hunter 31 yacht

Yachting Monthly

• Digital edition

Hunter Channel 31: A sporty, solidly built cruiser

• David Harding
• February 3, 2022

A solidly built cruiser with a sporty edge and twin-keel option, Hunter’s Channel 31 has been impressing since her launch 22 years ago. David Harding sails one to find out why

One of the few Channel 31s moulded with blue gelcoat, Freya has been given additional vinyl styling at the bow. Credit: David Harding

Product Overview

Hunter channel 31, manufacturer:.

Brand loyalty is often strong among boat owners. If you find a boat you like, there’s a good chance that, when you come to move up or down, you will buy another one from the same builder. In Kevin and Maggie Cullimore’s case, it was moving up to the Hunter Channel 31.

Their first family cruising boat was a Hunter Ranger 245, which they bought in kit form at the London Boat Show in 1998.

Kevin fitted it out in the space of a few months and they sailed it for five years before two growing children dictated that a bigger boat was in order.

They were fortunate enough to find a Hunter Ranger 27 that had hardly been used.

Like Kevin, the owner had built it from a kit. Then he found out that his family actively disliked sailing, so it had to go. Kevin re-built much of the interior and it became his family’s boat for several years.

They cruised extensively, crossing to the Channel Islands on occasions, and were more than happy with their second Hunter.

A self-tacking jib came as standard on the Hunter Channel 31. Credit: David Harding

No matter how settled you think you might be, however, life has a way of making you reconsider – and that’s exactly what happened to Kevin and Maggie.

On a visit to the East Coast one day, they stumbled across a Hunter Channel 31 bearing a ‘for sale’ sign.

‘We hadn’t been planning to buy a bigger boat’, says Kevin. ‘I had always wanted a 31 but didn’t think I could afford one. Still, seeing this one, we decided to have a look anyway.’

As chance would have it, they learned from the broker that the owner of the 31 was looking to move to a smaller Hunter.

So Kevin sent all the photos of his 27 – the fact that he had fitted a TV in the saloon proved to be a major selling point – and the 31’s owner visited Poole to have a look.

A deal was done, the new owner of the 27 sailed it back to the East Coast and Kevin sailed his new 31 from Woodbridge home to Poole.

Kevin Cullimore has equipped Freya for self-sufficient, short-handed cruising. Credit: David Harding

That was in 2013, since when he – usually with Maggie, sometimes solo or with friends – has continued to cruise Freya widely.

France and the Isles of Scilly have been destinations on longer trips, in between which Freya has often been seen in the Solent and the West Country.

It’s all a far cry from Kevin’s early trial-and-error adventures with his Eclipse that he trailed to the Mediterranean and sailed to the Balearics.

Getting Freya to the condition she’s in now has been an ongoing process.

Plusher than on earlier Hunters, the interior provides plenty of stowage, handholds and bracing points. Credit: David Harding

When, like Kevin, you’re of a practical disposition, you know what you want to do to your boat and you get on and do it.

This has involved everything from modifications to deck hardware to building new joinery down below and fitting a stern gantry to support solar panels , aerials and a radar.

The process of fitting out and making changes to his smaller boats is largely what encouraged Kevin to stick with Hunters when the time came to move up.

A stern gantry provides a mounting point for solar panels, aerials and the radar. Credit: David Harding

As he told me: ‘Having had two previous Hunters I was pretty impressed with the way they were built. I’ve drilled through quite a lot of them and found them well made. And no other twin-keeler really compares with them.’

His 245 and 27 were both twin-keelers, as is the Hunter Channel 31.

In places like the Channel Islands and the Isles of Scilly it can open up a lot of options to be able to dry out, and Kevin doesn’t consider it a significant sacrifice in performance terms to sail a twin-keeler.

The difference between the sailing ability of fins and twins is undoubtedly less with the Hunters than with many earlier generations of cruising yachts.

Boarding gates weren’t fitted originally but have made a big difference. Credit: David Harding

David Thomas’s designs earned the designer and builder a reputation for creating boats with twin keels (or twin fins, as they liked to call them) that sailed remarkably well.

The  Hunter Channel 31 and the earlier 32 (which became the 323) were among the larger boats you could buy in twin-keel form, along with some of the Westerlys, Moodys and Sadlers.

The Hunter, however, was distinctly more sporty in nature than most of the alternatives. She was also sportier than most of the earlier Hunters, excepting those conceived as One Designs such as the Impala, Formula One, 707 and Van de Stadt’s HB 31.

David Thomas was conscious that he had probably pushed the performance aspects of the design as far as Hunter would accept, and was half expecting to be asked to reduce the size of the mainsail for the twin-keeler at least.

His design was substantially heavier than many of the Hunter’s Continental competitors: he wanted her to have a good ballast ratio for stiffness, and that in turn called for generous displacement to support the extra weight in the keel(s).

As he told me at the time: ‘You can have the displacement as long as there’s enough sail area to go with it. A cruising boat with a miserable rig is a miserable compromise. So why not have a big rig? It’s what a cruising boat needs. That way you can have good light-weather performance in a heavyish boat.’

In essence it’s the same philosophy that Stephen Jones applied to the Sadler 290 – another powerful twin-keeler that’s heavier than a typical modern cruiser of similar length, yet a good deal faster too.

Originally the mainsheet was taken to a strong-point on the cockpit sole, but Kevin has moved it forward to the coachroof. Credit: David Harding

By the standards of the day (after a year’s delay, she was launched in 2000), the Hunter Channel 31 has a broad stern, which in turn called for a fuller entry than on many of Thomas’s earlier designs.

