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SUNDEER 60: An Ideal Bluewater Cruising Boat

This innovative bluewater performance cruiser was one of a series of designs developed by offshore sailing guru Steve Dashew starting in 1978. Dashew’s basic concept of a long, narrow, fast boat designed to be sailed long distances by a couple first saw fruition in his Deerfoot line, which he built in fiberglass and in aluminum on a sporadic basis at several locations. The Sundeer line was more refined and focused and consisted of three boats–the Sundeer 64, 60, and 56. These were the only Dashew designs ever built on a true production basis.

The ketch-rigged Sundeer 64 boasted three double staterooms and was arguably larger than a couple would ever need. The cutter-rigged 60 and 56, which were absolutely identical but for an extra four feet of lazarette space tacked on to the transom of the 60, were probably truer expressions of Dashew’s original vision. In all there were 27 Sundeers built at TPI Composites from 1994-99, nine of which were Sundeer 60s. I helped deliver the last one built from Rhode Island to Florida through two February gales (including one right off Cape Hatteras) and to this day I remember it as perhaps the most impressive bluewater cruiser I’ve ever sailed.

Glancing at this boat’s numbers you should immediately note its low D/L ratio , just 80, which effectively qualifies it as an ultra-light racing machine. This is not achieved through radical construction, though the Sundeer’s hull lay-up is thoroughly modern. Both the deck and hull, above and below the waterline, consist of quadraxial and biaxial glass cloth set in vinylester resin vacuum-bagged over a balsa core using TPI’s proprietary SCRIMP resin-infusion process. Much of the weight saving is simply a result of the boat’s hull form, which maximizes waterline length and minimizes beam. The long, light hull is easily driven, as is reflected in its high nominal hull speed , but is powered by a short inboard sail plan (air draft is just 64 feet) that yields only a modest SA/D ratio .

Because the long, narrow hull has good directional stability and doesn’t need a tall rig to drive it, the keel can be kept short and shallow. This reduces wetted surface area and enhances structural integrity. For cruisers it has added benefits: the 6-foot draft allows reasonable access to shoal-water cruising grounds, and the mast just fits under most U.S. highway bridges.

Under sail the Sundeer certainly doesn’t feel like a 60-foot boat. The loads involved in hoisting, trimming, and reefing the sails are moderate enough that they can be handled without power winches. From behind the wheel, the impression is of a fast, easily managed 45-footer. The boat also has a surprisingly comfortable motion. Though the bilges are shallow, the bottom of the hull is round, and this, combined with the narrow beam, helps cushion the blows when pounding into a head sea, reduces pitching, and allows for a smoother motion generally.

The Sundeer is not as comfortable as a heavy displacement full-keel boat, but it is considerably more comfortable than most modern shallow-bilged boats. It tracks better than most other modern boats and like more full-keeled boats can be trimmed out to steer itself for a while. A Sundeer rarely sails up to its hull speed, thanks to the short rig, but much of the time it lopes along quite comfortably at 9 to 11 knots, which is fast enough to cover 200 miles a day.

The interior layout is very functional. The living space is segregated from the mechanical systems, which are all situated in an enormous aft lazarette/engine space, and from the major storage area for sails and deck gear, which is a large forepeak with lots of big canvas storage bins framed by sturdy stainless steel rails. The three areas are separated by watertight collision bulkheads.

The master stateroom is an enormous forward cabin with scads of storage and hanging space, perfect for a couple lying to a hook in a tropical anchorage. The only other stateroom is a small quarter cabin aft with two single bunk berths–perfect for a couple on passage, for a pair of children, or for putting up guests while in port. There is just one large, well-appointed head, situated aft, where it can be used comfortably at sea, plus a large, well laid out galley.

The deck plan likewise is superb. There are no less than 10 tall dorade vents to shovel fresh air below, each with sturdy granny bars that provide lots of handholds for working crew. The cockpit is laid out so the helmsman can easily reach most of the working lines and winches. Also, most Sundeers were built with functional solid doghouses to protect crew on watch. These feature full-length settees that are great for on-deck snoozing.

The basic systems layout emphasizes simplicity over complexity. You can load up on gadgets if you want, but it’s possible to live very comfortably on this boat without them. There is room for a 1,000-amp-hour DC battery bank down low in the middle of the boat where the weight helps stability, so a generator is not necessary. Also, the fresh-water tanks are enormous and the deck is configured to route all rainfall to the tank fills, so a watermaker is superfluous. The tanks are outboard on either side of the boat, with a cross-linked gravity-fed plumbing system that allows water to be transferred from one side to the other to help reduce heeling. The fuel tanks have large accessible sumps underneath and the vents are positioned as high as possible on deck, cleverly concealed inside the tops of the aft stanchion posts.

The Sundeer is filled with thoughtful little touches like this, all of them designed to make a bluewater cruiser’s life simpler and safer. Very few bluewater boats are so carefully conceived. It is a shame so few of these boats were built and that it is no longer in production.

Specifications

LOA: 59’11”

LWL: 59’0″

Beam: 13’6″

Draft: 6’0″

Ballast: 11,500 lbs.

Displacement: 36,500 lbs.

Sail area: 1,205 sq. ft.

Fuel: 220 gal.

Water: 400 gal.

D/L ratio: 80

SA/D ratio: 17.5

Comfort ratio: 29.49

Capsize screening: 1.62

Nominal hull speed: 16.2 knots

Typical asking prices $400K – $575K

DEAD GUY: Bill Butler

UNHAPPY BOAT KIDS: The Books I Read & A Happy Family Holiday Mini-Cruise

Very appealing. Can you tell me where I can see a list of the 27 built and where they would be currently? Poppa G

@Poppa: I don’t know where you can get such a list, but there are a few for sale on Yachtworld. I suggest you look there. charlie

We Never Underestimate Your Dreams

Sundeer 56/60 review: super offshore sailing machine.

