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Hallberg Rassy vs. Good ol' British built boats?

• Thread starter Longshanks
• Start date 13 Dec 2007
• 13 Dec 2007

Hallberg Rassy vs. Good ol\' British built boats? I'll be looking for a bigger boat next year, and to me the more affordable (ie. smaller) HRs seem spot-on. Looks, cockpit, comfort at sea, quality, etc, but are they really worth a premium over the Westerlys, Moodys, Sadlers, etc of the late 80s / early 90s?? Up to 35ft, but the HR31 or HR34 are the most likely candidates (HR29 looks nice but might be a bit tight). I think the other Scandinavian makes generally start bigger than this? Would HR owners please convince me that I should splash out lots of dosh and buy one, when I could probably get an equivalent size British built yacht for a lot less? This is a serious question!  

Active member

Re: Hallberg Rassy vs. Good ol\' British built boats? The other Swede that starts small is Najad, some fine examples here  

Re: Hallberg Rassy vs. Good ol\' British built boats? From we what we saw when we were looking for our boat, they aren't necessarily built any better (in terms of lay-up), but the finish is better. Thats not to say you don't get a great finish on a Moody etc, however its a bit like comparing the finish in an Audi to a Merc - there's just something a bit extra there. I think what you'll pay the premium for is therefore the higher standard of finish, and also the prestige badge - which accounts lower depreciation and higher residual values, but in turn higher second prices to start with! I doubt you would find many people who, money no object, wouldn't choose a HR/Najad/Malo over a Westerly/Moody etc, however when the chequebook comes out its down to a personal choice as to whether your prepared to pay a lot more for a simalar boat that may be slightly better in certain areas, or save your cash and get whats acceptable. Coming back to the car analogy - I supposes its like asking "Why should I buy a C-Class Merc over a Ford Mondeo?" (both are well built, drive well, and perform the same basic function) Jonny  

SoSageofLorn

Re: Hallberg Rassy vs. Good ol\' British built boats? I have never once regretted spending my money on a small Hallberg, you only have to spend a little time on one to appreciate the very real differences. The best thing to do is to pick a few examples of each marque and go and have a good look. Sailing them will tell a similar story. IMHO the 29 is the prettiest HR, it looks good and sails exceptional well having a superbly comfortable motion when the going gets rough. The 31 looses some of the good looks being rather fuller aft, the saloon in the 29 is also more spacious than the 31 although the older 312 is similar to the 29. The 34 is similar in proportion to the 29 and is better looking than the 31. The new 342 I found disappointing.  

Well-known member

Re: Hallberg Rassy vs. Good ol\' British built boats? I'm sure loads of people will pile in and argue the opposite but IMHO "no" (especially the smaller HR's) I tried to look objectively at the HR31 before I bought my British built Hunter Channel 31 and whilst the HR31 has much nicer finish on the surface ie better quality interior the points that I didn't like were the glued and bolted hull join on the HR 31 (the bigger ones are laminated like my Hunter), the sandwich construction (just a personal thing but I prefer solid laminate (see previous thread on the subject) and don't kid yourself that the premium includes things like tinned copper cable etc As far as I could determine they had std copper and I may be wrong but cast iron keels rather than lead. So all the things that I would pay a premium for weren't there on the 31. In fairness I think from the 34 onwards you will probably see more of a difference.  

Re: Hallberg Rassy vs. Good ol\' British built boats? This is totally a personal choice that should depend on what your priorities are. For example, if you want fast sailing performance then HR would be a dubious choice, if you want resale value then HR is a good choice, if you want high interior volume for your money, then HR would come low on a list, etc. I suggest you list your priorities in order of importance and find the boat the that fits them best, choosing a yacht is a very individual thing.  

Re: Hallberg Rassy vs. Good ol\' British built boats? [ QUOTE ] This is totally a personal choice that should depend on what your priorities are. For example, if you want fast sailing performance then HR would be a dubious choice, if you want resale value then HR is a good choice, if you want high interior volume for your money, then HR would come low on a list, etc. I suggest you list your priorities in order of importance and find the boat the that fits them best, choosing a yacht is a very individual thing. [/ QUOTE ] Good questions: Comfort, safety and easy handling at sea rather than speed is important. Cockpit size / depth and interior volume needs to be consistent with this (not too big) whilst providing good summer season live-aboard room for two.  

Re: Hallberg Rassy vs. Good ol\' British built boats? HR (and I've no doubt other premium craft) give me the kind of pleasure I can't imagine from owning a less substantial boat. In eight years on our 34 there hasn't been a single passage I haven't enjoyed, and knowing I've got 40% lead ballast helps a bit too. The boat is so well developed for sailing that handling is a doddle and I believe all the other small HRs are similar. This is not to say there is anything wrong with cheaper boats, it's just that you get what you pay for, and the exchange rate has been favourable for Swedish boats in the last decade.  

Re: Hallberg Rassy vs. Good ol\' British built boats? Good questions: Comfort, safety and easy handling at sea rather than speed is important. Cockpit size / depth and interior volume needs to be consistent with this (not too big) whilst providing good summer season live-aboard room for two. [/ QUOTE ] In my not so humble opinion that adequatly describes an HR 29 except, the 29 is the one Rassy that in terms of speed often out performs much larger AWB's /forums/images/graemlins/tongue.gif  

Re: Hallberg Rassy vs. Good ol\' British built boats? To add a penn'orth to foregoing remarks - The British Kiel Yacht club which runs a training fleet of 12 yachts for adventurous sail training for Sevice personnel in the Baltic, has repeatedly gone back to HRs for their strength of build, seaworthy nature and general value for money when selling on ( which they do every 3/5 years) If you were to contact them on their website www.bkyc.de I am sure you would get some knowledgeable advice. /forums/images/graemlins/cool.gif  

Re: Hallberg Rassy vs. Good ol\' British built boats? Actually it more accurately reflects the '34, which is the more sporty of the bunch and is regularly used by couples who live on the boat for a few months in the summer. If you're just using it for weekend sailing (which admittedly some folks do), then you're just being flash and its probably a waste of money. Yes, alright, I've got a HR, but I had a Contessa before. I wanted a boat that had longer legs, I could live on for a few months and would look after me. OK, they aren't racing boats (although the Germans race 'em), but the newer, smaller ones are surprisingly nippy, and very docile in a blow. The older ones are slower, and darker inside, but the guts will be holding up as they are designed to last. (The '29 is an earlier generation '31, but isnt a German Frers boat). There's some cobblers been talked on here about the construction compared with British boats, so help me. Just go and look at one and compare! (Yes, compare the layup too. I've seen them being built). Also, I like the detail features, like a proper porcelain washbasin rather than a plastic one. Not all Swedish boats are the same. Najad are now slowly moving down towards the cruiser racer market, and Sweden Yachts have always been there. Even HR are making a few compromises, but they aren't (yet) terribly obvious. Only Malo seem to holding up at the 'brick outhouse' end. Ivan www.kissen.co.uk  

Re: Hallberg Rassy vs. Good ol\' British built boats? Ok, I've got a 1990, HR 29 and she's for sale. Up front about that. Why am I looking to sell? Simply because I've decided to buy a larger Malo, a 38 or a 36. In essense I want a bigger version of what I have a present. HR don't make such a boat, i.e. in that size range, with aft cockpit, with with a substantial long fin and with an interior that is solid mahogany rather than veneer. If I could 'grow' my HR by 8' or so to enable a crew of 3 plus 2 dogs then I would, sadly I can't, but please don't be put off an HR by some saying they are slow. That certainly hasn't been my experience, even before the sails were replaced. Why did I buy the HR rather than a good British boat? (I've chartered a Moody S31 and owned an British Hunter 27 ood a while ago.) Well I guess just fell for the wonderful lines for the HR (the 29 is arguably one of the best looking boats HR has built, better than a Malo too) and also for the sheer quality of finish interally. I looked at the new HRs' on display at Southampton in September and no they wouldn't get my money. Would I buy an HR 31, no - the internal layout is pushed to far to accomodate the galley and chart table and reduces the comfort of the saloon, the older 312 doesn't suffer from this, neither does the 34. As to which one, well depends what you can handle, rig and berthing wise and how much money you wish to part with. Suggest you look at all models to answer that, but I bet if your budget allows for an HR, you won't end up buying an equivalent sized Moody or Westerly!  

