cal 33 sailboat review

When the Caliber 35 model was introduced, hull length increased to 34’ due to added slope of the transom and integral boarding step. With bowsprit, her overall length was 36’ 6". The specified waterline length increased by 4" due to 700-lbs of added ballast. According to the manufacturer’s specifications, draft remained at 4’ 6" . Without a redesign of the keel, it’s impossible to increase ballast, lengthen the waterline and maintain the same draft, so, if an inch or two of draft is important, I would recommend taking some accurate measurements. Early manufacturer’s literature also indicates a shoal draft version was offered drawing just 4’ . 

The method of construction of the Caliber 33/35 is just about as good as can be found on a moderately priced, production fiberglass boat. The hull is constructed of solid fiberglass and resin laminate. There are substantial and closely spaced floors throughout the bilge, and unlike many boats in this size and price range, Caliber does not use pre-fabricated fiberglass liners blindly secured in place with adhesive bonding materials. Instead, Caliber secures each bulkhead and joiner component with two to four layers of hand-laid fiberglass cloth and resin.

Decks are constructed with plywood rather than balsa wood. The core and the deck-to-hull joint is sealed with a polyurethane adhesive and then bolted through an aluminum toe rail every 6" with 1/4" stainless steel carriage bolts. The bolts are fit into square holes in the toe rail so that tightening the nuts will not cause the bolts to turn and break the caulking seal. This creates a strong, solid structure, and creaks and groans common to lesser boats when they are stressed are practically nonexistent with the Caliber. Some of the early Caliber 33 models did have some problems with bowsprits that failed under heavy load, but this was later corrected with a beefed-up structure. 

Auxiliary power is provided by a Yanmar, model 3GM, marine diesel engine that provides plenty of punch even for 13,000-lbs displacement. Access for maintenance is reasonable through the port side seat locker and beneath the companionway steps. The original 33 and early 35 models had a 26-gallon fuel capacity while the 35LRC boasts an enormous 120-gallon fuel capacity. They aren’t kidding about this long-range cruiser stuff. 

The sail area to displacement ratio of the Caliber 33/35 averages a conservative 16 with an average displacement length ratio of a less conservative 210. The two should balance out nicely for acceptable cruising boat performance. My sea time on these boats is limited to several sea trials. However, owners I have spoken with are nearly unanimous in their praise of the boat’s sailing characteristics. The ballast to displacement ratio is a very hefty 47%. This likely suggests a little more stability than may be the case. I do not have access to the stability numbers on this boat but, considering her shallow draft and the weight of plywood cored decks, the high percentage of ballast is likely in order. 

The Caliber 33 and 35 are both excellent choices for bay and coastal cruising and, with proper experience and crew, they are capable of offshore passages. If you think of this as a 35-footer, accommodations are a little tight, but think of her as a 33-footer and accommodations are plentiful. The bottom line is these are well-built boats that offer excellent value and have maintained their resale value well over the years. 

Reviewed in the April 2000 issue of SpinSheet by Jack Hornor

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First impressions The Caliber 33 looks better in the water than it does on paper. Although I like the hull shape design-heck, it's the kind of shape I've been scribbling on cocktail napkins for years-most lines appear razor straight in the drawings. The sheerline looks like it was drawn with a ruler, as does the run of the coachroof and cockpit coamings. In the water, the softer side of the 33 becomes apparent. The slope of the forward end of the coachroof flows naturally out of the deck, the radius of the coamings becomes obvious, and the straight rake of the stem is muted a bit by the bowsprit. It's been noted that the appearance of the 33 is a curious blend between traditional and modern and I concur but it's a look I like. Below the waterline the 33 has fairly flat forefoot that abruptly turns south at the leading edge of the large fin keel section. The standard draft is 4 feet, 6 inches and a 4-foot shoal-draft keel was also offered. The west coast of Florida pretty well demands a draft of less than 5 feet and many builders in the area have been influenced by local conditions. The rudder is supported by a full skeg and mounted well aft. Although various sources list slightly different figures, by any terms the 33 is a stiff, stable hull. As a delivery skipper I have long been skeptical of published specifications for secondhand boats that invariably tip the scales well above their designed fighting weights. Immersion factors and different sail configurations further skew the numbers so I generally don't put much stock in ratios. Still, one figure that jumps off the 33's spec sheet is an impressive ballast/displacement ratio of 47 percent. A masthead sloop rig, the 33 carries 525 square feet of working sail. One of the best features added to later 35 models was the addition of an easily removed cutter stay.

