Design and Construction
Petterson gave the 1100 a hull that balances fine entries with generous beam, producing a length-to-beam ratio that prioritises interior volume without sacrificing the pointed bow sections that allow the boat to push through chop rather than bash against it. The outer skin is woven fibreglass rovings over a PVC foam core — a material choice the builder preferred over balsa because foam resists moisture ingress and provides excellent insulation while keeping the laminate light and stiff. The deck shares the same cored construction, and the bulkheads are bonded directly to both hull and deck, giving the structure a unity that owners notice as confident rigidity underway. The keel is cast lead and available in two depths, the deeper 2m fin being the choice of owners who prioritise windward performance; both versions use a bulb that lowers the centre of gravity and increases the righting moment.
A hallmark of the Maxi aesthetic — low coachroofs and wide side decks on all models — runs strongly through the 1100. The result is a deck that is genuinely easy to move around, with the sidedecks wide enough to allow unhurried passage forward in any conditions. A double bow roller, anchor well, and a thoughtfully drilled set of strong-points along the gunwale for barber-haulers and spinnaker blocks round out a foredeck that has clearly been thought through by people who sail offshore.
Rig and Handling
The 1100 carries a fractional rig on a keel-stepped Seldén spar supported by double spreaders. The arrangement favours a small headsail — typically non-overlapping — which makes tacking easier and reduces crew workload for shorthanded sailing. Owners who push the boat hard have found that the fractional setup rewards a well-tuned backstay; one experienced owner runs a 64:1 purchase on the backstay adjuster to optimise the main for varying conditions. At the helm, the wheel delivers good feedback from the rudder with 1.5 turns lock to lock, which keeps the boat responsive without demanding constant correction.
Where the 1100 thrives is in a breeze. At 6,000 kg-plus she is heavier than comparable modern performance cruisers, and light airs expose this weight most clearly upwind — the relatively wide sheeting angle of the non-overlapping jib limits pointing in under six knots of true wind. When conditions build, however, the picture changes entirely. Racing results show the boat outperforming lighter designs when the wind picks up, and one owner documented surfing to 10 knots under spinnaker in 20 knots of wind with the autopilot steering, with a recorded peak of 14 knots. Running downwind calls for a gennaker or spinnaker to unlock real speed, as the fractional setup offers little in bare-poles reaching.
Accommodations
Below decks the 1100 departs sharply from the pale, moulded interiors that characterised production boats of its era. The joinery is mahogany — properly done, with well-matched grain, radiused edges, and precisely aligned doors. A marine surveyor who had examined several hulls noted that some examples were finished in light teak, which makes the interior airy and bright. The overall effect is warmer and more traditional than contemporaries, and the mahogany's natural durability means well-maintained examples continue to look fresh decades after launch.
Functionally the layout is conventional and effective. The galley sits to starboard by the companionway with good light, ventilation, and stowage. Because the tankage is positioned aft, all under-bunk space in the saloon and forecabin is usable for stowage — a practical benefit that tends to matter on longer passages. Handholds are fitted throughout, and the anti-rattle fabric edging on the lifting sole boards is the kind of considered detail that distinguishes a boat built by people who actually sail. Headroom is described as above average for the class, though the low coachroof does extract a slight toll. The cockpit extends the liveable space with high, comfortable coamings and full-depth quarter lockers plus open-fronted coaming lockers for pilot books, binoculars, and navigation instruments — features rarely found on modern production boats.
Known Issues
Marine surveyors who have inspected multiple examples flag a recurring set of concerns. Corroded seacocks, particularly around the sea toilet and holding tank outlet, are a common finding on boats that have not been surveyed regularly. The stainless steel holding tanks themselves can develop rust. Keel bolt access is restricted — the fastenings are not straightforward to inspect, and surveyors recommend checking torque settings at fifteen-year intervals given the keel is lead bolted directly to the hull. The saildrive rubber seal (gator seal) on the Volvo MD2030 is a known service item: the seal should be replaced every seven years, and examples where this has been skipped represent a significant risk. Loose deck fastenings can occur where the foam core has been compromised by water ingress around port lights and fixed glazing — surveyors report this is not unusual in older examples. Finally, the stainless steel bow roller framework should be inspected periodically; examples have been found with crevice corrosion to the threaded fastenings beneath heavy staining.
Refits and Upgrades
The 1100's platform lends itself well to systematic upgrading. Owners who race have tended to replace halyards with Dyneema and fit phosphor-bronze bottlescrews in place of stainless steel to avoid crevice corrosion at the rigging terminals. A 4:1/16:1 mainsheet purchase gives finer control across a wide wind range. Original folding companionway doors have been replaced on some boats with acrylic washboards to admit more light below. For cruising, systems upgrades typically focus on the galley and nav station, where the original fit is good but dated electronics can be swapped for modern chartplotters and AIS without structural intervention. Given the saildrive service interval, any purchase should include verified records of diaphragm seal replacement.
The Verdict
The Maxi 1100 is one of the more convincing cruiser-racers to come out of Scandinavia at the turn of the millennium — a boat that is genuinely fast in a breeze, manageable shorthanded, and finished to a standard that few production builders matched at any price. Petterson's hull is honest: it does not excel in light air and makes no claim to do so, but in the conditions that matter for coastal and offshore work it delivers the kind of willing, feedback-rich sailing that keeps owners coming back. The mahogany interior divides opinion on aesthetics but is practically superior to many alternatives. What the 1100 demands is diligent maintenance, particularly around the saildrive, seacocks, and keel fastenings — areas where neglect creates expensive consequences.
Pros
- Fast in moderate to fresh breeze; competitive on the race course
- Genuinely manageable shorthanded with responsive wheel steering
- Above-average ballast ratio and deep lead bulb keel for solid stability
- Wide sidedecks and a well-organised cockpit with useful coaming lockers
- High standard of joinery and structural detail relative to production contemporaries
- PVC foam core hull and deck resists moisture ingress better than balsa alternatives
Cons
- Heavy displacement penalises light-air upwind performance
- Wide headsail sheeting angle limits pointing ability
- Saildrive seal requires strict seven-year replacement schedule
- Keel bolt access is poor; inspection requires effort
- Seacocks, holding tank fittings, and bow roller fastenings prone to corrosion if not monitored
- Port lights and fixed glazing on older examples commonly develop leaks