Re: Hallberg Rassy vs. Good ol\' British built boats? After buying 3 brand new good ol' British built Westerly yachts, I bought a 6-year old HR. Now, 11 years later, I don't regret the decision for a moment. There's a world of difference in construction - not simply in quality, but also in the thought and planning which goes in to HRs. They're comfortable, sea-kindly and can be quite nippy. They inspire huge confidence, and they confer enormous pride in ownership. Go for it, you won't ever regret it.  

Blueboatman

Re: Hallberg Rassy vs. Good ol\' British built boats? From my one experience on a bigger HR (49) In 50 knots apparent on the nose yes you can make a HR flex and bang around and the drawers fall out,the floors and doors squeek and groan,the (Lewmar) deck hatches leak,and bust bits of rigging-.....but you will make progress to windward under sail and feel safe and confident ,sheltered superbly by the doghouse enclosure.. What really surprised me was the tendency for the boat to sail around on its anchor-so much so that an anchor sail and massive packing on the stemhead roller were needed to get any sleep off anchor watch. I would definitely want to know that that design flaw has been eradicated throughout the range.  

cardinal_mark

Re: Hallberg Rassy vs. Good ol\' British built boats? We had exactly the same dilemma - ultimately choosing between a Westerly Ocean 33 and an HR 31. Both were good boats, both had pretty much what we wanted but the Rassy won; Hallberg Rassy's have that undefinable 'something' that just feels right. The other big plus is that, even though ours is now 10 years old, HR in Sweden offer a great advice / parts service. Go Rassy! Mark  

Re: Hallberg Rassy vs. Good ol\' British built boats? And not only that. When we were looking for a boat in 1999, the Westerly Ocean 33 cost more than the HR 34!  

Re: Hallberg Rassy vs. Good ol\' British built boats? We also went through the same decision making process, we ended up buying a Malo 36. I looked long and hard at a Westerly Oceanquest, very nice boat, However I would not swap the Malo. The standard of finish (IMHO) is second to none, when sailing everything is in the right place hand holds etc. When bringing her back from Sweden we encountered some heavy weather, 21Meters/Second (havnt converted to knots yet), she coped far better than her crew! And not a single drop of water came in (most of the night wind on the nose!) Consider the row away factor, thats what somebody said to me. It really worked for me  

Re: Hallberg Rassy vs. Good ol\' British built boats? Makes a change from the Dan boats I used to sail out of there! Good 30 footers but no comfort and no engine!  

• 14 Dec 2007

Re: Hallberg Rassy vs. Good ol\' British built boats? So does that explain why the Huntress is languishing in the hands of the Stratton?  

Re: Hallberg Rassy vs. Good ol\' British built boats? Ashanta - you might be glad to know that BKYC training policy is still heavy on sailing on and off berths wherever harbourmasters permit. Old habits die hard!! /forums/images/graemlins/cool.gif  

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Sailboat Review: 2023 Boat of the Year Hallberg-Rassy 400

• By Herb McCormick
• May 31, 2023

In the ongoing history of production-yacht construction, one of the more astonishing lists covers what seemed like iconic, top-notch sailboat brands—Little Harbor, Alden, Valiant and Tayana, to name a few—that have simply ceased to exist. But then there’s the story of shipyards such as Sweden’s Hallberg-Rassy , named for the founding boatbuilders Harry Hallberg and Christoph Rassy. In one iteration or another, it’s been knocking out boats for 80 years now. After splashing nearly 10,000 yachts, it shows no signs of slowing. 

There are lots of reasons for this longevity, a major one being that once a sailor has owned a Hallberg-Rassy, at some point he or she will likely trade up or down for another one. Quality, after all, begets quality, and it’s a testament to the brand that there are so many repeat customers. 

Another strong ­reason is that, with the ­brilliant Argentine naval architect Germán Frers driving Hallberg-Rassy’s design efforts for several decades, the company has continued to evolve. 

At no time has this been more evident than with Frers’ latest creation: the aft-cockpit, twin-rudder, performance-­oriented Hallberg-Rassy 400. (A sistership, the Hallberg-Rassy 40 C, shares the same hull but has the center-cockpit configuration that’s synonymous with the company.) As a judge in our 2023 Boat of the Year competition, I was part of the unanimous panel that named the 400 our Import Boat of the Year. 

With its integrated bowsprit, triple-spreader Seldén rig, rectangular hull windows and dual helm stations, the 400 at first glance appears to occupy the same sort of territory we’re used to seeing from all the hot French naval architects who dominate contemporary sailboat design. Yet here is an important difference: no chines. In the pursuit of a seakindly ride and good manners offshore, Frers has instead gone with a rounder hull form, not a V-shape—a most effective approach. 

With the plumb bow, Frers has also maximized the waterline, which is something you notice as soon as you step aboard: The 400 seems like a much larger vessel than 40 feet. But don’t fret, Hallberg-Rassy aficionados: Frers has kept one of the line’s signature features, the nifty windshield that accents the front edge of the cockpit, with the traveler and a pair of solar panels stationed just forward. 

It’s a beamy boat (another reason for the sense of volume and space on board). That beam is carried well aft, a fact that necessitated the twin wheel/rudder setup, which also provides the benefit of total control when well-heeled under sail. The double helms and a split backstay allow easy access to the optional drop-down swim platform aft. While a self-tacking jib is also an option, the standard headsail is slightly overlapped, about 110 percent, which is big enough to provide plenty of power but is still easily tacked. The sheet leads run between the inboard and outboard shrouds, giving the skipper very tight sheeting angles to optimize closehauled upwind performance while making egress unimpeded when moving forward or aft along the side decks. I’m having an extremely difficult time understanding why every builder doesn’t do this.

The hand-laid laminate construction includes a Divinycell PVC foam core for insulation and a favorable strength-to-weight ratio, and what the company calls an integrated “keel stiffener,” an internal reinforcement that runs longitudinally and fore and aft, and is laminated to the hull, as is the hull/deck bond, capped by a formidable bulwark. The result is a strong, robust, monolithic structure. The stiffener negates the need for a central bulkhead in the interior, and this, along with the deck-stepped mast, truly opens up the inviting central salon. 

Mahogany is standard for the interior furniture, though our test boat had the inviting European oak option. The joiner work is nothing less than exquisite; the Swedes are certainly craftsmen of the highest order. Tankage (two fuel tanks and three water tanks) is centralized in the hull, again in the interest of optimizing performance. 

There is a trio of different layouts, the major differences being the choice of one or two staterooms aft, one or two heads, and three designs for the owner’s stateroom forward. Options include a ­dishwasher, washing machine, extra freezer, lee cloths, TV and so on. Our test boat had retractable bow and stern thrusters, electric furling for the main and jib, electric winches, and air conditioning, all optional. 

Interestingly, our test boat lacked a generator (the owner, who was aboard for our sea trials, laughed and said, “I don’t want to service two engines”). Our in-house tech guru and Boat of the Year judge, Ed Sherman, definitely approved. “This boat was one of several in our group that has taken a no-generator approach,” he said. “Using Mastervolt lithium batteries and both 12- and 24-volt electrical subsystems, this fully equipped cruiser will regenerate battery voltage via the 60 hp main engine when needed. It was beautifully executed.”

Our test sail got off to a ­disappointing start, as the wind on Chesapeake Bay was nearly imperceptible. But it slowly filled in, and while the breeze never topped 10 knots, the performance was eye-opening, especially when we unleashed the code zero headsail tacked to the bowsprit and reached off at nearly 8 knots, an impressive number given the conditions. Those twin wheels with ­rack-and-pinion steering provided exact fingertip control, and the sightlines sitting well outboard were terrific. It’s a boat built to go places with style and efficiency. 

