, and the flexible layout is also useful for anyone who sails with different crews.

But what suited me most as a sailing instructor was knowing she would purr through the offshore passages and give everyone on board a lovely sail.

Starlight 39

The impressive sailing performance and solid build made it a popular racer-cruiser. Credit: David Harding

Another British boatbuilder which fell victim to the 1980s was Sadler Yachts.

However, the Starlight 39, originally conceived as the Sadler 38, arrived on the scene when Sadler International picked up where Sadler Yachts left off.

Soon absorbed into Rival Bowman and then Rustler yachts, the Starlight brand has had several custodians over the years.

The 39 is a powerful racer-cruiser which has drawn praise for its solid construction and impressive performance under sail.

A trademark Sadler sheer line sets her apart from some of her continental counterparts.

She’s slightly broader than the Dawn 39 and carries her beam further aft giving more volume below decks.

The earlier models also had a bridge deck in the cockpit but this was reduced over time as people felt exposed making the transfer below decks.

The lead keel is bolted onto a laminated stub. The 2.09m draught hints at her upwind capabilities which are reputed to be excellent.

Most were built with the shallower wing keel, which was extremely popular and considered to a great success in terms of seakeeping ability.

The traveller runs right in front of the helm and binnacle, allowing the helm to respond quickly to gusts, but it does mean the steering pedestal is vulnerable to damage in the instance of a crash gybe.

The finish below decks is good quality but not luxurious.

Close-celled foam between the outer laminate and inner mouldings gives buoyancy, insulation and stiffness to the hull and deck.

There’s a standard double aft cabin and vee-berth arrangement, with uniquely in this selection, two heads.

At almost 9 tonnes, this is no-nonsense boat for serious passage making.

A sloop rig came as standard, although some were change to cutters. Credit: David Harding

If dockside drooling is high on the list of attributes you’re after, you don’t need to look much further than the Ohlson 38.

Designed in the late 1960s by Swedish naval architect Einar Ohlson, they were built in the UK by Tyler Mouldings from the 1970s through to the 1980s.

The most famous example was Robertsons Golly, in which Clare Francis completed the 1976 OSTAR .

At only 6 inches broader than the Contessa 32, the Ohlson 38 is a tiny slip of a thing so don’t expect much from the squeezed accommodation.

Many were home-finished so layouts varied, but think quarter berths and pilot bunks rather than aft cabins.

As is often the case with older yachts, the cockpit is generous with two long benches, a lazarette under the transom and a large locker under the port side.

The standard rig was a sloop, although some appear to have been converted to cutters.

She looks just as good out of the water as in, with a fine keel and deep V-shaped hull which should deliver a smooth ride in all conditions.

She’ll lack the form stability of the younger yachts in this selection but a long fin keel with plenty of lead gives her good ballast stability.

A substantial skeg and her deep hull profile will help keep her tracking despite the rather small rudder.

There are some cherished examples out there, and some which need a bit of cherishing.

With a proven track record on major ocean passages she’s a gutsy head-turner for interesting adventures.

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New Build Contessa 32 Specification, 2023

The Contessa 32 is certified by Notifying body RINA as  RCD 2 category ‘A’ cruiser/racer sailing craft.

General Construction

The hull and deck mouldings are made of very high quality polyester resins, using Lloyds approved materials and polyester gelcoats.

The skin coat behind the gelcoat is laminated with an isophthalic polyester resin to prevent water penetration.  Within the standard price a wide range of hull colour schemes is possible.

Basic antifoul system of underwater primer and ablative as standard, upgrades to Silic One or Coppercoat as options.

Waterline and cove line in matching colours included.

Internally encapsulated 2 ton lead ballast.

Weight:  4468lb (2026 kg)

Total displacement:  9300lbs (4218.48kg)

Glass fibre rudder with stainless steel stock.  The rudder has 2 bronze bearings and a stainless steel lower attachment plate at the base of the skeg.

All exterior woodwork TMT marine maple.

Self-draining cockpit with 2 bronze 1½” Blakes tapered skin fittings connected to cockpit drains with reinforced fire retardant hose.

Anchor locker sealed from interior and drained directly outboard.  10mm stainless steel u-bolt fitted for chain attachment.

