Design & Construction
The Prétorien’s lines bear the IOR’s fingerprint in the high-aspect-ratio mainsail and general proportions; one review credits the design with avoiding the extreme tumblehome that dates so many competitors, though a separate assessment describes the stern sections as somewhat pinched, a hallmark of the era’s IOR influence. The result is a hull that combines a long sailing length for speed with a sea-kindly motion. Henri Wauquiez demanded high-quality construction, and the yard delivered a solid fiberglass hull using a counterintuitive but careful laminate schedule. Instead of heavier 24-ounce fabric, Wauquiez specified 18-ounce fabric because resin saturation of the lighter cloth is achieved more reliably. The deck coring shows similar foresight: the balsa is laid in strips with spaces between them and coated with resin before fitting alternating strips to inhibit water damage if a leak occurs. A massive 3-ton keel bolted externally to a deep stub anchors the ballast package, while a deep, skeg-hung rudder completes a steering system that inspires confidence offshore.
Rig & Handling
The influence of the racing rule book is most evident aloft. The tall, high-aspect-ratio rig gives the Prétorien a purposeful stance, and the long waterline ensures good speeds once the breeze fills in. The 3-ton keel keeps the boat on its lines when the breeze pipes up. The deep, skeg-hung rudder provides excellent control downwind and in a seaway, a reassuring trait for shorthanded crews. Most of these boats left the factory with a Volvo sail drive, most commonly the 28-horsepower MD11C, which pushes the boat along comfortably at 6.5 knots under power; a lower-output 23-horsepower version was also fitted to some hulls, which one owner said slows dramatically in wind or current. One practical trade-off noted in reviews is that the placement of winches and the bridgedeck traveler make it difficult to fit a useful dodger.
Accommodations
Step below and the interior announces its French heritage with a warmth that mass-production builders rarely match. Sources differ on the joinery species: one review describes varnished teak with a beeswax finish setting the tone below, while another lists cherry throughout, lighter to the eye than teak or mahogany; either way, the finish creates a space that feels more handcrafted than industrial. The main saloon has ample headroom and is built around a large, centerline table, flanked by a U-shaped convertible banquette to starboard and a proper single sea berth with lee cloth to port. Galley details reinforce the boat’s character: the U-shaped layout to starboard offers generous storage, while the trademark brown ceramic-tile countertop and a mirrored, felt-lined liquor locker are charming Gallic touches. The nav table to port is large enough to hold a folded chart and has dedicated bookshelves. Sleeping quarters include a cozy double cabin aft on the port side with a hanging locker, a large V-berth surrounded by useful, accessible storage forward, and a head compartment on the starboard side with a roomy hanging locker opposite. The aft cockpit is snug and comfortable under sail and at anchor, though the lack of opening portlights—a deliberate choice because Henri Wauquiez desired to build to Lloyd’s Rules, which at the time hadn’t certified any opening portlights—means ventilation below remains a weak point.
Known Issues
The most frequently cited shortcoming is airflow. Ventilation is marginal, despite three opening hatches, two UFO vents forward, and a couple of cowl vents in the saloon. This is a direct consequence of the original Lloyd’s certification constraint, and it is something any prospective owner should assess. The mechanical side deserves equal scrutiny: most of the boats were built with Volvo sail drives, and many have by now been rebuilt or replaced. Access to the engine compartment is workable but distributed, via panels at the companionway, another in the starboard cockpit locker, and a small hatch in the aft cabin locker. The difficulty of fitting a functional dodger, noted earlier, also limits weather protection in the cockpit.
Refits & Ownership
The Prétorien inspires a loyalty that goes beyond casual brand preference. One survey of owners discovered remarkable loyalty to the marque, with average ownership of nine years, and several had moved up from smaller to larger Wauquiez boats. Practical upgrades are well-documented within the owner community. To address the ventilation deficit, several owners have installed opening ports. On the propulsion front, one tester reports using the Volvo replacement kit for the MD2030C engine as a modern drop-in solution.
The Verdict
The Wauquiez Prétorien 35 occupies a satisfying middle ground between a capable offshore passagemaker and a stylish coastal cruiser. It eschews the extreme tumblehome that marks many IOR contemporaries while retaining the era’s favorable motion and sailing length. The construction philosophy—thoughtful laminate selection, segmented balsa coring, and a robust skeg-rudder arrangement—reflects a yard that prioritized longevity over shortcuts. Interior joinery and the delightful French fittings give the boat a personality that mass-produced cruisers often lack. The ventilation and dodger challenges are real but manageable, and the strong owner network means most other wrinkles have long since been ironed out. It is telling that the design was never inexpensive and has held its value; this is a boat that rewards commitment with a sailing experience that still feels relevant decades after the last hull left the mold.
Pros
- High-quality solid fiberglass hull with meticulous laminate and deck-coring details
- Long waterline and 3-ton external keel deliver fast, stable passages
- Deep, skeg-hung rudder provides excellent control in heavy weather
- Warm, beautifully finished interior with fine joinery, a large nav station, and thoughtful storage
- Loyal owner community with documented refit solutions for known weak points
Cons
- Marginal ventilation due to the original absence of opening portlights
- Bridgedeck traveler and winch placement complicate dodger installation
- Volvo sail drive engines will likely need rebuild or replacement if not already addressed