Frers has been at this game for quite some time now, but clearly, he hasn’t lost his fastball. Hallberg-Rassy has built its reputation on tough boats that fare well under sail in the stormy northern seas, and the 400 ratchets up the performance side of the equation. That’s what you get when the worlds of tradition and advancement collide. 

Hallberg-Rassy 400 Specifications

Herb McCormick is former editor-in-chief of Cruising World and the yachting correspondent for The New York Times . An author of five nautical books, he’s owned several sailboats, including his current Pearson 365 and Pearson Ensign.

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Exclusive 2 day sail on the largest Hallberg-Rassy ever built: Hallberg-Rassy 69 review

• Toby Hodges
• April 26, 2024

Ali, Messi, Serena... an elite few can be considered a g.o.a.t (greatest of all time). But can a boat? Is this Hallberg-Rassy 69 their greatest ever? We had an exclusive chance to find out

Product Overview

Price as reviewed:.

It was proper cold. An honest cold that cuts straight through us soft southerners, unused as we are to minus double digit temperatures. The docks were covered with gnarled ice, while the Ellös marina lay still and frozen. It only served to make the Hallberg-Rassy 69 look all the more commanding and inviting as its welcoming interior lights shone through the copious hull windows into the low Swedish light of December.

The warmth of the centrally-heated, timber-lined interior is something special, a quality matched only perhaps by the regal feeling of sailing this, the greatest (in size) Hallberg-Rassy of all time.

I discovered this first hand once we’d parted the thin ice layer, navigated out past the snow capped islands guarding the yard and were into a bitingly fresh offshore breeze, whereupon this Frers-designed flagship had the searoom to hit its reaching stride.

Despite the significant extra wind chill, the temperature somehow began to feel less overbearing, and the sailing experience became all-absorbing as we averaged double figure speeds. With ease. The new model was going like a locomotive, wonderfully assured, powerfully clocking off mile after mile, and offering a transcendant helming experience.

The Hallberg-Rassy 69 has that power, that magnetic magnificence. It’s as grand as a production yacht can get, the largest and by far the most expensive Hallberg-Rassy in the company’s 80-year history. The yard has built 9,700 yachts in this time, and has produced landmark and particularly large models before – think the Hallberg-Rassy 49 in 1972 and the Hallberg-Rassy 62 in 1998 – always designed to be easily managed. But this, the 25th Rassy German Frers has drawn since 1988, is something else.

There is an elegance and grace to the yacht’s motion. Photo: Ludovic Fruchaud

Both on deck and below it’s still very much a Hallberg-Rassy in every way. It speaks precision quality, but not in a showy or glitzy way, rather in this brand’s renowned, refined fashion.

From the mechanical installation to the joinerwork, it’s how this traditional Scandinavian yard does things – to a production level of perfection – in this case crafted over a 16-month build.

To achieve this it has incorporated a lavish amount of intelligent technologies and practicalities, many of which we can learn from. So it is these I’ll focus on, rather than trying to walk you through such a large vessel.

Rarely has a new launch garnered so much international attention. But before the added hype of its boat show debut, there were two burning questions I sought answers to as I travelled to Sweden’s west coast: ‘Why now’? and ‘Who’s it for’?

The latter I continued to ponder throughout the trials. The former is easier to answer. Technology has made it possible to build at this size in series and yet still make it a practical yacht to manage short-handed. It is this, allied to how formidable the majority of equipment is, which really stands out.

Hallberg-Rassy 69 – a push-button 70-footer

Magnus Rassy, the yard’s helmsman for the last two decades, explains that they have always built as big as they could within the Hallberg-Rassy concept. And that is governed by ease of use which, for him in particular, means in-mast furling.

Cockpit offers comfort and protection for eight. Photo: Ludovic Fruchaud

“When Seldén started hydraulic in-mast furling in the early 1990s, we made the Hallberg-Rassy 53,” he explains, adding that it was the same when the tech allowed for the Hallberg-Rassy 64 . So once Seldén decided they could go larger, Magnus matched them. Today, the Hallberg-Rassy 69 sports the biggest in-mast system available.

But why 69ft? Magnus puts it down to the righting moment. “You start with that as it affects the price the most,” he divulges, adding that from the keel bolts to the chain plates, the rudder shaft to deck gear, the righting moment affects all these decisions and the consequent pricing. Which is phenomenal: the Hallberg-Rassy 69 starts at over €5m, albeit for a fully equipped yacht including hydraulic furling, sail controls, thruster and genset.

Magnus always commissions the first hull for himself and uses it for at least a season to test and refine, even at this size. And he’s equipped this Hallberg-Rassy 69 with a flotilla of optional extras, particularly those designed to ease short-handed push-button sailing.

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Most notable is the carbon in-mast furling rig. “The majority of big Hallberg-Rassy owners choose carbon – it’s less than 10% of the price for a big improvement in performance,” Rassy reckons (though 10% of €5m is still one heck of an outlay!).

“It makes a good boat even better,” sales director Jonas Zelleroth adds. “There’s more stiffness for the in-mast furling, and less pitching.” That in-mast sails can be ‘shaped’ yet can still be furled away downwind, is, for Magnus, a crucial benefit over in-boom systems, the furling procedures of which are sensitive to boom angles.

There is no need to venture out of the cockpit to sail the Hallberg-Rassy 69 – handy when there is ice on deck to which no sailing boot will grip. Instead, pedestal mounted buttons were activated to hydraulically command the unfurling of canvas while still within sight of the yard’s private marina.

Decks are PU (polyurethane) moulded teak effect. Photo: Ludovic Fruchaud

As the fully battened, roached FatFurl mainsail revealed itself, Elvstrom’s veteran sailmaker Soren Hansen commented on how amazing it is that so much sail can fit within a mast tube.

Magnus opted for a powerful hydraulic vang over a traveller to avoid needing a traveller track, a large mainsheet car and the loads that involves. Other upgrades included our weapon of choice, the Code 0 on a hydraulic Reckmann furler (another €80,000 option).

Photo: Anton Bylund

Mile munching

Over the two days we experienced similar conditions of single figure windspeeds inshore around the archipelago and a rewarding Force 4 gusting 5 once free of land influences. Aboard a yacht endowed with this length and sailpower, apparent windspeeds rise quickly.

This is one easily driven machine. Reaching with the Code sail, we could match single figure winds, the Hallberg-Rassy 69 reacting to every two knot gust. In 12 knots true wind you average 10, and once up to 14, you’re into the high 10s.

Such speeds encourage hands-on helming and jostling for turns at the wheel. We clocked 12 in 15, while 13.3 knots was my record over the two days, in what we ‘guestimate’ was around 16-18 knots wind (despite the five strong array of clear Raymarine Alpha displays over the companionway, the wind transducer had frozen solid!).

companionway steps are wide and solid. A large navstation has instruments hidden behind a panel. Photo: Ludovic Fruchaud

In essence you can bank on maintaining 9.5-11.5 knots in such conditions. And when you can average double figures, you can clock numerous 250-mile days. Indeed Zelleroth remarked on how big this difference is over typical 60-footers – even their Hallberg-Rassy 64 is over 10 tonnes lighter. To put the Hallberg-Rassy 69’s size into perspective, it carries the weight of an average 55ft production yacht in its keel ballast alone.

The result is that it maintains a consistent, modest and manageable angle of heel and has the length and weight to devour miles, particularly when reaching. There is an elegance and grace to the yacht’s motion. There’s no rush, nothing twitchy, but when it has the breeze to reach its double digit hull speed, it can and will stay there and maintain that speed all day and night.

And if things get a bit spicy, reducing sail is a push-button away. “It’s still about the joy of sailing,” says Magnus – “it’s just the heavy work that has gone.”

For those tempted to remark on the aesthetic impact of a hard top, try sailing in similar temperatures. It allows you to shelter, maintain energy levels on watch and, crucially, speak to each other at normal volume in the cockpit. Meanwhile, the opening windscreen offers good ventilation for warmer climes and the roof can house solar panels.