Construction Caliber builds its boats the old fashioned way and that's a compliment. Although they are not quite a custom builder, they're anything but a mass production builder. Caliber eschews molded liners and pans, instead it painstakingly laminates specific components into its hand-laid solid fiberglass hulls. The 33 has beefy, closely spaced floors glassed directly to the hull, providing support and rigidity. The teak-and-plywood furniture fittings and bulkheads are also glassed in place with structural bulkheads receiving added attention. The 33's hull-and-deck joint is one of the best I've seen. Set on an inward flange, the joint is made with 3M 5200 and through bolted on six-inch centers. A gasket is then formed around the inboard edge of the joint where any leaks might occur. The toerail and stainless steel rubrail are also incorporated into the joint. Square headed carriage bolts, instead of pan head bolts, fit securely into the rail and won't easily loosen or twist when being tightened. The deck is cored with small plywood sections that are extremely strong but heavy and can delaminate when wet. However, deck problems don't seem to be an issue, probably because Caliber goes to great lengths to keep its boats dry. Still, it is a good idea to carefully inspect and occasionally re-bed deck hardware. The lead ballast in encapsulated in the keel cavity. Quality material and hardware are used throughout the boat, a key reason why older 33s have aged very well.

What to look for Documented problems with Caliber 33s are actually few and far between. The original bowsprit, which is actually just an anchoring platform, was not husky enough and in some cases came apart. Caliber recognized the problem and beefed up the platform and switched to heavier tubing as well. One of the owners I corresponded with mentioned that the standard prop is too small and another noted the shaft had come loose from the coupler. Still, it's fairly impressive how few common complaints I heard. Like all boats, be on the lookout for age-related issues. All 33s are at least 13 years old, and some are nearly 20 years old. Check the standing rigging, especially the original swage fittings. Many Calibers appear to be one-owner boats, which is a nice testament but longtime owners are often blind to problems. Also, Calibers were not spared during the blister woes of the early to mid-1980s-try to find out when and if an epoxy bottom job was last done.

On deck The cockpit of the 33 is a little bit cramped; this is where you remember this is just a 33-foot boat, after all. There also isn't much of a bridgedeck but I confess this worried me more 20 years ago than it does today. The cockpit seats are narrow, although they're also nicely scooped to allow access to the helm seat. Wheel steering was standard and most pedestals are equipped with a teak table. All sail controls are led aft, usually to control stations on the coachroof that are complete with stoppers and a winch. The primary sheet winches can be easily reached from the helm. The traveler is out of the way, mounted forward of the companionway with midboom sheeting arrangement. I recognize this is a compromise that loads up the boom, yet in a boat of this size it makes sense from a space perspective. There is good storage in the port lazarette and under the helm seat. The sturdy aluminum mast is deck stepped, another indication of the big boat mentality of the Caliber 33, and the standing rigging is oversized. Chainplates are set inboard enough for good sheeting angles. Caliber specs called for quality deck gear, from winches to hatches. The nonskid is fairly aggressive and teak handrails on the coachroof are well placed. A large chain locker can hold a couple of anchors and rodes, and the boat I inspected in Miami had rigged a nice wash-down system. I am not usually a fan of bowsprits but I'm okay with the arrangement on the 33. Although the updated version is well supported, it's primarily an anchoring platform and the rig is structurally supported at stem, not via the sprit and bobstay. And, it is nice to stow and deploy the anchors from the platform.

Down below The interior of the Caliber 33 is very nicely finished in teak and innovatively laid out. The companionway steps are wide and there is good headroom throughout, an advantage of a less than sleek coachroof. The white headliner brightens the cabin and nicely offsets the otherwise all- teak interior. The galley is immediately to port as you drop below. Unlike a lot of boats under 35 feet, Caliber built in drawers and lockers instead of resorting to bins. Double stainless sinks with both pressure water and a backup foot pump were standard. The stove and oven are outboard and the icebox is aft. Counter space is more than adequate. The aft quarter cabin arrangement is quite clever. A bi-fold door allows the cabin to be closed for privacy without the encumbrance of a full door. The nav station is tucked away in this cabin, an arrangement that I have on my 47-foot cutter, and it works well, although the chart desk is a bit small. The bunk is a bit snug for two, but it does make an ideal sea berth. The saloon is spacious. A fold-up, bulkhead mounted table is a great idea on any boat under 40 feet. The port settee is straight while the starboard is L-shaped. There's storage behind and under the seat backs and there are full-length shelves above. The teak-and-holly sole adds a bit of elegance. The head, which is to starboard, is quite large for a 33-footer and includes an integral shower. It can be entered from both the saloon and the forward cabin. The V-berth is long, more than 7 feet and has nicely fitted drawers below. There is a decent-sized hanging locker to port. Ventilation throughout the boat is terrific with stainless steel opening ports. Tropical sailors know that portlights are more useful for airflow than overhead hatches. The Caliber 33 interior is certainly large and comfortable enough for a couple to contemplate long-term cruising.

