sabre 38 sailboat review

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Sabre 38 MKII

Sabre 38 MKII is a 38 ′ 8 ″ / 11.8 m monohull sailboat designed by Roger Hewson and built by Sabre Yachts between 1988 and 1995.

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)

Hull #101 - #215. Shoal draft (wing keel) and keel/cb versions also available.

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Sabre 38: Boat Review

Picture this. Sydney Heads, a stiff southeasterly wind zipping through the heads and a short swell of a few metres with some nasty wind chop thrown in for good measure. Many boats heading out may have opted to turn back rather than bash into this mess. Waiting for me in the lee of Middle Head sat the hardtop Sabre 38 Express, long and lean and like its namesake, ready to cut a swathe through any irritating seas that would cross her path. It was time for our photo shoot.

You have absolutely no idea how much fun it was for the next hour or so. With complete respect for the customer who ordered the boat, I was initially very ginger with the speed and heading. No need to beat-up a new boat and then be hunted down by the new owner and/or his wife, both wielding photographic evidence of my transgressions.

No, no, it was all care and consideration until I realised that the Sabre had absolutely no need to be "handled" at all. She slices through waves, roars up swells, flies over breaking chop with barely a flutter or crunch, deftly turning in ever diminishing circles, and blazing back the other way to do it all again.

Under the floor, a pair of Volvo IPS450 drives with the forward-facing propeller pods dazzled with their power and performance, tracking the Sabre as though she was on rails. The hydraulic steering with upright helm was feather light while the electronic throttle controls drummed up endless squirts of power with a flick of the wrist.

Am I allowed to tell you: I have not had such fun driving a boat for years. And I was being paid to do it. And the fuel was free. And they brought lunch. What a gig this is!

MAINE COUSINS

Devotees of our magazine who pay attention to our edifying articles will realise that the previously tested Back Cove models and the Sabre are related in the corporate traditions of boatbuilding in Maine, USA. It is all the same company, however, the Sabres are perhaps the top of the line in the range, being detailed with high-end finishes. They call them "stick built" - piece by piece by shipwrights.

The pleasing thing about both lobster-boat ranges is that they are stylish, without the flash-in-the-pan looks from the trendsetters. They have evolved from solid and proven design concepts in construction and engineering, blending old and new in a package brimming with handsome charm. (Is this my own CV?). And they run well - fabulously well, as I have already proven. Forty years of doing it the right way, infused with Maine's proud boatbuilding heritage that dates back to 1607. It's quite a CV of their own.

The "picnic and/or lobster boat" genre has become a popular revival of old-style boating, many owners tiring of soft-top sportscruisers, particularly in foul weather or our scorching sun or becoming unbearably ugly a few short years down the track.

The hardtop Sabre 38 Express is indeed a boat for all seasons, combining the open cockpit for swimmers, fishermen, sun worshippers and the cocktail crowd, with a partially enclosed bridgedeck for those intent on navigation duties. The galley and dinette below, with a very comfortable forward island-berth cabin, offer a yacht-like cosy retreat for winter or inclement entertaining, be it in the horizontal or vertical positions.

HEY, GOOD LOOKIN'

She is, first and foremost, a very handsome boat, with a well-raked bow and straight sheer lines complemented by a gold cove line and varnished teak toerails. The almost full-length stainless steel bow and side rails enhance the stainless steel portholes, window frames and engineroom ventilators. It is all a "class act" as they say in the vernacular.

The navy-blue hull looks particularly sharp with a crème boot top and the crisp green antifouling, all blending seamlessly with the off-white superstructure and varnished teak trims. Some will moan about maintenance of teak trims but they do provide a very tasteful accent and allow a proud owner to keep things in Bristol condition. After all, a well-maintained boat speaks volumes about its owner.

A full-width swimplatform has a starboardside transom door leading to a well-considered cockpit, with convertible seating along the aft coaming and additional side seating. Add an awning and a table and lunch may be immediately served. Or you can sit back, let the skipper do all the work and watch the world whiz by, spray-free.

Moulded steps lead up either side to the sidedecks and one is almost immediately within the safe confines of the side railings. Rather smart stainless steel fairleads are let into the varnished teak toerail, while strategically positioned deck hardware will assist with a secure raft-up or mooring procedure. A Lewmar winch deals with a bowsprit-mounted CQR or Delta anchor, the central hatch accessing the chain rode and other lines. A suitable pennant on the jackstaff will definitely enhance the snappy styling.