Steve and Linda Dashew started out in 1978 with the 68′ Deerfoot. This was the first design with a molded swim platform. Their goal was and still is to build the optimal offshore boat. They followed with a range of Deerfoot designs. Then they made a switch in the 1990’s to their second evolution, Sundeer. One of these designs, the 60′ Sundeer (also shortened to be the 56-footer) would become a production fiberglass yacht built by Tillotson Pearson Industrial Composites or TPI for short in Warren, Rhode Island. They produced seventeen of the 56/60 Sundeers from 1994 to 1997. The Dashews moved onto their Beowolf and Godspeed designs in the late 1990’s. Today, they are focusing a a FPB series of circumnavigable poweryachts including their test bed, Windhorse. Sundeers distinguish themselves by being narrower (4.9 length to beam ratio), very fine entries (14 degrees from centerline), and larger mainsails than other offshore yachts. These changes give them additional waterline length and increase passagemaking speeds as the Sundeer 60’s for instance regularly average over 200 nautical miles a day offshore. Dashew says that the 60 is the “most efficient 2 person cruising boat we could conceive.”

First Impressions Sundeers have an extreme masculinity and look like they ought to built out of some rough and tough material like steel or aluminum. The edges are angular like the swim platform that is cut off straight aftmost. The three portlights in the topsides are distinctively large, menacing, and squarish. Starting forward the bow is cut-off straight with hardly an overhang tough bowsprit provides anchor clearance. The plumb bow goes with the Dashew theory of a no nonsense offshore boat. The bow is fine with absolutely no flair to cut deep through waves upwind. The straight slightly uplifting sheer runs to the aft cockpit and swim platform arrangement. The beam stays wide aft. With her 4.9 length to beam ratio, the narrow hull shape allows her to surf down waves. The cabintrunk hides slanting quickly into the cockpit combings. Some 56/60’s have pilothouses or hard dodger arrangements. Her sloop rig makes room for a large mainsail and flexible foresail area. She features a 64′ raked, double spreader mast. The underbody is balanced up to 20% heeling and leads to a soft, comfortable motion. Her keel can be of different arrangements but standard is 6′ fin paired with a shorter rudder and long, skinny skeg. The prop comes out close to the skeg on a steep angle.

Construction One good part about Dashew is the plethora of information. They are prolific publishers of books including the bible of offshore sailing, the Dashew Offshore Handbook, and numerous videos. The Dashews both have strong, stable opinions. The builder was Tillotson Pearson Industrial Composites whose co-founder Clinton Pearson helped found Pearson Yachts in the 1950’s, maybe the first fiberglass production builder. The company is world renown for its innovative and advanced molding techniques and composes everything from sailboats to wind turbines. They were one of the few users of SCRIMP technology in the mid 1990’s. This technique uses a vaccum bagging and resin injection to avoid secondary bonding. TPI used vinylester resin with a mix of quadriaxial, biaxial, unidirectional fiberglass with end grain balsa coring. The gel coats for the deck are hull were white though other colors were possible. TPI gave a 10 year blister free warranty. The hull structure was built to ABS standards. Heavy scantlings including keel floors of 18″ center stiffen her. An aluminum mast step bolts on to the floors. The 56/60’s have two watertight bulkheads one each to square off the forepeek and engine room areas. These along with the main bulkhead are balsa cored. The hull deck joint is of the standard flange glued by 3M’s 5200 and bolted at 4″ centers with the aluminum toerail. The keel is an external lead piece bolted to the fiberglass keel stub. A swim platform is glassed on the transom.

On Deck and Down Below Up forward, she has a bow chock for dual anchors. The watertight anchor bin is below the electric windlass. This is a narrow foredeck with the fine bow that is meant to slice through oncoming seas. There can be a cutter stay here. There are numerous dorades molded in which the Dashews say provides enough ventilation to avoid the need for air conditioning in most climates. Their philosophy avoids generators, air conditioning, and mast furling. Aftmost is the cockit. The beefy ground tackle is by Lewmar. A lazarette aftmost provides access to the engine room behind the aft watertight bulkhead. There is only a single through-hole in the whole boat to provide hull integrity. The aft cockpit has long seating to lie down on and nice width and height. They have sailed enough to know the importance of cockpit ergonomics.

The narrowness of the hull makes this a rather distinctively different interior. Although 60-feet in length, the 56/60 was meant with a cruising couple in mind. The layout is only a two stateroom boat with the cockpit and portside cabin aft arrangement. Forwardmost is a master suite with a centerline queen that is common on Dashew designs since the Deerfoots. The open saloon and “C” shaped galley is next. Aft starboardside is the single head with shower.

Engine and Underway Behind a watertight bulkhead aft is the engine room. This is a interesting and very safe idea also seen on the big MacGregor 65’s, another narrow long waterline design. The idea is to separate the danger of sinking from a failed hose or shaft leak. Access is through a lazarette, and there is posible access from the aft cabin. Common are the now discontinued 88 HP Yanmars while the earliest had a 77 HP Yanmar.

The prime focus of the Sundeers is a great circumnavigating sailboat for two people. The 56/60 is known to clip off 200 plus miles a day. This is because of an efficient hull shape, i.e. long waterline, and easy to handle sail plan. The larger main but not too much canvas can be easily managed at pretty good efficiency by one person. All lines run into the aft cockpit for this purpose. The fine bow inhibits any tendency to pound up wind, and the narrow beam increases buoyancy forward to surf downwind without plunging the bow.

