Since its launch more than 50 years ago, the Contessa 32 has retained a reputation as one of the most seaworthy yachts of its size, yet it also still races competitively as a one-design class.

This was the second design from David Sadler to be built by Lymington boatbuilder Jeremy Rogers, following the long-keel Contessa 26 of 1966.

Both are now classics in their own right. When the prototype was launched in 1970, the Contessa 32 represented the state of the art in offshore racing yacht design, with a separate skeg-hung rudder, high-aspect mainsail and large overlapping genoas.

The prototype, Red Herring, was joined by the designer’s boat, Contessa Catherine, in the spring of 1971 and between them, they cleaned up most of the Solent and Poole trophies that season, with Red Herring overall winner of her class in Cowes Week.

The boat sold well, with almost 800 produced by the end of the 1970s and one-design racing fleets established throughout the UK.

Although now much smaller than in its 1970s heyday, the class still has a number of owners for whom racing is the primary attraction and has a reputation as a welcoming, family-friendly fleet.

Despite the age of the design, the racing remains as close as ever. On the opening day of Cowes Week this year, for instance, the first two boats finished only six seconds apart after almost four hours of racing.

Bulletproof design of the Contessa 32

Nevertheless, today the overwhelming majority of boats are used for cruising and for many people a Contessa 32 is the archetypal bulletproof “go anywhere” cruiser, with many notable successful high-latitude ocean voyages to its credit in both hemispheres.

The design’s heavy-weather credentials were also highlighted in the notorious 1979 Fastnet Race, when it was the smallest yacht to finish.

The subsequent inquiry heaped praise on the design, in particular, its first-class ultimate stability – the angle of vanishing stability (AVS) of 156°.

Thus, if inverted by a rogue wave the boat needs only to be rolled through 24° by a subsequent wave in order to regain righting stability and return to the upright state.

They were also used extensively for sail training for many years, with the former National Sailing Centre in Cowes (on the site that is now UKSA) having a large fleet, as did the Gosport-based Joint Services Sailing Centre.

As a Yachtmaster Instructor in the 1990s, I sailed many thousands of miles in Contessa 32s, working year-round.

At the time they were famed for their ability to windward in strong breezes. It’s very reassuring to know you can beat away from a danger to leeward, even in gale-force conditions.

However, this is an extremely wet experience in a Contessa 32. The best of the recent offshore racing boats of the past decade and a half are much faster, drier and more comfortable in these conditions.

They are, however, also significantly more expensive than all but the very best of the recently restored Contessas.

Off the wind, a relatively low wetted surface area compared to many of today’s wide-beam designs means respectable speeds are possible in lighter airs.

In strong breezes, however, the boat has a pronounced tendency to roll downwind, while the small rudder can make control a challenge.

Compared to a modern 32-footer the interior of a Contessa 32 is notably small – an inevitable factor of the boat’s low freeboard and narrow beam.

At the foot of the companionway, there’s a proper half-Admiralty size chart table to starboard with reasonable stowage.

Aft of this is a slim quarter berth, the head of which serves as the navigator’s seat.

The U-shaped galley opposite the navigation area makes good use of the limited space available and is ideal for use at sea.

Newer models and some updated boats have an improved arrangement, with twin sinks, and handy worktop space.

Although narrow, the saloon is otherwise of a good size, with full-length settees on each side and a large central table.

Stowage is provided outboard of the settees and in shelves above them.

Headroom is limited to little more than 1.5m (5ft) in the full-width heads compartment that separates the saloon from the small forecabin, which has a double vee-berth.

Overall, it’s a setup that is well-proven at sea for a small crew, with good sea berths and a galley that can be worked even in severe conditions.

Unlike many newer designs, however, it is not designed to maximise living space in harbour.

What lies behind the design’s enduring appeal? There are plenty of good reasons why hundreds of people still love their Contessas and get a huge amount of fun and satisfaction from them.

It’s without doubt a thoroughbred classic that represents the very best of yacht design of its era and there’s also the seaworthiness aspect – even if you don’t plan to test your boat to the limit, it’s always reassuring if you can be sure it will be able to take more than you.

On the downside, prices can be surprisingly high compared to other boats of a similar age and size, especially for well-kept examples, which can command a significant premium and even then may change hands quickly.

