Design and Construction
Practical Sailor’s survey found that only the forward hull panels are balsa-cored. The rest of the hull uses a conventional hand lay-up of mat and roving, with an isophthalic gelcoat and skinning resin. New boats had good-quality gelcoat and generally fair hulls.
The deck is a one-piece molding with balsa core in its horizontal surfaces. Aluminum and Coremat back the hardware to strengthen attachment points. The hull-to-deck joint follows C&C’s standard method: the deck sits on an inward-turning hull flange, with stainless-steel bolts passing through the joint and the aluminum toerail that covers it. Heavy aluminum castings form the stem fitting and toerail corner pieces, although C&C used plastic moldings for the stanchion bases on the 33.
Two keel configurations were available. The standard external lead fin keel is bolted to a stub on the hull, draws 6 feet 4 inches, and gives the boat a nominal displacement of 9,450 pounds.
The centerboard version has a shallow keel drawing 4 feet 4 inches. Its centerboard is a fiberglass molding with some lead inside and lifts by a cable housed within the keel, so it produces no drag or noise at speed. The board is lighter and quieter than a steel counterpart and makes for a fairer fin upwind. This version displaces 10,733 pounds, while the keel-and-centerboard assembly alone weighs 5,258 pounds.
The rudder is fiberglass over stainless webbing welded to a stainless-steel stock.
Rig and Sailing Performance
The Mark II’s rig evolved during production. The test boat carried a spar from C&C’s spar shop, while later boats used spars from Offshore Spars of Detroit. The mast and boom are fairly heavy white extrusions with integral grooves for bolt rope or slugs. The keel-stepped mast came standard with internal halyards, lifts, wiring conduit, and VHF cable, while the boom has built-in slab reefing.
Standing rigging is Navtec stainless rod, with 1 x 19 stainless wire used for the adjustable babystay and split lower backstay. The shroud chainplates are set inboard for close sheeting. Standard winches were adequate, and good-quality rig-control hardware came as standard. Spinnaker winches, a boom vang, backstay adjuster, and cabintop traveler were optional.
Under sail, testers found that the 33 Mark II performed well without requiring the constant adjustment and crew movement common on many high-performance boats. With good sails, the centerboard test boat proved at least as weatherly as anything in its PHRF division. It is an easy sailer, respectable in light winds and a pleasure in heavier air.
The original Yanmar 2GM fits tightly in the engine compartment but is part of the structural spider beams. The 20-horsepower Yanmar pushed the boat to hull speed easily. Testers recommended replacing the solid propeller with a folding one; the test boat had an optional Martek folder.
Deck and Cockpit
The foredeck is quite narrow, but the inboard shrouds allow wide sidedecks. The cabinhouse appears low, although it is actually quite high.
The cockpit has a conventional T-shaped layout with a traveler mounted on the bridgedeck. Its seats are comfortable for sitting but too short for lying down. A cavernous locker sits beneath the starboard cockpit seat, and there’s a small propane-bottle locker and winch-handle stowage behind the helmsman.
A 36-inch destroyer wheel with pedestal-integral throttle and shift controls keeps the helm arrangement simple.
Accommodations and Systems
Belowdecks, the arrangement is conventional for the period. A V-berth and decent built-in bureau occupy the forward cabin. Farther aft are a head with shower opposite a hanging locker, port and starboard settees around a saloon table, an L-shaped galley, and a navigation station at the head of a double quarterberth.
The head is a single fiberglass molding that includes the wash basin. Teak overhead and bulkhead veneer contrast with the off-white hull liner. The galley came standard with a three-burner propane stove and oven, while the 30-gallon water tank is adequate for typical cruising.
The 12-volt system includes ample lighting, and standard 120-volt shore power with a 50-foot cord provides a sound electrical baseline.
Known Issues and Refits
In Practical Sailor’s owner survey, engine access and cabin ventilation drew the most complaints. Nearly all owners noted that the engine was difficult to reach. Most addressed the weak factory ventilation during upgrades by adding solar vents or other openings.
A few owners reported minor blisters. One owner also cautioned that an improperly installed and adjusted transmission shaft cable had caused premature clutch failure.
Beyond ventilation improvements, the owner community has focused on practical refits. The tight engine bay and standard solid prop are the two areas where thoughtful upgrades pay off.
The Verdict
The C&C 33 Mark II is a thoughtfully evolved mid-1980s racer-cruiser. Its partially balsa-cored hull, inboard chainplates, and optional fair fiberglass centerboard mark it as a serious sailor’s boat, yet it remains undemanding to handle. Tight engine access and weak factory ventilation are real ownership caveats, but the structure, rig, and accommodations hold up well.
Pros
- Balsa-cored forward hull panels with conventional lay-up aft; generally fair hulls and good gelcoat when new
- Optional fiberglass centerboard is quiet and fair, with its cable housed internally to avoid drag or noise at speed and to provide a fairer fin upwind
- Inboard shroud chainplates, Navtec rod rigging, and internal mast systems
- Easy, weatherly sailing without demanding constant adjustment or crew movement
- Conventional, practical interior with a cavernous cockpit locker
Cons
- Tight engine compartment with difficult service access
- Factory cabin ventilation was inadequate for most owners
- Plastic rather than metal stanchion bases
- Minor blistering reported by a few owners
- Transmission shaft cable installation and adjustment need careful inspection
