S2 8.6 SD Sailboat Review, Specs, and Listings

Design Brief & Intent

The S2 8.6 SD was designed to serve as a premium coastal cruiser and occasional club racer for families or couples who demanded more structural rigor and a higher level of fit-out than mass-market competitors of the era. Positioned in the highly competitive 28-foot bracket alongside the Newport 28, O’Day 28, and Pearson 28, the S2 stood out due to its superior build standards and upscale interior 7. The interior is characterized by warm teak joinery, finely finished wood trim, and a highly functional layout that offers an impressive six feet of standing headroom—a rarity in a boat of this length 8.

Slikkers’ powerboat manufacturing background heavily influenced the S2 interior, introducing molded fiberglass liners and structural modules that provided exceptional structural stiffness. The accommodations are conventional but exceptionally well executed. Forward, a private V-berth features an adjacent hanging locker and bureau. Immediately aft lies the enclosed head, which utilizes a single, easily cleaned fiberglass molded unit integrating the vanity, sink, toilet base, and sole. The saloon layout consists of opposing settees flank-loading a bulkhead-mounted, drop-leaf dining table that folds away to maximize living space when not in use. An L-shaped galley is situated to port, equipped with a deep sink, insulated icebox, two-burner stove, and a clever flip-up counter extension. Opposite the galley, a generous quarter berth to starboard provides a secure bunk under way with sitting headroom.

Variations & Configurations 5

While S2 built the 8.6 with both a standard deep-fin keel and a shoal-draft arrangement, the S2 8.6 SD variant was specifically equipped with the shoal-draft keel. The standard fin draws four and a half feet, whereas the shoal-draft configuration reduces draft to just under four feet, opening up shallow bays, the Florida Keys, and shallow inland lakes to stress-free exploration.

Crucially, S2 avoided the standard industry practice of bolting external lead or iron keels to the hull. Instead, both the deep-fin and shoal-draft configurations utilize cast-lead ballast encapsulated within a hollow fiberglass keel cavity that is fully integral to the hull molding. This design choice completely eliminates the joint between the keel and hull, eliminating any risk of the infamous "Catalina smile" or catastrophic keel-bolt failure. Structurally, the rig is a high-aspect-ratio masthead sloop. The mast is stepped on deck, supported by an internal compression post that transfers loads to the structural grid below. The S2 8.6 features a taller mast than its predecessor, the 8.5, which improved overall light-air performance.

Sailing Performance & Handling

On the water, the S2 8.6 SD behaves like a much larger, more stable yacht. With a displacement of 7,600 pounds and 3,000 pounds of encapsulated lead ballast, the boat boasts an impressive ballast-to-displacement ratio of 39.47 percent. This high ballast ratio ensures excellent initial and secondary stiffness, allowing the boat to carry sail longer than many of its lighter competitors. The displacement-to-length ratio of 297.86 categorizes the boat as a moderate-to-heavy coastal cruiser, meaning it possesses the necessary displacement to track reliably, punch through chop, and carry its momentum when tacking.

Its comfort ratio of 24.24 indicates a motion that is significantly gentler and less fatiguing in a seaway than lighter 28-foot racer-cruisers. Under sail, the high-aspect-ratio masthead rig relies on a relatively small mainsail and an overlapping headsail to drive the hull. With a sail area-to-displacement ratio of 16.14, the S2 8.6 SD is not a light-air flyer under mainsail alone; it requires a large, overlapping genoa to maintain performance in light breezes. However, the boat's capsize screening ratio of 1.93 underscores its safe, stable geometry, remaining safely below the critical limit of 2.0 to assure coastal passagemaking security. Balanced by a spade rudder, the boat is highly responsive and easy to handle, though its relatively wide beam of nine and a half feet means it sails best when kept upright, prompting prudent owners to reef the mainsail once the breeze climbs past fifteen knots.

Market Snapshot & Economics

Decades after production ceased, the S2 8.6 SD continues to command a modest but firm premium on the brokerage market compared to more lightly built contemporary 28-footers. Because only about 150 total units of the S2 8.6 were produced, finding one on the market requires patience, particularly in the shoal-draft configuration.

From an economic perspective, buying an S2 8.6 is highly logical for DIY-minded sailors. The hull construction is exceptionally robust, meaning structural fiberglass work is rarely required. However, prospective buyers must evaluate the state of the onboard systems. Most S2 8.6 models were factory-fitted with a dependable two-cylinder Yanmar diesel engine, which is known for its durability and ease of parts sourcing. Refitting an S2 8.6 is generally a highly predictable financial endeavor, as the boat’s moderate size keeps the cost of sails, standing rigging, and bottom paint within a manageable scope.

Known Issues & Triage

Despite S2’s rigorous construction standards, the age of the fleet makes certain maintenance issues inevitable. The primary concern on any S2 8.6 is deck core rot. While the hull is solid fiberglass, all horizontal deck areas are cored with end-grain balsa. S2 utilized a fabric-backed vinyl or carpet headliner inside the cabin, which can mask water intrusion from above. Over time, original sealant around deck organizers, stanchions, handrails, and the mast step can fail, allowing water to penetrate the balsa core.

A particularly critical area to inspect is around the chainplates. The chainplates are bolted to plywood gussets and bulkheads inside the cabin. If water leaks through the chainplate deck slots, it will inevitably rot these structural plywood supports. Buyers should use a moisture meter and a phenolic hammer to sound out the deck and inspect the interior bulkheads for soft spots or water staining.

Another common issue involves the raw-water cooling system on the Yanmar diesel engine. Many original installations lacked a robust raw-water intake strainer, leaving the engine vulnerable to ingesting debris. Additionally, the Yanmar exhaust mixing elbow is prone to carbon clogging and internal corrosion over time, which can lead to engine overheating. Finally, because the mast is stepped on deck, any compression-post settling due to rot in the wood block or compression plate beneath the cabin sole must be triaged immediately to prevent rig detensioning.