Engine The standard original power plant in the 33 was the reliable Yanmar 3GM30F, a three-cylinder 27-horsepower diesel. As noted earlier, the original prop was a bit undersized and some owners have switched to feathering models, an expensive but worthwhile upgrade. The horsepower is only just adequate for the 33, which is no lightweight, but what you lose in speed you make up for in fuel economy. The 26-gallon fuel tank will likely translate into nearly 50 hours of motoring. One of the key upgrades in the new LRC Calibers is increased tank size. Access to the engine is good from behind the companionway, although reaching the stuffing box still requires a bit of flexibility through the cockpit sail locker.

Under way Several years ago I delivered a 1992 Caliber 35 from Key West to Ft. Lauderdale, Florida, and later that same year I took a Caliber 38 from Punta Gorda, Florida, up to Charleston, South Carolina. Although I haven't specifically sailed the 33, I have a good feeling about how Calibers handle. Also, I corresponded with several owners, who incidentally were almost universally pleased with their boats. On my deliveries, we had a range of conditions, from flat calms to a nasty Gulf Stream squall, and the boats coped with the conditions without missing a beat. In fact, we reeled off a 200-mile day on the way to Charleston with an assist from the current. Sailing the 35 we had fresh winds the entire way and completed the 170-mile passage in 30 hours. Owners report that although the 33 is stiff, it develops a fair bit of weather helm when winds approach 20 knots. That's fair enough, and a single reef in the main solves the problem. The boat is not overly close winded and the shoal draft model in particular makes a bit of leeway when sailing hard on the wind. I don't dispute the merits of shoal draft but I still don't like it. The flat forefoot can occasionally pound in a chop but overall the boat has soft motion, which is among the most important features for any cruising boat. The 33 is, however, a bit sluggish in light air.

Conclusion The Caliber 33 is something of a sleeper on the used boat market. It's a high-quality boat, quite comfortable, and when given a bit of wind, it's a decent performer. It will also stand up to a blow and hold up to the rigors of the cruising life. It's an ideal small boat for a Caribbean sabbatical; it was made for the trade winds. With prices ranging from $45,000 to $70,000 it is also a good value.

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Considering a 1989 Cal 33-2

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My wife and I are looking to purchase our first sailboat and have come across a 1989 Cal 33. There is crazing on the deck but otherwise she seems clean and has many recent updates. We intend at first to do mostly day sailing in Long Island Sound. Any thoughts on the Cal 33-2 are appreciated.  

I purchased a 1985 Cal 33-2 last fall, replacing a 30 foot Cal 9.2 I owned for 20 years. It was one for 4 or 5 boats on my short list in the 33-35 foot range. I think it has a great mix of cruising accomodations and sailing performance. Not a race boat, but better than most of the more cruising oriented boats of similar size. Build quality is above average for the era. I would not be concerned about the gelcoat crazing - very common on Cals for some reason. I assume you will have a survey done. Expect some areas of high moisture in the decks. Mine had a few and I am dealing with them one by one. Feel free to contact me with any questions you have. Jim  

Where on the Sound are you located? I'm out of Smithtown and Mt. Sinai. As for the Cal I looked at the same model 4 years ago and it seemed like a very nice boat. The one I looked at had some crazing going on as well and I do know that is common among them. I passed on it just because that particular boat I looked at was priced much too high but if found for the right price they seem to be great boats. Good luck with your search.  

Thanks for the input. I live in Guilford, Ct and will be docking the boat in Westbrook, CT. The one I'm looking at seems to be priced right. Someone commented to me that the mast on these boats has a smaller diameter, which could present a problem. Has either of you heard of that as an issue?  

