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- Sailboat Reviews
Both the 1969 and 1985 versions of this Southern California cruiser/racer were designed by Bruce King, and may represent good values, though the early model had a lot more problems.
“Ericson Yachts,” we wrote back in a 1986 review of the Ericson 27, “was somewhat of the archetypal production boatbuilder: trendy, performance oriented, colorfully advertised, and, for the most part, successful.”
The company was formed in 1964 by Don and Gene Kohlman, two San Francisco Bay area sailors who moved south to Irvine, California to set up shop. Their first boats were what Don called “an eclectic line,” meaning they grabbed what they could—a modified Carl Alberg design, a 26-footer by W.B. Crealock and a 32′ 5.5 Meter keel boat similar to the Columbia Sabre of that same time.
The first boats were introduced in 1965. In 1971, the CML Group bought Ericson Yachts and ran it until 1984 when Gene Kohlman bought it back. He and Don managed things until 1990, when they were forced to shut down. Pacific Seacraft bought the molds for the Ericson 34 and 38 and resumed production of these two models (the former as the Ericson 35 and the latter as the Ericson 380—see PS, January 15,1998) in 1991.
During this time Ericson built three 32s, the 1965 keel boat mentioned above, and in 1969, the Bruce King-designed CCA-type 32. That model stayed in production until 1978, with well over 500 built. In 1985, Bruce King designed a new 32, which lasted four years with more than 700 built. We’ll refer to King’s two designs as the ‘69 and ‘84. (Just to confuse matters, the PHRF Handicap book published by US Sailing lists a number of permutations, such as the 32-2 and 32-3 and 32-200, most of which refer to the type of keel and whether it had the optional tall rig.)
Ericson was indeed an “archetypal production builder,” competing with Pearson, Cal, Columbia, Islander and the like, all but Pearson being neighbors in Southern California. Greater Los Angeles, specifically Costa Mesa, was the epicenter of production fiberglass sailboat building during the late 1960s and 1970s. Costa “Mecca” evaporated faster than styrene, the result of stringent air pollution laws that made manufacturing too costly, and as a result of a downturn in sailboat sales, one of many in this cyclical business that every 10 years or less beheads those with their necks still stuck out. 1990, if you recall, was the year of the Gulf War against Iraq, and imposition of the luxury tax.
The Designs A close look at the ‘69 and ‘85 Ericson 32s makes for an interesting comparison. It would be fun to cut out sail plans of a bunch of 32s, designed every few years between 1965 and 2000, and stack them like cards. Flipping them quickly, one would see the overhangs come and go; keels break away from the rudders, get skinnier and deeper; and mast locations move back and forth along with aspect ratios.
The early Ericson 32 was influenced by the CCA (Cruising Club of America) rating rule, of which designer Robert Perry once wrote, “Like all good rating rules it was a development type rule and not a handicap type rule.” Among other traits, CCA-type boats tend to have long overhangs (because waterline length was penalized) and low aspect ratio sail plans with short masts and long booms. To emphasize the point, the ‘69 32’s E dimension (mainsail foot) is 13′ and the ‘85 32’s 11.5′; the P dimension (luff) increased from 31.5′ to 36′. Both have double-spreader masthead sloop rigs.
The ‘85 32 has a slightly longer waterline and retains some of the ‘69 model’s bustle just forward of the rudder—a trick to increase sailing length.
More noticeable are the changes King made to the underwater appendages. The ‘69 32 has a swept back rudder and keel, influenced probably by the latest thinking (then) in Twelve Meter design. On the ‘85 32, the appendages are vertical, with the trailing edge of the keel raked forward. In a Sailing magazine review of the very similar Ericson 35, Perry theorized this change “…may help to make the maximum thickness line more vertical and improve the general performance of the keel.” Nowadays, with so many designers concentrating ballast in bulbs at the bottom of very thin blades with narrow roots, you have almost the inverse of King’s mid-80’s V-shaped keels.
King increased all of the principal dimension in the ‘85 model. Beam jumped from 9′ 8″ to 10′ 10″. The ‘85 32 is a bigger boat all around, with more LOA, LWL, displacement, and sail area as well. But displacement/length (D/L) and sail area/displacement (SA/D) ratios didn’t change that much—284 to 253, and 16.9 to 17.3 respectively. The later model, with a lower D/L and more horsepower, will be the faster boat.
Both old and new 32s are attractive for their time.
