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Old 13-05-2010, 11:57   #16
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What is considered to be the "low end" of the ratio scale for a boat to be thought of as a heavy displacement cruiser?

Thanks in advance!
I think 250?
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Old 13-05-2010, 14:36   #17
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Tradewind. Endurance.

Both heavy, full-bodied, long keel.

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Old 13-05-2010, 14:41   #18
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250 of what?

Heavy displacement is one thing, low SA/displ another, right?

There are plenty of 'under-canvassed' boats that are not / not quite heavy displacement!

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Old 13-05-2010, 15:22   #19
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Or one of these. This is one of the nicest boats with one of the nicest put together ads I've seen in a long time. Boat is sold, but the HR 35s can be had for 40-60k

I am completely biased.

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Old 13-05-2010, 15:59   #20
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Rasmus is not heavy displacement. The 94 is:

Hallberg-Rassy 94 Kutter

But it happens to be a d-ender, too ;-(

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Old 13-05-2010, 19:15   #21
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if an older boat is good for you--donot leave out the garden ketches..and hardin..seawolf--very similar to the ct and the formosa--these can be found inexpensively on the formosa end, or high--up to 250k for a vagabond 47. some of these are actually in really good shape and cruise quite well--gorgeous inside.
they have a heart shaped stern--is a blend of flat and double end--move well thru the waters.
downeaster 32, 38
formosa /ct 36/ 41
hardin seawolf 41
transworld..donot remember the sizes..
others...
bayfield 36(gozzard designed)
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Old 14-05-2010, 05:11   #22
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250 of what?

Heavy displacement is one thing, low SA/displ another, right?

There are plenty of 'under-canvassed' boats that are not / not quite heavy displacement!

b.
No not SA/displ, we are talking about D/L ratio, Displacement to Length, and I think I was wrong, the Annapolis Book of Seamanship classifies a heavy displacement sailboat clocking in around 325. But of course, as with all things, it is not that simple.
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Old 14-05-2010, 06:06   #23
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Quote:
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No not SA/displ, we are talking about D/L ratio, Displacement to Length, and I think I was wrong, the Annapolis Book of Seamanship classifies a heavy displacement sailboat clocking in around 325. But of course, as with all things, it is not that simple.
True. Hull shape is really more of an indicator of the type of boat I am considering rather than pure displacement. It just happens that these broad, beamy, old world style fiberglass boats are over built for the most part and thus high displacement.

Now, I wish to drop the very smart interior of a Hans Christian into the hull of a WS32, add 8 feet, splice on the cockpit of a Downeaster and magically attach a Beneteau full beam sugar scoop transom!
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Old 14-05-2010, 09:52   #24
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Now, I wish to drop the very smart interior of a Hans Christian into the hull of a WS32, add 8 feet, splice on the cockpit of a Downeaster and magically attach a Beneteau full beam sugar scoop transom!
True again!

The hull, looked from abeam, may look same on two boats. When you look from the bow you will see a completely different story. So, we can have long-keel, mid-displ boats vs. fin-keel, heavy ones, much as many people will state this is not so.

The DPL/LWL is definitely a good measure to measure just this.

I found the same as Surveyor above- best cockpit here, best transom there, best interior entirely somewhere else. Doh! ;-)))

Today, on the water, sailing someone else's boat: a wave comes then big bang - we get wet and the boat gets on her ear (Jeanneau). In my own (lon-keel, mid displ, double-ender) I get wet, only ... !!! Off course, I do not have half the interior space against the Jeanneau ... ;-(((

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Old 14-05-2010, 10:13   #25
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go to yachtworld at look at the entire allied lineup, or even older pearsons like the invicta or the countess.
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Old 14-05-2010, 10:30   #26
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Quote:
Originally Posted by unbusted67 View Post
No not SA/displ, we are talking about D/L ratio, Displacement to Length, and I think I was wrong, the Annapolis Book of Seamanship classifies a heavy displacement sailboat clocking in around 325. But of course, as with all things, it is not that simple.
Honestly, I think the Annapolis Book of Seasmanship is a bit outdated. Equally so is US Sailing in its calculator D / L Ratio where they use the same number of 325. But really, by any modern standard 250 is fairly heavy displacement. US Sailing wants to qualify anything under 200 as a light-displacement racing boat, but there again, those are numbers that might have been true 25 years ago, but not now. For example, the D/L of a Catalina 42 is 172, and I'd hardly call that a light-displacement racing boat.
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Old 14-05-2010, 10:34   #27
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a typical Volvo 70, by the way, has a D/L ratio of around 40. Now THAT's a light displacement racing boat.
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Old 14-05-2010, 11:52   #28
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the D/L of a Catalina 42 is 172, and I'd hardly call that a light-displacement racing boat.

a typical Volvo 70, by the way, has a D/L ratio of around 40.
are we measuring displacement in lbs or kgs?
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Old 14-05-2010, 12:02   #29
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nevermind, found the real formula, i thought it was literally disp/lwl
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Old 15-05-2010, 15:29   #30
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Yep. But to get her (heavy displ/lwl) going we need a good spread of sail which can go all the way to the point of impossibility - the boat WILL be slow, if built too heavy.

Then again, I like Marchaj's comment on displacement where he finds that in fact the bare displacement does not by itself limit the boats speed potential as much as some other factors - e.g. the hull's shape. So we may have a heavy "" boat which will achieve a good turn of her top speed potential relatively easily ...

Arghh, boat building ... ;-)))

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