Conclusion The Sundeer 56/60 line by TPI and Dashew Offshore is an strongly built, well though-out passagemaker for those who dream to sail around the world. Her masculinity, rawness, and narrow beam give her a distinctive style. Great support is available as the Dashews continue to try out innovative ideas and have produced wide array of books, pamphlets, and videos to explain their philosophy and boats that envelope it. Originally retailing at $277,000 in 1993 for sailaway, a sign of their value is the brokerage prices of around a half a million.

6 Replies to “Sundeer 56/60 Review: Super Offshore Sailing Machine”

Pingback: 10 Best Sailboats: You Have Not Heard Of (But Should Know) « Jordan Yacht Brokerage

On single handed passage from Balboa, CZ to Honokohau, HI on my Sundeer 60 after having crossed up into the NE trades I made about 210 miles per day for 8 days without touching the helm. The wind was on the starboard quarter, 15-18 knots gusts to 20. Sea 8-12 ft; swell NW 1-2 ft. Just good steady trades.

This kind of sailing spoils you for the rest of your sailing life.

Sent from my iPad

As a 12 year owner of a 56 there are a few mistakes here. Firstly there is no skeg and the rudders are BIG, secondly the standard anchor arrangement is for a single over-sized anchor, normally a 110llb Bruce and the windlass is a Maxwell from New Zealand. GM

G, Thanks for the corrections. You’d know far more than me about the 56, so feel free to chime in anytime. Happy 2012, R Sent from my iPad

Also noted, the price. Dashew worked hard to get a headline grabbing price for the boats but this was absolutely basic with e.g. no equipment, no cushions for berths and none of the interior woodwork varnished. It was never a sail away price. In reality they were almost double the base price. My receipt for the delivered yacht from TPI was in the mid 600s in 1996.

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The Sundeer 56 Sailboat Specs & Key Performance Indicators

The Sundeer 56, an ultra-light fractional sloop, was designed by Steve Dashew and built in the USA by TPI Composites as a shortened version of the Sundeer 60.

'Scraatch', a Sundeer 56 long-distance cruiser at anchor off Ste Anne, Martinique.

Published Specification for the Sundeer 56

Underwater Profile: Fin keel & spade rudder
Hull Material: GRP (Fibreglass)
Length Overall: 56'11" (17.4m)
Waterline Length: 56'0" (17.1m)
Beam: 13'9" (4.2m)
Draft: 6'0" (1.8m)
Rig Type: Fractional Sloop
Displacement: 34,600lb (15,695kg)
Designer: Steve Dashew
Builder: TPI Composites (USA)
Year First Built: 1994
Year Last Built: 1997
Number Built: 17

Published Design Ratios for the Sundeer 56

1. Sail Area/Displacement Ratio: 15.7

2. Ballast/Displacement Ratio: 28.9

3. Displacement/Length Ratio: 88.0

4. Comfort Ratio: 29.1

5. Capsize Screening Formula: 1.7

Read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Sundeer 56

eBook: How to Avoid Buying the Wrong Sailboat

1. A Sail Area/Displacement Ratio of almost 16.0 suggests that the Sundeer 56 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 28.9 means that a sailboat like the Sundeer 56 (which doesn't have its ballast concentrated in a bulb at the foot of a deep keel), is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of just 88 places her firmly in the ultralight category.

4. Ted Brewer's Comfort Ratio of 29.1 suggests that crew comfort of a Sundeer 56 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not encouraging news for anyone prone to seasickness.

5. The Capsize Screening Formula (CSF) of 1.7 tells us that a Sundeer 56 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0.

More about the Sundeer 56 Sailboat...

The Sundeer 56 is a shortened version of the Sundeer 60, which was conceived as the most efficient two-person cruising boat by the Dashews, who are renowned for their expertise in offshore sailing and yacht design. Only 17 units of the Sundeer 56/60 were built between 1994 and 1997, making them rare and sought-after by adventurous sailors who value performance, safety and simplicity.

The Sundeer 56 has a distinctive look that reflects its no-nonsense offshore philosophy. It has a plumb bow with a tough bowsprit for anchor clearance, a straight and slightly uplifting sheer, a wide beam that stays aft, a cut-off stern with a molded swim platform, and three large and squarish portlights on each side of the hull. The hull shape is narrow (with a length-to-beam ratio of 4.9) and has very fine entries (14 degrees from centerline) to cut through waves upwind and surf downwind. The Sundeer 56 can easily average over 200 nautical miles a day offshore, thanks to its long waterline length (17.1 meters) and large sail area (96.9 square meters).

The rig is a simple sloop with a raked, double-spreader mast. The mainsail is large and powerful, while the foresail area is flexible and can accommodate different combinations of jibs, staysails, genoas and spinnakers. The mast height can vary depending on the owner's preference, but it is usually around 19.7 meters above the waterline. Some Sundeer 56s have swept-back spreaders or a B&R rig to reduce the need for running backstays.

The keel is a fin keel with a lead bulb that provides stability and reduces draft to 1.8 meters. The rudder is a spade rudder with a long and skinny skeg that protects it from damage and improves tracking. The propeller comes out close to the skeg on a steep angle to reduce drag and cavitation.

The cockpit is located aft and can be either center or wheelhouse style. It has a single or twin wheel steering system that can be connected to a tiller for emergency use. The cockpit is spacious and well-protected by a dodger or hard top, with good visibility and access to the sail controls. The cockpit also has ample storage space in lockers and lazarettes.

