The result was a heavy-displacement passagemaker that nonetheless performs with surprising ease in light air. The Mariner 39 measures 38 feet 9 inches and displaces 18,000 pounds, including 6,000 pounds of external lead ballast, for a .33 ballast-displacement ratio.
Design and Construction
The solid-fiberglass hull reaches 3 inches thick at the turn of the bilge. Below the waterline, the boat has a short fin keel, a separate skeg-hung rudder, and a propeller protected within an aperture. Aquamet stainless-steel keel bolts secure the external lead ballast, a detail that reflects the builder’s unhurried approach to structural integrity.
The balsa-cored deck has solid fiberglass beneath every fitting, while the hull-to-deck joint is through-bolted on 4-inch centers. Top-quality deck hardware is through-bolted with backing plates rather than screwed into a thin skin.
Twelve aluminum opening ports, seven aluminum opening hatches, and two fixed ports bring natural light and airflow below. Teak appears where it earns its keep: on the rubrail, wide toerail, cabin-side driprails, cockpit coamings, and handrails.
Rig and Handling
Hall Spars supplied the keel-stepped mast and boom. Most Mariner 39s are masthead sloops, although a few were finished as cutters or ketches. The class also has two shroud arrangements: an earlier inboard configuration and a later version with the shrouds moved outboard.
With a sail-area-to-displacement ratio of 15.2 and a displacement-length ratio near 270, the Mariner 39 is no featherweight. Even so, Cruising World’s reviewers found that while it’s heavy by modern standards, it does remarkably well in light winds. The same assessment called it a fine passagemaker, a verdict consistent with the protected propeller, skeg-hung rudder, and substantial bilge thickness.
Cockpit and Accommodations
The center cockpit is large and comfortable, with high coamings and seats long enough to stretch out on.
Both interior layouts have a forward cabin with a V-berth, followed by a large head and shower with a vanity. In the main saloon, a fixed drop-leaf table sits between large settees that can also serve as berths.
The standard galley is straightforward cruising kit: limited counter space, a deep double sink, and a two-burner propane stove. In the Moorings charter version, an enormous refrigerator/freezer occupies the aft starboard corner in place of the navigation desk.
The owner’s cabin aft has its own companionway to the cockpit. It contains an enormous berth and a second large head with a vanity, storage, and shower.
Machinery and Tankage
The baseline mechanical and tankage package includes a Perkins 4-108 diesel, an 80-gallon fuel tank, and capacity for 150 gallons of water.
Known Issues
Period survey work identifies one structural caveat: the rudderstock’s vulnerability to crevice corrosion. It demands close attention during any survey.
No other defect appears in the authoritative record. The through-bolted hull-to-deck joint and backing-plated deck hardware also argue against casual concern about joint integrity.
Refits and Ownership
The exterior teak—rubrail, toerail, driprails, coamings, and handrails—will reward regular maintenance, but it is straightforward to renew.
Because the rig varies among boats, buyers should confirm whether a particular Mariner 39 is a sloop, cutter, or ketch. They should also determine whether it has the earlier inboard shrouds or the later outboard arrangement, since those choices affect sail handling and spar tuning.
Only 29 boats were built, so finding one may take patience.
The Verdict
The Mariner 39 is a thoughtfully engineered, limited-production cruiser that performs better in light air than its displacement might suggest. It was clearly built to a standard rather than a price. Thick bilges, Aquamet keel bolts, frequent through-bolting, and backing-plated deck hardware reflect a builder unwilling to cut corners.
The charter-derived aft cabin and optional freezer layout make the boat a plausible liveaboard or bluewater candidate. Its small production run makes it rare, and inspection of the rudderstock is the one non-negotiable survey item.
Pros
- Solid-fiberglass hull reaching 3 inches at the bilge, with Aquamet keel bolts
- Balsa-cored deck with solid fiberglass beneath fittings and hull-to-deck through-bolts on 4-inch centers
- Large center cockpit with stretch-out seats
- Private companionway to the aft cabin
- Light-air performance unexpected from an 18,000-pound cruiser
Cons
- Rudderstock is prone to crevice corrosion and requires close inspection
- Only 29 were built, so finding one takes patience
- Standard galley has limited counter space
