Its hull looked remarkably modern for the era. In plan view, it has a diamond shape, with a fine bow, narrow stern, short waterline and long overhangs. Generous tumblehome and relatively high freeboard complete the profile. Below the waterline, a short fin keel concentrates nearly all the ballast amidships, while a skeg-hung rudder sits quite far aft.
Design and Construction
The English version of the S&S 34 had a slightly raised doghouse, while the Australian boats built by Swarbrick Brothers used an uninterrupted cabin trunk. Original U.K.-built hulls had a step-down coach roof and a lower deck line that joined the hull to form a bulwark. Aquafibre produced hulls that were often finished by other yards.
The design also appeared under several other names. It was exported to the United States as the Palmer Johnson 34, built in Denmark as the Sagitta 35, and built in Italy as the Impala 35. About 200 boats have been built since the class appeared in 1967, including 130 in Australia, where they remain well loved.
The S&S 34 has been built to slightly different specifications over the last 40 years. Swarbrick Brothers initially produced the Mk 1 with a straight coach roof and either a single-spreader or cruising rig. The later Mk 2 brought a slightly taller twin-spreader rig, a Mk 2 keel, and a spade rudder. Its keel has a different profile and carries its centre of gravity lower than the Mk 1 keel.
Cottesloe Yachts and Swarbrick & Swarbrick Yachts now build the design using vacuum infusion and a slightly modified tall rig.
Rig, Performance, and Handling
The S&S 34 carries a relatively tall masthead rig, with a high-aspect mainsail and enlarged foresail—a configuration regarded as innovative for its day. The original S&S specification listed a forestay height of 40 feet and a mainsail luff of 35 feet. On the Mk 2 tall rig, the forestay increased to 43 feet and the mainsail luff to nearly 38 feet. Current tall-rig boats measure close to those maxima.
The hull is easily driven, requiring only about 20 horsepower to reach hull speed. In more than 10 knots, the S&S 34 remains hard to beat to windward, and owners have reported tacking through 80 degrees. Its 50 percent ballast ratio makes it a stiff boat, with the first reef needed only at a hefty 25 knots. As the boat heels, its waterline length increases significantly.
When beating to windward, the S&S 34 can hold its course without active steering, sea state permitting. It is also forgiving of mistakes and rough treatment.
Accommodations
Below, the standard Australian cabin provides 6 feet 1 inch of headroom, tapering to an inch less at the main bulkhead.
A seagoing quarter berth lies to port, with the navigation station just forward, while the galley is to starboard. Ahead of the saloon are hanging lockers and the head. The forepeak contains a rather tight V-berth, with 5 feet 10 inches of headroom. The boat is listed as having six berths in total.
Record and Known Issues
Only one S&S 34 is recorded as ever having been lost at sea—a notable figure given how many have been sent solo around the world.
Some calculated parameters in the original S&S plans, including the displacement-to-length ratios, aren’t accurate because every boat was built heavier than the design weight. Practical measurements have found the pounds-per-inch immersion figure to be fairly accurate, however. The added weight therefore affected the ratio estimates rather than the boat’s immersion behavior.
Mk 1 keel ballast figures also vary between the plans and the as-built weights.
The Verdict
More than 40 years on, the S&S 34 remains a quick boat. It is renowned for heavy-weather performance and was exceptionally fast to windward when introduced. Its history includes both single-handed record attempts and ocean races, including the Sydney Hobart.
The later Mk 2 refinements—a lower-centre-of-gravity keel and skeg rudder—kept the concept current. Robust in every detail, the S&S 34 rewards a buyer who understands the ballast and rig differences between generations.
Pros
- Stiff, easily driven hull, requiring only 20hp to reach hull speed
- Outstanding windward ability and heavy-weather record
- Proven in solo circumnavigation and Sydney Hobart competition
- Long production history, with distinct Mk 1 and Mk 2 development paths
Cons
- Original design ratios understate the true displacement
- Tight V-berth and limited headroom in the forepeak
- Mk 1 keel ballast figures vary between the plans and as-built weights
