Design and Construction
Hunter's in-house design team gave the 320 a profile heavy with curved shapes — rounded transom, curved cockpit coaming, sloped cabin top — that reads more as comfortable bulk than sleek racer. The bow carries a 14-degree entry angle and is nearly plumb, and beam stretches to 10 feet 10 inches, carried well aft to make the most of interior volume. Freeboard at maximum beam reaches 45 inches, contributing to the spacious below-decks feel that defines the boat's character.
Construction follows a schedule typical of coastal production boats. Vinylester resin is used in the outer ply for blister resistance, with the underwater hull built up in alternating layers of 24-ounce roving, 18-ounce unidirectional roving, and 1.5-ounce mat. Topsides are balsa-cored; the deck uses half-inch marine-grade plywood as core. The hull-deck joint is bonded with 3M 5200 and fastened with stainless lag bolts on four-inch centers — a robust connection, though reviewers from Practical Sailor flagged that winch and stanchion bases lack backing plates, a meaningful omission for long-term structural integrity. The heavy rub rail that conceals the deck seam is a practical touch that adds to the boat's burly appearance.
The B&R Rig and Sail Handling
Hunter equipped the 320 with a Selden seven-eighths fractional mast carrying a Bergstrom-Ridder rig with two pairs of spreaders swept aft 30 degrees. The arrangement eliminates the permanent backstay and allows a full-roach mainsail, theoretically improving sail shape. In practice, the rig drew mixed assessments: it increases support for the mast and reduces the need for lower shrouds at the rail, which opens the side decks entirely — a real benefit for moving around the boat. A stainless steel mast strut runs from the lower section of the spar to the cabin top, stabilizing the rig and creating a strong point for boom and spinnaker-pole loading.
The tradeoff is complexity. The boat carries significantly more wire aloft than comparably sized yachts, which increases windage even as the smaller mast section reduces weight aloft. More practically, there is no obvious way to tension the headstay when hard on the wind, which limits upwind sail shape in a breeze. The standard headsail is a 110-percent lapper rather than a full genoa, which simplifies tacking and keeps the sail plan manageable for short-handed crews. All halyards and reef lines are internal, led to Spinlock rope clutches, and running rigging is organized so that a solo sailor can manage the boat without difficulty.
Performance Under Sail and Power
The 320 sails like what it is: a middle-of-the-road boat for middle-of-the-road sailors. With a displacement-length ratio around 168 and a sail-area-to-displacement ratio in the mid-16s on rated area, the boat performs predictably in moderate air. In 10-15 knots, she carries a moderate weather helm and feels fairly stiff and responsive at the wheel, tacking cleanly and tracking well. Speed in that range runs 4 to 5 knots upwind, picking up when eased to a reach. She buries her shoulder in chop when bearing off to 60-70 degrees, providing a comfortable if not exhilarating ride.
The limitations emerge at the extremes. In 14 knots of wind, waves slowed the boat considerably, and the design shows its coastal character early; rolling up the headsail and proceeding under main alone is the sensible response in a building breeze. Off the wind, the mainsail cannot be eased very far because it contacts the swept-back spreaders, limiting downwind sail trim. In light air, the 110-percent lapper makes for sluggish performance below five knots of wind, and owners who sail in light-air regions frequently add a 135-150 percent genoa. The 18-horsepower Yanmar diesel, enclosed in a removable soundproofed box that doubles as the companionway ladder, pushes the boat at approximately 5.6 knots at 3,000 rpm and keeps engine noise to a low rumble.
Accommodations
Below decks is where the 320 makes its strongest case. Headroom reaches 6 feet 4 inches, and the combination of teak-and-holly sole, Corian countertops in the galley and head, and bright liner panels gives the interior a finished, residential quality unusual at this size. The beam carried well aft creates a transverse double berth beneath the cockpit — one of the 320's signature features — enclosed by a wood door as a proper aft stateroom, though headroom there is limited. Forward, the queen-size berth measures 52 by 72 inches in the V-berth stateroom, with a removable cutout in the main bulkhead for ventilation.
The main saloon centers on an 86-inch L-shaped settee with a hinged-leaf table large enough to seat several adults. The U-shaped galley offers adequate storage for weekend and short coastal cruises, with a Force 10 two-burner stove, a microwave that operates from shore power only, and 50 gallons of freshwater fed to twin sinks. A navigation station with an 18-circuit electrical panel occupies the bulkhead forward of the head. One recurring criticism: hull liner on some examples was sagging and becoming unglued, and the liner design limits access to the hull structure in the main cabin area.
Known Issues and Considerations
Several recurring observations emerge from independent evaluations. The miter joints on interior cabinetry, rather than the rounded corners typical of offshore boats, invite questions about long-term durability in a humid marine environment. The lack of backing plates behind winches and stanchion bases is the most commonly cited construction shortcoming and warrants inspection and remediation on any example. The helmsman's seat-step combination at the transom is heavy and requires some strength to operate, and access to deck hardware concealed by the molded headliner is limited. The hull liner covers plumbing and wiring runs, though cutouts and removable fiberglass covers provide some access to critical systems. These are not disqualifying issues, but they are consistent enough across reviews to flag for a prospective buyer's pre-purchase survey.
Refits and Upgrades
Owners looking to extend the 320's range or improve light-air performance most commonly add a larger headsail. Installing a 135-150 percent genoa improves downwind performance meaningfully and reduces dependence on the engine in sub-five-knot conditions. The standard winch arrangement — one two-speed Lewmar 30 and one single-speed self-tailer on the cabin top — is minimalist for a 32-footer; adding primary winches to the cockpit coaming (for which extra winch-base locations are pre-drilled) is the most impactful functional upgrade. The mainsheet arch can be fitted with stereo speakers and an overhead light. Owners who sail in any kind of sea state will want to address joinery — mitered cabinet corners benefit from re-gluing and sealing — and a professional survey of the stanchion-base backing situation is standard practice before taking the boat offshore.
The Verdict
The Hunter 320 is a well-conceived coastal cruiser that delivers exactly what its builder intended: a spacious, approachable, easily sailed 32-footer suited to family daysailing, weekend cruising, and the kind of marina-to-marina passage where comfort matters more than passage-making credentials. It is not an offshore boat, and reviews from two independent sources are in agreement on that point. But within its intended envelope — protected coastal waters, fair-weather overnighting, and the social life of the anchorage and cockpit — it performs the role capably and without fuss.
Pros
- Exceptional interior volume and headroom for the length, with a genuine aft stateroom
- Clean, unobstructed side decks courtesy of the B&R rig's inboard shroud placement
- Simple sail handling with internal halyards, rope clutches, and standard roller furling
- Well-soundproofed Yanmar diesel with the engine box doubling as companionway steps
- 50-gallon freshwater capacity and full galley suits extended coastal cruising
Cons
- Winch and stanchion bases lack backing plates — a structural concern that requires survey attention
- Mainsail contacts swept spreaders when eased, limiting downwind sail trim
- Light-air performance with the standard 110-percent lapper requires engine use below 5 knots
- Hull liner limits access to structure in the main cabin area
- Interior miter joints are vulnerable to the humid marine environment over time
- Helmsman's seat-step is heavy and awkward, unsuitable for children to operate