It all added up to a boat with a potent performance potential, as I learned on speaking to Thomas about the design and sailing with him on a breezy day in the spring of 2000.

‘It’s right down the middle between a club racer/One Design and a cruiser you can sail anywhere,’ he said. ‘It’s an offshore cruising yacht that will look after the crew.’

Choosing the right compromise

With the standard self-tacking jib, the option of twin keels and a few other concessions towards cruising, the 31 proved popular as a fast cruiser.

Nonetheless, with its slippery shape and relatively narrow waterline, the hull offered potential that Hunter had planned to make the most of with the introduction of a souped-up derivative to be known as the 303.

It was due to have a taller, double-spreader rig with inboard rigging to allow an overlapping genoa, balanced by a deeper fin keel in lead. In the event, the 303 was never developed and few 31s have been raced seriously enough to show what they’re capable of.

The boat I tested back in 2000 was a fin-keeler although, rather incongruously, it was fitted with a fixed two-bladed propeller that caused turbulence over the rudder and would have knocked a good deal off our speed.

The cockpit is narrow enough for leg-bracing between the seats, leaving comfortable coamings and a wide side deck. Credit: David Harding

On the whole I was impressed by the performance in a gusty 15-25 knots of breeze: under full main (with just the flattening reef pulled in) and self-tacker we clocked 5.5 knots upwind with the boat proving to be nicely balanced.

She stiffened up markedly at around 15° of heel, spun on a sixpence when asked to and exhibited few vices. Downwind we clocked 8.5 knots in a squall, provided I could keep her going in a straight line.

Most Hunter Channel 31s have the self-tacking jib that came as standard, but a minimal-overlap headsail can be used. Credit: David Harding

I couldn’t do that all the time because the rudder would lose grip unless we were almost dead downwind.

As soon as the wind came on to the quarter, she rounded up: the large mainsail combined with the generous sweep-back on the spreaders generated more power from the leech than the rudder was able to cope with: it was a choice of run or round up.

Hunter used the rudder from the HB 31 on both the 32/323 and the 31. I had already sailed the 323 in breezy conditions and found no issues.

Perhaps because of the broader stern and the more powerful mainsail, the rudder – to my mind at least – didn’t work as well on the Hunter Channel 31.

Unlike the demonstrator I sailed, with its fin keel and fixed prop, Kevin’s boat has twin keels and a Brunton Autoprop.

He had an Autoprop on the 27 and, amongst other things, likes the extra knot or knot-and-a-half it provides even on tick-over when he’s motor-sailing. It was one of the first additions he made to the 31.

We also had much less wind than on my earlier sail: a gentle 8-10 knots most of the time.

Since we had to cope with a few late-season whiskers below the waterline, we were never going to break any speed records but the whiskers were at least partially offset by Kevin’s new sails.

For downwind sailing he uses a cruising chute, and two years ago added the cruising equivalent of a Code 0.

He finds this particularly useful, as do many owners of boats with self-tacking jibs. On one memorable occasion, he flew it all the way from Guernsey to Dartmouth.

The Hunter Channel 31 is among the relatively small number of performance cruisers in this size range available with twin keels. Credit: David Harding

‘We had one of the most beautiful sails with the Code 0. We put it up and didn’t touch it all day, making 5.5 to 6 knots on a flat sea, in glorious sunshine and surrounded by dolphins.’

On the day of our sail, it nudged us along at up to 6.8 knots with the wind on the beam.

Even in these lighter conditions I was reminded why I had reservations about the rudder, the blade needing a little more balance to my mind and stalling occasionally if asked to do too much out of the ordinary.

That said, a rudder’s feel is a very subjective issue, and one on which I had lengthy conversations with David Thomas.

Verdict on the Hunter Channel 31

It’s easy to see why the Hunter Channel 31 hits the spot for many cruising sailors who enjoy sailing a boat that looks after them and really does sail.

She combines performance and robustness with a much more stylish arrangement below decks than found on earlier Hunters.

That’s because Ken Freivokh was commissioned to design the interiors on the later models.

He transformed them from basic and functional to still-functional yet infinitely more appealing.

Freya demonstrating the benefits of twin keels, dried out on Bryher in the Isles of Scilly. Credit: Kevin Cullimore

Structurally, Hunter kept things simple with solid laminates and a single interior moulding forming the companionway, the engine tray and bearers, the heads and the base of the galley – ‘all the messy bits’, as Hunter put it.

Everything else was in timber and bonded to the outer hull.

On Kevin’s boat, the joinery is in cherry but there’s much more of it than on a standard boat.

A wet locker lives abaft the heads, the inside of the door providing handy tool stowage. Credit: David Harding

Kevin has added lockers each side in the saloon above the back-rests where originally there were simply fiddled shelves.

He has blended them in so well that you would have no idea they weren’t original, and has done the same in the aft cabin.

He has even fitted several small drawers and made sure that not a cubic inch is wasted.

The time involved for a yard to do something like this would make it prohibitively expensive, but Kevin’s work shows what you can achieve if you have the skill and are prepared to devote the time to it.

‘I like messing around with woodwork’, he says.

Since he’s also more than adept with electrics, he has fitted three solar panels on the stern gantry – a total of 200 watts that will generate 67 amps on a sunny day.

Having owned Freya since 2013, Kevin has spent nearly 10 years refining her to create the cruising boat he has always wanted.

‘I don’t think we will ever change boats now,’ he says. ‘I’ve got this up to where it’s got to be, and if I bought another one I would have to start all over again. I’ve been through all that before.’