Contessa 32 specification:

LOA: 9.75m (32ft)
LWL: 7.31m (24ft)
Beam: 3.0m (9ft 10in)
Draught: 1.65m (5ft 6in)
Displacement: 4,300kg (9,500lb)
Ballast: 2,045kg (4,500lb)

Alternatives to the Contessa 32 to consider

Sigma 33

In the early 1980s it’s unlikely this would have been considered as an alternative to the Contessa 32, and even in the 1990s it wouldn’t have been regarded as a first choice for cruising, given that many had been raced hard when new.

Yet this is exactly what all but a handful of the 400-plus boats built from 1979 onwards are now used for.

The Sigma has a significantly more modern hull shape and rig than the Contessa 32, as well as more spacious accommodation and on-deck spaces, making it feel like a larger boat.

However, today Sigmas generally change hands for markedly lower prices than Contessas.

But what about its heavy weather capabilities – can they rival those of the Contessa?

The Sigma’s angle of vanishing stability (AVS) is no match for the Contessa’s, but the boat is still well-proven and, at only 9in (23cm) longer than the Contessa 32, was the second smallest successful finisher in the 1979 Fastnet.

Notable examples include Will Sayer’s masthead rigged cruising version (33C), Elmarleen, which won its class in the 2009 OSTAR single-handed transatlantic race, as well as the double-handed division of the Rolex Fastnet race and the Solo Offshore Racing Club’s Round the Rock race, which followed a similar 600-mile course starting in the Solent.

Despite this, the boat doesn’t satisfy updated World Sailing stability requirements for long-distance Category 1 races such as the OSTAR and AZAB (Azores and Back).

Sayer subsequently did a second Atlantic circuit in his boat, this time cruising to the Caribbean.

At least four other boats have done the same, one of them surfing at speeds of nearly 16 knots under spinnaker in the trade winds.

Although the Sigma’s design dates from the days of the IOR (International Offshore Rule), which produced some interestingly deformed hull shapes to “cheat” the ratings, the Sigma has a conservative, fair and well-balanced shape, plus a large spade rudder that aids control downwind.

At the same time, the keel’s shorter fore and aft length, allied to the big rudder makes handling in close quarters a lot easier than many earlier fin and skeg or long-keel designs.

While a plan view of the interior layout of the two boats doesn’t look so different at first sight, thanks to its wide beam, greater freeboard and longer waterline, the Sigma 33 has at least 25% more internal volume than the Contessa 32.

That translates to a lot more floor space, more headroom, larger berth sizes, a bigger galley and heads, and more stowage.

The fractional rig depends on the headsail far less than the Contessa’s masthead rig and short boom configuration.

For short-handed cruising, this makes it feasible to use an easily handled jib, rather than an unwieldy genoa that will be inefficient when reefed deeply.

Sigma 33s were among the nicest boats of their era to sail: they are well balanced, reasonably quick to accelerate and quicker than many to surf when sailing downwind in breezy weather.

In today’s terms, in contrast to how they were perceived when new, they are a fairly conservative and moderately heavy design, but without the form stability or low centre of gravity keel of recent performance yachts.

Nevertheless, the sail plan is easy to tame, especially if the mainsail can be reefed from the cockpit, which makes for civilised, brisk sailing.

Contrary to the expectations of many cruising sailors when the boats were new, broaching is only a big risk if the boat is pressed very hard when racing with a crew that’s slow to respond.

Sigma 33 specification:

LOA: 9.88m (32ft 6in)
LWL: 8m (26ft 3in)
Beam: 3.2m (10ft 6in)
Draught: 1.75m (5ft 9in)
Displacement: 4,170kg (9,200lb)

Sadler 32

In some respects, this is a more direct successor to the Contessa 32 than the Sigma 33, as it was also designed by David Sadler, who by 1974 had set himself up as a builder of a range of cruising yachts in Poole.

The Sadler 32 was launched in 1979 and arguably lacks the Contessa 32’s sleek lines, but gained a lot more freeboard, as well as more beam amidships, even if the ends are somewhat pinched, especially at the stern.

Even though one-design racing was never offered, the result is a boat that embodies many of the core characteristics of the Contessa 32, yet has significantly more interior volume.