• Seating : solid TMT marine maple, laid with large stowage locker to port
• TMT Marine maple cockpit grating
• Enclosed gas bottle locker vented overboard
• Stowage locker aft with bilge pump
• 2 winch handle cockpit lockers with TMT maple surrounds
• Contest bulkhead compass fitted in bulkhead

Deck fittings

Perspex main sliding hatch (cambered & tinted) with TMT marine maple incorporating louvered vent.   Internal & external locking device with lanyard to secure washboards.

8 toughened glass windows in aluminium frames.

Harken mainsheet track with traveller and four-part purchase control lines aft of bridge deck.

Harken genoa tracks on side decks complete with roller cars.

Stainless steel stemhead fitting with double anchor roller and drop nose pin.

4 aluminium fairleads: 2 enclosed in forward bulkhead, 2 aft on taffrail mounted on stainless steel chafing plates.

4 aluminium mooring cleats:  forward 8”, aft 8”.

Double rail stainless steel pulpit, pushpit with stainless steel stanchions and double guardwires.

Grabrails on coachroof, through connected to main saloon grabrails.

Three stainless steel tannoy ventilators on coachroof near toilet compartment.

Selden deck mast ring:  aluminium with stainless steel attachment points for turning blocks, held down by 2 rigging screws with T terminals hooked into the mast below deck.

Deck organisers: Spinlock 2 x 5 sheaves.

Clutches (Spinlock):  2 x 5s jammers mounted at aft end of coachroof.

2 Harken 46.2 STA two speed genoa winches.

2 Harken 20.2 STA two speed spinnaker winches mounted on cockpit coaming.

2 Harken 35.2 STA two speed halyard/control line winches (self tailing).

One Harken single speed winch on back of mast for mainsail reefing + 3 locking levers on gooseneck.

One Harken single speed main halyard winch mounted on starboard side of mast.

Ratchet type backstay adjuster.

Silver anodised keel-stepped masthead spar (Selden).

Aerofoil spreaders with attachments for signal halyards.

Integral luff groove track for mainsail slides fitted with sailslide gate.

Internal halyards with provision for 2 headsails, 1 spinnaker, mainsail and single spinnaker pole lift.

Deck and steaming light combined.

Conduits:  provision for additional instrumentation.

Masthead burgee and 1 single halyard.

Selden silver anodised.

Internal 3:1 purchase sail outhaul + 3 integral reef lines, all with locking levers at gooseneck.

Kicker strut (Selden): gas filled solid boom vang with tackle, leading to cockpit. No need for topping lift, although provision provided on mast.

Standing Rigging  

6mm 1×19 stainless steel wire with swaged end fittings and chrome bronze open body bottle screws.

Running Rigging

2 genoa halyard:

1 main halyard.

Polyester mainsheet with Harken 6:1 blocks and jam cleat.

1 set polyester genoa sheets.

Polyester signal and burgee halyards.

Dacron (7.5 US ozs) mainsail complete with sail battens, leech line, 3 slab reefing points, tell tails, insignia, sail number and bag.  (Sanders Sails)

Dacron (7.5 US ozs) working jib complete with tell tails, leech line and bag.    (Sanders Sails)

Beta 3 cylinder (25hp) fresh water cooled diesel engine, each driving a two blade fixed propeller through a conventional drive system.

Engine compartment sound insulation.

Remote greaser for stern tube.

Stainless steel 12 gallon fuel tank with Wema fuel sender and gauge wired into chart table display.

Single lever engine control operated from cockpit.

Instrument panel.

2 x 12 volt 85+ amp hour batteries with single multi-function isolating switch

Glass fibre battery box.

Customised distributor panel complete with line drawing of vessel and light.

Functions are protected by individual circuit breakers and indicator LEDs.

Internal LED lighting:

• 2 berth lights in forward cabin
• 1 overhead light and 2 berth lights in saloon
• 1 flexible chart light at chart table with red night bulb + standard white light
• 1 strip light over chart table
• 1 strip light over galley
• 1 overhead heads light  

External LED lighting:

• combined port and starboard bi-colour navigation light on pulpit
• stern light on pushpit
• combined steaming light and deck floodlight on mast combined steaming light and deck floodlight on mast

Water Systems

18 gallon fresh water tank (stainless steel) in bilge under cabin sole unit + inspection cover.

Wema sender and gauge.

