Moving away from the heavy, motor-sailer-like feel of its predecessor, the Nicholson 38, the Nicholson 39 emerged as a refined, high-quality, center-cockpit cruiser. This vessel was built to take on transoceanic passages while offering a level of interior privacy and luxury that was truly ahead of its time. The result was a yacht that perfectly embodied the meticulous engineering standards of the Gosport yard, which produced 63 hulls of the model before production concluded.
Design Brief & Intent
The Nicholson 39 was built for the discerning cruising couple or family with serious blue-water ambitions. Unlike earlier designs that relied on heavy displacement and full-length keels, Raymond Wall drafted a hull that could perform efficiently under sail, windward of a lee shore, while maintaining the safety and comfort essential for ocean passagemaking. Compared to competing center-cockpit designs of the era—such as the Westerly Oceanlord, the Hallberg-Rassy 42E, and the Oyster 406—the Nicholson 39 features a slightly narrower beam and longer overhangs. This classic British hull form yields a beautifully proportioned, timeless aesthetic profile, though it sacrifices a small degree of internal cabin volume when compared to its beamier, more bulbous 1980s counterparts.
The interior of the Nicholson 39 is a testament to the master joinery that defined Camper & Nicholsons. The cabins are swathed in rich, hand-selected teak or mahogany, complemented by robust handrails, heavy-duty latches, and high-quality headlinings. Its center-cockpit configuration allowed the designer to craft a layout featuring two independent, private double staterooms with dedicated heads. The master cabin is located aft, accessed via a linear galley running down the port side. This layout represents a massive leap forward in offshore ergonomics, ensuring that the cook has a secure, narrow galley to brace against while underway, and that the off-watch crew can rest undisturbed in the quietest part of the vessel.
Variations & Configurations
While the vast majority of Nicholson 39s were rigged as masthead ketches, Camper & Nicholsons did produce a small number of sloop-rigged variants. The ketch rig is highly favored among blue-water cruisers because it divides the total sail area into smaller, more manageable pieces, which can easily be handled shorthand. In heavy weather, a ketch can comfortably sail on "jib and jigger"—using only the headsail and the mizzen—while the mainsail is safely tucked away.
Under water, the vessel features a moderate-draft fin keel and a substantial skeg-hung rudder. This draft, typically drawing around five and a half feet, allows access to most shallow cruising grounds, such as the Bahamas or the European canals, without compromising the vessel's windward ability. The hull was built to rigorous standards, with many hulls receiving Germanischer Lloyd classification certificates during construction.
Sailing Performance & Handling
The sailing characteristics of the Nicholson 39 are heavily shaped by its traditional-displacement pedigree. With a displacement-to-length ratio of approximately 353, the boat is classified as a heavy-displacement, high-inertia "momentum boat". It does not accelerate instantly like a modern light-displacement cruiser, but once its 18,000 pounds of displacement are moving, it carries its speed effortlessly through choppy head seas and light wind pockets. Under sail, it delivers an incredibly sea-kindly, predictable motion. Its motion comfort ratio of over 34 guarantees a slow, gentle roll and pitch period, preventing the bone-jarring, fatiguing slam common to flat-bottomed modern hulls.
The sail-area-to-displacement ratio of 20.97 (calculated with full ketch canvas) indicates that the Nicholson 39 is surprisingly powerful for a traditional cruiser, allowing it to sail in light breezes where older motor-sailers would be forced to motor. With a capsize screening value of 1.76, the vessel falls well below the maximum limit of 2.0, demonstrating excellent ultimate stability and self-righting capability. At the helm, the skeg-hung rudder provides superb directional tracking, allowing the helmsperson or autopilot to maintain a course with minimal effort. However, the hull shape and propeller placement mean that maneuvering in reverse within tight marina confines can be challenging, requiring careful planning and a reliance on prop-walk.
