Design Brief & Intent 2
Designed primarily as a versatile pocket cruiser and occasional club racer, the S2 6.8 was targeted at sailors seeking a trailer-friendly vessel that did not compromise on structural safety or interior comfort. In an era when competitors relied on thin fiberglass layups and sparse, utility-focused interiors, S2 Yachts built the 6.8 with a hand-laid, solid fiberglass hull and an end-grain balsa-cored deck. The hull and deck were joined on an inward-facing flange that was both bonded and through-bolted, creating an exceptionally stiff, leak-resistant structure.
This emphasis on quality is immediately apparent upon stepping below deck. The flush-deck configuration of the S2 6.8 eliminates the traditional trunk cabin, maximizing the boat's interior volume and providing a full-beam cabin with an open, airy feel. While the headroom is modest at just over four feet, the flat-deck design provides generous sitting headroom across a layout that comfortably accommodates a family of four. The interior joinery features high-grade teak trim, synthetic carpeting, and well-padded cushions—touches of refinement that were virtually unheard of in this size class during the late 1970s. The layout features a standard V-berth forward, a dedicated compartment for a portable head, a small galley area with a sink and storage, and opposing settee berths that extend aft. It was a boat built for weekend gunkholing and short-range coastal cruising, offering a level of insulation, dry comfort, and finish quality that set it far apart from its budget-oriented rivals.
Variations & Configurations
While the S2 6.8 maintained a standardized flush-deck hull and masthead sloop rig throughout its production run, the builder offered key variations to cater to different regional sailing environments and trailering preferences. The primary configuration decision for buyers centered on the keel design. The standard model was equipped with a fixed shoal-draft fin keel drawing only two feet, which housed 1,100 pounds of encapsulated lead ballast. For sailors operating in highly variable or extremely shallow waters, S2 offered an optional keel-centerboard configuration. This design retained the identical two-foot draft with the cast-iron centerboard retracted, but allowed the board to be lowered to a maximum draft of four and a half feet. This centerboard variant dramatically improved windward lift and tracking on a beat while still allowing the boat to be easily launched from a trailer or sailed into thin-water creeks and anchorages.
Additionally, S2 offered a visually striking and performance-oriented aesthetic package known as the S2 6.8 Exciter. The Exciter package was characterized by a vibrant red and orange hull stripe design with matching sail trim, tapping into the late-1970s performance cruiser aesthetic. Under the rig, the masthead sloop configuration carried a moderate sail plan with a total area of approximately 217 square feet, distributed between a mainsail and a masthead foretriangle. Auxiliary power was designed around a transom-mounted outboard motor, with owners typically selecting a long-shaft outboard between six and ten horsepower to handle harbor maneuvering and headwinds.
Sailing Performance & Handling
At the helm, the S2 6.8 behaves more like a larger keelboat than a typical lightweight trailer sailer, a direct result of its substantial displacement and generous ballast. With a displacement of 2,900 pounds and a ballast-to-displacement ratio of 37.93 percent, the boat is exceptionally stiff and stable. The high ballast ratio means the boat resists heeling in gusts far better than its lighter contemporaries, instilling confidence in novice crews and allowing the boat to carry full sail longer when the wind freshens.
The physical implications of its design ratios are evident in its handling. The sail area-to-displacement ratio of 17.07 demonstrates a balanced and easily managed sail plan. It provides respectable light-air performance without making the boat skittish or prone to early rounding up. Meanwhile, the displacement-to-length ratio of 212.99 positions the 6.8 firmly in the moderate displacement category. This weight, heavily concentrated in its low-profile lead keel, helps the boat slice through chop and maintain momentum rather than bouncing over waves. The motion comfort ratio of 14.42 indicates a predictable, gentle motion for a vessel of this size, making long days on the water less fatiguing. However, its capsize screening ratio of 2.24 sits above the traditional threshold for ocean passage making, confirming that while the S2 6.8 is incredibly tough and capable of handling sudden coastal squalls, its true home is in protected coastal waters, estuaries, and inland lakes. Under sail, the transom-hung rudder provides responsive, positive feedback to the tiller, though the shoal keel's shallow profile requires active mainsail trimming to minimize helm pressure when sailing hard on the wind.
Known Issues & Triage
Despite its superior build quality, the S2 6.8 is approaching fifty years of age, and specific age-related vulnerabilities require careful evaluation and triage. The most significant and common structural issue is deck coring rot. While the solid fiberglass hull is virtually bulletproof, the horizontal surfaces of the deck are cored with end-grain balsa. Over decades, water can penetrate the core through unsealed or poorly bedded deck hardware. Critical areas to inspect with a plastic hammer for dead, dull thuds include the mast step, the chainplate penetrations, the bow pulpit mounting feet, and the stanchion bases. Addressing a rotted core requires a laborious but straightforward process of cutting away the affected fiberglass skin, scooping out the damp balsa, and laminating new marine plywood, foam core, or composite board before glassing it back over and re-bedding the hardware in marine-grade sealant.