When you have a capable and well-sorted boat like this that will take you anywhere quickly and comfortably, dry out upright when you get there and look after you whatever the weather, why would you want to change?

Expert Opinion on the Hunter Channel 31

Nick Vass B,Sc B,Ed HND FRINA MCMS DipMarSur YS, marine surveyor www.omega-yachtservices.co.uk

The first thing that I notice when surveying British Hunter yachts is the spacious and airy interiors and the Channel 31 is the best of the lot, having been designed by Ken Freivokh, who was responsible for the stylish later Westerly Regatta interiors.

The 31 has a particularly large aft cabin. These are underrated yachts that suffered a kit boat stigma let down by some poor home finishing.

With the tiller mounted well aft and the mainsheet moved to the coachroof, there’s plenty of clear space in the cockpit. Credit: David Harding

If you do buy a home-completed version, interior trim can easily be put straight, and the factory finished boats were well made and so easily comparable to the Sadler 290, Westerly Regatta 310 and Moody 31MkII.

A joy to survey, and to maintain, as access to critical items such as seacocks, stern gland, tanks and keel bolts is so easy.

Keel bolts are substantial and don’t tend to give trouble and Hunters don’t tend to get osmosis.

Hunter rudders were of a strange resin construction over a steel frame without a GRP shell. I have found several where the steelwork rusts but this has not led to failure and at least they don’t blister or come apart.

The Hunter Channel 31 was introduced in 1999 as a replacement for the 32 which had replaced the Horizon 32.

However, the 31 was designed as a lighter faster cruiser/racer and came as a One Design racing version called the 303 which had a deep lead fin keel.

The Hunter Channel 31 was offered with fin or twin keels. Yanmar 2GM20 engines are reliable and there are plenty around.

Ben Sutcliffe-Davies, marine surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA) www.bensutcliffemarine.co.uk

Like all of David Thomas’s Hunter boats, the design of the Hunter Channel 31 concentrated on structure and build; the use of woven rovings over normal chop strand hold testament to the longevity and strength of these craft, which do hold their value well.

At the time of build, Hunters were certainly not the cheapest boats available for their size.

A common issue I’ve had when surveying these vessels is the moulding arrangement for the tiller area. It can suffer from wear and some light stress.

Some of the moulding returns have air voids in them from build, as woven rovings are not as easy to tuck into tight corners.

Outboard rigging leaves the side decks clear. A moulded upstand along the gunwale takes the place of an aluminium toerail. Credit: David Harding

I have seen issues where owners have added extra batteries but have not thought through the right location for them.

Engine maintenance is also sometimes lacking due to the tight access. Many have the deep sea shaft seal so be aware of their age.

They usually need replacing after seven years so make sure you check them and the service record.

The decks are normally a foam core so don’t tend to suffer in the same way as yachts with a balsa core, but still be aware of deck fittings and stanchion points; check for overloading which can be common.

The Hunter Channel 31 has ring beams and yard staff can struggle to identify the correct points to locate cradle supports.

I have seen a few boats with small areas of delamination where the boat was incorrectly supported ashore.

Alternatives to the Hunter Channel 31 to consider

This exceptionally roomy and powerful twin-keeler is shorter than the Hunter but extraordinarily spacious and a remarkable performer too.

Her twin keels are cast in lead and bolted through moulded spacers to ensure a particularly low centre of gravity.

This enables her to carry a generous rig for good performance in light airs despite her relatively heavy displacement, while the slim profile of the keels contributes to a degree of hydrodynamic efficiency rarely seen in the twin-keeled world.

The Sadler 290 performs well in both light and heavy airs. Credit: David Harding

It’s also rare for boats under 9m (30ft) to achieve RCD Category A status, the Sadler’s AVS (angle of vanishing stability) of 140° being a major factor.

She was designed by Stephen Jones and launched three years after the Hunter by a Sadler company unrelated to earlier incarnations of Sadlers.

Jones gave her an exceptionally fine entry, with reserves of buoyancy forward being ensured by the high freeboard.

Her stern is even broader than the Hunter’s and her twin keels mounted further down the hull. This almost eliminates the banging and thudding that can afflict twin-keelers upwind in heavy weather, while minimising the additional drag caused by a root breaking the surface.

The large rig is of high-fractional configuration with an overlapping genoa to maintain drive in light airs.

A broad stern for powerful downwind performance. Credit: David Harding

On deck, the fine bow limits foredeck space but the wide sidedecks run all the way to the transom. The long cranked tiller is the dominant feature in the cockpit.

The layout below decks is unusual for a modern design in placing the heads between the saloon and forecabin, harking back to the arrangement widely seen in the 1970s and early 1980s.

That allows the galley to be moved well aft, alongside the companionway steps, where it’s right out of the way and not in any thoroughfares.

It’s probably one of the most practical and secure galleys on any boat under 40ft.

The detailing varies according to where the boats were fitted out: various yards were involved at different times.

Westerly Tempest

Westerly’s smaller sister to the Storm 33 was launched in 1987, overlapping with the popular and long-running Fulmar. All were designed by Ed Dubois.

Both the Storm and Fulmar had been conceived as cruiser-racers but, since few Storms were ever raced, Westerly realised that a change of emphasis was needed for the Tempest and aimed her firmly at the cruising market.

A fin keel was standard, though some owners reckoned it needed to be heavier and that the twin-keelers were stiffer.

The Westerly Tempest is slightly quirky but a good performer. Credit: David Harding

Either way, the Tempest is no slouch. She has a gentle, easy motion combined with a respectable turn of speed for a relatively heavy boat.