Accommodation The interior of the Sundeer 56 is designed to be comfortable, practical and durable for long-term cruising. It has a deck saloon layout that offers plenty of natural light and ventilation through large windows, hatches and dorades. The headroom is generous throughout, ranging from 1.9 to 2 meters.

The saloon is located forward of the mast and features a U-shaped dinette to port that can seat six people comfortably around a large table that can be lowered to form an extra berth. To starboard, there is a long settee that can also serve as a sea berth, with storage space underneath and behind.

The galley is located aft of the saloon to port, in an L-shaped configuration that provides ample counter space, storage space and access to the cockpit. The galley is equipped with a three-burner stove with oven, a double sink with hot and cold water, a top-loading refrigerator and freezer, and a microwave oven.
The navigation statio n is located aft of the saloon to starboard, opposite the galley. It has a large chart table with drawers and shelves, an adjustable seat, and an array of instruments and electronics;
The owner's cabin is located forward of the saloon. It has a large double berth, a hanging locker, drawers, shelves, and a private access to the forward head with shower. The forward head can also be accessed from the saloon.
The guest cabin is located aft of the galley, in the port quarter of the boat. It has two single berths that can be converted into a double berth with an insert cushion, a hanging locker, drawers, shelves, and an ensuite head with shower.

The Sundeer 56 has a warm and cozy atmosphere inside, with teak woodwork, white bulkheads, blue upholstery and brass fittings. The cabin sole is made of teak and holly, and the overhead is lined with vinyl. The lighting is provided by LED lamps and reading lights. The ventilation is ensured by 12 opening ports, 8 deck hatches and 4 dorade vents.

Hull and Deck The hull and deck of the Sundeer 56 are made of fiberglass with balsa core for stiffness and insulation. The hull is molded in one piece with an integral grid structure that supports the keel, mast and rigging loads. The deck is bonded to the hull with epoxy and through-bolted on an inward flange. The hull-to-deck joint is covered by a teak toe rail that adds strength and beauty.

The deck is wide and flat, with molded nonskid surface for traction and safety. The deck hardware is of high quality and well laid out for easy handling of the sails.

Accolades & Awards

The Sundeer 56 was named one of the "Best Boats of 1995" by Sail Magazine;
The Sundeer 56 was awarded the "Best Offshore Cruiser" by Cruising World Magazine in 1995;
The Sundeer 56 was featured in the book "The World's Best Sailboats: Volume II" by Ferenc Mate in 1996;
The Sundeer 56 was praised by the renowned sailor and author Jimmy Cornell in his book "World Cruising Routes" as a "superbly designed and built boat that can take you anywhere in the world in comfort and safety".

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

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Used Sailboat Review for Sundeer 60

Posted January 4, 2022

A Standout Production Sailboat Model That’s Domestically Built

As we wander the docks and boat yards, we literally see thousands of fiberglass boats that after a while just blend into the landscape. Some can quickly look at a 30- to 40-foot production boat for sailing and instantly identify the make and model while most others see just another “Clorox bottle.”

Once in a while we encounter a change in the landscape such as a highly varnished classic yacht or exotic/semi-exotic performance boat that stands out from the others. These are usually not boats designed for the majority of the boating public, but are certainly fun to gawk at and drool over. One such boat that borders on the exotic but still retains some properties of the conventional production boat is the Sundeer 60. The Sundeer 60 is a limited production, domestically built performance cruiser with a narrow beam, distinctive plumb bow, and long low sheer that looks all business. Those in the know will instantly recognize the unmistakable lines of a Steve Dashew design.

Sundeer, a brief history

The Sundeer line of yachts is one in a series of narrow-beam performance cruisers designed by Naval architect Steve Dashew. Any conversation about the Sundeer series needs to review its 1980s cousin, the Deerfoot series. The first in the Deerfoot series was built in 1980, ultimately being built by several yards around the world including Europe, South Africa, and New Zealand. In 1986 the Dashews sold their interest in the Deerfoot project and went back to designing, the result being the Sundeer series. Visually, the two series are very similar. On paper there are surprising differences in draft and displacement. The Deerfoot 63 Displacement is 54,000 pounds, versus the 36,500 pounds of the Sundeer 60. The Deerfoot 63 draft is eight feet, six inches versus the six-foot draft of the Sundeer 60.

The Sundeer 60 and the Sundeer 56 are basically the same design with different lazarette dimensions, so for the purposes of this article they will be referred to jointly. The Sundeer 56/60 series was built by TPI (Tillotson Pearson) in Rhode Island. Production began in 1994 and reportedly ceased in 1997 with a total of 17 boats built; although I have personally seen a 1998 hull that was hull #18.

The distinctive feature of Deerfoots and Sundeers is the narrow beam when compared to the length. Although they were designed and built over a decade apart, the close similarities between the earlier Deerfoot series and Sundeers are unmistakable even to those who only see “Clorox bottles.” The ultimate goal of the Dashews was to design the ultimate voyaging yacht that is easily sailed by a shorthanded crew with enough speed to continuously knock out 200-mile-plus days in safety and relative comfort.

The rig on the 56/60 is a double-spreader carbon-fiber mast and boom. By some accounts the sail plan and rig are considered conservative; the powerful sail plan was designed to be handled easily by a cruising couple. The headsail was smaller than expected with the sheets actually led inboard of the shrouds. Chainplates are mounted to the hull exterior, making inspection easier and eliminating deck fittings that are notorious for causing moisture damage to deck coring and interior bulkheads.