On models equipped with the optional centerboard, the lifting mechanism and the cast-iron board itself present unique maintenance challenges. The centerboard can become jammed in its trunk due to marine growth, silt, or rust scaling. The cast-iron board must be regularly dropped, scraped of rust, and sealed with epoxy barrier coats to prevent swelling. Furthermore, the stainless steel lift cable and its associated turning blocks and winch must be thoroughly inspected for fraying and corrosion, as a snapped cable can cause the board to drop violently, potentially damaging the trunk or the hull.
Finally, the hull-to-deck joint, though robustly through-bolted, can experience localized weeping near the bow. This is often triggered by docking impacts that stress the bow pulpit and break the original adhesive bond. Leaks here will manifest as dampness in the forward V-berth lockers and must be triaged by removing the rub rail, cleaning out the joint, and re-sealing it with a flexible polyurethane sealant.
Modernization & Upgrades
For contemporary owners, the S2 6.8 presents an excellent platform for modernization, particularly regarding line handling and electrical systems. A highly recommended upgrade is leading all halyards and control lines aft to the cockpit. The original layout required working at the mast to hoist sails, but by installing deck organizers, turning blocks, and a bank of modern rope clutches on the cabin top, single-handed sailing becomes incredibly safe and effortless. Upgrading to a modern mainsheet traveler system also dramatically improves mainsail shape control.
Given that these boats were originally equipped with rudimentary electrical systems, modernizing the direct current network is a top priority for veteran owners. Upgrading to a lithium iron phosphate battery bank allows for extended gunkholing without the weight penalty of traditional lead-acid batteries. This battery upgrade pairs beautifully with thin-film solar panels mounted on the sliding companionway hatch or on a small transom rail. To complete the electrical refit, owners typically swap out all interior dome lights and navigation lights for low-draw light-emitting diodes.
In terms of propulsion, the S2 6.8 is a prime candidate for electric conversion. Because it is easily driven and primarily used for daysailing and weekend trips, many owners are replacing heavy, noisy, gasoline-powered outboards with modern electric outboards 4. These clean, quiet units provide plenty of thrust for maneuvering in marinas and channels while eliminating the maintenance, smell, and fuel-storage hazards associated with traditional combustion outboards.
Market Snapshot & Economics
On the brokerage market, the S2 6.8 represents an exceptional value, often trading at a comparable price point to less robustly built competitor models of the same era. Because S2 Yachts built fewer than two hundred units, they are relatively scarce compared to mass-market giants, but they command a loyal following among sailors who recognize their superior construction. When they do appear on the market, they are highly sought after by budget-conscious sailors looking for a pocket cruiser that won't require immediate hull-stiffening or structural reinforcement.
The economics of refitting an S2 6.8 are highly favorable for the DIY enthusiast. Because of its compact 22-foot size, purchasing new sails, standing rigging, or running rigging is remarkably affordable compared to larger vessels. A full set of new sails or a complete standing rigging replacement represents a modest investment that can dramatically restore the boat's sailing performance. However, buyers should be cautious when evaluating a vessel with extensive deck rot; if professional labor is required to repair a soft deck, the labor costs can easily exceed the market value of the boat. For those willing to undertake cosmetic and minor mechanical refits themselves, the S2 6.8 offers a premium, stable sailing experience for a fraction of the cost of a modern pocket cruiser.
The Verdict
The S2 6.8 stands as a monument to a brief era when boat builders applied high-end yacht-building techniques to small, trailerable pocket cruisers. Designed by the respected team of Arthur Edmunds Jr. and Don Wennersten, this 22-foot flush-deck sloop offers a level of structural integrity, sailing stiffness, and interior refinement that easily outclasses almost every competitor of its generation. While its moderate displacement and solid lead ballast make it slightly heavier to trailer and slower in light air than ultra-light daysailers, its secure, predictable motion and dry, spacious cabin make it a joy for weekend gunkholing and coastal exploration. For the sailor who wants a classic, well-built pocket cruiser that feels like a big boat underfoot and is capable of standing up to a blow, the S2 6.8 remains one of the best-kept secrets on the used boat market.
Pros
- Exceptional build quality featuring a solid fiberglass hull and robust, through-bolted hull-to-deck joint.
- Highly stable and stiff under sail with a high ballast-to-displacement ratio of nearly thirty-eight percent.
- Flat, flush-deck design maximizes interior volume and cabin width for comfortable family weekend cruising.
- Extremely shallow draft of only two feet with the keel or retracted centerboard allows easy trailering and thin-water gunkholing.
- Elegant interior featuring high-grade teak joinery and a warm, inviting cabin feel.
Cons
- Vulnerable to balsa deck coring rot around poorly sealed deck hardware.
- Optional centerboard models require regular maintenance to prevent the cast-iron board from seizing in the trunk.
- Capsize screening ratio of over two point two limits the vessel's safe operation to coastal and protected waters.
- Flush-deck profile reduces standing headroom below and results in a less traditional exterior appearance.
- Outboard motor bracket and transom-hung rudder can be awkward to access over the high cockpit coaming.