HARDTOP HAVEN

Forward and up from the cockpit we enter what could be described as the bridgedeck or helm deck, with small sink, icemaker/fridge and wetbar area to starboard and an athwartships bench seat fronted by a collapsible table to port. Two Stidd helm chairs securely hold the skipper and mate with the three large windscreens (the centre one electrically opening) giving a panoramic view. The side windows also slide open for additional refreshment or for conversational/educational purposes with other waterway users who may be less thoughtful than you.

Focusing on your own affairs, a nicely laid out dash panel has all the controls necessary for the safe and efficient use of the boat. Our test boat was straight off the ship and had not been fitted with any electronics, however, a faux Raymarine screen (cardboard) required minimal knowledge in its use. Perfect for me. The varnished mahogany helm was vertically mounted in the traditional manner and the Teleflex steering was possibly the best I have encountered.

A large central hatch leads into the engineroom, where our pair of Swedes, Volvo's IPS450 turbo-diesels and drives with electronic EVC controls, had been doing all the work. Nearby were the 9kW Onan generator for 240V and a comprehensive package of tanks, filters, blowers and pumps as one would expect of a high-quality cruiser.

Closing the engineroom lid, the upper cockpit resumed its laid-teak splendour. This layout is quite practical, either as an entertaining or navigational layout it works very well. The cockpit guests are still connected conversationally, the guests on the upper sofa may commune either way and the skipper/mate seats can be turned to face aft when at rest.

Optional side-glass infills or clear covers may be ordered to enclose this upper cockpit, and would probably make this area quite useable in poor weather. Otherwise, a couple would use this upper sofa as a dining area.

OLD MEETS NEW

Heading down the central companionway, the main saloon blends old-world craftsmanship with contemporary design, and the American cherry timbers are warm yet bright. To port is a neat and suitably equipped galley with convection microwave, fridge-freezer, ceramic cooktop and coffee maker. A large oblong porthole will admit a welcome breeze. To starboard is an attractive L-shaped sofa and superb inlaid table, which will comfortably seat six and convert to a double bed if required. Excellent storage cupboards and electrical control panels are hidden behind stylish louvre doors.

The companionway steps open for further storage and the lower step has an inbuilt and very handy tool selection for instant use. The whole feeling of this cabin is much like a yacht and it would be a particularly cosy seduction space on a cold evening. A flatscreen TV with DVD player is set into a backlit recess, with a glass storage cabinet above. Everything is reverse cycle air-conditioned if climate control is desired. Three Lewmar hatches with screens allow natural light and air into these cabins and there is no particular feeling of claustrophobia, rather more a cosy air of warmth and safety.

To port is the head and shower, cleverly conceived and with a door to the main cabin or forward to the stateroom for en suite use. The forward cabin has a most comfortable queen-sized island bed (which I tested) set low and with lots of storage. Teak battens line the hull and teak and holly flooring is beautifully laid on the sole. The bed hinges open to reveal capacious storage with easy access. Cedar-lined hanging lockers prohibit moths escaping your wallet and devouring treasured silk shirts.

PICK YOUR SEASON

This is a boat for all seasons. The summer cockpit, spring in the upper bridgedeck, winter in the main saloon and, as for autumn, well you can just fall into the big bed and have a snooze.

Frankly, I would never convert the dining table for anyone, overstaying guests being frog-marched off with a more traditional sabre. I expect this boat to be owned by a couple who wish to enjoy the quiet luxury of their own private pad, without the intrusion of guests or children by night. They will join similar friends with their own boats, all enjoying the parties, drinks and dinners, then closing-up shop for the sanctuary such privacy brings. Bring others if you must.

All of this comfort and convenience should not divert attention from construction and seakeeping ability. Again the Sabre cuts through many of its competition. Designer Jim Taylor has seamlessly blended modern construction with knitted biaxial structural E-glass reinforcements, vacuum bagged Divinycell foam core in the hull, vinylester resins, and so on, into a deep-vee planing hull design, which I thoroughly tested with vigorous dexterity. All built to USCG, ABYC and CE category B standards for your added confidence.

Australian agent Jed Elderkin of Emarine Australia is one of the most personable and knowledgeable boat dealers about. He will lead you through the comprehensive specifications and optional extras to stamp your own style on a Sabre. Disposing of the cardboard navigation display and ordering the real thing also allows significant customisation for the techno types. I would add an iPod and a little reading material about the joys of Maine (though perhaps not in winter) to further the quite genuine feeling that you are buying something with heart and soul.

FACTS & FIGURES SABRE 38 EXPRESS

PERFORMANCE & HANDLING

You are unlikely to be disappointed with the performance of the Sabre, particularly with the superb handling characteristics arriving from the Volvo IPS system, hurtling our 10-tonne arrow across the water at 34kts. It is quite a slick performance.