The initial concept was to create a relatively simple boat without an overabundance of auxiliary systems. However, it has been my experience that, as the boats get older and change owners several times, the equipment list increases with the installation of generators, inverters, air conditioning, diesel heaters, high-capacity water-makers, solar panels, and wind generators.

The engine is a reliable 87-horsepower Yanmar with a straight shaft drive via a Kanzaki transmission. This drive train is both extremely reliable and has an extremely broad worldwide service network.

In keeping with TPI construction methods, the hulls and decks are built with Balsa core both above and below the water line. The Sundeers were built using SCRIMP (Seamans Composites Resin Infusion Molding Process), which is (arguably) an improvement over earlier open-mold hand-lay-up methods, resulting in a more uniform and measured distribution of resin within the fiberglass laminates and balsa core.

The hulls were laminated with vinyl ester resin for increased protection against osmosis.

The forward portion of the hull is advertised as a water-tight collision bulkhead.

Findings and observations:

Unfortunately, one of the properties that the Sundeers seemed to have inherited from TPI is the potential for crazing of the gelcoat on some or all exterior gelcoat surfaces including the hull sides, below the water line, and in the deck. To be fair the crazing is not unique to the Sundeers but is a problem that has plagued many TPI models and other makes of similar age such as Sabre.

Despite the use of vinyl ester resins, I have seen evidence of osmotic blistering in the hulls.

These boats are purpose built and designed for long ocean passages and circumnavigations; as a result these boats tend to accumulate high engine and generator hours.

As with many world cruisers, the AC electrical systems have frequently been adapted for use with European power grids. The numerous approaches to this challenge have the potential of adding to the complexity of the shore power systems.

Marketplace:

As of April 2021, there was only one Deerfoot on the market at $498,000.

About the Author: Capt. Tarn Kelsey owns and operates Kelsey Marine Survey in Annapolis.

Find more used sailboat reviews here.

Boats for Sale

60' sundeer 60 cruisers.

ARCHIVED: This is a previously listed vessel and is no longer offered for sale If you would like assistance locating a similar vessel, Click Here to contact the listing broker.

As the listing broker I also had the pleasure of working with the original owner and as a dealer for Sundeer Yachts. Sea Fever was built at TPI Composites, the original owner spared no expense in her construction and maintenance. Sea Fever has a unique forward layout that offers a better sea berth with separate head & shower compartments.