I am puzzled by the comment about the mast diameter. Perhaps by someone used to larger and stiffer masts on older boats. This is a double spreader rig and is designed to be bent slightly using backstay tension to control sail shape. Mast is actually stiffer than many newer performance cruisers. I assume you are looking at the boat in Milford. Looks well equipped with recent electronics and sails. Asking price is a bit high. Most Cal 33-2s have sold recently in mid 30s to low 40s. Good luck.  

Nice boats! I agree with the previous post that they are above average in build quality. The Nav station is nice, and there is very good engine access. They all seem to have the infamous "CAL Crazing," and many have been painted in an attempt to cover the crazing. Be sure to check for moisture in the decks, the cockpit seats AND the cockpit floor. IIRC, the non-skid should be molded into the Gelcoat, not painted on. I saw one with painted non-skid in the cockpit that I otherwise liked and put an offer on. Then my wife saw it and raised concerns about the amount of storage space, or lack thereof. RE the post above; ALL the asking prices for boats in Yachtworld are a bit high.  

Thanks again for the responses. They are very helpful. For sure we'll be getting a survey to check for moisture before we purchase.  

Before getting a survey, I'd recommend you read the Boat Inspection Trip Tips thread I started, as it will help you determine whether this boat is worth looking at further.  

Sailingdog: Thanks much. The Boat Inspection tips were very helpful. One question, when is detected moisture "too much"?  

It depends. That's a pretty broad question. How wet is the area? How large is the area? Where is the wet area? These all affect how much it will matter.  

I've a 1988 Cal 33-2 It's a great boat. I've replaced two hatches that were crazed. No wet rot, but I had to refinish cabin sole.Check if bolts through toe rail needed tightening, one loose nut and I found a drip into the locker, a pain reaching up through locker to tighten. I've been racing PHRF, without much luck or skill. I'm not blaming the boat yet, I bought a new genoa, so we'll see this year if I can break into the top half.  

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Review of Cal 33

Basic specs..

The Cal 33 is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a long keel.

The boat can only enter major marinas as the draft is about 1.83 - 1.93 meter (6.00 - 6.30 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with a Universal Atomic 4 gasoline engine at 30.0 hp (22 kW).

Sailing characteristics

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

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Cal 33 is about 177 kg/cm, alternatively 996 lbs/inch. Meaning: if you load 177 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 996 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

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

What is L/B (Length Beam Ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 31m 2 (333 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

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

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

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

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

We are always looking for new photos. If you can contribute with photos for Cal 33 it would be a great help.

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

CAL 33 (HUNT) Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of CAL 33 (HUNT). Built by Jensen Marine/Cal Boats and designed by Raymond Hunt (C.R. Hunt & Assoc.), the boat was first built in 1984. It has a hull type of Fin w/spade rudder and LOA is 10.06. Its sail area/displacement ratio 18.17. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

CAL 33 (HUNT) has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about CAL 33 (HUNT) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the cal 33 (hunt).

CAL 33 (HUNT) was designed by Raymond Hunt (C.R. Hunt & Assoc.).

Who builds CAL 33 (HUNT)?

CAL 33 (HUNT) is built by Jensen Marine/Cal Boats.

When was CAL 33 (HUNT) first built?

CAL 33 (HUNT) was first built in 1984.

How long is CAL 33 (HUNT)?

CAL 33 (HUNT) is 8.38 m in length.

What is mast height on CAL 33 (HUNT)?

CAL 33 (HUNT) has a mast height of 12.34 m.

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A Little Bit Bigger

And so it goes. We started looking for a boat that had a bit more modern interior. After looking at boats less than 10 years old, and their less than stellar stability numbers, we decided to go with the Cal 33-2. It may seem like I am a Cal lover since this is the third Cal I've owned. It's more about the right boat at the right time; they could have been Morgans, or Beneteaus, or Sabres.

The Cal 33-2 is from the design office of C. Raymond Hunt and Associates. Mr. Hunt had passed on to Fiddler's Green before this design, so it was mostly Peter Boyce putting the design together with the help of the other partners. The models were built in a plant in Fall River; the same plant that did the O'Day sailboats. They had a good reputation as a production builder although they succumbed to the collapse of the boat market in 1989. We purchased hull number 66 which was built in 1986.

Here are the specifications.

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• Sailboat Guide

Caliber 33 is a 32 ′ 6 ″ / 9.9 m monohull sailboat designed by Michael McCreary and built by Caliber Yachts between 1986 and 1991.