But the IPS system is no longer a stranger to our readers. The inline six-cylinder turbo-diesel in its IPS450 guise produces 330hp at 3400rpm, the twin forward-facing-propeller pods pulling the boat through the water with significant efficiency. (The 450 badge is indicative of the horses required for a shaft drive to equal the pod performance.)

Standard electronic controls are complemented by the joystick system for foolproof maneuvering which will de-stress the most overanxious skipper. Add the Sabre's tremendously competent hull and you will face Mother Nature's lesser moods brimming with confidence.

Sliding through the water at 1500rpm will see 9kts and 17lt/h, which is most agreeable for the frugal soul. A brisk and distance-consuming 16kts raises this to 57lt/h, while a fast cruise at 24kts slurps 83lt/h. Full-speed gave us a very impressive 34kts at 129lt/h. I rather liked the world slipping by at 16kts.

PRICE AS TESTED

$735,00 with options

OPTIONS FITTED

Engine IPS upgrade, dark hull colour, electronics mast on hardtop, teak helm deck, electric windscreen vent, saltwater washdown and more…

PRICED FROM

$695,000 with twin Yanmar 380hp diesel engines

TYPE: Deep-vee planing monohull MATERIAL: Cored FRP construction LENGTH OVERALL: 11.73m BEAM: 4.2m Draft: 1.01m WEIGHT: 9.8 tonnes

BERTHS: 4 FUEL: 1325lt WATER: 380lt HOLDING TANK: 150lt

MAKE/MODEL: 2 x Volvo IPS450 TYPE: Inline six-cylinder turbo-diesel RATED HP: 330 (each) DISPLACEMENT: 5.5lt WEIGHT: 863kg (complete package)

SUPPLIED BY

E Marine Australia, Roseville Bridge Marina, 15 Normac Street, Roseville Chase, NSW, 2069 Phone: (02) 9417 8671; 0417 200 165

OUR VERDICT

The joys of traditional Sabre cruisers and yachts stand the test of time and the very strong resale values are testimony to the customer loyalty to these stylish and coveted cruisers.

Find Sabre boats for sale.

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How are Sabres higher quality?

• Thread starter Scandium
• Start date Jul 23, 2019
• Brand-Specific Forums
• Sabre Sailboats

You would also find the 'specs' of a BMW M5 and a Ford Mustang GT similar. But one for sure is a 'better' car. Because it's built to a different (higher) price point. Same thing in boats. Sabres are 'better' mostly in the detail of their construction, and to a certain degree their materials. Some of this makes them better boats, some of it personal taste. Mind you none of this makes them inherently more seaworthy, or fast. Design and construction technique, and economies of scale can make a production boat of similar performance and capability. PS - often heavier construction is simply the cheapest.  

both are nice boats. both will get you from A to B safely. it will come down to how well the boat you buy was looked after.  

Stu Jackson

This is a discussion of why people chose one model over another, and represents some folks' choice process. http://www.c34.org/faq-pages/faq-c34-owners-review.html  

Kings Gambit

What I’ve noticed generally is that the yachts at the low end of the price range for their length (e.g. 40 ft) have more quality variance in the details, or “trim” level. That is, the lower-priced ones will have more examples of “cheap” components than the higher-priced ones. To produce yachts at or below a certain market-based price point, high or highest quality cannot be maintained for every component. For example, whether SS deck cleats or aluminum, chocks or no chocks, SS chafe guards or none, cabin liner or none, lead keel or cast iron, high-quality SS lifelines w/high-quality pelican hooks versus lower quality lines with “cheap” snap shackles, SS port light frames or plastic, fully bronze thru-hulls and valves or other; it goes on and on right down to the placements (e.g., functional or just plain idiotic) of cabin lights & their quality. Also, importantly, the quality and beauty of interior joinery. It is warm with wood and wood tones, or comparatively stark and “uninviting” with synthetic paneling or similar, etc. In terms of hull/deck construction, you might see decks thru-bolted to the hull versus glued & screwed. Bulkheads tabbed to the hull or not. Masts keel-stepped or deck-stepped, etc.  