Specifications
Description

Max Draft: 6 Ballast: 11500 Displacement: 36500

Total Power: 88 Cruising Speed: 7.2 Max Speed: 10

Fuel: 235 Fresh Water: 400

Sea Fever has the Dashew designed master stateroom forward with watertight bulkhead separating the huge forepeak storage compartment from the living accommodation. This private stateroom consists a port side Queen-size berth (Upgrade Plan B) with storage under and individual reading lights. Four drawers and three large storage compartments are located underneath the bed for more easily accessible storage. There are three extra large hanging lockers to starboard, with a large fiddled shelf above. A vanity is located on the starboard side with a polished stainless steel sink. The vanity counter top has storage and easily accessed plumbing beneath, and a curved, opening bin storage compartment behind it. Besides the two reading lights, there is also a fluorescent light over the berth, and an adjustable light for the vanity. The master stateroom has two fixed, non-opening ports, a large 24”x24” Bomar opening hatch, two dorade vents with Vetus air scoops, and three 12VDC Caframo fans. Forward of the stateroom is a full-size head with storage cabinets to port and a Raritan 2 manual toilet connected to a 40-gal holding tank when inshore, and a separate full-sized shower with a seat to starboard. There is additional storage space in the shower. Leaving the forward master stateroom and moving aft, one enters the salon that contains an L-shaped dinette with dining table and seating for six to port. The dinette and starboard settee are custom upholstered. The salon contains an AM/FM radio/stereo cassette/CD/MP3 player with two external Bose speakers. There are two additional outdoor marine speakers in the pilothouse. The teak cabin sole has walnut shell non-skid strips, and all teak trim is varnished. The cabin soles and lockers and drawers have positive locking latches for added safety at sea. Settees are fitted with lee cloths and may be used safely as offshore berths. Above and outboard of the settee backs are flat shelf type storage areas that have custom teak bookshelves. The multiple fixed ports found in the vertical hull surfaces in the salon and throughout Sea Fever below decks have hideaway-pleated shades to reduce daylight and keep dockside-prying eyes at bay! The overhead ceilings are vinyl foam backed material covered on Velcro removable panels. There are two large 31”x31” opening Bomar hatches in the salon, and two Bomar 10”x10” opening hatches above the nav station and galley, multiple dorade vents, fans and lighting throughout, making for a very well ventilated boat, especially when underway. The 200-gallon each matching port and starboard molded outboard freshwater tanks form the base of the settee backs. These tanks may be used to a moderate degree as water ballast to assist ship’s trim offshore. Beneath the eight settee seats are storage compartments for bulk items. Toward the aft end of the salon and to port is the U-shaped galley with centerline island. Contained in this area and outboard of the centerline double sinks is the gimbaled Force 10 three-burner stove with oven and broiler. On centerline in the galley are located the twin, deep double stainless steel sinks with pressure hot/cold water and cabinet storage beneath. The composite Corian Fountaintop counter tops allow access to the large top loading freezer as well as the top and side-loading refrigerator. The storage in the galley area continues! Outboard are two more Corian counter work surfaces with curved front bin storage compartments, a huge vertical food storage locker, pot and pan locker, and storage on centerline beneath the sink and five-drawer storage at the end of the galley island. Aft of the starboard settee is the sit down ships office/navigation center. There is storage beneath the navigator’s seat, in the lift up chart desk and outboard in a curved bin. Behind the navigator’s seatback is a large hanging locker with shelf. To the right of the navigator is the DC/AC Paneltronics distribution panel. In the overhead is a 10” Bomar opening port and dorade. At the desktop navigation station is all the electronic equipment: Trimble GPS, Furuno radar, ICOM IC-710 SSB, Horizon VHF, B&G Hydro 2 instrument head and Iridium satellite phone (see Electronics for specifics). There is also a large LCD screen connected to a powerful, dedicated Pentium-4 computer for running email and Maxsea navigation software. Aft of the navigation station on the starboard side are the aft ship’s head with Raritan 2 manual toilet connected to a 40 gal holding tank when inshore, a washbasin with ample storage space below, and a shower with curtain plus a portable washer. Across from the navigation area and aft of the galley is the private guest stateroom with upper and lower berths, with lee cloths, Dorade vent, opening hull port, large opening port to the cockpit with optional screen, Caframo fan, and overhead and bunk lighting. You will find more storage in two vertical lockers on centerline and beneath the lower berth. With minimum motion and separated from the main cabin, these make excellent berths for the off watch while underway. A custom watertight Bomar hatch low on the starboard side provides excellent access to the port side of the engine (starter motor, raw water impellor and alternator). The large, comfortable living area has no thru-hulls, completely eliminating the possibility of below waterline hull leaks in the living areas. There is an enormous amount of storage throughout the interior. The large forepeak accommodates a full sail inventory, fenders, dock lines, spare sheets and halyards, spare anchors, a sea anchor and much more. These items are securely contained in stainless pipe storage bins with the all chain main anchor rode contained in a large PVC vertically mounted self-stowing tube mounted directly beneath the on deck windlass. Also located in this compartment is the forward bilge pump. The compartment is lit by 12VDC fluorescent lighting and contains the remote control for the windlass. Access is via a deck mounted 24”x24” Bomar hatch, and a swinging stainless ladder. The depth and speed transponders are accessible through hatches in the flooring. There are two more very important safety features in Sea Fever, custom installed when she was built. The house batteries are accommodated in the top of the keel, but in this case have been enclosed in two watertight compartments, each with three access hatches and ventilation. Secondly, there is a belt-operated emergency pump on the forward starboard end of the engine, connected to a two-inch PVC pipe extending the length of the boat, with valves in the forward peak, the saloon, the battery compartment and the engine room. If any one becomes flooded, the relevant valve can be opened, the engine started and a switch on the nav station control panel will start evacuation of the water at a considerable rate. The aft engine room is separated from the main cabin by a sound insulated watertight bulkhead. It has standing headroom, a workbench with vise, and storage bins on the starboard side. There is excellent overhead lighting. In this compartment you will find all of the ship’s machinery and thru-hulls to keep noise, heat and possible leakage out of the living areas. There are two fuel saddle tanks of approximately 117 gallons each. Fuel may be shifted from tank to tank by a 12VDC fuel transfer pump. These tanks may also be used, in conjunction with the water tanks, as ballast tanks. The engine room is accessed through the starboard cockpit bench seat. When open one has full standing room for work on a substantial workbench with a large vise. Above the bench is the Balmar 40 gals/hour water maker, (presently pickled) which makes water while the batteries are being charged, as it is driven by a belt-driven high-pressure Cat pump powered by an 8-kw Kubota diesel engine. The stainless steel fuel tanks are mounted to port and starboard and fitted with access cleaning hatches and drain valves for draining and cleaning. A 12VDC remote oil change system pumps out both the generator and the main engine’s oil for fast and easy oil changes. The lazarette is enormous and will accommodate all the necessary items for a world voyage. The area is accessible via two deck hatches at the aft starboard end of the cockpit, and is equipped with approximately fifty drawers where all the smaller spare parts are stored – all perfectly listed in a most comprehensive Excel spreadsheet. The deck area, as with all of Steve and Linda Dashew’s vessels, is designed for ease of sailing and is uncluttered. The cockpit is located aft with a fixed, custom-built aluminum pilothouse (see following description). There is a custom radar/antennae mast, cockpit cushions, swim platform, etc. All sail control lines are led aft to the cockpit. The propane locker is mounted in its own sealed compartment aft to port and contains two 20 lb. aluminum propane bottles. In the unlikely case of propane leakage, the compartment drains safely overboard. The deck has been designed with fresh water fills located aft port and starboard to allow for rain catchment so you may fill the ships tanks without going to a dock to replenish!.