Handling qualities are widely praised and the long cockpit, combined with a companionway that extends well forward, means you can almost reach the mast without having to go on deck.

The accommodation is unconventional and not for everyone. Westerly used the broad stern to fit-in twin double aft cabins, moving the heads to the bow abaft a large sail locker that opens into the heads via a door and to the deck via a hatch.

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With this locker in the bow and the aft cabins being well forward of the transom, the total cabin space is relatively short and the saloon too small for some tastes.

Cockpit stowage is also restricted by the stern cabins. A few boats were later built with a conventional forecabin.

From 1993, the Tempest evolved into the Regatta 310 with a re-styled interior designed by Ken Freivokh, but very few were sold.

Newer, lighter, sportier and more expensive than the British twin-keelers, the French-built RM is a boat that does things differently.

Plywood is used for the hull because of its strength, light weight and durability among other qualities.

The deck and coachroof are moulded, largely because plywood would give a very angular finish.

The RM 890 is light and fast with a plywood hull. Credit: David Harding

Everything about the RM 890 is geared around ruggedness, sailing ability and functionality.

She comes with a choice of bulbed, high aspect-ratio twin keels paired with a single rudder, or a deep T-bulb fin with twin rudders.

The keels are bolted through a steel frame inside the hull. Rigging arrangements can be varied, but the 890 typically carries a staysail set on a forestay secured to the anchor well bulkhead.

A genoa on a stemhead-mounted outer forestay can simply be rolled away rather than reefed when the wind picks up.

Like Westerly’s Tempest, the RM has a mainsheet traveller across the stern.

The tiller places the helmsman forward and close to the headsail winches for easy singlehanded sailing . Below decks the finish is painted plywood.

Privacy isn’t a priority – a few curtains are the order of the day – but the RM’s famous utility room to starboard, where many boats would fit another aft cabin, tells you exactly where the priorities lie.

A large forward-facing window gives an excellent view out. Just mind your footing on deck.

Sailing performance is hard to fault and the handling crisp and responsive.

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• Sailboat Guide

Hunter 31 is a 31 ′ 3 ″ / 9.6 m monohull sailboat designed by Cortland Steck and built by Hunter Marine between 1983 and 1987.

• 2 / 13 Oconto, WI, US 1984 Hunter 31 $19,500 USD View
• 3 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 4 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 5 / 13 Oconto, WI, US 1984 Hunter 31 $19,500 USD View
• 6 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 7 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 8 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 9 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 10 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 11 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 12 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 USD View
• 13 / 13 Grand Lake O' the Cherokees, OK, US 1987 Hunter 31 $20,000 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)

Shoal draft: 4.0’/1.22m Disp. (Shoal draft): 9900 lbs/4494 kg

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Marlow-Hunter 31

• By Herb McCormick
• Updated: March 16, 2016

Once upon a time, I owned a J/30. As a racer/cruiser introduced in 1979, it lacked many cruising amenities, even for its era, but for a 30-footer it was plenty beamy (over 11 feet), and I always considered it a not-insubstantial vessel. Times change, of course, particularly with yacht designs, a point that was driven home as I stepped aboard the Marlow-­Hunter 31 last fall. Thinking back on my cherished J boat, I had to smile. Though roughly a foot shorter than the latest offering from the well-­established Florida builder, figuratively speaking, my old girl would have fit in this new 31-footer’s hip pocket. How was it even possible?

Well, the short answer is a quick summation of many of the characteristics shared by lots of contemporary production cruisers. Designers Glenn Henderson (a longtime Hunter hand) and David Marlow (a veteran powerboat builder who purchased the company three years ago) have incorporated a trendy hard chine just below the waterline and used it to maximize the dimensions and interior volume. Long waterline? Check. Extended topsides? Check. Max beam (almost 12 feet!) carried well aft? Check.

Indeed, the Marlow-Hunter 31 is a thoroughly ­modern pocket cruiser that also includes many familiar Hunter features, including a B&R rig with swept-back spreaders that eliminate the backstay. You’re not finding that on any imports. But when you start to scratch the surface, it’s also abundantly clear that there’s some serious innovation happening here, particularly in the methods and materials used to piece the boat together. We tested the M-H 31 on Chesapeake Bay during last fall’s Boat of the Year trials, and got totally skunked on breeze: zero, nothing, nada. It happens. But while a couple of the judges and I vainly tried to put the boat through its paces, David Marlow and the third member of our panel, systems expert Ed Sherman of the American Boat and Yacht Council, disappeared below, two salty dogs lost in private banter. Whatever were they discussing? Later, during deliberations, Sherman spilled the beans. “We had a fascinating conversation,” he said. “He’s a man on a mission who really wants to reinvent the Hunter brand. Part of the way he’s doing that is to take a hard look at long-term durability while trying to build a product that’s easier for his factory workers to assemble. He’s invested a huge amount of time and R & D in developing a database of what works and what doesn’t. It blew me away.

“Most of his experience is in the powerboat sector, but he has a broad nautical background, so he’s got some knowledge of ­hydrodynamics, aerodynamics and structural build,” he continued. “It’s evident in the hull layup, for instance, with the use of Kevlar forward to increase impact resistance. They’ve made some phenomenal decisions in how to address cores, where they’re going to be applied, and the type of fiberglass they use in the overall laminate. It’s pretty amazing, and it was impressive to talk to him about it.”

There’s the overview on the construction side. Judge Tim Murphy discussed specifics. “There’s definitely a new sheriff in town,” he said. “They’re doing a lot of things really right. There are no chopper guns in the layup shop anymore. Now they’re using biaxial cloth, and it’s engineered so the stress is carried in the right direction. They’re also using vinylester resin, which will really work against osmosis. Below the waterline, the boat is solid fiberglass, but in the topsides and deck they’ve eliminated balsa core and replaced it with Nida-Core, a honeycomb panel that’s lighter and stiffer. All good things.”