WadeBoggsCarpetWorld

One difference: the interior of the Sabre 30 is "stick built," whereas the Catalina 30 is "pan built." That means that all of the furniture inside was constructed from wood, and any attachment points were tabbed to the hull. A boat that's pan built has a molded fiberglass liner on the interior, which holds all the furniture and often makes up the cabin sole. A liner is nice because it's waterproof, easy to clean, and doesn't have to be refinished. It's also much easier to make for production boatbuilders, as you don't need to employ as many carpenters. However, it's a nightmare if you need to gain access to anything underneath it that the builders didn't think about. If there's not an existing access hole, such as for the bilge or thru-hulls, you gotta cut one yourself. On a stick built boat, you could just take apart the cabinet or settee and there's your hull. I grew up sailing a Pearson 30 (pan built), and the first boat I owned myself was a Sabre 30 mk2 (stick built). After experiencing the limitations of an interior liner, I decided I would never own a boat that had one.  

Having owned multiple Catalina's a 30, 310 and a 36, and having approx 40+ customers with Sabre's, I can say without a doubt there is little comparison in terms of construction quality between a Sabre and Catalina. Catalina's are fine boats but they are not in the same league as a Sabre overall build quality wise. Things such as screwed in bulkheads on a Catalina vs. tabbed & stick built (fiber glassed) bulkheads on the Sabre to teak and holly soles vs. bare fiberglass on the C-30 to a shoe box deck/hull joint on the C-30 vs. an overlapping joint on the Sabre. Balsa vs plywood coring. Lack of wood in the keel stub of the Sabre, Catalina smile very common vs. extremely rare on the Sabre. The list goes on. Nothing wrong with either boat, but there is no doubt the Sabre is built to a higher level. I know this because I crawl around the inner-workings of boats for a living.... All that said what matters when buying a used boat is maintenance history & condition, condition, condition....  

SBO Weather and Forecasting Forum Jim & John

This is an impressive scroll of valid reasons which I think support Sabre's quality, and some I hadn't thought of. I'll only add that a portion of the perceived value of some boat designer/builders, is mystical. Experienced buyers will seek these popular (like Sabre) used boats out and likely keep them in good nick. That in turn adds $ value as buyers (like OP), will pay a little more to own one. Hinckley is a classic example of out of date boats that have increased in value over decades. The high quality accounts for the bulk of this increase (especially high quality components that last), but some has to be attributed to the Hinckley mystique. The Sabre name has a little of that mystique.  

Here's a different tack for ya. You're looking at quality vs cost, your wife is looking at amenities, and the clock is ticking. Believe it or not, the clock ticks faster as time goes on and if you don't believe that, ask your parents. If you have a family now, just wait a few minutes and you'll have grandkids! If you don't believe that, ask your grandparents! Okay, here's what you do: Bypass that little 34 'cuz in ten years it'll be too small anyway. Teenagers happen before you know it and they need "their space". Start looking now in the 40-ft range with two heads and more room to handle everybody. Going from one boat to another costs time and money. The money you can earn but time you can't, once it's gone, its gone forever. The time it takes to fix up the current boat and sell it isn't so much but on the bigger boat it is. The expense and hassle of changing boats is a lot (unless, maybe, you're in sales). Save your time and you wife's, start looking at the 40 footers before its too late!  

Maine Sail said: Having owned multiple Catalina's a 30, 310 and a 36, and having approx 40+ customers with Sabre's, I can say without a doubt there is little comparison in terms of construction quality between a Sabre and Catalina. Catalina's are fine boats but they are not in the same league as a Sabre overall build quality wise. Things such as screwed in bulkheads on a Catalina vs. tabbed & stick built (fiber glassed) bulkheads on the Sabre to teak and holly soles vs. bare fiberglass on the C-30 to a shoe box deck/hull joint on the C-30 vs. an overlapping joint on the Sabre. Balsa vs plywood coring. Lack of wood in the keel stub of the Sabre, Catalina smile very common vs. extremely rare on the Sabre. The list goes on. Nothing wrong with either boat, but there is no doubt the Sabre is built to a higher level. I know this because I crawl around the inner-workings of boats for a living.... All that said what matters when buying a used boat is maintenance history & condition, condition, condition.... Click to expand

Good luck for sure, we also considered just jumping to a brand new Jeanneau 440 at just under $400k, and the payments to go with it! Found the C310 and it was the right boat for the right time for us.  

