Hughes produced upwards of 250 boats in kit form or factory-complete trim before production ended in 1982. The SE variant grew out of an innovation by Ivan and Kathie Tait. The result was a 31-foot fibreglass cruiser with a fin keel, a very deep skeg rudder, and a deep-chested forefoot. By the numbers, she is a heavy-displacement boat: her ballast ratio is near 37 percent, while a displacement-length figure of 293 places her among the heavy cruisers.
Design and Construction
The most consequential change from the Northstar 1000 was the raised coach house that turned her into a more comfortable cruiser. The design also extended the rudder skeg from partial to full.
Construction followed Lloyd’s of London specifications, with a solid fibreglass hull and deck. A compression post was fitted between the hull and deck liner, but its ends weren’t completely supported—a detail that would later matter at the mast step.
The hull-deck joint was through-bolted beneath a toe rail that ran all the way around the boat. The factory shipped each boat with a tube of household silicone and a warranty disclaimer against leaks, a telling admission about a joint that became notorious for leaking.
Rig and Handling
Hughes rigged the 31 as a masthead sloop with a Cinkel spar made by Alcan Aluminum. It was an Isomat copy that Canadian Boating noted did not compare in quality. The boom carries internal lines and a built-in four-to-one outhaul purchase, while all halyards lead aft to coach-house winches.
Underway, the long bow and curved sheer throw water out rather than back, keeping the cockpit dry. The boat is very stiff and performs well when it’s windy. Her sail-area-to-displacement ratio is 14.5 with the reference sail and 17.4 with a 135 percent genoa. That means she carries more rig than two-thirds of similar sailboats, and Canadian Boating found her slightly overrigged.
Downwind, the narrow transom makes the helm demand plenty of attention. Theoretical hull speed is about 6.6 knots.
Accommodations
The forward cabin has a long V-berth, about 6.5 feet, that is very narrow at the bow but flares quickly. It can sleep two average adults, though storage in the cabin is limited.
Moving aft, a large hanging locker and pull-out drawers provide ample clothing stowage. Opposite is a good-sized teak head with hot and cold pressure water and a hand-held shower. The shower drains directly into the bilge.
In the main saloon, an all-teak table folds against the port bulkhead. The berths have four-inch foam cushions, and the port settee converts into a double, bringing the total number of sleeping spaces to six. The SE version adds a chart table at the end of the quarter berth.
Machinery and Known Issues
In the regular layout, the original OMC Saildrive suffered from three early faults. A neoprene gasket between the engine and drive unit deteriorated prematurely when it came into contact with gasoline; the engine fouled spark plugs; and the magneto ignition had a low charging capacity. Once those problems were addressed, owners generally found the Saildrive quiet and powerful.
The mast compressed the deck, creating a dip at the step. Over time, the boat oil-canned in this area, leading to delamination and core breakdown around the mast step. The cast-aluminum gooseneck can also break if strained in the wrong direction. The through-bolted hull-deck joint is another recurring problem because it leaks.
Variants, Kits, and Ownership
Most SE buyers chose the Yanmar 2GM diesel rather than the OMC Saildrive. Because the Yanmar required more space, the cabin steps were lengthened.
The late-1970s kit-building program allowed home builders to complete their own boats, while the SE chart table reflected an owner-driven modification. With production ending in 1982, surviving Hughes 31s include both factory and amateur finishes.
The Verdict
The Hughes 31 is a stiff, dry, heavy-displacement cruiser with a genuinely comfortable raised-coach-house interior and a thoughtful six-berth layout. The Sparkman & Stephens pedigree and Lloyd’s-built hull are real strengths. However, mast-step compression, the leaking hull-deck joint, and the weak original gooseneck are recurring problems that a buyer must weigh.
Pros
- Raised coach house and six sleeping spaces make her a capable cruiser
- Stiff and dry in a breeze, with good cockpit protection
- Solid fibreglass construction built to Lloyd’s specifications
Cons
- Mast-step compression leads to deck delamination and core breakdown
- Hull-deck joint is notorious for leaking
- Original cast-aluminum gooseneck can break under strain in the wrong direction