So, yes, a new day has dawned at Marlow-Hunter, especially on the manufacturing front. What about execution? The judges loved some items and questioned a few others, starting all the way aft, with the hatch in the transom opening into a dedicated storage locker for surfboards or kayaks. Let’s put it this way: Holes in boats that may allow the ingress of water make the judges very nervous.

Topsides, the centerpiece of the design is the expansive, beam-to-beam cockpit, which eschews traditional coamings to create the widest possible space. The coolest part, everyone agreed, was the nifty articulating Lewmar pedestal and steering wheel, operated with a foot pedal to swing from side to side so the helmsman can steer in comfort from either a windward or leeward position. (The wheel spokes also fold inward to permit easy access to the drop-down transom.) Despite the beam, with this arrangement, there’s no need for twin wheels.

As with previous ­Hunters, the traveler for the B&R mainsail is stationed atop a prominent arch, which also houses speakers, LED lights, a bimini and one end of the double-ended main sheet (the other is led to the cabin top). Over the years, I’ve sailed many Hunters with this setup, and it’s functional, though it does take some getting used to. (It’s tough to gauge where the traveler is positioned.) Judge Alvah Simon isn’t a fan, primarily because the arch necessitates a high gooseneck for the boom to clear it; this elevates the sail plan, and power in the B&R rig is really derived from the mainsail. Though our test boat was equipped with an optional in-mast furling main, Simon recommends the standard, traditional, fully battened one.

One last thing: Some members of our team, perhaps less nimble than they once were, wondered if it would be difficult getting into or out of the cockpit on a steep heel. (There is a step in the coachroof leading forward, but one of our judges initially mistook it for a seat.) With calm conditions, we didn’t get the chance to try.

Down below, the layout is spacious. There is a large head, a straight-line galley and roomy berths in the ends of the boat. Each is a bit of a trade-off. The forward cabin has great headroom but a slightly smaller V-berth. The aft bed, athwartships below the cockpit, is huge but in a more enclosed space. All in all, for well under $200,000, the Marlow-Hunter 31 is a whole lot of boat in a very manageable package. As for the company itself, we’re talking equal parts revolutionary and evolutionary.

LOA: 32’4″ LWL: 28’9″ Beam: 11’10” Draft (shoal / deep): 4’5″ / 5’5″ Sail Area: 581 ft 2 Ballast (shoal / deep): 3,525/3,379 lb. Displacement (shoal / deep): 11,854/12,000 lb. Ballast/Displacement: 0.28 Displacement/Length: 205 Sail Area/ Displacement: 17.7 Water: 50 gal. Fuel: 21 gal. Holding: 20 gal. Hast Height (Standard): 46’7″ Engine: 29 hp Yanmar (saildrive) Designers: Glenn Henderson/David Marlow Price: $160,000

Marlow-Hunter LLC 386-462-3629 www.marlow-hunter.com

Herb McCormick is CW’s executive editor.

• More: 2011+ , 31 - 40 ft , Coastal Cruising , marlow-hunter , monohull , sailboat review , Sailboats
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• Hunter 31 Sailboat

The Hunter 31 Sailboat Specs & Key Performance Indicators

The Hunter 31, a B&R rigged masthead sloop, was designed by Cortland Steck and built in the USA by Hunter Marine.

Published Specification for the Hunter 31

Underwater Profile:  Fin keel & spade rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  31'4" (9.6m)

Waterline Length:  26'3" (8.0m)

Beam:  10'11" (3.4m)

Draft:  5'3" (1.6m)

Rig Type:  B&R

Displacement:  9,700lb (4,400kg)

Ballast:  4,000lb (1,814kg)

Designer:  Cortland Steck

Builder:  Hunter Marine (USA)

Year First Built:  1983

Year Last Built:  1987

Published Design Ratios for the Hunter 31

Sail Area/Displacement Ratio :  16.2

Ballast/Displacement Ratio:  41.2

Displacement/Length Ratio: 239

Comfort Ratio:  22.4

Capsize Screening Formula:   2.1

Read more about these  Key Performance Indicators...

Summary Analysis of the Design Ratios for the Hunter 31

1. A Sail Area/Displacement Ratio of 16.2 suggests that the Hunter 31 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 41.2 means that the Hunter 31 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 239, tells us the Hunter 31 is a moderate displacement cruiser, which means she'll carry all your cruising gear without it having a dramatic effect on her performance. Most of today's sailboats intended for offshore cruising fall into this displacement category.

4. Ted Brewer's Comfort Ratio of 22.4 suggests that crew comfort of a Hunter 31 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not the best of news for anyone prone to seasickness. 

5. The Capsize Screening Formula of 2.1 tells us that a Hunter 31 would not be as good a choice of sailboat for ocean passage-making, owing to the increased risk of capsize in strong winds and heavy seas when compared to a sailboat with a CSF of less than 2.0.

The Hunter 31 Sailboat: A Review

The Hunter 31 is a popular model from Hunter Marine, an American company that has been building quality sailboats since 1973. The Hunter 31 was first introduced in 1983 and was designed by Cortland Steck. It was produced until 1987, when it was replaced by the Hunter 33.5. In 2006, Hunter Marine launched a new version of the Hunter 31, which is sometimes referred to as the Hunter 31-2 or the Hunter 30/31. This boat was designed by Glenn Henderson and was in production until 2014. In this article, we will focus on the original Hunter 31, but we will also mention some of the differences and similarities with the newer model.