• 9 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 10 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 11 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 12 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 13 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 14 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 15 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 16 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 17 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 18 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 19 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 20 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 21 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 22 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 23 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 24 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 25 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 26 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 27 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 28 / 33 Niceville, FL, US 1990 Caliber 33 $60,000 USD View
• 29 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 30 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 31 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 32 / 33 Niceville, FL, US Caliber 33 $60,000 USD View
• 33 / 33 Niceville, FL, US Caliber 33 $60,000 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

With a loyal following the Caliber 33 is an old favourite with big boat interior in a small package. Designed by company co-founder Michael McCreary the boat was launched in 1985, aimed squarely at the performance conscious cruiser. The design has seen many improvements over the decades and todays offering, the Caliber 35 LRC, is a world class yacht and is considered excellent value on the used market, hold their value and generally sell fast.

Calibers were designed for shallow waters of the East Coast with only four and a half feet of draft in standard form. If that’s not enough, an optional shoal draft version drawing four feet was also available.

With angular lines and a nearly flat sheer, the Caliber 33 quietly blends tradition with a taste of the modern. The underbelly is quite contemporary, with flat front sections leading into a fin keel with a straight leading edge, while the rudder is skeg hung and mounted well aft. The hull is stiff and stable, carrying most of its beam well aft like modern boats, a configuration that makes for generous room belowdecks, enough for comfortable live aboard for a couple and lots of stowage for a 33 footer.

Construction

While there’s nothing especially radical about her design, a high standard of build quality is clearly visible on the boat. The hull is constructed of solid fiberglass, without the use of a pre-fabricated liner commonly seen in modern production yachts of this price range. Instead each bulkhead is secured with two to four layers of hand-laid fiberglass cloth and resin, resulting in a boat with excellent accessibility to all areas of the superstructure. There are substantial and closely spaced floors throughout the bilge.

Decks are fiberglass with a plywood core and the deck-to-hull joint is sealed with a polyurethane adhesive and through bolted to an aluminum toe rail. The overall result is a strong structure, devoid of creaks and groans under stress which is often seen in lesser boats. Some of the early models had some problems with bowsprits that failed under extreme load which was later rectified by Caliber with a beefed-up structure.

Caliber Yachts was founded by two brothers, Michael and George McCreary, fresh out of college in 1980. The two worked on a shoestring budget while George focused on business and marketing and Michael set to work on designing the entire line up of Caliber yachts.

Their first boat was the Caliber 28, a solidly built coastal cruiser that was loaded with features which defined the nature of their sailboats to come. It was received well which helped them follow up with the Caliber 33 in 1985.

Despite being introduced during harder economic times, the Caliber 33 was a success, many attributed this to their quality. A total of seventy boats were built from Caliber’s small plant in Clearwater Florida before the model was evolved into the Caliber 35 in 1990. The newer evolution added a reverse transom that stretched the overall length along with many other refinements.

The latest version, the Caliber 35 LRC, introduced in 1995 adds the LRC suffix denoting “long range cruiser”. The name change was probably for marketing reasons as it came at a time when Caliber introduced the LRC suffix to the Caliber 40 alongside the introduction of a smaller sibling, the Caliber 30 LRC.

Including the seventy Caliber 33 hulls produced prior to 1990, the total production run of all variants produced by Caliber Yachts (Caliber 33, 35 and 35 LRC) stands at over 100 boats.

Links, References and Further Reading

» Jack Horner’s review of the Caliber 33/35 » Sailing Magazine’s review of the Caliber 33 , by John Kretschmer

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• Sailboat Reviews

The Dual-Purpose C&C 33 Mark II

The old new c&c 33 proves to be a formidable racer that can also deliver you over the horizon..

Photos by Otto Rascon

When the C&C company shut down operations in 1986, it was big news in the North American boating community. Since the companys formation in 1969, it had been a stalwart of the industry-the leading Canadian builder, by far, and one of the major brands wherever fiberglass sailboats raced or cruised.

C&Cs lineup always featured the dual-purpose racer-cruiser, and always aimed for quality construction and detail, fitting a market niche below the outstanding luxury yacht but above the standard, midline fiberglass auxiliary. C&C boats are know for good-looking moderate designs, a tradition started by the original partners-the two Cs, George Cuthbertson and George Cassian-and the companys chief designer, Rob Ball. Performance also was a C&C hallmark. Most of its models were heavily marketed as serious racers, and even old C&Cs continue to be actively raced in PHRF fleets today. (For example, there were 14 registered to compete in the 2015 Chicago to Mackinac Race.)