This is further enhanced in later boats which had a higher standard of interior joinery and a much improved larger galley with more stowage and a lot more worktop space.

Nevertheless, the layout remains much the same as the Contessa 32 and Sigma 33, which was becoming very dated towards the mid-1980s thanks to competition from French boatbuilders, many of which had incorporated double quarter cabins aft and a more convenient and private heads compartment next to the companionway.

Arguably that was not so important for the Sigma 33, which was still primarily sold as a race boat, but as a pure cruiser, it must certainly have impacted on sales of the Sadler 32.

This is also a boat I’ve sailed thousands of miles: they were well mannered, with a more comfortable motion than some and, by the standards of their era were always seen as being quick boats, especially in deep-keel form.

They also handle well both under sail and under power in tight quarters.

Sadler 32 specification:
LOA: 9.6m (31ft 6in)
LWL: 7.32m (24ft)
Beam: 3.2m (10ft 6in)
Draught: (deep keel) 1.68m (5ft 6in)
Displacement: 4,320kg (9,500lb)

X-95

Few readers will have heard of this boat, yet plenty of those who sail in the Solent will have seen one racing. It was X-Yachts’ third design, 173 of which were built to a high standard between 1982 and 1988.

Although primarily conceived as a Half Ton race boat, the interior was well finished and is larger than that of the Contessa 32.

Even though the overall length is shorter, the waterline and beam are both larger, giving more internal volume.

The engine is mounted centrally in the saloon, effectively under the table, which may come as a surprise to those accustomed to pure cruising boats, but has the advantage of fantastically easy engine access for maintenance and repairs.

In many respects, this model gives the impression of being a newer boat than others of its era, with wide side decks and a spacious cockpit.

Displacement is less than that of the Contessa 32 and Sigma 33, but the ballast ratio is commendably high at 47.5%, even if the keel doesn’t benefit from a bulb to lower the centre of gravity.

Under sail expect it to be quick and responsive, potentially a handful if pressed very hard, but quick in light airs and rewarding to cruise if set up to be easily reefed.

Designs from X-Yachts are usually very well regarded and hold their value well, but the X-95 is not well-known in the UK and I have friends who had trouble selling an immaculately maintained example recently, even despite an asking price of well under £20,000.

X-95 specification:
LOA: 9.25m (30ft 3in)
LWL: 8m (26ft 2in)
Beam: 3.25m (10ft 6in)
Draught: 1.73m (5ft 8in)
Displacement: 3,050kg (6,710lb)
Ballast: 1,450kg (3,190lb)

Westerly GK29

This is another boat that at the time might not have been seen as comparable to the Contessa 32, yet is also quick by the standards of its era and capable in heavy weather.

In the 1990s I cruised one extensively, mostly two-handed, visiting Norway, the west coast of Ireland and the Atlantic coast of France as far south as La Rochelle.

As with many other popular designs of the late 1970s and early 1980s, it started out as a race boat, and like the X-95 was rated in the Half Ton class.

The hull shape is very nicely balanced and the boat is quick under sail, with a relatively dry ride.

Designer Michael Pocock drew U-shaped sections forward, on the basis that when the boat is heeled this presents a softer shape to the waves than the V-shape that had been popular with earlier designs such as the Contessa 32, Elizabethan 30 and Centurion 32.

He appears to have been correct in this thinking and the boat rarely slams, even when sailing upwind in a stiff breeze and awkward sea state.

Many GK29s were home-completed, so the standard of fit-out varies, and in some cases was more basic than others of the era, with dark woodwork and small windows.

Nevertheless, the interior of the Westerly is roomy, with a generous beam and 6ft headroom, despite the low profile coachroof.

Today it offers many of the same benefits as it did as a second-hand choice 30 years ago and it’s still hard to find a more capable boat that’s as responsive to sail with a similar volume of accommodation and for a similar price.

Today many examples change hands for around £10-12,000 and prices were generally even lower before the post-Covid boom in boat sales.