The Hunter 31 is a sloop-rigged cruiser that can accommodate up to six people in two cabins and a convertible salon. It has a fin keel, a spade rudder and a single wheel steering system. The boat has a self-tacking jib and an optional in-mast furling system for easy sail handling. The boat also has a Yanmar diesel engine with a low fuel capacity of 12 gallons.

The Hunter 31 is a boat that offers a lot of features and benefits for recreational sailors. Here are some of the main aspects of the boat that you might want to know more about:

Overview The Hunter 31 is a boat that combines performance, comfort and convenience. It is a boat that can sail well in light to moderate winds, thanks to its efficient hull shape and rig design. It is also a boat that can handle rougher conditions, thanks to its high stability and stiffness. The boat has a PHRF rating of 174, which means it is faster than some of its competitors in its size range.

The Hunter 31 is also a boat that offers plenty of space and amenities for living aboard. It has a beam of 10 feet and 11 inches, which gives it a roomy interior and a wide cockpit. It has two private cabins, one forward and one aft, each with a double berth and storage space. It has a large salon with a U-shaped dinette that can convert into another double berth, a navigation station with an electrical panel and instruments, and a galley with a two-burner stove, an oven, a sink, an icebox and ample counter space. It has a head with a marine toilet, a sink and a shower. It also has plenty of ventilation and natural light, thanks to its numerous ports, hatches and skylights.

The Hunter 31 is also a boat that is easy to operate and maintain. It has a simple and user-friendly layout, with all the controls and lines led back to the cockpit. It has an engine access panel under the companionway steps, which makes it easy to check and service the engine. It has a molded fiberglass hull and deck, which are durable and easy to clean.

Accommodation The Hunter 31 can sleep up to six people in two cabins and a convertible salon. The forward cabin has a V-shaped double berth with storage drawers underneath, shelves along the hull sides, an overhead hatch and two opening ports. The aft cabin has an athwartships double berth with storage lockers underneath, shelves along the hull sides, an opening port and an overhead hatch. The salon has a U-shaped dinette that can convert into another double berth with storage lockers underneath, shelves along the hull sides, four opening ports and two overhead hatches. The head is located on the port side of the salon, opposite the galley. It has a marine toilet with a holding tank, a sink with hot and cold water, a shower with a sump pump, storage cabinets, an opening port and an overhead hatch.

The accommodation layout of the newer Hunter 31-2 is slightly different from the original model. The forward cabin has more headroom and more storage space than the original model. The aft cabin has less headroom but more floor space than the original model. The salon has a straight settee on the starboard side instead of a navigation station, and a smaller dinette on the port side that can convert into a single berth. The head is located on the starboard side of the salon, opposite the galley. It has a separate shower stall with a folding door, which makes it more spacious and comfortable than the original model.

Hull and Deck The Hunter 31 has a solid fiberglass hull with a balsa core sandwich construction for the deck. The hull has a moderate displacement of 9,700 pounds and a ballast of 4,000 pounds. The hull has a fin keel with a draft of 5 feet and 3 inches, which gives it good performance and stability. The hull also has a spade rudder with a stainless steel shaft and bearings, which gives it good maneuverability and responsiveness. The deck of the Hunter 31 is designed for safety and convenience. It has a wide and flat foredeck with an anchor locker, an anchor roller and an electric windlass. It has stainless steel bow and stern pulpits, stanchions and lifelines. It has two dorade vents on the cabin top for ventilation. It has two large cockpit lockers for storage, one on each side of the wheel. It has a transom swim platform with a folding ladder and a shower. It also has a stern rail seat on each side of the cockpit, which provides extra seating and visibility.

The hull and deck of the newer Hunter 31-2 are similar to the original model, but with some improvements and modifications. The hull has a slightly longer waterline length of 28 feet, which increases its speed potential. The hull also has a shoal draft option of 3 feet and 11 inches, which makes it more suitable for shallow waters. The deck has a more modern and sleek appearance, with flush-mounted hatches, recessed handrails and an arch over the cockpit that supports the mainsheet traveler and the optional bimini top.

Mast and Rigging The Hunter 31 has a sloop rig with a deck-stepped mast and swept-back spreaders. The mast is made of anodized aluminum and has internal halyards and wiring. The mast height is 46 feet and 7 inches, which makes it suitable for most bridges and marinas. The mast also has an optional in-mast furling system for the mainsail, which makes it easier to reef and stow the sail.

The boat has a B&R rig, which is a fractional rig that eliminates the need for a backstay. This allows for a larger mainsail area and a smaller jib area, which improves the boat's performance in light winds and reduces its heeling tendency. The boat also has a self-tacking jib, which makes it easier to tack and trim the sail without changing sheets.

The boat has stainless steel standing rigging and low-stretch running rigging. The boat has two Lewmar self-tailing winches on the cabin top for halyards and reefing lines, and two Lewmar self-tailing winches on the coaming for jib sheets. The boat also has rope clutches, cam cleats, blocks, tracks and cars for adjusting the sails. The mast and rigging of the newer Hunter 31-2 are similar to the original model, but with some differences. The mast height is slightly lower at 46 feet, which reduces its windage and weight aloft. The mast also has an optional in-boom furling system for the mainsail, which gives it more sail shape control than the in-mast furling system. The boat also has an optional spinnaker or gennaker for downwind sailing.