John Nantz said: Here's a different tack for ya. You're looking at quality vs cost, your wife is looking at amenities, and the clock is ticking. Believe it or not, the clock ticks faster as time goes on and if you don't believe that, ask your parents. If you have a family now, just wait a few minutes and you'll have grandkids! If you don't believe that, ask your grandparents! Okay, here's what you do: Bypass that little 34 'cuz in ten years it'll be too small anyway. Teenagers happen before you know it and they need "their space". Start looking now in the 40-ft range with two heads and more room to handle everybody. Going from one boat to another costs time and money. The money you can earn but time you can't, once it's gone, its gone forever. The time it takes to fix up the current boat and sell it isn't so much but on the bigger boat it is. The expense and hassle of changing boats is a lot (unless, maybe, you're in sales). Save your time and you wife's, start looking at the 40 footers before its too late! Click to expand

Scandium said: But as you know it's hard to stop looking.. Click to expand

any opinions on sabres for "light offshore" sailing? Like I said for example Chesapeake to RI, Maine, bermuda or carribean? Are they strong enough? Is storage too limited below a certain lenght, say 38 ft?  

You are talking about a boat that could be from the 70's and 80's. Most certainly they were built strong enough to sail those waters. The question really is can you sail those waters. Are you a competent skipper. Will you select a weather window to accomplish the cruise safely? Will you select crew that can stand watch and allow you to catch some sleep safely or wake you if conditions warrant it? Will you select a boat that is in a condition to go in water you choose? Will you spend the time and money to refit a boat that could be 30 plus years old to prepare it for such a journey? From the sailboat data site. "As of 2012, Sabre ended production of sailing yachts though they have said it could be restored should the market improve". A 7 year old boat could be immaculate or was scrapped in last years hurricane and it is on the market for "very good price". SO it is less the boat and more the skipper. As the Skipper controls all the variables.  

Scandium said: "light offshore" Click to expand

jssailem said: This is a nebulas term. Not clear of the meaning. Can you please clarify what you mean? Click to expand

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Sabre 386 Used Boat Review

A comfortable, capable passagemaker that sets the standard in this class and size range..

Foaming mountains of cold black water loomed out of the darkness behind me, rushing under the stern as the Sabre 386 careened down the face of another wave, bullets of icy spray pelting my foul-weather gear.  I was on the midnight watch under a brilliant full moon, racing towards the British Columbia coast, 600+ nm away. A westerly gale was rocketing us home on a close reach, the self-steering vane holding a steady course despite the quartering seas. I was alone at the helm of Amiskwi , a 2005 Sabre 386, the pool inside my foul weather gear banning all hope of staying dry as the seas built. Skipper Chris and sailing buddy Rick were below, drying out and catching some much-needed shut-eye before their turn at the helm.

Chris had invited me to join them on the 2,400 nm “uphill” passage from Maui to Victoria, British Columbia, against the prevailing winds. Sixteen days out and we were in the grip of a strong north-westerly, the anemometer touching 40 knots on occasion. What a ride! I was comfortable with the Sabre 386’s performance and had no doubt that she would get us home safely.

I had known Chris Read for several years. Chris & Helen purchased the Sabre 386 in 2014 after having sailed a Beneteau 393. Although Chris had worked in the BC fishing industry and had an affection for the sea, it wasn’t until retirement that they decided on their first sailboat. With experience, Chris learned the importance of sail trim and realized that in-mast furling was a compromise. He wanted a performance cruiser, and the classic lines of the blue-hulled Sabre 386 caught his eye.

SABRE YACHTS HISTORY

Sabre Yachts was founded in 1971 by Roger & Charlotte (Charlie) Hewson on family-owned property on Sebago Lake in Richmond, Maine. Roger had been an avid sailor while growing up just north of Montreal, Canada.

He designed, fabricated, and successfully campaigned a 26-ft racing scow that he called a Sabre Scow. Working in the family construction company, Roger’s interest in yacht design and construction grew and culminated in the establishment of Sabre Yachts in Maine. Roger’s design for the Sabre 28 was the first line of boats out of the factory. The success of that design prompted a series of models designed in-house by Roger & his team. In the early 1990’s Sabre Yachts took on a young designer by the name of Jim Taylor. Taylor’s first yacht for the company was the very popular Sabre 362. With a 10-year production run of 120 hulls the molds needed to be replaced by 2002. With a modest re-design and stretch by Taylor, this became the Sabre 386, launched that same year. Production ceased after 82 hulls were completed in 2012. The company shifted focus to power boat design and construction with, unfortunately, no further sailboats on the horizon.

CONSTRUCTION  

The Sabre 386 hull and deck are constructed of a divinycell-cored sandwich with solid glass reinforced mounting points for hardware. The hull/deck joint is an inward turned flange with the deck set on a bonding agent and bolted through the substantial teak toe rail every six inches. Part of the toe rail includes the secondary outboard genoa/spinnaker track through-bolted from amidships to the stern.