Pleated shades on all ports
Corian Fountainhead counter tops
Caframo Fans
GE Microwave oven with turntable
Refrigerator temperature gauges.
All interior teak trim varnished
Walnut shell strips (non-skid) on cabin floors
Teak insect screens for all cabin hatches.
Insect screen for companionway hatch plus lockable washboards.
Screens for all opening Bomar hatches
No teak trims on deck (No varnish!)
Magma BBQ (new 2006) grill mounted on stern rail and plumbed to main propane tank
Three pad eyes in cockpit for safety harnesses
New lifelines (2004) 1/4 inch vinyl coated uppers, and SS lowers
Additional stainless steel handholds on deck, protecting the Dorade’s
Flat nylon webbing jack lines, port and starboard for snap-on life harness tethers
Lifesling, MOB3, throw rope and MOB equipment mounted on aft stern rail
SSB aerial mounted on port transom
6-man Switlick life raft (last serviced 2006) mounted on quick release on aft rail
Two reef lines installed, third can quickly be rigged
Custom radar pole on transom with swinging radar mount, various antennae and a 5-part pulley adjustable lifting rig for dinghy motor or man overboard
Two Edson brackets for outboards on stern rail
Swim platform with swim ladder and stainless steel handholds to board from dinghy
Hot and cold fresh water shower, with hose bib on swim platform in separate compartment
Dock lines, and four large fenders.
Stainless steel bail welded on bowsprit for spinnaker
Shurflo fresh-water washdown pump
Two 31” by 31”, Two 24” by 24” (One located over forepeak) and two 10" by 10” Opening Bomar aluminum hatches
Ten Vetus 5 inch diameter ventilator horns and Dorade vents with screens and closure devises
Antenna mast: Custom made by New England Boatworks, Newport, RI at swim platform
AB RIB 320 (3 point 2 meters) with bow locker and deck floor
Yamaha Enduro Outboard 15HP, (new 2005)
Johnson 4HP spare (2004)
Dinghy anchor with line
Two spare fuel tanks and spare parts
Ground Tackle:
Main anchor 55 kg Bruce
Maxwell VCW 3500 electric windlass
Fortress 55 anchor with 300 Feet of ¾ inch line and 30 feet of 3/8" inch chain
20 lb Danforth anchor
Paratech sea anchor with 2, 250’ three quarter inch braided nylon
200 feet of five eighth inch diameter line.
200 feet of Acco Hi-Tensile 5/16 chain
Deck Canvas:
Bimini between radar and pilothouse, for complete sun protection, with attachable side awnings on three sides
Extensive full-length, battened awning from forestay to aft of pilothouse (overlaps bimini). Allows for hatches to be open during rain in tropics! (2006)
Winch and hatch covers
Outboard motor covers
BBQ grill cover
Life raft cover

The substantial aluminum pilothouse was custom built by New England Boat Works of Rhode Island. There are four ten inch Bomar opening hatches overhead and one large 24 by 24 inche Bomar hatch on the forward face for additional ventilation. The lLxan windows of the pilothouse were replaced with new tinted plexiglass in 2006. There are aluminum handrails all around outside. A custom inclosure can be rigged to protect feet and cushions from rain when sleeping in the pilothouse.

Cockpit cushions (re-covered 2002)
Secondary Furuno radar display with NMEA input
Three B&G Hydra 2 instrument heads, with customizable displays (wind direction/ speed, boat speed, depth, etc.)
Two B&G auto-pilot handheld controllers
(2) Stereo speakers
Overhead light with white or red for night vision
Reading lights
ICOM IC-M710 SSB radio with tuner, 75 square feet of copper foil ground molded in hull.
HP Deskjet 592C printer
Trimble NT200D GPS with NMEA to B&G instruments, radar, computer, and autopilot.
B&G Hydra Pilot system with dual control heads, dual remote controls, dual processing units, two fluxgate compasses and one B & G T2 pump and one Simrad hydraulic pump. Pumps new in 2006, one processor upgraded to 40 amps in 2005 and new remotes in 2006.
Magellan handheld GPS
West Marine and Standard handheld VHF radios
B&G Hydra instruments – two FFD (for speed, wind, depth, etc) in cockpit and one at navigation station
FM/AM/CD/MP3 stereo with two external Bose speakers in cabin and two outside speakers in cockpit
Barometer and clock
Iridium satellite 9505 telephone with fixed antenna
Garmin 5208 GPS
Garmin Sonar
Garmin WX Satellite Weather integrated to screen at helm
(2) 50 Foot 30 Amp 120 Volt shore power cables
One 100 Foot 14-3 cord for long electrical runs
Main engine is an 88 hp Yanmar 4-cylinder turbo, with approximately 5,542 hours (May '07)
Upgraded feathering VP MaxProp (pitch can be quickly adjusted externally while in the water, does not have to be disassembled)
Spurs Line Cutter
Balmar/Kubota 20hp diesel generator with 250-amp direct drive alternator delivering 12V directly to the main batteries, with a Balmar MC-512 voltage regulator. The generator is installed with a direct drive to a Cat-Pump for the watermaker, so both battery charging and 40 gph of pure water can be done at the same time.
Second Balmar MC-512 voltage regulator added for the single 200-amp main engine alternator.
Large custom 6” diameter engine air vents built in to engine room to prevent diesel fumes from reentering and polluting the engine room.
PSS dripless seal replaced in 2006.
Forespar carbon fiber spinnaker pole
Spinnaker pole track, with control lines
Storm trysail track on mast
Boom preventers, port and starboard, with blocks forward and lines led to cockpit
Forespar Yacht-Rod vang with line led to cockpit
Primary winches upgraded to Lewmar self tailing 58s – starboard side electric for raising mainsail, tightening reef clew lines, and controlling mainsheet during normal sailing
Two additional Lewmar self tailing 44 winches added on the aft deck for preventer and running backstays
Spectra main and spinnaker halyard
Lazy jacks on mainsail
Removable inner forestay
Running backstay retrievers, led to cockpit
Main and jib by Custom Sails (2001)
Hank-on staysail
Trysail, with separate track
Asymmetric spinnaker (1997)
Cruising spinnaker with snuffer sock (2000)
Harken Battslide system and track for mainsail
4 separate bilge pumps with individual float switches for forepeak, main cabin, battery box, and engine room
Portable high volume Edson hand pump.
Permanently installed hand pump in cockpit with inlet plumbed into main cabin.
High volume emergency water pump with direct drive from engine with plumbing and valves for each of four watertight compartments.
Custom installed manual Whale Gusher 30, operated from the cockpit to satisfy Ocean Racing specs required by the Arc Rally organizers.
Standardized and interchangeable Shurflo water pumps for fresh water, fresh water deck wash, hot-water recirculation pump, and fridge cooling.
Four station tank tender quantity gauges for both fuel and water tanks.

