Design Brief & Intent
The Ericson 35-2 was conceived during a dynamic period in naval architecture when builders were desperate to maximize speed without sacrificing interior volume. Bruce King achieved this by matching a moderate fin keel and a semi-balanced spade rudder with a relatively low-profile deckhouse and a powerful, reverse-transom profile. Compared to other popular 35-footers of its generation—such as the narrow, full-keeled Alberg 35 or the heavier, skeg-ruddered Nicholson 35—the Ericson 35-2 was markedly more agile and performed far better in light-to-moderate air. It matched the speed of contemporaries like the Ranger 33 while offering a substantially wider, more liveable interior.
The interior design reflects the priorities of 1970s cruising, leaning heavily on warm, structural teak joinery, molded fiberglass headliners, and a highly functional layout. Unlike modern, wide-stern cruising yachts designed for marina living, the 35-2 features a narrower beam of 9.67 feet, which naturally restricts cabin width but provides excellent security and handholds when moving about below deck in a seaway. The saloon is defined by a U-shaped dinette that can convert into a double berth, balanced by a straight settee opposite. While the boat lacks the cavernous aft cabins and private heads of newer 35-footers, its build quality is robust, utilizing a solid fiberglass hull with a balsa-cored deck. The overall fit-out was designed for long-term ownership, featuring ample storage, well-ventilated lockers, and a dedicated, sea-kindly galley situated near the companionway.
Variations & Configurations
Throughout its long production span, the Ericson 35-2 retained its signature hull shape and high-aspect masthead sloop rig. However, the model underwent significant engineering and layout evolutions, most notably regarding engine placement and auxiliary power.
For hulls manufactured between 1969 and roughly 1973, the standard auxiliary engine was the ubiquitous 30-horsepower gasoline Universal Atomic 4. In these early models, the engine was mounted midships, tucked directly under the aft portion of the dinette table in the center of the cabin. While this placement concentrated the engine's weight near the boat's center of buoyancy to minimize pitching, it complicated maintenance and introduced heat and noise to the saloon.
From 1974 onward, Ericson redesigned the layout, moving the engine compartment aft of the companionway steps. This change coincided with the introduction of diesel power options, including the heavy Westerbeke 4-91, as well as various Volvo Penta and Yanmar diesel configurations. The aft-engine layout freed up substantial space under the dinette for additional freshwater tankage or dry storage, and significantly improved engine access for routine maintenance via removable companionway steps.
Sailing Performance & Handling
The sailing characteristics of the Ericson 35-2 are defined by its moderate displacement and balanced sail plan. With a displacement of 11,600 pounds, a waterline length of 24.08 feet, and a high ballast-to-displacement ratio of 43.1%, the boat is fundamentally stiff and capable of carrying its canvas well into a breeze. However, in physical practice, the boat behaves as slightly tender initially. Bruce King designed the hull to heel easily to about 15 degrees, where it settles onto its powerful bilge turn—or its "groove"—and exhibits excellent directional stability.
A displacement-to-length ratio of 300.49 confirms its heritage as a moderate-to-heavy displacement vessel by modern standards, translating to a comfortable, predictable motion in a seaway (evidenced by a comfort ratio of 29.31). It does not experience the harsh, jerky motion of modern, flat-bottomed lightweight cruisers. Under sail, the high-aspect rig, characterized by a sail area-to-displacement ratio of 16.64, provides plenty of power to drive the hull through chop, particularly when flying a large overlapping genoa.
At the helm, the semi-balanced spade rudder provides immediate, responsive feedback. The capsize screening ratio of 1.77 is well below the conservative offshore limit of 2.0, validating the hull's inherent stability and making it a viable candidate for blue-water passages. In downwind conditions, the hull tracks true with minimal tendency to yaw, although over-canvasing the mainsail can generate notable weather helm, suggesting that the primary reef should be tucked in early when wind speeds exceed 15 to 18 knots.
Known Issues & Triage
Decades of service have highlighted several recurring, model-specific structural and mechanical weaknesses that prospective buyers and current owners must address:
- Mast Step Compression: The deck-stepped mast relies on an internal compression post that transfers the rig's load to the keel structure. Over time, water intrusion through the wiring exits at the mast collar can rot the underlying wooden support blocks in the bilge or crush the cabin top laminate, leading to structural sagging and a loss of rig tension. Triage requires dropping the mast, cutting away compromised fiberglass on the cabin top, replacing rotted support blocks with G10 epoxy board, and re-tabbing the compression post.