Views of the horizon through the hull windows from a seated position. Photo: Ludovic Fruchaud

Below decks is also a wonderfully quiet world under sail. That said, when a cockpit winch is activated, you know about it in the master cabin. The hydraulically powered primaries are the largest winches Lewmar builds in serial production.

Magnus’s Hallberg-Rassy 69 is fitted with load sensors on the halyards, backstay and vang to give some peace of mind. Hallberg-Rassy also always adds a spare outhaul in the boom, plus a preventer hooked on the boom ready to attach a line forward and back to cockpit each side.

The slightly overlapping jib maximises sail area to the shrouds, but is cut with a high clew for visibility when sailing in the archipelago. Other options include a removable or fixed staysail or self-tacking jib. With mid-teen winds you can beat at 8.5 knots pinching at 40° or 9-9.5 knots when freed up a little at 50° to the true wind. This dropped to 8 in 10 fetching and 5-6 in 7-9 tacking through 85-90°.

While it’s easy to maintain high average speeds, it’s trickier to keep in a groove, particularly in the lighter breezes. And when tacking, it’s certainly nimble enough to beat upwind through tight channels, but hard to seamlessly settle it back on track.

Galley has a seaworthy layout, but is fairly compact. Photo: Ludovic Fruchaud

The furled Code sail disturbing the telltales didn’t help but there was also some slight play in the long rod steering connection, which, I’m sure will be corrected. If I’m being overly critical here, it is in relation to Hallberg-Rassy’s own high standards – in particular the delightful light wind sensitivity of the 57 and 50.

Push button options continue to provide short-handed manoeuvrability as you return to port, particularly if you choose the extra stern thruster and, in the case of the test boat, a Dockmate remote joystick control system. By controlling both bow and stern thrusters and the main engine throttle this could technically let you moor the boat solo. It’s certainly clever but an expensive level of complexity which seems a little illogical to me.

Belt and braces approach

This is a stable cruiser with high righting moment, including over four tonnes of tankage and an enormous engine block low and central. The 300hp Volvo Penta is a prime example of how equipment is deliberately over-specced on the Hallberg-Rassy 69. It’s around 100hp more than a ‘standard’ fit on a comparative bluewater yacht , plus it’s 6-cylinder.

The result is that we could motor at over 8 knots using just 1,500rpm with the overdrive function of the Gori propeller activated. So not only do you have the extra grunt and torque of the main engine when required, but the low revs make it quieter and, given the 2,300lt of diesel tanks, extends motoring range to over 1,500 miles.

The armchair option: the familiar HR armchairs were first used in 1985 on the HR49, another exceedingly large yacht for its era. Photo: Ludovic Fruchaud

The same ‘go big’ mentality applies for the generator. Where an 11kW is more typical for this size, Hallberg-Rassy fits a 17.5kW Cummins Onan as standard. Magnus’s theory here is low noise, low rpm, and a longer service life as it uses constant rather than variable speed revs.

It allows you to easily run the high capacity watermaker (a whopping 454lt/hour), while the genset also forms part of the larger picture of what is a formidable power system, particularly on the test boat with its optional big lithium battery package. This comprises 12 low voltage (24V) Li-ion batteries from Mastervolt, giving 72kWh.

This eye-watering €140,000 extra is worth every cent according to Magnus, as battery technology is one of the biggest advances we’ve seen in yachting. He points out how shorepower is comparatively slow, as is the time it takes to charge lead acid batteries. Whereas when you run the genset and get an instant 460A, that’s a massive surge of power going straight into a huge, efficient battery bank.

Magnus describes this and the ability to top up in half an hour a game-changer. “You run everything off the inverter, charge super quick and then go sailing silently.”

The aft master cabin with its near 20ft of beam. As well as the ensuite there is the option for a walk-in closet here. Photo: Ludovic Fruchaud

Owners will still want to plug in on returning to dock, however, and here is another example of how Hallberg-Rassy has made such a large yacht manageable. The shorepower hosing on its 57ft plus yachts was already at a length and weight at the limit of what a couple could easily manage. So the Hallberg-Rassy 69’s hosing is on powered drums, which literally reel in at the push of a button (note, that’s plural as there are twin cables, one for each of the Euro and US frequencies, 50Hz and 60Hz).

These are housed in the enormous, near full-beam garage, along with a 3.4m inflated RIB that launches manually on a track and sled system. And within this garage you’ll also notice examples of Rassy’s approach to redundancy.

If you lose steering, you can activate an autopilot, as there’s one on each quadrant. Then there’s a manual tiller with block and tackle rigged up in here, opposite which is a full sized spare fixed prop.

Forward VIP cabin has an island (or vee) style berth with small vanity desk area, a double opening hatch above and good stowage. Photo: Ludovic Fruchaud

Further forward, the sail locker also contributes to the 15m3 of deck storage. Otherwise, the foredeck is remarkably flush, pierced only by mushroom vents which provide constant watertight natural ventilation to the interior.

And this interior is very much the archetypal Hallberg-Rassy. It has a four cabin, four heads layout as standard, but with the ends sacrificed to sail and dinghy stowage it doesn’t feel that much more spacious than the HR57.

For owners/couples who don’t want to be rattling around inside that’s a positive. The interior on the Hallberg-Rassy 69 is welcoming, cosy even. Areas you feel the extra space in are the magnificent engine room, the four heads, and the superb stowage.

The garage can house a 3.4m inflated RIB. Photo: Ludovic Fruchaud

A cosy 70-footer?

The layout options include separate aft berths, a traditional vee rather than the central forward double berth and a fifth cabin. The proportions point heavily towards it being owner-operated, as any crew would have to be on friendly terms and use one of the midships cabins. Magnus says they’re considering a separate entrance to the forward cabin, but that would leave very little guest space.

Despite the ample light and headroom, the galley and saloon also show how it’s a yacht set up for small numbers – notably the two armchairs, and a table around which six would start to feel a bit squashed. The galley has an admirably seaworthy layout, but is again comparatively compact, with small sinks and bin in particular.

Refrigeration space is segregated into six different units, which is good for keeping items cold, if a little frustrating.

The majority of the optional big li-ion battery package is below the forward berth. Photo: Ludovic Fruchaud

The instant hot water tap proved its worth, as did the heating system. The Kubuto diesel heater feeds a water-based heating system, which allows precise thermostat control in each cabin. It runs through the calorifier, so if you’re at anchor it can warm the water without running the genset. The fresh water pump, meanwhile, is housed beneath the passageway sole, to prevent the water heating up, however the priming mechanism proved surprisingly loud.

The main companionway steps are a masterpiece. They are wide and solid, use stainless steel reinforcement within for a floating effect and are illuminated with hidden indirect lighting. In a feat of skilled workmanship, there’s no way of telling how they’re installed.

Structural bulkheads use a vacuum infused Divinycell core, and help open out the saloon and galley area. Despite being on one ‘lower’ level, the natural light in here is a wonder. It’s easy to tell from the outside just how large these hull windows are (1.8m wide) and they bring a seated horizon view from the saloon.

Most of my favourite features live behind doors in the passageway from the navstation to the aft cabin, notably the walk-in engine room, the electronic systems, stowage spaces kids could play hide-and-seek in (for weeks), and a practical day head with wet hanging locker.

Photo: Ludovic Fruchaud

This first Hallberg-Rassy 69 model includes the indulgent options of a walk-in wardrobe in the master cabin and a laundry closet with both domestic sized washer and separate dryer. It seems opulent, especially as there’s space for a washer-dryer in the aft shower and plenty more hanging space, but some will love such villa-style amenities. A fifth Pullman-style cabin could be chosen as an alternative here, but I doubt owners would want to pack in guests next to their suite.

This aft cabin is well proportioned and comfortable. I particularly like the desk space for calm privacy, the deep, lit and ventilated hanging lockers and accessible space below the berth (including twin 75lt calorifiers!). There’s also ample seclusion from the three guest cabins, which are all located forward. These offer good sea berths in the midships compact double and Pullman opposite, while all sport large hull windows and tall hanging lockers.