Air conditioning system tied to fridge compressor (fridge compressor motor is upgraded to three quarter HP.) 11,000 BTU capacity blower is mounted in matching timber box at aft end of forward stateroom. Cool airflow can be directed into sleeping cabin, salon, or split between these areas. When refrigerator system comes on, the A/C automatically shuts down until box temperature is attained.

Lifesling mounted on stern rail (new cover in 2003)
Nylon flat webbing jack lines, bow to stern
Three cockpit pad eyes for safety harness attachment.
8 Coast Guard approved life jackets
Four inflatable life vests/safety harnesses with strobe lights.
Extra Solas flares, day and night.
Switlik six man life raft (inspected and certified in 2006), located on stern in custom stainless steel cage for easy deployment, with cover for protection.
Pur Survivor 06 water maker, for life raft
Waterproof emergency VHF (channel 16 and 6 only)
Collision mat
Forepeak storage bins (port and starboard) made from stainless pipe, with mesh restrainers, and tube/mesh shelves over bins
Portable Daewoo washer/spinner
Aluminum collapsible gangplank, approximately 8ft in length for Mediterranean mooring (stern to dock).
Many individual spares including Trimble NT200D GPS with antenna, spare autopilot pump, engine starter, head rebuild kits, Balmar alternator, Yanmar spares, macerator pump and heads for galley, Shurflo pumps, and Balmar regulator.

Sea Fever was built in early 1997, and launched in August the same year. The original owners proceeded to sail her over 30,000 nm in the ensuing eight years, making three transatlantic crossings (with a fourth made under a competent hired captain). In the 2000 Arc Rally for Cruisers there were 225 entries including many larger boats; Sea Fever finished the 2,800 nm course in 14 days, averaging 7.96 knots, coming in 10th over the line. She beat all the many Oysters including two 60s and one 70 across the line. In 2002 she entered the Caribbean 2000, a rally/race from Hampton, VA to Harbourtown, Tortola, BVI, and became one of a select few boats to ever finish the Caribbean 1500 in less than 7 days. Two of the others were Dashew’s 80-footer in one of his previous entries, and a brand new (light and empty) custom Hunter racing 50-footer sailed by two previous Around the World single-handers, who beat Sea Fever by four hours in the same race. During that race, Sea Fever did a noon-noon distance of 232 nm, for an average speed of 9.6 knots. Bear in mind that Sea Fever was in normal cruising trim, with full tanks, generator, cruising supplies, spares, bicycles, etc., not a stripped out racer! From March 2005 to May 2007 Sea Fever sailed around the world by the owners son, his wife and two young children. An extract from an e-mail reads “The strong trade winds (20-35kts) allowed us to make quick work of these passages and we typically had boat speeds in the 8-10 knot range with occasional bursts up to 13 knots.” Note that this was with the husband and wife crew only in full cruising mode. “Sea Fever” was built by TPI Composites, Inc. in Warren, Rhode Island. She is a true world voyaging blue water performance cruising yacht that was sailed by its co-owner/son, wife and two small children. Easily handled by two people, designed for comfort, speed, and above all, safety. Sea Fever’s estimated replacement value is in excess of $1,000,000. In the opinion of the present owner/seller there is no better boat for a short-handed circumnavigation than a Sundeer 60.

As the listing broker I also had the pleasure of working with the original owner/seller and his family as project manager during Sea Fever’s construction, commissioning and lengthy sea trials. The seller spared no expense in her construction and safety equipment. As stated the vessel was well tested including a 900+ mile flawless delivery from Newport, RI to Hilton Head SC. The present owners/sellers have continued to maintain and care for Sea Fever in the highest standards. Many upgrades have been added along with a continued excellent maintenance schedule.

Disclaimer The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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, and how they preferred much smaller sail combinations than Steve uses. Here is how we sail Raven:

"Where you going on your cruise?" The correct answer is "Downwind!" at least for most of us. And Sundeer 64s excel at sailing on all wind angles from close to broad reaches, under or . Raven really kicks up her heels at true wind angles of 70+ degrees, when the reacher gets unrolled and the speeds jump. Ten knots boatspeed in fifteen or so knots of wind is ordinary, especially when the windward water ballast tank is full. A little more wind and a little more angle and the speedo rises to eleven knots.

Lewmar next to the helm. When the breezes are lighter, we have only to shake out the single reef in the main and then decide if we want to have a little fun and set the chute, or be lazy and stick with the reacher.

Raven is a huge amount of fun to sail upwind, but she's not a tight-winded racing demon. During a couple of Banderas Bay Regattas in Puerto Vallarta, we found ourselves outclassed upwind by the J-boats and other fully-keeled racers. As soon as we rounded the weather mark, though, it was another story as Raven powered over the others with her reacher or cruising chute. If they had been designed for racing, Sundeers would have bulb keels and draw ten or twelve feet. instead, they're designed for shallow-water and fast , mostly downwind.

The electric Lewmar 48 winch at the mast base handles the hard work of hauling in the clew reef line. The winch can even be operated by someone inside the pilothouse, using a button on the autopilot remote. The person working at the mast base gives hand signals to the winch operator, while hauling down and cleating the line on the mainsail tack; there's a manual winch on the mast for this, in case the wind pressure is high. This takes perhaps five minutes and can be done by one person only a little more slowly. The extra fold in the sail flakes nicely into the leeward lazyjack and the stainless steel boom racks that we added in New Zealand. The Antal track on the mast and the Antal clew blocks make reefing much easier and reduce chafe.

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