Keel and Rudder The Hunter 31 has a fin keel which is bolted to the hull with stainless steel bolts and nuts. The keel draft is 5 feet and 3 inches, which gives it good performance upwind and downwind. The keel also provides stability and balance to the boat. The boat has a spade rudder with a stainless steel shaft and bearings. The rudder draft is 5 feet, which matches the keel draft. The rudder also provides maneuverability and control to the boat.

The keel and rudder of the newer Hunter 31-2 are similar to the original model, but with some options. The boat has a shoal draft option of 3 feet and 11 inches, which reduces its draft by more than one foot. The boat also has an optional wing keel or twin keels, which increase its stability at low speeds or when anchored.

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

Other sailboats in the Hunter range include:

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T he Hunter 31 can easily be added to the list of "everyman sailboats" because of its relatively affordable price, the sheer number of hulls currently on the used boat market and the sloop's overall versatility as both daysailer and family cruiser.

First impressions

Would-be boat owners looking for a bargain are likely to gravitate to the Hunter 31, which has a racy look with masthead rig and swept spreaders, and plenty of room above and below deck for friends to come aboard. The Hunter 31 doesn't look like a slow-moving tub or a traditional sloop from the 1960s or 1970s with overhangs and varnish-begging brightwork. Instead, it has the more contemporary lines found on boats made during the 1980s, with generous freeboard, a stainless steel destroyer wheel, tinted hatch covers, bow and stern pulpits, reverse transom and an aluminum toerail track similar to those pioneered by C&C. The deck is uncluttered given the overall length of the boat, although the sheer isn't the most elegant ever drawn.

The 31 was designed by Cortland Steck, who grew up racing dinghies from age 7 and later sailed larger boats offshore. In 1979, he graduated from the Westlawn School of Yacht Design and five years later established Cortland Steck Yacht Design. Steck has amassed more than 5,000 designs to his credit, including the Hunter 20, 34, 40 Legend, Starwind 223 and Hunter 25.5.

Construction

Many owners agree the Hunter 31 wasn't built with the notion that it would still be sailing far into the next century. Clearly not as rugged as some production boats, with the exception of its rock-solid hull, the overall build quality is the target of frequent criticism by owners. Complaints range from substandard winches to delamination on portions of the balsa-cored deck.

The hull was made of hand-laid, pre-cut fiberglass to ensure consistency. Hunter bonded a full-length internal frame and stringer system of unidirectional fiberglass directly to the hull to increase stiffness without adding undue weight. The chainplates were fastened to this framing system and led upward through the deck just outside the coachroof, creating more interior space and minimizing deck clutter. This design distributed the load to the frame and stringer system.

The keel is cast iron so rust will always be a factor where it's bolted to the hull. The rust tends to form on the crack where the metal meets the fiberglass. Although this joinery is covered with a thin layer of gelcoat at the factory, once the material wears away, cracks develop and a rust line becomes visible. Maintenance of this area is essential by carefully grinding and cleaning the boat after haul out, then recoating.

What to look for

Delamination may be found beneath the mast and compression post along with a weakened crossmember. Look for discoloration or mold.

The shower sump and icebox drain into the bilge, which is shallow and compartmentalized, an arrangement that allows stagnant water to become trapped and inaccessible. Owners report this can cause rotting of the cabin sole.

The bilge area under the engine can also collect water from rain entering through the companionway. This water can drain into the main bilge area, adding to what is already accumulated from the sump and icebox.

Leaks under the steering pedestal and at the cabin windows are common. These seals should be cleaned and recaulked. Some owners have replaced the fuel tank, claiming it's flimsy. As one owner wrote in an online forum, "I replaced that cheap plastic, sorry excuse for a fuel tank." Another sailor resorted to using a portable fuel tank rather than replace the original.

The fuel filter gauge is inside the starboard storage locker, where it is difficult to access or see. The integrated water and waste tanks are sensibly molded into the hull, but their screwed-down lids should be removed and resealed after 20 years to keep leaks and odors in check.

Prospective buyers should examine the cable-linked steering for wear.

The masthead rig features swept spreaders. The deck is uncluttered, except for lifelines, genoa track and shrouds, the latter attached nearer the coachroof than to the outside rail. The shroud placement allows crew to move more easily fore and aft for sail changes or foredeck work. The lifeline stanchions are mounted outboard, creating additional room on deck. The T-shaped cockpit is somewhat cramped due to the pedestal steering column, wheel and engine controls. The cockpit lockers are large enough to stow all sails and other equipment.

There's a big-boat feel once you go below. Headroom is 6 feet 3 inches in the spacious saloon, but the V-berth is tight for two adults. The head with sink and toilet is just outside the V-berth and fitted with a privacy door.

The overall layout is social, with a U-shaped galley to starboard that allows the cook to converse or otherwise take part in the goings on. The galley has a four-burner stove, two-basin sink and an icebox. It is abutted by a dinette that seats four.

The port side features a settee and full navigation station with chart table and light. The aft cabin is roomy. Teak paneling warms the saloon and other bulkheads. Plentiful windows provide light and cross ventilation. The boat carries 35 gallons of water.

The hulls made from 1983 to 1985 were fitted with a 13-horsepower, freshwater-cooled, Yanmar diesel. Later boats were beefed up with a 16-horsepower engine. Both versions proved reliable, but underpowered when motoring to windward or in a choppy sea. Engine power has been a source of owner complaints. Panels allow for good engine access. The boat carries 18 gallons of fuel.

One owner praised the 13-horsepower engine, noting Yanmar suggested running it full bore and then backing off 10% to find the ideal rpm. "Mine runs like a top and is happy at 3,000 rpm," he said. "I can make 6.1 knots in a calm to slight chop, running at 2,900."