Market Snapshot & Economics
With only 63 units built, the Nicholson 39 is a scarce and highly respected find on the brokerage market. It commands a relative premium among enthusiasts of classic British blue-water yachts who appreciate robust construction over modern interior volume. Because of its build quality, a well-maintained Nicholson 39 holds its value exceptionally well, often outlasting mass-produced boats of the same era.
However, prospective buyers must factor in the economics of a vessel that is nearly fifty years old. Many of these boats have original teak decks, older standing rigging, and obsolete machinery that will require substantial investment to modernize. When choosing a Nicholson 39, the purchase price is often only the entry fee, and a significant refit budget should be set aside to restore its long-term cruising capabilities.
Known Issues & Triage
Age-related degradation and obsolete original equipment represent the primary technical concerns for the Nicholson 39. The original engine installation was frequently a Ford Tempest diesel engine (often rated around 59 to 70 horsepower). While these engines are historically reliable, sourcing specialized replacement parts can be exceedingly difficult. A critical, known vulnerability of the Tempest engine is its steel-impregnated, notched rubber timing belt, which must be replaced strictly every five years or after high-hour intervals to prevent catastrophic engine failure.
Another common concern relates to the original steering gear. Some hulls were fitted with Italian-made mechanical or hydraulic steering systems from manufacturers that have long since folded. Owners have reported steering failures under high load in heavy weather. Any purchase survey should prioritize a deep inspection of the steering quadrant, hydraulic cylinders, and cable runs.
Like many yachts of this generation built before the industry understood the mechanics of osmotic blistering, some Nicholson 39 hulls can develop superficial blisters. Because the solid GRP layup of a Camper & Nicholsons hull is extraordinarily thick—often exceeding an inch below the waterline—this blistering is almost exclusively cosmetic rather than structural, but it still requires drying and barrier-coating to resolve.
Finally, the teak decks, which were typically laid over a GRP sub-deck and fastened with screws, are a major source of water ingress. Over decades, the screw fasteners can back out or wear through, allowing water to penetrate the deck laminate, which can lead to localized core delamination and cabin headliner leaks.
Modernization & Upgrades
Veteran owners have kept these vessels cruising globally by executing targeted modernizations. The most significant upgrade is repowering. Replacing the obsolete Ford Tempest with a modern, fresh-water-cooled diesel engine—such as a Beta Marine 50 or 60, or a Yanmar 4JH series—dramatically improves fuel efficiency, reliability, and parts availability.
Modernizing the steering system is also highly recommended. Retrofitting the boat with a robust, modern hydraulic steering system or a heavy-duty mechanical quadrant drive, paired with a modern autopilot system (such as a Raymarine Evolution linear drive), eliminates the vulnerability of the obsolete original steering gear.
For blue-water cruising, the linear layout of the interior locker spaces and the large engine room facilitate the installation of high-capacity lithium iron phosphate (LiFePO4) battery banks. When paired with modern solar panels mounted on a stern arch, wind generators, and high-output alternators, the Nicholson 39 can easily be transformed into a self-sustaining, long-term cruising platform capable of off-grid living.
The Verdict
The Nicholson 39 is an exceptional, over-built ocean voyager that trades modern interior volume for safety, sea-kindliness, and traditional British elegance. It is a yacht built for sailors who prioritize safety in a gale over dockside entertaining space, making it a stellar candidate for couples dreaming of crossing oceans.
Pros
- Exceptional sea-kindliness and a comfortable, fatigue-reducing motion in heavy seas.
- Outstanding, thick-layup solid GRP hull construction by one of the world's most respected yards.
- Highly functional en-suite dual-cabin layout providing rare privacy for a 39-foot vessel.
- Manageable sail plan under a versatile ketch rig, allowing easy shorthand handling.
- Excellent directional tracking under sail, easing the load on the helm and autopilot.
Cons
- Obsolete original components, specifically the Ford Tempest engine and original steering gear.
- Moderate interior volume and narrower beam compared to modern 39-footers.
- High risk of requiring expensive teak deck replacement or re-coring due to age.
- Sluggish and difficult maneuvering in reverse under power.