Construction Ericson Yachts, like other production builders of its day, didn’t do anything fancy in laying up and finishing its boats. Yet they are regarded as adequately strong. Hulls are solid fiberglass. Decks are cored with end-grain balsa, and, at least in the case of the ‘85 32, plywood was inserted in place of balsa in “high stress areas.” This is fine for handling compression loads, but does not ease the worry about delamination. In our opinion, no plywood should ever be used on a boat without the end grain sealed with epoxy resin or suitable substitute. Few builders, however, have then or do this now.
With the ‘85 32, Ericson stiffened the hull with a complex inner liner called a Tri-axial Force Grid (TAFG). This molded fiberglass unit incorporates many interior structures previously made from plywood and solid wood, from the anchor locker forward, to the floors and stringers under the cabin sole, to the ice box and engine beds. It’s a much less costly way to build a boat than using individual pieces of wood. The TAFG is bonded to the hull before the deck goes on, and one hopes it is never jarred loose. Where many builders incorporate berth foundations in their liners, however, Ericson built these up from plywood, anchoring them in the TAFG.
The hull/deck joint of the ‘85 model is glassed over with four layers of 3-oz. mat and 7-1/2-oz. cloth.
A few owners of both boats noted oilcanning in the hull; this most often occurs in the large, unsupported areas forward above the V-berth. An owner of a 1987 model said, “Heavy seas caused hull to flex, popping off starboard shelf trim.” An owner of an 1973 model said, “Hull distorts in heavy weather.”
Others noted the not uncommon problem of thin glass where there are sharp turns in the mold. And quite a few owners of both models complained about gelcoat flaws. Rubber rubrails deteriorate over time but can be replaced…if you can locate a supplier of the molding.
On the ‘69 32s, several owners complained also about mast compression cracking the deck (there is no compression post for the deck-stepped mast; the ‘85 32 has a keel-stepped mast), rudder bearings, wooden hatch leaks, cracked lifeline stanchion welds, and chainplate leaks rotting the bulkheads to which they are attached.
Ballast on both models is lead, much preferable to iron. In the ‘69 32, it is encapsulated in the hull mold. In the later model, it is external, with keel bolts through the TAFG.
Interior finishing is California style with lots of teak veneer, carpeting (early model) and brightly themed cushions.
Hardware quality is generally good though some items, like winches, may have to be updated. Ericson used Barlows on the early boats, Barients on the later models. Both companies are out of business now. If upgrading, self-tailers would be a big improvement.
Accommodations The interior plans are workable and straightforward, with a V-berth forward, enclosed head and hanging locker just aft of it, dinette and settee amidships, corner galley to starboard with quarter berth (6′ 6″ in the ‘85 32) and nav table to port. Obviously, there’s more space all round in the later model.
Ventilation for the ‘85 32 includes deck hatches, a Dorade and several opening portlights in the forward cabin and head. In the saloon are two long and narrow fixed portlights—Ericson’s distinctive shape with forward and aft sides slanted. One owner complained that the hanging locker is too small, and that the starboard settee is “severely angled to bow end—narrow.”
The ‘69 32s did not have good ventilation. One owner said, “opening ports would improve ventilation.” (There are, however, two small opening ports.) “Another just called it, “terrible.” Others said the berths are too narrow and the head too small. But one exclaimed, “Interior layout excellent! Good compromise for a boat this size.”
Headroom in both models is 6′ 2″.
The ‘85 32 has a 32-gal. freshwater tank located amidships with an optional 20-gal. tank under the V-berth. Holding tank is 17y-gals.
Some like the ‘69 32’s T-shaped cockpit, some don’t. Water collects at the helm because the scuppers are forward but the boat trims stern down. And a number of owners criticized the cockpit lockers for not being adequately waterproofed.
The ‘85 32 has a bridge, which opens up room at the galley; the ‘69 32 does not.
Performance Owners report that the ‘69 32 is only an average performer. Given its hull shape, it heels quickly to 20° or so, then settles in. Several owners said the boat stops “tilting” at 30°. This is typical of CCA-type boats, in order to immerse the ends and increase sailing length. “It likes to heel but remains stable,” said the owner of a 1975 model. The boat’s relatively short rig is cited as a liability in light winds. Most rate upwind performance better than off the wind. “Only boat I’ve sailed that beats faster than it reaches,” said the owner of a 1974 model. He figures 6 knots in 12 knots of breeze, sailing upwind. But then the owner of a 1973 boat said, “Goes to weather fair; off wind very fast.” Go figure.