The Hunter 31 gets good reviews for its sailing abilities. Although the light-displacement sloop can be tender in a gusty wind, overall it's a forgiving boat with a balanced helm. Owners contend it's a no-brainer to sail and a joy to singlehand.

Opinions vary about the boat's proclivities when sailing downwind because the puffed-out mainsail hits the swept-back spreaders and doesn't always fill properly.

A few Hunter 31 skippers advocated using instead a combination of genoa and spinnaker when possible.

The boat performs nicely on its mainsail, but once the wind exceeds 20 knots, one or two reefs are highly advised. It tracks admirably once in the groove but can be slow to heel and may round up in a heavy gust. A broad reach is not its fastest point of sail.

Generally, owners find little fault with the boat's sailing characteristics. As one put it, "More than once I looked like a sailing genius because the boat handles so well."

Although the original sales brochure described the Hunter 31 as a bluewater boat, it seems more suited as a coastal cruiser. Given that a used Hunter 31 can be purchased on average for $20,000, one in good condition with upgrades already installed would be a bargain.

Bottom line: For not much more than the price of a used car, you can have a heck of a lot of fun on this boat.

PRICE: The price for a used Hunter 31 ranges from nearly $35,000 for a model in excellent condition with upgrades, to $16,400 for a boat in poor condition. Most 31s are priced around $20,000.

DESIGN QUALITY: Designed by Cortland Steck, the masthead sloop features a choice of deep or shoal-draft keel, fiberglass hull, spade rudder and has a pleasing overall length-to-width ratio of 3-to-1.

CONSTRUCTION QUALITY: The Hunter 31 was built from 1983 to 1987 in Alachua, Florida, by Hunter Marine USA. Complaints have been voiced about undersized winches, a weak mainsheet traveler and poor craftsmanship in some areas below deck. As one owner put it, "Details were compromised due to pricing."

USER-FRIENDLINESS: Owners seem to agree the Hunter 31 is an easy boat to sail, simple to rig, somewhat tender but able to point high in a moderate breeze. By all accounts, it's made to singlehand. Mast height from the water is 47 feet 4 inches, enabling the boat to fit under most fixed highway bridges.

SAFETY: The Hunter 31 is often referred to as high and dry, mostly due to its generous freeboard. However, owners claim it gets pushed around by heavy seas, and its underpowered diesel leaves much to be desired. Grab rails on the coachroof provide a modicum of safety on deck.

TYPICAL CONDITION : The boats vary in condition. If maintenance has been kept up, the boat may be a good value, particularly if equipment upgrades were also made. Potential buyers should keep in mind the youngest 31 is now 27 years old and could be showing its age.

REFITTING: Common upgrades include adding a wind speed indicator and gauges for water, fuel and holding tank. Installing a beefier mainsheet traveler; larger winches and anchor roller are typical improvements.

SUPPORT: In 2012, Morgan Industries, parent company of Hunter Marine, filed for bankruptcy and was renamed Marlow-Hunter, which can be reached at www.marlow-hunter.com . For retail parts, contact www.shop.hunterowners.com . The Hunter Owners' Association, www.hunterowners.com is also a resource of support and information.

AVAILABILITY: Dozens of Hunter 31s are currently on the market, mostly listed. In early 2014, a project boat was being offered at $10,000 and eBay was auctioning a 1984 model for $6,900.

INVESTMENT AND RESALE: Because of its low-price on the used boat market, there is only moderate resale value.

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Marlow-Hunter, LLC

360 Marlow-Hunter 31 Virtual Tour »

The Marlow-Hunter 31 , which has a length overall of 32’4” and a beam of 11’10” will be a tough contender for any model in her size range that tries to compete with the volume below. One of her best features is the spacious cockpit that delivers a feel more like that of a larger boat. To allow maximum utility, we developed the tacking helm pedestal, where at the push of a pedal, the wheel follows the helmsman to his or her preferred steering location, centerline, port side or starboard using far less space than a twin wheel setup.

Performance will also be one of her strong features utilizing a furling main with a large sail plan and Glenn Henderson hull design plus hard chine aft below the waterline which has become a signature for Marlow-Hunter sailboats built under David Marlow.

Below, her quality fit and finish is hand crafted using real teak furniture and floors, Corian countertops, ball bearing drawer hardware and name brand appliances and equipment. The construction of the hull and deck utilizes Vinyl Ester resins and gel-coats, continuous reinforcement fibers. Kevlar and state of the art Nida-coring add structural integrity to provide added peace of mind. Discover the difference a Marlow makes at $137,912.

Request a Brochure

30 Water Street. Gore Bay, Ontario, Canada. P0P 1H0 | Bookings: 1-800-565-0022 | E-Mail: [email protected]

Hunter 31 (Wavelength)

Specifications:

Draft: 3' 11" Water: 50 gallons Fuel: 20 US gallons Holding: 20 gallons

Power: 21 HP diesel with 3 blade prop

Optimized for Efficiency and Comfort – The Hunter 31

Maximum efficiency and comfort has been built into the interior of the Hunter 31. The forward cabin is larger than those in most boats of this class, achieved by adjusting the forward hull shape without affecting performance. A private aft cabin is also provided on the Hunter 31, along with an enclosed head with vanity and shower. The galley has an icebox with refrigeration, two-burner stove and oven and stainless steel sink. Designer fabrics run throughout the Hunter 31, and the interior layout is clean and streamlined. You'll love the Hunter 31's seakindly handling as well. Folding wheel, knot meter ,depth sounder, cockpit VHF, dodger & bimini, colour chart plotter, propane BBQ.