- The Hidden Starboard Chainplate: While the port-side chainplates are easily inspected, the starboard main chainplate is historically hidden behind cabinetry in the head or saloon. Undetected deck leaks around this chainplate often rot the main marine-plywood bulkhead to which it is bolted. Owners must periodically inspect this area with an endoscope or remove the cabinetry to verify that water has not delaminated the structural bulkhead. Repairing a rotted bulkhead involves cutting out the damaged section and laminating new marine plywood in its place.
- Encapsulated Keel Voids: The 35-2 features an encapsulated lead keel, meaning the ballast is placed inside the fiberglass hull molding rather than being bolted externally. During manufacture, some hulls left the factory with air voids between the lead casting and the outer fiberglass skin. Groundings can rupture the outer fiberglass, allowing water to enter these voids and freeze or cause osmotic blistering. Grounding repairs must include scanning the keel for water retention, drilling weep holes, drying the core, and injecting epoxy or polyester resin into any hollow cavities.
- Propeller Shaft Strut Fatigue: The bronze p-bracket (strut) that supports the propeller shaft can suffer from galvanic corrosion or stress cracking. Because the mounting bed for this strut is buried deep under the fuel tank in the stern, inspecting or replacing a loose or broken strut is a labor-intensive job that often requires removing the fuel tank entirely.
Modernization & Upgrades
The longevity of the Ericson 35-2 has made it a popular candidate for extensive, modern refits designed to enhance self-sufficiency and mechanical reliability:
- Diesel Repowering: Converting older, gasoline-powered Atomic 4 models to modern diesels is the most common major upgrade. Popular modern choices include the Beta 20 or Beta 25, which utilize a Kubota block and offer a compact footprint that fits the tight confines of the early midships or later aft engine compartments. Such conversions require modifying the engine bed, replacing mild steel fuel tanks with diesel-compatible aluminum or polyethylene tanks, and installing a dedicated fuel return line.
- Lithium (LiFePO4) Electrical Conversions: To support modern cruising electronics, refrigeration, and navigational equipment, owners frequently replace the outdated lead-acid battery banks with high-density lithium iron phosphate batteries. The space freed up by switching from the original, bulky batteries allows for clean installations under the settee berths, often paired with high-output alternators and smart external regulators.
- Plumbing & Tankage Replacements: The original fiberglass water tanks—often molded directly into the cabin sole or under the V-berth—are prone to micro-cracking and epoxy degradation. Standard modernization involves bypassing these integrated tanks and sliding custom-molded polyethylene tanks or heavy-duty flexible bladder tanks into the same cavities to preserve freshwater quality.
Market Snapshot & Economics
On the brokerage market, the Ericson 35-2 remains a highly accessible entry point for sailors seeking a true pocket-cruiser with excellent sailing pedigree. Because so many were built, they are generally plentiful on both the East and West coasts of North America. They command a modest premium over more lightly built, mass-production coastal cruisers of the same era due to their robust construction and the active, highly supportive community found on owner portals like EricsonYachts.org.
However, because many hulls still carry their original Atomic 4 gasoline engines or tired, raw-water-cooled diesels, buyers must carefully factor the cost of a mechanical refit into their purchase budget. A professional diesel repower can easily equal or exceed the initial purchase price of the vessel. For this reason, well-maintained, already-repowered hulls command a distinct premium, while project boats are frequently traded at deep-value prices.
The Verdict
The Ericson 35-2 is a beautifully balanced, classically styled cruiser-racer that has aged remarkably well. While it lacks the interior volume and standard luxury conveniences of modern, high-freeboard cruising designs, it rewards its skipper with highly responsive helm feedback, excellent heavy-weather stability, and a robust construction that can handle offshore work when properly maintained. For budget-conscious sailors who prioritize sailing performance and timeless lines over dockside living space, this Bruce King classic remains an incredibly compelling option.
Pros
- Excellent performance and sailing characteristics, especially in light-to-moderate air, with highly responsive steering.
- Stout, heavy-duty fiberglass construction with a high ballast-to-displacement ratio (43.1%) providing solid stability.
- An active, highly dedicated and knowledgeable owner's association that simplifies troubleshooting, parts sourcing, and DIY refits.
- Timeless, elegant aesthetics featuring a low deckhouse profile and clean hull lines.
Cons
- Many older models still feature gasoline Atomic 4 engines, which require meticulous maintenance and carry inherent fuel-safety risks.
- Prone to structural rainwater damage, particularly around the deck-stepped mast step and hidden starboard chainplates.
- Narrower beam and traditional interior layout offer significantly less living and storage space than modern 35-footers.