These lockers are all ventilated with hidden hinges and end stops. In fact, the shipwrights’ skills and attention to detail are evident everywhere you look. All timber panels are labelled to ensure that when a cutout is made, the grain always matches.

Long lines, powerful aft sections, a broad transom and a flush foredeck, all topped by a proper sweet sheerline from the hand of Argentine maestro German Frers. Photo: Anton Bylund

A tour of Hallberg-Rassy’s yard really helps you understand this mentality and philosophy to boatbuilding. The scale of skill that goes into building this yacht is on another level, yet it also shows so much single-minded dedication to the Hallberg-Rassy methodology.

‘This is the way’

From their old school features such as the headlining with mahogany strips, varnished soleboards, circular locker latches, satin finished joinerwork, and blue upholstery, to their insistence on white hulls with blue stripes only… It reminds me of the mantra used by the bounty hunter The Mandalorian and his fellow helmeted clan in the self-titled current Star Wars series, who preach: ‘this is the way’.

And credit to Hallberg-Rassy, it has worked. Top quality lasts, for longer and arguably more successfully than for any other production yard. It has a near 200-strong staff, willing to clock the hours, and it always, always delivers on time (even during Covid).

The problem is, people tend to get a bit fussier at this size and price level, and crave more customisation. And this needs to be considered alongside the exotic price tag. This is still a hand-laid GRP hull, a heavy, diesel powered yacht devoid of sustainable materials. Yet it’s over 15% more than an Oyster 675 – or, for the same price as the Hallberg-Rassy 69, you could buy TWO fully equipped carbon composite Y7 fast cruisers!

That Hallberg-Rassy can build such a yacht on spec tells you something about the confidence and comfortable position this business is in.

If you enjoyed this….

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This is a sensational cruising machine of formidable build quality, blessed with intoxicating, powerful lines, prize engineering, rich carpentry, and premium finish quality. And it’s 100% a Hallberg-Rassy. However, I’m still not sure if I understand its target market. At this size and price level people will expect more custom choices. The layout proportions and lack of specific crew quarters arguably shows you how confident Rassy is in this being owner-operated. And that again comes down to the advancements in technology – the in-mast furling, push-button handling and manoeuvring systems that allow a 50-tonne vessel like this to be short-handed. It’s still a lot of yacht, a lot of weight, which will be your friend in a seaway, but creates a lot of load everywhere. While advantages include the high and consistent passagemaking speeds, it lacks the more delicate feel and sensation the smaller Rassy models offer. Regardless of the number Hallberg-Rassy can build or sell, however, if this HR69 only serves to showcase the best of what this yard can do, it’s a worthy project. Eight decades of builds, four decades of German Frers design, poured into 876 beautiful inches. Engineering the largest Rassy ever is quite a feat, a marvel only fully realised by sailing it at full gait. Its greatest? Absolutely!

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• Sailboat Reviews

Hallberg Rassy 342 New Boat Test

In our new sailboat test, we review the hallberg rassy 342, a relatively small cruising boat from the prolific swedish builder of cruising yachts. designed by german frers, the hallberg rassy 342 shares many traits 34, of which over 500 cruising sailboats were built during a 15-year production run..

Like all the Hallberg Rassys in production, the Hallberg Rassy 342 was designed by Argentine naval architect German Frers (who aficionados claim designs some of the best cruising sailboats ), and its clear from crunching the numbers on this relatively small cruising sailboat that the Swedish boat builder wanted peppier performance than its predecessor, the Hallberg Rassy 34 . Everything about this Hallberg Rassy is bigger: its waterline is longer, its sail area is greater, and, of course, its price tag is higher. In Practical Sailors new sailboat test , we find the end product to be a well-balanced modern cruising sailboat, though we still find a few things to complain about.

                                               ****

Introduced to the U.S. market last fall, the Hallberg-Rassy 342 is the newest addition to the line from the prolific Swedish builder, which includes eight models ranging from 31 to 62 feet. Like its sister-ships, the 342—which replaced the companys popular HR34, of which over 500 were built during the 15-year production run—sports all the features that make the brand so recognizable: the cockpit windshield, low-profile coach roof, prominent bulwarks, gentle sheer line, rugged rubrail, and, of course, the standard blue-and-white color scheme. In Europe, the boat was well received by the sailing press and the public, and the company took 122 orders within the first seven months after its introduction.

Like all of the Hallberg-Rassys currently in production, the 342 was designed by noted Argentine naval architect German Frers (who also designed the 34-footer it replaced).Its clear from crunching the numbers that the builder wanted peppier performance than its predecessor. Everything about the new boat is a little bigger: its waterline length is 15 inches longer, the mast is almost 2 feet taller, and it carries 5 square meters more sail area. It all translates into a boat with a displacement/length ratio of 197, which puts it on the light side of moderate. And with a sail area/displacement figure of 20.1, its clear that Frers was not shy about designating horsepower.

The sail plan is encapsulated in a 7/8ths fractional set-up that puts the drive emphasis on a larger mainsail complemented by an easily handled, 105-percent overlapping jib. In the case of the 342, its self-tacking as well. (That said, our test boats sail power was compromised by a furling main that well address below.) The rig is a deck-stepped, double-spreader configuration with slightly swept-back spreaders and a touch of pre-bend to the aluminum spar. There are two keel options, a shoal-draft fin with attached bulb that draws 5 feet, or the standard 6-foot fin with bulb.

The 342 has a fine entry and minimal overhang at the ends. As naval architect Bob Perry has noted, “Frers likes to knock the corners off his transoms at the sheer and has done so for years. This looks good and helps reduce the visual bulk of the transom.” As on Perrys Valiant 40, the keel and rudder are separated, in the style of contemporary performance cruisers.

As with most Scandinavian designs, the interior layout is very traditional, functional, and straightforward. This boat has sleeping cabins in the ends; a central space that includes the saloon, galley, navigation station, and head—and, each is extremely well executed. The builder does not allow for even slight modifications or customizing.

DECK LAYOUT

Starting forward and working aft, the 342 sports a husky stemhead fitting with double anchor rollers serviced by a Lewmar horizontal windlass adjacent to a deep chain locker. A Seldn Furlex 200S headsail furler handles the self-tending jib, which tacks on a small track mounted on the coach roof just forward of the deck-stepped Seldn mast. There are a couple of large Lewmar deck hatches and a pair of low-profile dorade vents. Our test boat included the optional spinnaker-gear package with the Seldn pole mounted vertically on the mast. One nifty feature is the standard, nearly 8-feet-long boat hook thats stationed in its own mount atop the coach roof.

The side decks are clear and unobstructed and measure 18 inches at their widest point. Together, the 2-inch bulwarks, the 24-inch-high lifelines, and the teak handholds atop the coach roof offer a nice feeling of security when moving fore and aft along the side deck. The lifeline gate on our test boat was fitted well aft on the transom, between the rails of the stainless-steel stern pulpit, which is ideal for boarding the boat via the swim ladder when on the hook, but not as convenient for everyday amidships comings and goings on a dock or from a launch.

All reefing lines and halyards are led aft through a series of turning blocks at the base of the mast to a pair of Lewmar rope clutches to port and starboard of the companionway.These work in conjunction with twin Lewmar 16C winches for hoisting and reefing sails. With the cockpit dodger raised—it fits nicely atop the standard windshield—working space is somewhat compromised, but not excessively so. The cockpit is deep and self-bailing, with 6-foot-9-inch cockpit seats for sleeping or stretching out. The primary winches are Lewmar 40 CST self-tailers. A huge starboard cockpit locker is home to the teak cockpit dining table and a series of nifty slots for the companionway slides. The propane locker is aft. All glasswork in the lockers is impeccable, and serves as a reflection of the boats overall construction quality.

The standard boat is tiller-steered, but our test boat came with a 36-inch Solimar wheel (the quadrant and cables are accessible via a hatch at the aft end of the port quarter berth) with the traveler and mainsheet just forward. A drop-down swim ladder and step is smartly integrated into the boats transom, and is accessed through a small, removable section aft of the steering station.

