The production run was brief but concentrated: the boat was built from 1978 to 1981, with approximately 79 hulls completed. That relative rarity, combined with the quality of materials and fit-out introduced during Gulfstar's premium era, has helped the surviving fleet maintain a loyal following through the decades.
Hull Form and Design Philosophy
Lazzara configured the Sailmaster 47 as a centre-cockpit ketch, a layout that served twin purposes: it created separated owner and guest accommodation fore and aft, and it distributed the sail plan across two manageable spars. The hull is GRP construction with a fin keel and skeg-hung rudder, a pairing that balances directional stability with some protection for the rudder in groundings or debris encounters.
The design ratios tell a coherent story. A displacement-to-length ratio of 255 places the boat solidly in the moderate-displacement bracket — not a lightweight flyer, but not a ponderous heavy-displacement passage maker either. The comfort ratio of 41.7 is notably high, meaning the boat's weight-to-beam relationship strongly favors motion comfort in a seaway. For a liveaboard couple crossing trade-wind passages, that number matters more than a half-knot of boat speed.
The beam of 13'10" combined with a draft of only 5'6" gives the boat a relatively high beam-to-draft ratio. This shallower draft opens anchorages and gunkholes that deeper-keeled bluewater designs must bypass, though it does come with a modest penalty in upwind efficiency.
Rig and Sailing Characteristics
The ketch rig was the more popular choice among buyers, and it suits the boat's character well. A sail-area-to-displacement ratio of 13.1 is on the conservative end of the scale, which means the Sailmaster 47 is not a spirited performer in light air — it requires a fair breeze to show its best. What it sacrifices in responsiveness it returns in ease of handling. The divided rig allows the mizzen to be used independently as a steadying sail at anchor, and the sail plan can be broken into smaller, more manageable pieces for shorthanded sailing.
Press accounts noted the boat could sail close to the wind, reach at good speeds, and run downwind with ease, which suggests the hull form is genuinely balanced and not purely a motor-sailor compromise. The Perkins diesel — a common fitment across the production run — was noted as capable of pushing the boat at creditable speeds under power, useful when the light-air SA/D ratio leaves the sails idle.
Accommodations and Interior Layout
The raised salon is the defining interior feature. By lifting the main saloon above the traditional sole level, Lazzara created panoramic views from the main cabin and increased headroom throughout — a significant quality-of-life improvement for extended cruising. The wraparound settee and large table give the saloon a genuinely social character unusual in boats of the era.
Two interior configurations were offered. The standard arrangement provided three staterooms: a forward cabin with ensuite head and shower, an aft cabin with its own ensuite, and an amidships cabin with upper and lower berths. The alternative layout traded the amidships cabin for a larger saloon with a U-shaped dinette. Both arrangements share a spacious galley with ample storage and counter space alongside a dedicated navigation station with a large chart table — practical priorities that reflect the boat's intended use as a serious blue-water cruiser rather than a weekend racer.
The forward and aft staterooms carry queen-sized berths with storage underneath and hanging lockers — genuine cruising accommodation rather than the cramped quarter-berths that appear in contemporary offshore racers. The centre-cockpit layout also means the aft cabin is acoustically separated from the engine, a genuine comfort advantage on long passages.
Known Limitations and Considerations
The Sailmaster 47's modest ballast ratio of 27.6% sits slightly below average for a cruising yacht of this displacement class. While the boat is described as a soft, comfortable sea boat that does not pound in waves, prospective owners should understand that initial stability under sail is correspondingly moderate. The capsize screening formula of 1.65 is close to the traditional 2.0 threshold that offshore insurers once used — not alarming, but worth noting for those planning sustained offshore passages in demanding conditions.
The light-air sailing performance is a consistent theme in the design ratios and should be accepted rather than fought. Buyers who expect a boat to sail well in the 8–12 knot breeze range common in tropical anchorages will want to invest in a large, overlapping genoa. The sloop variant addresses the SA/D limitation somewhat by concentrating sail area in a single, potentially larger plan.
As a product of late-1970s American production boatbuilding, the boat will reflect the material practices of its era: solid fiberglass laminates that are often robust but can harbor osmotic blistering if barrier coatings have not been maintained. Any survey should include a moisture meter assessment of the hull bottom.
Refit Priorities
The brief four-year production window means the youngest surviving examples are now in their mid-forties. Systems — electrical wiring, hoses, seacocks, standing rigging, and tanks — should be considered for replacement on any boat without documented recent work, regardless of cosmetic condition.
The Perkins diesel is a well-supported engine with a long parts history, but units of this vintage will have accumulated significant hours. A professional assessment of the engine's compression, injectors, and heat exchanger is standard due diligence. Owners who have already rebuilt or replaced the engine represent a significant value differential over those who have not.
The raised salon with its large windows offers spectacular light and views but also represents a potential vulnerability in a serious offshore knockdown. Inspection of the portlight frames and any added storm shutters or plywood backup arrangements is worthwhile for bluewater-focused buyers. Standing rigging chain plates, embedded in the deck or hull sides, are a known wear point on boats of this era and construction method.
The Verdict
The Gulfstar 47 Sailmaster is a boat designed around a specific and coherent vision: generous, livable accommodation for extended cruising couples, a manageable divided rig, and the motion comfort that comes from moderate displacement and generous beam. It delivered on that vision well enough that Sail Magazine, Cruising World, and Blue Water Sailing all gave it favorable notices on introduction, and its surviving owners speak of it in terms that suggest genuine satisfaction rather than resignation.
It is not a passagemaker optimized for speed or a coastal racer with a big interior grafted on. It is a liveaboard cruising yacht in the classic American tradition — comfortable, practical, and capable enough to cross an ocean at a comfortable pace.
Pros
- Centre-cockpit layout with genuinely separated fore and aft staterooms, each with ensuite
- Raised salon with panoramic views — a layout innovation ahead of its time
- High comfort ratio rewards crew in a seaway
- Ketch rig breaks sail plan into manageable pieces for shorthanded sailing
- Skeg-hung rudder offers protection and directional stability
- Well-supported Perkins diesel with long parts availability
Cons
- Conservative SA/D ratio of 13.1 demands a real breeze to sail well
- Ballast ratio slightly below average for offshore confidence
- Shallow draft limits upwind performance
- All examples are now vintage — systematic systems renewal is expected, not optional
- Short production run limits the owner community compared to volume-production contemporaries