An owner in Virginia said no one could ever get his boat to point to his satisfaction, adding that it tacks through 110°.
The boat has no significant weather helm problems and balances pretty well. A number of owners said they’d been through gales of 40-60 knots and the boat acquitted itself well.
Auxiliary power for the ‘69 32 was first a 27-hp. Palmer M60 or Atomic 4 gas engine. But readers listed a number of other power plants, including a Volvo MDIIC, 12-hp. Farymann. Access is poor. One owner modified the access “hole” from the quarter berth. The ‘85 32 came with a 21-hp. 3-cylinder Universal diesel and 22-gal. aluminum fuel tank.
Not surprisingly, owners of the ‘85 32 are much more positive about their boats’ performance. A tall rig was available, which helps in light air regions, such as the Chesapeake Bay. Similarly, the deep keel model outperforms the shoal and wing keels. “Unbelievable upwind and light air ability,” said the owner of a 1986 model.
The first reef is taken somewhat early, around 18 knots. And the fin keel requires some attention to the helm. “Wanders upwind,” said the owner of a 1987 boat. “Big rudder, easy to steer,” said one who owns a 1984 model.
The best performing 32 is the 32-200, with PHRF ratings around 150 and up. Earlier models generally rate in the 160s and 170s, with the ‘69 32 slowest at around 198 seconds per mile.
Conclusion It is clear from owner comments that considerable improvements were made to the 1985 model, solving problems with leaks, mast compression, rudder, and other niggling items. It would certainly be our choice of the two.
The early 32 seems to have an inordinate number of construction shortcomings, not the least of which is the mast cracking the deck, and gate valves on through-hulls that should be replaced with positive action seacocks.
Owner Comments “Engine is almost impossible to work on. Must remove wall from lazarette to get to clutch. Changing oil almost impossible.” —owner of 1974 model in Plymouth, Michigan
“Aft lower shrouds should have been attached to chainplates bonded to hull or inner bulkhead. Stanchions have no lateral support, some not backed, some can’t be reached from inside. Bilge should be deeper. Preventer crimped original boom on an accidental gybe in heavy air/seas. Especially good light air performer with 150% genoa or drifter/MPS. Boat is sensitive to proper sail selection and set. Very comfortable cruising for two to four. Plenty of stowage. I highly recommend the boat for excellent overall quality and ability.” — owner of 1974 model in Virginia Beach, Virginia
“Rudder is a spade type. I once bent the shaft crashing off a steep wave in gale conditions. Boat sailed fairly under jury steering. Wood frames for main hatch and companionway leak, allowing water to get to balsa core. Needs compression post for serious offshore work.” —owner of a 1972 model in Foster City, California
“Great cockpit. Don’t particularly like recessed companionway. Makes for high and ineffective dodger.” —owner of a 1989 model in San Diego, California
“Great boat! Big deep anchor locker a pleasure. Lots of ventilation. Good nav station with AC and DC panels and access to batteries and engine. Deep sink.” —owner of a 1983 model in Southern California
“Extremely happy with my boat re: quality, performance and appearance. Excellent engine. Opted for shoal draft which restricts pointing ability though she turns easily.” —Owner of a 1987 model in Hilton Head, South Carolina
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i owned a 1977 Ericson 35. Overall great boat for my family. We were coastal cruisers along the Texas Gulf coast. Tried racing a few times and found she did not point well, but was fast downwind. Could never stay with the J boats upwind! Lost her to Hurricane Harvey.
Articles on good old boats are always welcome and too few and far between. That said, using second-hand owner opinions as a base for performance and reviews is questionable as is evidenced by the contradictory statements. I read these articles expecting hands-on sailing experience and professional evaluations.
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Ericson 32-3
- By Richard Smith
- Updated: May 31, 2012
Bruce King’s considerable experience designing sailboats in the 30-foot range shows through in the sailing qualities, accommodations, and construction of the Ericson 32-3.
The 32-3 was introduced in 1985, and at least 69 were built, some of them at Pacific Seacraft after the demise of Ericson Yachts in 1990. It shares a family resemblance with other Ericson cruiser/racers designed by King and extended the company’s reputation for building attractive, practical boats with good sailing manners.
A keel-stepped, black, anodized mast, tapered at the top to reduce weight and windage, supports the double-spreader masthead rig. The 207-square-foot mainsail drives the boat well in both cruising and racing modes. The boat is well balanced and sails both on and off the wind smartly under headsail only, making it easy to singlehand, especially with roller furling.