Two notes about the wheel set-up: First, theres only a foot of clearance between the wheel and the cockpit seat directly astern of it, which will be too close for comfort for some helmsmen. Plus, its a tight squeeze to get around the wheel to trim the mainsheet and traveler, which is necessary to get some purchase on the lines when under load in a breeze. For these reasons, and for better visibility and views of the jib telltales, the cockpit coaming is the more natural position for steering.

Yacht broker Jim Eastland of Eastland Yachts, in Essex, Conn., said he prefers the wheel over the tiller for several reasons. According to Eastland, its more compatible to a beefy autopilot and it heightens the resale value of a boat that costs over a quarter of a million dollars.

The 342 is equipped with a three-cylinder, fresh-water cooled Volvo Penta D1-30 diesel engine with a sail-drive configuration and two-bladed bronze folding propeller. The 44-gallon fuel tank is located under the starboard settee. The dedicated starter battery is rated at 62 Ah while the house bank of dual, flat-plate batteries has a capacity of 225 Ah (up from 124 Ah in the previous HR34). A 115-amp engine alternator handles charging. Engine access and battery storage are behind and below the companionway steps, which are locked down when underway and opened with a special allen-style key. Its a secure system with good, all-around access, however, it could also be compromised if you needed to get at the engine quickly but couldnt find the key.

The pressurized freshwater system is connected to the 71-gallon water tank thats located under the port settee. The compressor for the optional air-conditioning unit is stashed beneath the V-berth. Theres a nice, deep, 24-inch sump, at the bottom of which is installed a Jabsco Hydra-air bilge pump. The Mastervolt battery switch is stationed alongside a switch panel for the fuel and water gauges, the voltmeter and the automatic circuit breakers. Valves and transducers are easily accessed under the floorboards. Our test boat was equipped with Raymarine electronics, including the chartplotter and basic ST 60 Tridata (speed, log, and depth) instrumentation; theres plenty of space for additional electronics. The electric fridge utilizes a Danfoss compressor and a well-insulated box with basket and cooling unit.

ACCOMmODATIONS

The 342s interior plan is a traditional layout with a double cabin forward housing a V-berth that measures 6 feet, 8 inches wide at the head, 6 feet, 6 inches long, and 22 inches wide at the foot. There is plenty of storage in the pair of lockers abaft the berth, in shelves and lockers above it, and in a large bin beneath it. Headroom is just over 6 feet. The furniture throughout is fashioned of khaya mahogany with a satin-varnish finish that makes for a surprisingly light, airy atmosphere (which is reinforced by the 10 opening ports below).

The main saloon features a central dining table with a pair of 6-foot-2-inch settees to port and starboard. The seat backs for these settees can be raised and hung from the cabinroof for additional storage (though theyre not robust enough to be used as berths). The settees below would make excellent sea berths with the backs in the raised position, except for the fact that the chainplates are anchored in stout fiberglass knees precisely where a sailor, in repose, would be lying. Altogether, its a curious, unsatisfactory arrangement.

The L-shaped galley, to port, is at the foot of the companionway, across from the nav station and the head compartment. The galley is a nice, functional space with the requisite drawers, lockers, and counter space, and a useful double sink. The forward-facing nav area is snug, but adequate, with excellent storage under the seat.

The head includes a Corian wash basin and countertop, plus a good-sized shower and wet locker, the latter being a nice detail one wouldnt necessarily expect to find on a boat of this size. The holding tank is just aft in the starboard cockpit locker.

The aft cabin, to port, is another fairly tight space, but it serves its purpose as a sleeping station with a berth that measures 5 feet, 10 inches wide at the head, 6 feet, 10 inches long, and 4 feet, 3 inches wide at the foot.

PERFORMANCE

Given the fact that one of the stated design objectives of the 342 was to enliven the sailing performance, it was with no small sense of anticipation that we motored out into the Connecticut River last fall. At 2500 rpm, the yacht slid along nicely at an even 6 knots and was maneuverable, turning easily within a boat length. The sound level of the Volvo engine, which is situated in a well-insulated compartment, was not intrusive, registering 72 decibels in the cockpit, 77 in the galley, and 74 in the main saloon.

As luck would have it, though, the breeze on the river was fitful, and there was a fair bit of current running. However, in about 6-8 knots of wind, the boat made a very respectable 4.8-5.2 knots hard on the wind. Cracked off to a beam reach, at a wind angle of 120 degrees with 8 knots of sustained pressure, it made 4.5 knots. When the breeze came on to about 10 knots, we registered 6.2 knots close-hauled. The boat tacked through about 100 degrees and was quite easy to handle alone, thanks to the self-tacking jib.

The test boat was fitted with a suit of Elvstrom Sobstad “offshore performance” Dacron sails. The mainsail was set off an in-mast Seldn furler with vertical battens that provided the sail with a bit more roach than many furling mains, though the leech was somewhat scalloped and not ideal. Its worth noting that, while proponents of furling mains subscribe to the notion that theyre more manageable than standard mains, it took two people, working in conjunction—one to man the furling line, the other to maintain tension on the outhaul—to strike the main on the 342.

Quibbling aside, the boat had a very light, easy helm; seemed stiff, balanced, and seakindly in the moderate conditions. It offers excellent visibility when peering forward beneath the dodger when seated behind the wheel, and while steering outboard from a perch on the cockpit coaming. Theres no reason to doubt the boat would be a solid performer in better wind.

CONCLUSIONS

It used to be that sailors looking for high quality and offshore potential in a new boat in the mid-30-foot range had plenty of options from which to choose. In the last decade or so, thats no longer been the case. Even sailors new to the sport, it seems, prefer boats upward of 40 feet, and the builders, of course, who wish to maximize their margins on every unit sold, are more than happy to oblige them. The big production builders still offer 35-footers, but for the most part, these are inshore racer/cruisers built and marketed around a specific price point, not as a vessel with long-range capability.

The 342, then, is an anomaly in todays marketplace. Well-built, with a good press of sail, and equipped with first-class systems and hardware, its a boat that will take its owners, depending on their skills and aspirations, as far as they want to go. The 342 is not necessarily an inexpensive boat when compared to other contemporary 34-footers, but we expect the resale value of this yacht, particularly given its strong debut in the international marketplace, to remain high. It still costs a lot less than 40-footers of similar quality. While, naturally, it wont exhibit the same turn of speed as a boat with a longer waterline, the 342 is a quick and nimble performer given its size and accommodations.

For a couple or young family with extended-cruising plans, the Hallberg-Rassy 342 would be a legitimate option. And, given that it will cost less to buy, maintain, and berth compared to bigger boats, it might even be an excellent one.

• Critics Corner: Hallberg-Rassy 342
• Interior Notes Hallberg-Rassy 342
• Construction Details
• Hallberg-Rassy 342 in Context

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Hallberg-Rassy

• FILES & DOCUMENTS

THE VERY LATEST HALLBERG-RASSY

The Hallberg-Rassy 370 is an all-new design that may be ordered immediately. You will receive a fixed delivery date and a fixed price. As usual with recent Hallberg-Rassys, this is a yacht that combines the latest in design with a classic touch. The hull shape is modern and efficient, the sheer and proportions are classically beautiful. There is a long list of features that are new for this size class.

COMFORTABLE COCKPIT

The new model does not replace any other model but fits well between the 340 and 400 . The new 370 offers a large aft cockpit with twin steering wheels and of course twin rudders for utmost control and safety like all other current Hallberg-Rassy models. It is possible to get a removable cockpit table or a large and solid table with folding leaves in high gloss varnished teak. The 370 is offered with both bow- and stern-thrusters, new for this size of yacht. 

SPACIOUS INTERIOR

The interior is spacious and airy and is offered in classic Khaya mahogany or light European oak. By the companionway there is a spacious head area with wet locker and a separate shower with acrylic glass screens. The galley is large and in addition to the standard top loader refrigerator, new for this yacht size, there is the option of getting a front opening fridge and also a top loading freezer box in the seat of the work table. Alternatively, a front loading refrigerator can be swapped for a dishwasher. Opposite the galley is a work table with seat and a concealed electrical panel. 