Deck filler

Heads compartment:

• sea toilet with bronze Blakes seacocks
• holding tank
• sliding stainless steel wash basin with Corian surround and double acting Whale foot pump

Galley water system – as galley specification

Manual diaphragm bilge pump located in cockpit.

Interior Woodwork

Interior woodwork in choice of sustainable timbers.

Cabin sole laid with solid TMT marine maple and maple  – varnished.

Quality joinery with tongue and groove joints.

• stainless steel double sink with rotating faucet
• fresh water foot pump with waste pump both double acting
• gimballed gas cooker with fiddle rail and locking bolt – 2 burners, grill and oven with flame failure device on all burners
• copper gas supply pipe from externally vented and drained gas locker, internal shut-off valve with flexible armoured hose to cooker. All to comply with EU directives.
• complete galley work top in Corian composite with fiddles and radius corners
• hinged draining board as above covering food locker
• insulated food box and hinged lid
• pan stowage behind cooker
• behind cooker recessed food and plate racks with sliding tinted perspex doors
• above and outboard, hinged solid wood locker doors opening to form horizontal shelf with fiddle, food storage behind
• crockery and cutlery racks
• rubbish bin locker under sink

Navigation Area:

• chart table in with radiused corner to take half size Admiralty chart: double hinged lid and chart stowage inside and partitions for pencils, dividers etc.
• 2 drawers and locker below
• bookshelf above and outboard
• open locker under chart table
• quarter berth end forms navigator’s seat
• batteries stowed under berth

Main Saloon:

• U-shaped settee to port with table, which converts into a double berth
• Traditional solid wood drop leaf table with bottle stowage in rigid centre section
• single berth to starboard with lee cloth
• port and starboard sides; stowage behind backrests with lockers (raised panel solid wood doors) and bookshelf above

Heads Compartment:

• one piece glass fibre moulding for easy cleaning
• fitted marine toilet and open stowage
• louvered door to main large hanging locker to starboard

Forward Cabin:

• 2 berths in V arrangement with stowage under
• overhead locker forward
• quarter berth to starboard with locker under

Sundry Equipment:

• 25lb CQR anchor with 10 metres galvanised 8mm chain and 30 metres nylon warp
• 2 x 24 metres nylon mooring rope
• 3 PVC fenders with lanyards
• 2 x 10” (245mm) lock in  winch handles
• 1 x 8” (203mm) lock in winch handle

Gas installation:

• 1 camping gas bottle in drained locker, with regulator and flexible connection to copper tubing- provision for second gas bottle.

Terms of Business

The foregoing specification must be confirmed at point of sale – there may be changes when options chosen.

10% deposit required with order at which point the purchase price and delivery date will be confirmed.

30% stage payment will be due upon starting moulding.

30% stage payment will be due on completion of moulding.

The balance and the cost of extra items to be paid prior to the yacht leaving the factory.

Environment & Compliance

Privacy policy

General Enquiries Tel: +44 (0)1590 646780 Email: [email protected]

Atlas Davit Enquiries Tel: +44 (0)1590 646780 Email: [email protected]

Jeremy Rogers Limited Lymington Yacht Haven Kings Saltern Road Lymington Hampshire SO41 3QD

Review of Contessa 32

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The interior is like most other boats made of teak. Teak has the advantage of being naturally very oily and therefore water-repellent, which is suitable on boats. The boat is equipped with 2 cabins, 6 berths, a galley and toilet facility.

The boat equipped with a masthead rig. The advantage of a masthead rig is its simplicity and the fact that a given sail area - compared with a fractional rig - can be carried lower and thus with less heeling moment.

The Contessa 32 has been built with different keel alternatives.

Unknown keel type

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can enter most marinas as the draft is just about 1.65 - 1.75 meter (5.41 - 5.71 ft) dependent on the load. See immersion rate below.

The Contessa 32 is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.

The keel is also made of lead.

Contessa 32 can enter most marinas as the draft is just about 1.73 - 1.83 meter (5.68 - 5.98 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard engine

The transmission is a shaft drive. A shaft drive will in the long run require less maintenance than other types of drive e.g. a sail drive.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Contessa 32 is 1.76, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.6 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Contessa 32 is about 144 kg/cm, alternatively 809 lbs/inch. Meaning: if you load 144 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 809 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

What is Relative Speed Performance?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 25m 2 (269 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

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

We are always looking for new photos. If you can contribute with photos for Contessa 32 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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Contessa 32 Owners ...