C&C was the first major company to commit to cored hull construction, and only Tillotson-Pearson compared to C&C in terms of experience with balsa-cored laminates. The builder also was the first major company to commit to solid rod rigging, and they had a tradition of rigging and equipping their boats with first-class spars and fittings.

The C&C 33 is often referred to as the new C&C 33 or the C&C 33 Mark II (33-2), to distinguish it from the C&C 33 Mark I, which was produced between 1974 and l977. While some of the specs are similar, the Mark II is an entirely different boat, not sharing any of the tooling of the Mark I. The Mark I was widely regarded as one of the prettiest racers around, and 209 of them were built.

In design, the C&C 33 Mark II has conservative lines. Like other C&C models, it has a flat sheer, sharply reversed transom and sharply angled bow. The hull has a fine entry and cutaway forefoot. Theres a hard turn to the bilge about a foot below the waterline, and the very center of the hull is flat. A fin keel was the standard, but a shorter fin and a keel/centerboard combination were available options. A small skeg is fitted ahead of the spade rudder. According to owners, this setup allows for precise turning in tight spaces.

The Mark II was introduced in 1984, and over 200 of them were built in the four years the boat was in production-impressive considering the companys business problems in the middle of the run, and the heavy competition in this size from American and European companies.

Construction

The Mark IIs hull construction represented a departure from typical C&C practices, in that only the forward panels of the hull are balsa cored. The rest of the hull is a conventional hand lay-up of mat and roving, with an isophthalic gelcoat and skinning resin. The 33s larger sisters (35, 38, 41, and 44) have balsa coring throughout their hulls, while the smaller sisters (30 and 27) have no coring at all in the hull.

The cored laminate offered stiffness and strength combined with light weight, and it was one of C&Cs keys to building tough, lightweight race boats that wouldnt flex too much. To achieve stiffness and strength without the coring, C&C used what they call a spider system: basically a structural framing bonded to the hull and integrated with the attachment points for the rig and keel. The hull laminate itself becomes relatively less important structurally, as the frame becomes the primary load-bearing structure of the boat.

The deck is one-piece molding with balsa core in the horizontal surfaces, and hardware is backed with both aluminum and Coremat for strength in the attachment points.

The hull-to-deck joint is standard, with an inward-turning hull flange on which the deck is set. Stainless bolts run through the joint and through an aluminum toerail that covers the joint. The whole stem fitting as well as the corner pieces for the toerail are the heavy aluminum castings that are traditional on C&C boats, but it is interesting that C&C used plastic moldings for the stanchion bases on the 33.

When new, the Mark IIs had good quality gelcoat and generally fair hulls. But if youre considering buying a used one, be sure to look for signs of stress cracking or crazing as most of these have been raced a lot-some quite hard-over the last 25 years. Our reviewer examined one, built in 1988, that had only minor crazing and a surprisingly good quality deck, but the owner explained it had not been actively raced in the past.

The standard fin keel (6-foot, 4-inch draft) is external lead, bolted to a stub on the hull. The centerboard option is unusual in that it is a fiberglass molding with some lead inside, and the board is fitted entirely inside a shallow keel (4-foot, 4-inch draft) fitted to the hull.

The fiberglass board is lighter (for lifting) and quieter than a more common steel board, which tends to bang around in the centerboard trunk. The fiberglass molding also makes for a better-shaped and fairer fin for upwind work. The lifting cable is housed inside the keel, so it presents no drag and makes no noise at speed. The cable passes through the cabin and is housed in a stainless-steel tube, which also supports the cabin table, and is led to a stopper and winch on the aft end of the cabin house.

The fin keel weighs 3,975 pounds (42 percent of total displacement); the keel/centerboard, at 5,258 pounds, is much heavier. Nominal displacement for the fin-keel version is 9,450 pounds; for the centerboard version, its 10,733 pounds.

The 33s rudder is fiberglass over a webbing of stainless welded to the stainless-steel rudder stock. If youre considering buying a C&C 33, be sure to look over the rudder and skeg carefully.