Unlike most modern boats, the interior furniture is constructed in place and glassed to the hull, adding structural strength to an already rigid hull. There is no separate ceiling liner. The finely finished deck head is simply the inner surface of the cored sandwich with plugs covering deck hardware fasteners. An elegantly simple solution as it emerges from the factory. Adding deck hardware, however, may become an issue with some extra work required to reinforce the core.

Although bonded to the hull, the teak bulkheads are not mechanically fastened to the deckhead. Instead, the bulkheads are set into molded recesses in the solid ceiling. Interestingly, aboard Amiskwi in heavy seas, the aft cabin bulkhead generated “old wooden boat” creaking noises. This was remedied by injecting a sealant into the joint where the bulkhead fit into the ceiling grove.

The Sabre 386 was designed with a choice of exposed lead keels, the deep draft fin (6’ 10”/ 2.08m) with the completed boat weighing in 16,900 lbs. (7,688 kg) or the shallow draft (4’9” / 1.5 m) at 17,300 lbs. (7,847 kg), both with a modified bulb at the bottom. The rudder is an elliptical foam core with a carbon fiber post, connected to the wheel by quadrant/wire system. Of the three Sabre 386s that I am aware of locally, all three suffered a skin delamination on the port side of the rudder, top to bottom. On Amiskwi the rudder was re-built, something to be aware of if contemplating a purchase.

 ON DECK

  First impressions on deck are of a clean, uncluttered space surrounded by a beautiful teak toe rail. The long coach roof slopes gently to the bow with off-white molded-in non-skid complementing the white gelcoat and teak toe rail. Stainless steel handrails provide a hand-hold, but stop at the mast. I find it curious that there are no handrails from the mast forward along the coach roof. There is certainly room for them. Two Dorade vents over the aft end of the coach roof and a pair of large opening hatches provide plenty of ventilation below deck. The side decks are somewhat obstructed by the shrouds set into a single chainplate on each side abeam  the mast, mid deck. However, there is plenty of room to pass by these stays in or outboard, a welcome option when heeled over in boisterous seas.

Internal halyards exit the mast high enough to allow for a rapid jump hoist by deck crew, then out to deck organizers before reaching back to Lewmar 40 self-tailing winches and line stoppers at the trailing edge of the cabin top. This set-up is perfect for the racing crew on deck as well as the single-handed sailor remaining in the safety of the cockpit. The starboard halyard winch is a powered Lewmar 40, very nice to have for the big mainsail. The genoa winches are self-tailing Lewmar 50s accompanied by self-tailing Lewmar 46s for the spinnaker, both within reach of the helm.

Foresail tracks are recessed into the side deck from abeam the mast to the leading edge of the cockpit. Control lines provide adjustability for car position, the design and quality allowing movement under load. For larger genoas and spinnakers an additional track is set up atop the teak toe rail from abeam the mast to the stern. This allows for plenty of options for sail shape. The back stay is split with a hydraulic adjuster on the starboard corner.

At the bow the stainless-steel anchor rollers have room for two anchors, the rode leading back to a vertical Lewmar windlass and a very deep anchor locker. Plenty of room here for boat fender storage. Climbing into this locker provides easy access to the base of the windlass for maintenance. Stainless steel chocks set into the toerail provide dock line access without damaging the teak. Aboard Amiskwi the Harken furler drum is set high on a toggle to avoid conflict with the anchor function.

Double stainless lifelines provide security on deck with side-deck gates just forward of the cockpit. There is also a gate leading up from a small boarding step molded into the stern, very convenient when boarding from a dinghy. A swim ladder is set into the step for safety.

Despite making allowances for the stern cabin just below, the well-proportioned T shaped cockpit is deep and feels very secure. The coaming is high and well angled for back support. The top of the coaming is the perfect position for driving the boat, from the lee or weather side.  The footwell is deep and the opposing seat is within reach for bracing when heeled over. The cockpit is not overly spacious when compared to other boats in the same size range. The pedestal and large wheel tend to dominate the relatively small space. Chris has extended the pedestal guard to accommodate sailing and navigation instruments, further intruding on this limited space. Behind the wheel there is a raised helm seat flanked by two deep stern lockers, the lockers connect underdeck. The starboard side holds the shore power connection and forced-air heating system, the port side the hot water tank. There is plenty of white melamine cabinetry in these lockers to protect steering gear and other hardware, but it’s all removable and, once removed, there is enough room that the average sailor can easily climb into this space to service equipment.

The port cockpit locker is shallow due to cabinetry covering the 40-gal. (151 liter) fuel tank. Certainly not a space that you can climb into. The melamine cabinetry is removable which allows a bit more room to work in here. It’s handy for cleaning equipment, fenders and dock lines. The port side seat can be raised to open the aft cabin hatch, allowing light and ventilation into that space when the cockpit is not in use.