The large cockpit has a curved helmsman’s perch, which compensates for varying degrees of heel, and comfortably angled seatbacks for the crew. A boarding ladder is built into the stern pulpit. Copious storage is to be had under the starboard seat and in a lazarette. Hardware is more than adequate and includes Lewmar deck hatches, an acrylic companionway sliding hatch, stainless-steel guard rails at the mast, and four 10-inch aluminum mooring cleats.
The construction of the Ericson 32-3 is robust. The hull is hand-laid fiberglass and polyester resin, and the deck is fiberglass cored with end-grain balsa. A one-piece structural inner liner of hand-laminated fiberglass incorporates floors and stringers, adding strength to the hull and distributing concentrated loads from the engine, mast, and standing rigging.
Below, the first impression is one of quality and refinement highlighted by expansive use of teak. The sole is teak and holly. The U-shaped galley is located to starboard of the companionway ladder. Opposite is a forward-facing nav table; its seat is the head of the quarter berth.
In the saloon, which has 6 feet 2 inches of headroom, a teak table surrounded by large wraparound seats folds down to form a double berth. A long settee to starboard makes it a very social space.
The V-berth in the forward cabin is as wide at the head as it is long—6 feet 6 inches—and contains lots of storage space under hatches and in drawers. The head is aft of this cabin to port and contains the toilet, a sink, storage, and a shower.
Removing the companionway ladder provides excellent access to the engine. Original equipment was a 21-horsepower Universal diesel, which delivers a cruising speed of a little over 6 knots while burning about half a gallon of fuel per hour. The boat is unusually quiet under power.
While the usual caveats apply regarding leaks around deck fittings, water penetrating the core material, and so forth, it’s difficult to fault this boat as cruiser or racer. One owner noted that the rudderstock stuffing box is difficult to service and that the original white paint coating the hull interior has an annoying tendency to flake off.
Having owned several Ericsons, I think the 32-3 meets or exceeds the highest standards of construction, predictable handling, and sensible layouts with which Ericson established its reputation. It ghosts along nicely in light breezes and, handled well and with prudent reefing, will stand up to heavy weather. It’s comfortable to live aboard, weatherly, and forgiving in a jam. Used boats are listed from $22,000 to $45,000.
Ericson 32-3 LOA 32′ 6″ (9.91 m.) LWL 25′ 10″ (7.87 m.) Beam 10′ 10″ (3.30 m.) Draft (standard) 6′ 0″ (1.83 m.) (shoal) 4′ 4″ (1.32 m.) Sail Area (100%) 497 sq. ft. (46.2 sq. m.) Ballast 4,200 lb. (1,905 kg.) Displacement 9,800 lb. (4,444 kg.) Ballast/D .43 D/L 254 SA/D 17.4 Water 33 gal. (125 l.) Fuel 22 gal. (83 l.) Engine 21-hp. Universal diesel Designer Bruce King
Richard Smith and his wife, Beth, sail their Ericson Cruising 31, Kuma , in the Pacific Northwest.
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Ericson 32-2
Ericson 32-2 is a 31 ′ 7 ″ / 9.6 m monohull sailboat designed by Bruce King and built by Ericson Yachts between 1969 and 1978.
- 2 / 13 United States 1971 Ericson 32-2 $32,200 USD View
- 3 / 13 United States 1977 Ericson 32-2 $31,500 USD View
- 4 / 13 United States 1971 Ericson 32-2 $32,200 USD View
- 5 / 13 United States 1971 Ericson 32-2 $32,200 USD View
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- 7 / 13 United States 1971 Ericson 32-2 $32,200 USD View
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- 9 / 13 United States 1971 Ericson 32-2 $32,200 USD View
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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)
The first ERICSON 32 (also known as the SCORPION 32 - 1966) was a completely different boat and was only produced for a short period of time. (See ERICSON SCORPION 32) This, far more popular version, is conventionally referred to as ERICSON 32-2. It began production in 1969 and hull numbers 101 through 573 were built by 1978. The Ericson 32-3 didn’t begin production until 1985.
TALL RIG: I: 41.00’ / 12.50m J: 13.00’ / 3.96m P: 34.50’ / 10.52m E: 14.00’ / 4.27m Tot.UW SA: 508.00 ft2 / 47.19 m2
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