• Thread starter Prairie Virgin Sailor
• Start date Jan 8, 2023
• Forums for All Owners
• Ask All Sailors

Prairie Virgin Sailor

I have narrowed my list of "what will be my next boat" down to (most likely) a Contessa 32. Are there any Contessa 32 owners out there" If so, do you have any constructive comments (for or against) purchasing/owning a Contessa 32. I am a VERY inexperienced sailor with only two years sailing experience on a West Wight Potter 19. My intent is to move on to my next boat full time (for maybe one or two years). Coastal cruise, Island hop, and eventually hit the open sea for at least one significant pass. I am late in my years (62), but its something I just need to do. I have endlessly searched the internet and worn out my shoes walking the docks of Canada's west coast marinas and have decided the Contessa 32 is the best fit for me regarding acceptable comfort combined with sailability and trustworthiness. Feedback from Contessa 32 owners would be GREATLY appreciated. Thanks in advance.  

Home | Contessa 32 Class Association

SBO Weather and Forecasting Forum Jim & John

These are interesting traits. A Contessa 32 was the only yacht in the small boat class to finish the disastrous 1979 Fastnet race , in which 15 people died.... The qualities and long production span of the Contessa have given the yacht a dedicated 'cult' following. ​ With well over 800 of them built in the UK you may need to cross the pond to find your boat. All but one on a Yacht World query were in the UK. There was one in Ontario CA. I like the lines of the boat. The interior looks compact yet has room for 6 friendly folk to sleep. Storage may be a concern. I'd take a careful look at that when you get on a boat. Water/Food/gear all conspire to make a passage or liveaboard possible. There have been sailors that sailed thousands of miles in a 15ft boat. Doesn't mean it was fun. The hull design while positive for open water, might be less so when lounging in the Caribbean. Having no water level access means climbing a ladder or putting an appendage off the side/stern to get into the water or back out. Appendages compromise sailing in big seas. But that is the nature of boats. All are a compromise. It is all most a thing that you buy a boat for the specific sailing you plan and then sell and buy a new boat for your next phase.  

Contessa 32 boats for sale | YachtWorld

CONTESSA 32 - sailboatdata

• The beam seems a bit tight (my O’Day 322 is about a foot wider).
• Displacement is a bit light, depending on where and how you are going to sail her.
• Well-protected rudder, sea-worthy hull design I would say.

jssailem said: These are interesting traits. A Contessa 32 was the only yacht in the small boat class to finish the disastrous 1979 Fastnet race , in which 15 people died.... The qualities and long production span of the Contessa have given the yacht a dedicated 'cult' following. ​ With well over 800 of them built in the UK you may need to cross the pond to find your boat. All but one on a Yacht World query were in the UK. There was one in Ontario CA. I like the lines of the boat. The interior looks compact yet has room for 6 friendly folk to sleep. Storage may be a concern. I'd take a careful look at that when you get on a boat. Water/Food/gear all conspire to make a passage or liveaboard possible. There have been sailors that sailed thousands of miles in a 15ft boat. Doesn't mean it was fun. The hull design while positive for open water, might be less so when lounging in the Caribbean. Having no water level access means climbing a ladder or putting an appendage off the side/stern to get into the water or back out. Appendages compromise sailing in big seas. But that is the nature of boats. All are a compromise. It is all most a thing that you buy a boat for the specific sailing you plan and then sell and buy a new boat for your next phase. Click to expand

I have identified the issue of water access on my boat and considering several ideas. I enjoy paddling in my kayak, convenient exploring. It is a marginal tender to access shore. It fails when needing to transport crew or provisions. I have an inflatable dinghy. It is compact. It is marginal to access from my high freeboard boat, yet significantly easier than the kayak. It can be used to enter and exit the water. As a tender it is perfect. So, how to address the challenge. One is to build a portable step that cna be attached to the boat or removed. I also have considered using the dinghy as a crutch to get from kayak to the boat. It is relatively easy to lift the kayak and the dinghy on and off the boat with the the halyards and the mast winches. This concept may be serviceable as a substitute for a sugar scoop or bathing stern deck. Fortunately my boat has the extra room to accommodate these additional toys. None of this was considered when I was selecting my boat.  