Engine throttle and gear shift are a single lever on the starboard side of the binnacle, right where they should be. The standard Yanmar engine control panel is high on the starboard cockpit coaming, clearly visible through a hinged plexiglass cover, unlikely to fall prey to a collision from errant boots.

A low bridge deck step-over leads to the recessed companionway. A stainless-steel handrail around the top of the opening accompanies teak handrails down the four steps into the main cabin, plenty of hand holds. First impressions are of a very warm and welcoming cabin finished in glowing American Cherry paneling and trim.

Immediately to starboard is the door to the head. A relatively spacious shower compartment is separated with a plexiglass door. The finish is all gelcoat and melamine cabinetry, bright, airy, and easy to keep clean. Two opening ports and a deck hatch ensures moisture can escape and fresh air can enter. A small vanity sink on a composite countertop accompanies a fresh water electric toilet that flushes into a small holding tank behind cabinetry in the shower compartment. The tank is irregular in shape and a waste -evel sensor was added to limit the chance of an overflow. From the factory there is no option for direct discharge overboard once outside the limit. A small locker at the sole is used mainly for footwear.

To starboard of the companionway is the U- shaped galley with a deep double sink on a composite counter near the centerline. Faucets include hot & cold pressure water accompanied by fresh & saltwater hand pumps. The pressure pump is located under the galley sink, fed from the two 50 gallon (132 liter) water tanks located under the settees. A low plexiglass splash shield keeps sink water out of the salon and yet provides an open, airy feel to the galley. A gimbaled three-burner Force 10 propane range is located against the hull with a cavernous cold-storage compartment (refrigerated) adjacent. The cold storage unit has both a top loading lid as well as a front opening door, both well insulated. The factory Seafrost refrigeration system is located behind the port-side settee. Above the range is a small microwave set nicely into the cabinetry. There is an abundance of storage behind louvered doors but only a limited number of drawers. With the stove, icebox lid, a refuse lid and double sink, there is a severe shortage of working counter space. Sabre does provide composite sink “toppers” that provide a bit more space, but that limits sink access. A small flip-up cutting board next to the sinks resolves this shortage somewhat.

Astern of the galley, through a solid door, is the aft cabin. There is a coil spring double mattress arranged athwartships. There is plenty of storage against the hull along with a separate cedar-lined hanging locker. A large opening hatch under the port cockpit seat brings in light & fresh air. Unfortunately, the bed isn’t quite wide enough to sleep longitudinally. It shouldn’t be considered a sea berth when heeled over. Trust me, I tried!

Forward of the navigation station and galley the interior opens into the main saloon. Aboard Amiskwi the teak and holly sole complement the tan upholstery. The starboard settee stretches from the navigation station to the bulkhead, the port settee is L shaped and can be pulled into a double berth. Both are long and wide enough to be very comfortable sea berths. Chris has added lee cloths to make them so. The beautifully finished table folds up against a bulkhead bookcase when not in use, folding out across the cabin when guests are aboard. Six can be seated comfortably. The mast intrudes into the main cabin just aft of the forward bulkhead but is nicely wrapped in fabric, matching the settees. There is plenty of storage behind the seat cushions as well as against the hull above the seat backs in open storage and beautifully finished closed cabinetry. The massive chainplates are clearly visible for inspection. Under-seat storage is non-existent. This space is taken up with water tanks and batteries. There are four 12-volt AGMs, three on the centerline and one under the navigator’s seat, all readily accessible. Battery switches are at the foot of the port-side settee opposite the navigation station.

The light, airy feeling of the salon is complemented by the white textured ceiling with cherry battens running longitudinally. The large deck hatch accompanies two opening ports and four fixed ports providing plenty of ventilation and light below. Handrails run the length of the cabin below the ports.

The V berth is separated from the main cabin with a solid door. The hull here is lined with light wood slats with American Cherry trim, no bare fiberglass or vinyl for Sabre Yachts. An open shelf runs the length of the cabin on both sides with a pair of small lockers near the forepeak. The bed is what I would call a semi pedestal arrangement, the shoulders of the sprung mattress being accessible, the foot of the bed against the forepeak. A six-footer can stretch out here! There is a small cabinet for storage to port with a sink and pressure water. A substantial cedar lined hanging locker is to starboard. Additional drawers slide under the berth providing convenient storage above two small lockers at the cabin sole. As there are no tanks or mechanical devices below the berth, storage is remarkable, just difficult to get to. A deck hatch and two opening ports provide light and ventilation.