GENEROUS SALOON

The saloon berths are 2.04 m long and there are double skylight hatches for light and ventilation. The hull portlights at eye level are made of tempered glass for durability and scratch resistance. On the starboard side there is a choice between a traditional straight sofa or the exceptionally comfortable Hallberg-Rassy armchairs, a first for this size class. Forward of the armchairs there is an extra bar with bottle storage. In the forward cabin you have the choice between a 2.04 m berth up to the hull side, with seating, two vanities and a hanging locker, or, another first for this size class, a centreline berth, with seating, vanity, hanging locker and plenty of storage space. Aft there is a comfortable and airy 2.04 m double berth with storage space, shelf with high fiddle, seat and hanging locker. 

BUILT IN SAILING JOY

In terms of sailing, this yacht will offer plenty of comfort and sailing joy. The rig is sturdy, easy to trim and to handle. A self tacker is an option. New in this size class is that the mainsheet system with track is located in front of the windscreen so that it does not get in the way of activities in the cockpit. Also new, the jib sheet track is located on the cabin roof for even closer angle upwind sailing.

PRE-PREMIERE UNDER CONSTRUCTION AT OPEN YARD 2025

The first boat of the new Hallberg-Rassy 370 will be available for public viewing in production during the Open Yard in Ellös, West Sweden, from 22 to 24 August 2025 and will sail in autumn of 2025.

HALLBERG-RASSY 370 DATA SHEET

FILES AND DOCUMENTS

• Hallberg-Rassy 370 Exterior
• Hallberg-Rassy 370 Interiors

Steckbrief für Hallberg-Rassy Monsun 31

Abmessungen

Bootszubehör

Anker, Autopilot, Badeleiter, Batterie, Batterieladegerät, Bilgepumpe, CD-Player, Cockpit-Persenning, Cockpittisch, GPS, Geschwindigkeitsmesser, Heizung, Kartenplotter, Kocher, Kompass, Kühlbox, Landanschluss, Navigationsbeleuchtung, Radio, Sprayhood, Spüle, Tiefenmesser, UKW-Funk, Unterwasseranstrich, Windmesser, Windsteueranlage, Winterpersenning

Nach 10 Jahren möchte ich auf ein kleineres Boot umsteigen. Das Boot ist komplett für Einhandsegeln ausgestattet und startklar: - Großfall, Reffleinen und Niederholer ins Cockpit geführt. - Windfahnensteuerung Windpilot PACIFIC von 2017 und ein Pinnenpilot, der unter Motor oder Segel gut funktioniert. - Navigation im Cockpit von Raymarine (GPS, Plotter, Wind, Logge, Echolot). - Zwei selbstholende 2-Gang Winschen von Lewmar. - Facnor Rollreffanlage von 2012. Zur weiteren Ausstattung gehören: - 3-Zylinder-Beta-Marine-Diesel, 25 PS, Baujahr 2005, 1136 Betriebsstunden. - Motorwelle mit flexibler Kupplung, wassergeschmierter Volvo Patentbuchse und dreiflügeligem Festpropeller. - Die Elektrik wurde 2012 komplett erneuert, das Landstrom-Ladegerät von VAEKO ist FI gesichert. - ICOM VHF Funkgerät und elektrische Tankfüllanzeige am Navigationstisch. - Sprayhood ist neu im Jahr 2024, passend zur Kuchenbude von 2012. - Hydranet Großsegel, Fock und Genua von 2011 und Wanten 6mm von 2012 in gutem Zustand. - Komplett mit Lagerbock von Press & Son, robuster Plane und Decksgestell für das Winterlager. Lloyds zertifizierter Rumpf. Das Unterwasserschiff wurde 2017 neu aufgebaut und seitdem jährlich angeschliffen und mit selbstpolierendem Antifouling gestrichen. Das Boot bietet die bekannte sehr gute Verarbeitung und robuste Qualität des meist verkauften Boottyps von Hallberg-Rassy. Niedriger Preis aufgrund einiger ausstehender Reparaturen, die für die kommende Saison als nächstes auf der Liste stehen. Das Boot wird teurer, wenn alles repariert ist, z.B. ein Positionslicht und eine Lippklampe auf dem Dollbord. Ansonsten können Sie einfach lossegeln. Weitere Ausstattungsmerkmale: - Großsegel: durchgelattet, 20,1 qm Hydranet 320 Schultzsegel 2011 - Fock: 18 qm Hydranet 320 Schultzsegel 2011 - Genua: 29 qm Hydranet 270 Schultzsegel 2011 - Aluminiumbaum mit Einleinenreffsystem: Sparcraft von 2012 - Fallwinschen im Niedergang und am Mast - Lazy Jacks - Harken Mastschiene mit kugelgelagerten Mastrutschern - Rumpf: GFK massiv - Rumpfscheuerleisten - Deck/Aufbauten: GFK Sandwich mit geschlossenporigem Schaum - Decksbelag: Antirutschlackierung (Elephantenhaut) - Rodkicker Seldén - Steuerkompass, kompensiert, Silva 100-B - Anker, Ankerkasten - Starter- und Verbraucherbatterie (zwei Stromkreise) - Origo Kocher, zweiflammig - Kühlbox - Spüle - Radio mit CD Spieler - Elektrische Kraftstoffpumpe und Vorfilter von 2020 - 220V und 12V Steckdosen - Mechanische Bilgepumpe Whale Guscher - Cockpittisch Lagun - Dieseltank GFK: 120 Liter im Kiel - Frischwasser: 160 Liter - Pumpklosett Jabsco - Schmutzwassertank - Keramikheizlüfter - Vorschiffkoje Flexima Standard Matratzen 14cm - Festmacherleinen, Bootshaken, Fender, Schleppleine, Bojenhaken - Bugleiter

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Hallberg-Rassy 29 review: from the archive

• Duncan Kent
• April 6, 2021

One of the smallest designs from this prominent Swedish yard, the Hallberg-Rassy 29 is no less an ocean cruiser than her larger stablemates. Duncan Kent reports

She’s an ideal yacht for a couple wanting to cruise reasonable distances in comfort and safety. All photos: Colin Work

Product Overview

Manufacturer:.

Year after year in Yachting Monthly’s readership survey, Hallberg-Rassy is the name that many of you aspire to own, for good reason too, they have made their name by building high-quality cruisers for more than four decades. Hallberg-Rassy’s boatyard, on the Swedish island of Orust, was formed by merging those of Harry Hallberg and Christoph Rassy in 1972.

Since then the company has gone from strength to strength and now produces a range of dependable ocean cruising yachts from 9.4-19.5m (31-64ft).

The Hallberg-Rassy 29 was launched in 1982 as a compact but competent family cruiser and a total of 571 were built before the design was dropped in 1994.

Performance of the Hallberg-Rassy 29

The HR29’s hull is relatively narrow and tapers aft, which limits her accommodation but makes her a steady and stable boat in big seas.

Though she wasn’t built for speed, her ample displacement and deep-vee bow means she covers the miles easily and comfortably even in adverse weather conditions.

We set out from Portsmouth Harbour on a perfect sailing day, with sunshine and a warm Force 4-5 wind blowing from the southeast.

Hoisting full sail, Osprey soon fell easily into her stride, nudging away the wash from passing ferries and warships without a drop venturing onto her pristine new teak decks.

She has a stout fractional rig with a conservative, easily-handled sailplan.

Having a longish keel means she stays resolutely on course, but the cutaway forefoot enables her to be tacked more swiftly than a full long keel would allow.

She has an overlapping, furling genoa and her powerful self-tailing winches made light work of tacking.

When the sea breeze filled in she heeled a little more, but her generous ballast kept her stiff and her rails dry.

Under normal conditions she’s light and positive on the tiller, but when the apparent wind rose briefly to 24 knots, her helm did get a little heavy – nothing that couldn’t be sorted by dropping the mainsheet traveller car down the short track.

Off the wind she’s a little sluggish, as you might expect with so much wetted surface and her ample displacement.