Tally Ho said: Here is a real beauty.. Contessa 32 boats for sale | YachtWorld Find Contessa 32 for sale on YachtWorld Europe's largest marketplace for boats & yachts. We connect over 10 million boat buyers and sellers each year! www.yachtworld.com I don’t see too many boats for sail other than across the pond…just the one I linked to above. Have you seen some in your dock walking? I assume you are in Canada. CONTESSA 32 - sailboatdata The CONTESSA 32 was first built at the Jeremy Rogers Ltd.. When introduced at the London boat show of 1973, it was awarded “Boat of the Show”. Since then the yard built over 700. In 1973, J.J. Taylor president, Alan Nye Scott, had a Rogers-built hull and deck shipped from Britain so that a set […] sailboatdata.com The beam seems a bit tight (my O’Day 322 is about a foot wider). Displacement is a bit light, depending on where and how you are going to sail her. Well-protected rudder, sea-worthy hull design I would say. all-in all, she seems like a solid design, great for a solo sailor, living aboard. Greg Click to expand

Prairie Virgin Sailor said: I am selling property Click to expand

Kings Gambit

The Contessa 32 & 33 have high reputations for seaworthiness, as folks above have noted. We have a 33 in SoCal that races with the Pacific Singlehanded Sailing Association. I recall one year it leading in the Guadalupe Island Race in absolutely brutal winter weather that year; it wins often. So, good boat design. I think the woman sailor of Maiden Voyage circumnavigated in a Contessa 26. Brian Fagan of California Channel Islands Cruising guide fame sailed about in a Contessa 26 as well.  

Kings Gambit said: I think the woman sailor in Maiden Voyage circumnavigated in a Contessa 26. Click to expand

Here's an odd story involving a Contessa... A 70-something ‘Moby Dick’ fan sailed from Italy to Nantucket.. A good friend on Cape Cod ended up with the boat. He and his son rebuilt it. It lives on. They're tough boats.  

I think this guy is sailing a Contessa 32: https://youtube.com/@ErikAanderaa He is adventuring out of Norway.  

Davidasailor26

Mifeo said: I think this guy is sailing a Contessa 32: https://youtube.com/@ErikAanderaa He is adventuring out of Norway. Click to expand

dlochner said: Way back when, Tania Aebi sailed a Contessa 26 around the world. I may be glossing over the details, however the story goes something like this: Dad: "What are you going to do with your life?" Daughter: "I dunno." Dad: "Here's a 26' sailboat, go sail around the world if you're not going to college." She recently (9 years ago) published a book about her story, Maiden Voyage (Amazon Link). Click to expand

In general, there is a short list of boats with important features for such a task. You want boats from the top of the list. Designer, Builder, Reputation for use in open waters. After that, it gets down to maintenance record and that's a biggie. In NA, why not look for (in no particular order) a C&C, Ericson, Sabre, Yamaha, Hinterhoeller, Cascade?  

FastOlson said: In general, there is a short list of boats with important features for such a task. You want boats from the top of the list. Designer, Builder, Reputation for use in open waters. After that, it gets down to maintenance record and that's a biggie. In NA, why not look for (in no particular order) a C&C, Ericson, Sabre, Yamaha, Hinterhoeller, Cascade? Click to expand

Boats for sale | YachtWorld

Morgan donor.

Reminds me of an old school Olin designed SS boat from the 60-70's. Narrow beam'd lead bomb. With some modern accoutrements compared to the antique I sailed. Narrow boats can have great manors. But underway the lean angle can be tiring, storage limited, and the tankage seems inadequate to me for cruising. I went from 10' beam to 12' on 38 footer. Never longed for the old boat.  

I think it’s a mistake to set your mind on one particular make and model, especially if you haven’t actually sailed one. You'd be paying a premium for a Contessa 32 because of the name and reputation. There are thousands of other boats out there, just as nice if not nicer, for which you’d get a lot more for your money.  

dlochner said: Way back whehttps://en.wikipedia.org/wiki/Tania_Aebin, Tania Aebi sailed a Contessa 26 around the world. I may be glossing over the details, however the story goes something like this: Dad: "What are you going to do with your life?" Daughter: "I dunno." Dad: "Here's a 26' sailboat, go sail around the world if you're not going to college." She recently (9 years ago) published a book about her story, Maiden Voyage (Amazon Link). Click to expand

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