Also, as is the case with most 25-year-old, external ballast keel boats, the ballast should be lowered and the keel bolts inspected before purchase, especially if the boat is sailed offshore. C&Cs are among the production boats (like Catalinas, Hunters, and Cals) that have been known to show a keel smile, where the keel bolts work loose and water gets in between hull and keel, causing the bolts to corrode. Usually a product of not torquing the keel bolts periodically, the keel smile is due more to a lack of proper maintenance than design.

The model that we sailed had a rig from the C&C spar shop, known in its time as a builder of sturdy high-performance rigs. The spars on later models were from Offshore Spars in Detroit.

The mast and boom are fairly heavy extrusions, painted white, with integral grooves for taking bolt rope or slugs. The mast came standard with internal halyards and lifts, as well as an internal wiring conduit and VHF cable. The boom has built-in slab reefing gear. The mast is stepped on the keel.

The standard standing rigging is made up of Navtec stainless rod, tangs, and turnbuckles, with 1 x 19 stainless for the adjustable babystay and for the split part of the lower backstay. Original main and jib halyards were stainless with rope tails. The shroud chainplates, set inboard for close sheeting, are attached to the hull by stainless rods between the deck and hull anchor points.

The Mark II came standard with good quality hardware for rig control. Spinnaker winches and gear, boom vang, and backstay adjuster were options.

Engine/Mechanical Systems

The original Yanmar 2GM engine is a bit tight in the 33s engine compartment, but otherwise the installation is first rate. The engine beds are actually part of the structural spider beams. The engine box is insulated with sound deadener, and the engine is about as quiet as you can expect a two-cylinder diesel to be. The standard solid prop should be replaced with a folding prop.

The electrical system and plumbing are well done. Electricity includes a 12-volt system with ample interior lighting. A 120-volt shore-power system, with a 50-foot shore cord, was standard equipment.

A three-burner, propane stove with oven also was standard, as was hot-and-cold pressurized water. The 30-gallon water tank is adequate for typical cruising, though ocean sailors may want to convert the standard 24-gallon holding tank to freshwater storage.

Performance

The 20-horsepower Yanmar is big enough to handle the boat in most conditions. We were under power only in fairly flat water. The boat was fitted with an optional Martek folding prop, and we had no problems backing or turning. The engine pushed the boat to hull speed easily. We suspect a big head sea would challenge the peak output of the engine, probably slowing the boat to 4 knots or so, but the amount of power is ample for all reasonable sailors in almost all conditions.

Steering is with the standard 36-inch destroyer wheel. Throttle and shift controls are integral to the pedestal, and visibility over the deckhouse is good when you are sitting on the skippers bubble hump behind the wheel.

The aluminum fuel tank holds 20 gallons, which should be good for about 180 miles of powering under normal conditions. The engine control panel is in one bay of the T-shaped cockpit. You can’t see it easily from the steering position, but thats a very minor inconvenience.

Access to the engine is through the removable companionway steps, through opening panels on both the port and starboard side of the engine, and through the cockpit seat locker.

The boat looks like it should be an all-around wholesome boat, but we initially thought of it as not particularly a standout in its size and price range. Our test sail convinced us otherwise. We found the 33-2 to be a fine sailer, just about everything we would want in its size.

The C&C 33 Mark II performs well without demanding the incessant tweaking and crew movement of so many high-performance boats. We sailed the centerboard version and evaluated a deep-keel version, and reviewers found no particular shortcomings in eithers performance.

With a good set of sails, the centerboard test boat was at least as weatherly as any boat in its PHRF division. We tried sailing the reaches and the runs with the board up and with the board down, and we could not discern any difference in speed-though as charterer, we deferred to the owners conviction that the boat was faster off the wind with the board up. The boat seemed to steer as well with the board up as with it down.

With the extra weight, the centerboard model is a little harder to push around a race course in light air, but in 15-knot winds, she had to ask no favors, and in 22-knot winds, she was a pleasure to sail compared to the other boats on the race course.

In absolute terms, we know that there are faster boats around. Most of them, unfortunately, are a pain to handle as the wind pipes up, and we wouldnt want to sail them on some of the long, rainy slogs that we often encounter in cruising. Shorthanded, most of the faster boats are miserable. The C&C 33, in contrast, is an easy sailer, respectable in light winds, and a pleasure in heavy.

courtesy of Olson’s Classic Yachts

The deck layout on the C&C 33 is conventional. The double lifelines with lifeline gates, pulpit, and pushpit are sturdy, well made, and came as standard equipment. The pushpit has a gate that can be fitted with stern ladder-a good idea for both the racer and cruiser.