Overall she has a wonderfully sea-kindly motion and could happily and safely be cruised in almost all sea conditions without worry.

At the helm

Having a long tiller enables the helmsman to get up close to the self-tailing Lewmar 40 primary winches for efficient grinding, and to trim the mainsheet, which is on a short track running along the after edge of the bridge deck.

Whilst at the tiller you can also reach the plain Lewmar 8 winches on the coachroof, to where the single-line reefing lines, halyards and kicking strap are led.

Design & construction of the Hallberg-Rassy 29

The HR29’s Lloyds-certified hull has a solid GRP lay-up with a foam-sandwich deck and coachroof for reduced weight and improved insulation.

The hull/deck joint overlaps and is topped off with a smart teak capping, and her long, cast-iron fin keel is fully encapsulated, so it can’t fall off and never goes rusty!

Standard deck equipment was high quality and fixtures and fittings robust and long lasting. For this reason many still sport their original gear.

Her sail area is somewhat conservative and she has swept back spreaders, which means you can’t let her boom out too far without chafing the mainsail. Reefing at the mast was standard, but Osprey has the reefing lines and main halyard led back to the cockpit.

She has a fully-battened mainsail and a 130-percent genoa on a Furlex 200S furler as standard. Lazyjacks and decent batten cars ease mainsail handling considerably.

Deck layout on the Hallberg-Rassy 29

The majority of owners opted for teak decks, which really emphasise her classic looks.

The cockpit is narrow and safe with high coamings, but more than three crew is a crowd. In port, with the tiller raised up, there’s room for six.

No quarterberth means Osprey has two full-depth cockpit lockers, together with a deep, full-width lazarette, so there’s ample stowage for all your usual cruising kit such as the dinghy, kedge and fenders.

She has a stern rail gate, a fold-down boarding ladder and the backstay bifurcates to ease cockpit access.

Communication to the helm from the companionway is possible.

Although her side decks are wide, access from the cockpit can be a bit tricky as they narrow aft and disappear altogether at the cockpit coamings.

She has a pleasant positive sheer and her coachroof blends into the foredeck behind her steep bows, giving her the looks of a true ocean-going yacht. The moulded non-slip on the coachroof is effective and teak hand holds continue forward of the mast.

The foredeck is relatively easy to work on, although the proud forehatch can be an obstacle to unwary toes.

Her deep, self-draining chain locker also serves as a gas bottle locker, which isn’t ideal as the gas bottle looks very vulnerable to damage from the anchor.

Living aboard the Hallberg-Rassy 29

Access from cockpit to cabin is also slightly awkward due to the high bridgedeck, but you’ll be glad of that in big, following seas.

She is surprisingly roomy inside with headroom just under 6ft (1.8m). The saloon has an L-shaped settee to port around a two-leaf table with a bottle store.

Teak abounds, which lends the saloon a warm, cosy feel. The settee backs lift up to increase the width of the berths, which are 2.0m (6ft 7in) long by 0.69m (2ft 3in) wide.

This also provides a place to stow bedding during the day. Above each side are two deep lockers and a fiddled bookshelf, and there’s further stowage under the settees with top and frontal access.

Full-length teak handrails run overhead and the half-bulkheads between the nav station/galley area and the saloon have sturdy handholds at their corners, making it easy and safe to move around under way.

Sadly, none of the portlights in the saloon open, instead ventilation comes from hatches and mushroom vents in the saloon, heads and forecabin.

The the saloon exudes a warm, quality and cosy feel when at anchor thanks to the teak joinery.

The heads is ahead of the saloon to port and there’s a sink opposite.

Closing both the saloon and forecabin doors makes it completely private, but does restrict forecabin access.

There’s a huge hanging locker behind the loo and good lockerage above and below the sink. No shower was standard.

Through a split doorway from the heads, the forecabin has a vee berth measuring 2.0m (6ft 7in) along the centreline and 1.82m across the head including the infill.

Headroom drops noticeably, making dressing in the small floor area nigh-on impossible with the door shut.

The hull sides are teak and above the berth are deep shelves with high fiddles.

Underneath there is some stowage in the aft ends, although there’s a holding tank to port and the fresh water tank takes up the forward area. There is no other clothes stowage.

A large forehatch above provides plenty of natural light and air.

To port is a compact, L-shaped galley containing a gimballed cooker with two burners and an oven, a large cool box/fridge and a deep sink with a drainer. The lockers above are shallow but adequate.

There’s a small gash bin under the sink and a pan drawer beneath the cooker.

The galley and chart table sit opposite either side of the companionway.

As the food-prep area is minimal the engine box cover doubles as a worktop, but it’s the first companionway step, too, so movement through the boat is restricted when the cook’s at work.

Chart table

Opposite the galley is the navigation area with an outboard-facing chart table above a cabinet of four drawers, which is designed to be stood at. Chris has extended its depth a little to allow it to take Admiralty charts.

As this model is without the optional quarterberth there is heaps of room for instrumentation all around it and plenty of stowage for charts, pilot books and plotting instruments in the drawers.

Maintenance of the Hallberg-Rassy 29

The freshwater-cooled, two-cylinder Volvo diesel fits snugly into the engine box but access is pretty good for servicing. A panel in the cockpit sole lifts to enable ample access to the saildrive, engine seacock, fuel tank and primary fuel filter.

Our verdict on the Hallberg-Rassy 29

What’s she like to sail.

Despite being only 29ft long, the Hallberg Rassy 29 has all the credentials of a true offshore cruising yacht – unless a Southern Ocean passage is planned! She’s easy to handle for a couple or even a single-hander, as the gear and sails are less loaded.

She is a well-balanced boat and her long keel means she tracks well downwind. She does have a little weather helm when pushed, but a couple of rolls in the large genoa soon returns the tiller to its normal positive feel.

Once properly trimmed she was happy to sail herself on a close reach with no input from us or the autopilot. This is important for a small crew or single-hander as there are often times you need to momentarily leave the tiller to attend to something urgently.

All HRs are built to Lloyds certification. They’re neither the lightest nor the quickest yachts around, but they instil confidence by their ability to shrug off heavy seas and plough on to windward without drama.

The Hallberg-Rassy 29’s motion through the water is pleasing and comfortable, which is what you need for long offshore passages.

Boatbuilders used to give top priority to ensuring that off-watch crew can brew up, cook, wash and sleep safely and comfortably but this has, sadly, become a secondary consideration as they focus on boatspeed and in-port luxuries.

What’s she like in port and at anchor?

She exudes a feeling of warmth and quality that makes her downright cosy at anchor! Accommodation is somewhat sparse, though, and I’d only want to share it with daytime guests as the heads arrangement means that crew in the forecabin are effectively trapped there when someone is abluting.

A lot of 29s were built with a quarterberth to starboard, which is ideal for long ocean passages.

It also offers you an extra berth at rest – or some extra stowage, although HR29s without the quarterberth have a much deeper cockpit locker.

The galley is fine, but stowage for provisions is limited, so you’d need to find space for them elsewhere on longer trips.

The saloon comfortably handles four for dinner or six for drinks and snacks. It lacks ventilation, though, so could get muggy in hot climes.

The lack of a shower is a bit limiting, too, although I’m sure one could be installed with a little ingenuity.

Would she suit you and your crew?

The Hallberg-Rassy 29 is an ideal yacht for a couple wanting to cruise reasonable distances in comfort and safety.

She’s a beautiful boat with classic lines on the outside and warm, perfectly-crafted joinery below decks, and I for one would be extremely proud to show her off to my friends.

I’m not sure I’d recommend her for cruising to warmer climes, though, as she lacks a little in ablution facilities and ventilation is minimal.

She’s a traditional yacht built to cope with heavy weather. Her high ballast ratio means she carries her sail without drama and she has a sea-kindly motion to windward that makes her a pleasure to sail.

Of course, this comes at a cost to light air performance, which leaves a little to be desired, but personally I’d prefer the compromise to be weighted that way around – especially if I was planning a few long ocean passages.

First published in the September 2015 issue of Yachting Monthly