Westerly GK29 specification:
LOA: 8.84m (29ft)
LWL: 7.88m (25ft 7in)
Beam: 3.15m (10ft 4in)
Draught: 1.6m (5ft 3in) or 1.8m (5ft 11in)
Displacement: 3.130kg (6,900lb)
Ballast: 1,360kg (3,000lb)

Wauquiez Centurion 32

This model, which was built in France, was launched a couple of years before the Contessa 32, to a design by British naval architects Holman and Pye and was considered by many as the better boat back when they were new.

It didn’t sell so well in the UK, possibly because it was never offered as a one-design class, which was an important factor in helping to boost sales of performance-orientated boats at that time.

Nevertheless, 380 boats were built in a decade-long production run.

The Centurion 32 embodies all the features that make the British boat so sought after, but is a little larger and benefits from more freeboard, which gives a drier ride and more interior volume, including a lot more headroom in the heads area.

Wauquiez Centurion 32 specification:
LOA: 9.98m (32ft 7in)
LWL: 7.32m (24ft)
Beam: 2.97m (9ft 9in)
Displacement: 4,354kg (9,600lb)
Ballast: 2,000kg (4,409lb)

Westerly Fulmar

This is considered by many as the best Westerly ever made, thanks to an appealing mix of performance, well-planned accommodation and seaworthiness.

The latter was amply demonstrated by Westerly Sea School’s own fleet of 12 boats that operated all year and in almost all weathers.

A choice of fin, bilge and lifting keels were offered, with most of the 435 boats built between 1980 and 1991 having the fin.

The accommodation layout is relatively traditional but with a lot more internal volume than most other performance boats of a similar length and age, giving space for a good galley, spacious saloon and large chart table.

The Fulmar also benefits from a larger forecabin, with just enough space to stand up with the door closed, and a completely separate heads compartment, rather than a full-width one between forecabin and saloon, which was typical for many 1970s boats of similar size and isn’t great for privacy.

In the early 1990s, a foot was added to the transom, updating the hull shape with a sugar scoop-style small bathing platform that makes boarding from a dinghy easier, and renamed the Fulmar 33, of which 18 were built.

Westerly Fulmar specification:
LOA: 9.70m (31ft 10in)
LWL: 7.92m (26ft)
Beam: 3.33m (10ft 11in)
Draught: 1.6m (5ft 3in)
Displacement: 4,490kg (9,900lb)
Ballast: 1,900kg (4,200lb)

Other boats to consider include the Hunter Impala 28. This is another David Thomas design, from the late 1970s, that offers close one-design racing on a budget and shares many characteristics with the Sigma 33, though with a lot less space and less sophisticated interior joinery.

Although it was originally intended as an offshore boat and plenty have raced across the English Channel (and at least one boat I know of has successfully sailed round Britain), the Impala is a smaller and lighter boat that lacks the Contessa 32’s legendary seakeeping abilities.

Nevertheless, it’s a good choice for those with less ambitious plans.

The She 31 is a classic late 1960s Sparkman and Stephens design, so marginally pre-dates the Contessa 32.

However, both boats share many attributes, though the She 31 has even more slender lines, along with low freeboard, which limits accommodation volumes.

A surprising number were built on the South Coast of the UK, some of which have now been restored to a very high standard.

The design continued in-build into the 1980s, with modifications including increased freeboard and a larger coachroof (She 9.5 Traveller) and further revisions to the coachroof (Delta 94).

Those with the budget for a Contessa 32 but seeking a more modern design could opt for one of Beneteau’s mid to late 1980s First designs.

The First 305 and 325 are very well-mannered performance cruisers with brighter, more spacious and modern interiors, with double quarter cabins, heads aft near the companionway and larger galleys.

Jeanneau’s Melody 34 is an unsung trendsetter – this André Mauric design from 1974 was aimed at potential competitors in the OSTAR single-handed transatlantic race.

Deep draught, an impressive 48% ballast ratio and wide beam combined to give tremendous stability and enviable ability to windward.

At the same time, the high freeboard and long waterline length, along with the wide beam resulted in exceptional space for a boat of this era including a double aft quarter cabin.

The Elizabethan 30 shares many attributes with the Contessa 32, but it is smaller and has less living space.

However, it is lovely to sail, as I found on a trip with designer David Thomas shortly after he restored the first boat, Liz, 25 years ago.

It was fast, close winded and well balanced on the helm, with an easy motion. Today the very best examples rarely sell for much more than £15,000.

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