Variations & Configurations
While the Westerly Griffon shares a singular 26-foot hull profile across its production run, it was offered with three distinct keel arrangements that radically altered its operational limits and appeal. The vast majority of models were fitted with cast-iron twin (bilge) keels drawing just 3 feet 3 inches. Unlike the flat-bottomed bilge-keelers of an earlier generation, Dubois designed these twin foils with an asymmetric profile and careful toe-in angles to improve lift and minimize drag, allowing the boat to dry out perfectly upright in tidal harbors and estuaries. For sailors prioritizing windward performance, Westerly offered a deep fin-keel variant drawing 4 feet 9 inches, which drastically reduced leeway. A very rare lifting-keel version was also produced, offering a variable draft from 3 feet 3 inches to 5 feet 6 inches.
Internally, the Mark II layout is exceptionally commodious for a 26-footer, featuring a functional two-cabin arrangement that accommodates five to six berths. This version is instantly recognizable by its rich teak joinery, overhead lockers, and a dedicated saloon table that folds completely flat against the forward bulkhead to maximize floor space when not in use. The layout includes a V-berth in the forecabin, a convertible saloon settee and opposing dinette, a separate heads compartment with a sea toilet, and a generous quarterberth to port.
Sailing Performance & Handling
At the helm, the Griffon 26 Mk II delivers a reassuringly stiff and sea-kindly experience, heavily influenced by its robust specifications. Boasting a substantial ballast-to-displacement ratio of 45.28 percent, the boat carries its sail plan with authority and exhibits exceptional initial and secondary stability. It is not designed as a light-air racer; the sail area-to-displacement ratio of 15.5 indicates a conservative, easily managed sail plan that relies on a solid breeze to get her moving. However, with a displacement-to-length ratio of 266.53, she sits firmly in the medium-heavy displacement cruising class. This gives the boat enough physical momentum to punch cleanly through steep coastal chop where lighter production boats of similar length would stall.
Under sail, the twin-keel variant shows its limits when pinched hard to windward, making approximately 8 to 10 degrees of leeway. However, when eased off to 45 degrees apparent, the boat tracks beautifully and easily reaches cruising speeds of 5 to 6 knots. The transom-hung, unbalanced rudder is controlled via a sensitive tiller, providing direct, responsive feedback without excessive weather helm, even when carrying full sail in a Force 5. High, supportive cockpit coamings keep the crew protected and dry, while wide sidedecks coated in molded non-slip make moving forward to handle sails secure.
Market Snapshot & Economics
Decades after its production ended, the Westerly Griffon Mk II remains a highly regarded staple on the secondhand brokerage market, particularly in the United Kingdom and Northern Europe. Because of the Mark II’s superior teak joinery and standard factory-level upgrades, it consistently commands a modest premium over the sparser Mark I and the later cost-cutting "Club" versions. The boat trades at an exceptional value-to-utility ratio, offering proper yacht construction standards at pocket-cruiser prices.
The economics of buying a Griffon Mk II are generally highly favorable, but buyers must factor in the age of the machinery and systems. The boat was originally equipped with a heavy-duty, two-cylinder Bukh DV20 marine diesel. Delivering 20 horsepower, this cast-iron workhorse provides exceptional power for a 6,000-pound vessel, but replacing it or rebuilding its components can represent a significant percentage of the boat's overall market value. Standing rigging replacements, sail replacement, and cosmetic interior renovations are standard items on the maintenance ledger. However, because of the boat’s enduring popularity and active owner association support, a well-maintained Griffon Mk II holds its value remarkably well, making it a safe financial harbor for entry-level cruisers and downsizing veterans alike.
Known Issues & Triage
The primary technical concern for anyone looking at early Westerly Griffons is the keel-stub mounting arrangement on the twin-keel variants. The keels designed by Dubois were narrower and deeper than those on the older Centaur, which exerted far greater lateral leverage on the GRP keel-stubs—especially when the boat was settled in thick, sticky mud. This repetitive stress caused the fiberglass at the forward edge of the stubs to crack. Westerly eventually addressed this with a factory recall to laminate heavy transverse framing and thicker reinforcement into the keel stubs. For the Griffon 26 Mk II, these structural reinforcements were integrated directly at the factory. However, any surveyor will still pay close attention to the keel-to-hull joints, checking for stress crazing, loose keel bolts, or signs of movement.
Another ubiquitous Westerly ailment is the dreaded "Westerly Droop". The original foam-backed vinyl headlining in the saloon and cabins eventually decays due to moisture and age, turning the adhesive backing to a sticky orange dust and causing the vinyl panels to sag. Correcting this is a labor-intensive DIY task or a moderately expensive professional refit. Triage involves stripping the old vinyl, scraping away the decayed foam adhesive down to bare GRP, and applying modern, non-foam-backed marine vinyl or fabricating thin plywood panels wrapped in vinyl that are then fastened to the deckhead.
Modernization & Upgrades
Many current owners of the Griffon Mk II have undertaken extensive modernization programs to extend the vessel's cruising lifespan. Chief among these is the electrical system. The original 12-volt wiring and meager alternator charging systems are frequently replaced with modern lithium iron phosphate (LiFePO4) battery banks, smart battery monitors, and high-efficiency marine solar panels mounted on the companionway garage hatch.
Mechanical upgrades are also common. While the Bukh DV20 is legendary for its reliability, its weight is significant. Some owners have chosen to repower with lightweight, modern diesels such as Beta Marine 20 or 25 units. These modern engines offer a substantial weight reduction on the nose, cleaner emissions, and easier access to spare parts. Other frequent upgrades include replacing the original fixed aluminum-framed windows with modern, opening Lewmar portlights to improve ventilation in the saloon and heads, and upgrading the mainsheet traveler arrangement to allow more precise sail trim from the cockpit.
The Verdict
The Westerly Griffon 26 Mk II stands as one of the finest British pocket cruisers of its era, successfully bridging the gap between rugged, beachable utility and genuine sailing capability. By choosing the refined Mark II, sailors secure the robust, factory-reinforced hull and the warm, wood-appointed interior that represents the pinnacle of Westerly’s building standards before later economic pressures forced simpler finishes. It is a slow, steady, and immensely reassuring yacht that punches well above its weight class in heavy weather.
- Excellent stability and reassuring heavy-weather motion due to a high ballast ratio.
- Shallow-draft twin keels allow the boat to dry out upright, opening up cheap tidal moorings and shallow cruising grounds.
- Remarkably spacious and well-appointed interior with high-quality teak joinery on the Mark II.
- Factory-reinforced keel stubs eliminate the structural cracking concerns found on early Mark I models.
- Dependable and powerful Bukh 20 HP engine provides ample power in punchy head seas.
- High leeway when sailing close-hauled in the twin-keel configuration.
- Weak light-air performance due to a heavy displacement hull and conservative sail plan.
- Susceptible to "Westerly Droop" headlining failure, requiring labor-intensive remediation.
- The mainsheet traveler on the aft deck can compromise sheeting angles and cockpit space.