The foredeck is quite narrow, so anchoring and headsail handling can be difficult. The sidedecks leading aft are wide because of the inboard shrouds and easy to move along.

Because of the sculpting and window shape, the cabinhouse looks low, but it is actually quite high-a difficult step up from the sidedecks or cockpit for some. Fortunately, because all the lines lead aft to the back edge of the cabin, theres not much occasion to walk on the cabintop abaft the mast. Forward of the mast, the cabin slopes gradually into the deck, and movement is easy. However, the skylight over the head and the forward hatch are slippery stumble-makers and need to have nonskid tape put on them.

Our test boat did not have a dodger, and the sculpting of the cabin house may make it difficult to design a wide one. A narrow dodger, fitting just over the companionway, would work well.

The cockpit is a conventional T-shape with a bridgedeck-mounted traveler. A cabintop-mounted traveler was an option, but there seems to be little to recommend it. The cockpit seats are comfortable for sitting but too short to lie down on. The forward part of the coaming is OK for sitting, but youll be inclined only to stand on the cockpit sole, aft of the bench seats. The cockpit is definitely skewed a little toward the racing side of this boats dual purpose, and its a much better cockpit underway than dockside.

Hardware is good quality and well arranged. The standard winches are of adequate size, though the boat is stiff enough to carry a heavy 150-percent genoa in 20 knots of wind, and thats a handful for the No. 24 primaries, unless the racing crew is on board.

As is the case in most boats of the 33s vintage, theres not too much abovedecks storage room. An anchor well forward will stow a Danforth, but everything else will have to go into the one aft locker under the starboard cockpit seat. Its a cavernous locker, but the serious cruiser will have to devise a way to subdivide it to make it more usable. Behind the helmsman are a small locker for propane bottles and a small stowage spot for winch handles.

The arrangements belowdecks are conventional: V-berth forward, head with shower opposite a hanging locker; port and starboard settees outboard of a saloon table; L-shaped galley; nav station at the head of a double quarterberth (well, maybe a one-and-three-quarter quarterberth). From the center bulkhead aft, the boat is wide open, which seems to us like a more sensible arrangement than the Euro compartmentalizing of the aft cabin and aft head, at least in a boat this size.

A few notable details: A decent built-in bureau in the forward cabin is a nice touch. The head compartment is a single fiberglass molding, including the wash basin-all compact, well designed, and easier to clean. The galley is quite serviceable, with a good stove and a stainless bash bar to keep you from crashing into it.

The teak overhead and bulkhead veneer contrast with the off-white hull liner. The liner is well done, with removable panels for servicing hardware fittings, wiring, and so on.

Overall, the cabin is comfortable. Weve often heard older C&Cs rapped as leaky boats, with drips around windows and under heavily loaded deck hardware, but the boat we sailed was completely dry.

Owners Comments

The biggest complaints among the C&C 33 Mark II owners that Practical Sailor surveyed were engine access and cabin ventilation. Nearly all noted that it was a challenge to access the engine easily, and most reported that their boat upgrades including increasing belowdecks ventilation with solar vents or other openings.

Interestingly, most gave the boat an average rating for stability but rated the seaworthiness as good or better. The majority of those surveyed rated the boats upwind and off-the-wind performance equally good; only a handful said the upwind performance was better.

Some things to keep in mind if youre shopping for a C&C 33: Check for leaks around the chainplates and look for stress cracking in the deck, signs the boat had a hard racing life and the backstay likely saw too much pressure. A few surveyed owners reported blisters, but both said the problem was minor. One owner cautioned others to check the transmission shaft cable as his was not installed and adjusted properly, resulting in premature clutch failure.

Conclusions

If youre entirely devoted to racing, wed probably suggest looking at something different-maybe a J/33, or possibly a J/35. For those who solely cruise, wed also recommend different boats-maybe something more like a Tartan 34 or a Mason 33. But if you plan to do a good share of racing, some serious weekending, and at least one long, shorthanded cruise per season, then the C&C 33 is among the boats we suggest checking out. Although in some ways, it seems plain and indistinctive, the C&C 33 is admirably suited to be both a racer and a cruiser. Its a boat for sailors who truly want a racer-cruiser. C&Cs also hold their value well, so buying one would be a sound investment, and there are plenty in good condition to be had on the resale market, especially in Canada.

Editors note: This review is an updated and expanded version of one previously published.

• C&C 33 Mark II Owners

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