The 40-hp Yanmar 3JH4E diesel is enclosed in an insulated compartment below the cockpit sole. Access is reasonable through the pivoting companionway stairs, a substantial removable cabinetry in the aft cabin and side hatch in the head compartment. The stairs pivot up and prohibit access to the cockpit engine control panel while servicing the engine. A secondary starting switch would be appropriate for engine servicing. The oil filter is on the starboard side of the engine against the head compartment wall, very difficult to access from the front. The removable shower stall panel provides better access. The transmission is accessible from the aft cabin with the shaft and shaft seal under removable panels.

Under power I found the Yanmar a bit noisier than expected, considering the level of sound insulation and Sabre pedigree. The standard water-lift muffler is adequate but could be improved with a secondary silencer. There is plenty of power through the three bladed Maxiprop for maneuvering in close quarters. A tight turning radius and limited prop walk in reverse gives the helmsperson with confidence. The boat goes where it’s pointed.

In open water with a throttle setting of 2,600 rpm a comfortable cruising speed of 6.5 knots is reached. The Yanmar is rated at 2,900 continuous RPM and can reach the 7.6 knot hull speed if necessary.

Like many classic hull shapes, the Sabre 386 performs best under sail. With a relatively deep underbody amidships and no flat bottom forward or aft of her fin keel, this 17,000 lbs boat will likely not be surfing downwind but is exceptionally stable when reaching and pointing. She leans into the wind and shoulders her way through the waves with a remarkably comfortable ride. Boisterous seas may splash aboard forward but the high coamings prevent the water from entering the cockpit.

Standing at the wheel is aided by the tilted sole in the T shaped cockpit, providing level footing when healed over. Seating on the raised helm seat allows a forward view over the coach roof. The best seating, of course, is on the wide cockpit coamings using the pushpit as a back rest. The view forward for sail shape is unobstructed.

Having sailed aboard Amiskwi in both local races and over long distances, the Sabre 386 is not a lightweight flyer set to dominate the round-the-buoys fleet. More a cruiser/racer than racer/cruiser, the slippery hull and deep keel with spade rudder does well against the younger up-starts with their flat bottoms and wide sterns. In ocean seas there is a sense of poise and confidence while shouldering aside unruly waves. With a beautifully elegant design and sound construction, the Sabre 386 is definitely a first-class coastal cruiser with the capability of an ocean cruiser. Turning heads at anchor or secured to the dock, this fine example is the epitome of a classic yacht.

RELATED ARTICLES MORE FROM AUTHOR

Nice appreciation of a very nice boat. “To starboard of the companionway is the U- shaped galley….” While I’ll grant that what looks like an L- shaped galley in plan, feels like a U with the bulkhead just aft, placing it to starboard seems like a simple typo. Seafaring history is filled with more serious examples of what my father used to call, “The Reciprocal Problem.” While aft-facing nav stations are often good space savers, it is a potential source of just this trouble and requires extra care translating from the chart table to the deck.

Couldn’t access the rest of this article for some reason in spite of signing in as a member.

While I Am on ultrafast WiFi, and have logged in, signed in, logged on and am recognized by the site as indeed who I am, I can’t download or read the Sabre 386 review or any other articles?

Very frustrated, Shawn

My wife and I are still sailing hull #1 which we bought off the floor at The All Sail Show at Navy Pier in February 2004 and still love her (Granuaile) ! She sails like a dream and is very comfortable down below.

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Sabre 36 as a blue water boat ?

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I am considering buying a 1984 Sabre 36. Can someone with experience with a Sabre comment as to whether or not it will make a good blue water boat ?  

Sabre 38 owner for several years, coastal mostly, several weeks in offshore passages, several times a year. A well found Sabre 38, with modern rigging (not 1984 vintage) should be a fine "blue water boat". Ours was quite comfortable and easy to handle for the two of us (wife and I). We are experienced and knew the boat well and what she would do and not do. We did favor weather windows and avoided bad stuff as well as we could. The 36 should be as decent as the 38, just a tad smaller. The boat will handle loads more than the humans. Are there more "blue" blue water boats, sure and the builders and owners will tell you the why and their experience. Then add in cost and the game changes again. Look closely at the mast step,very closely...it could/should be a show stopper - if it has not been repaired by a quality yard. Similarly some of the 38's had water intrusion issues at the chain plates and that can be costly as well. I think the 36s deserve a hard look by a surveyor who knows Sabre boats. My 1984 Sabre 38 was one of the best boats I have ever owned, power or sail. A good value at the price I paid as well. bests  

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