Go to Sailing Texas classifieds for current sailboats for sale Hallberg-Rassy Rasmus 35, 1974 Location: Corpus Christi, Texas Asking price: $37,500
Length overall: 34 ft. 6 in. Beam: 10 ft. Draft: 4 ft. 3 in. (full keel with cutaway forefoot) Displacement: 12,000 lb. Ballast/Displacement Ratio 45% CSF (Capsize Screening Factor): 1.74 Fuel: Approx. 65 gallons Water: Approx. 65 gallons
Boat is in overall very good condition and is sailed regularly. Sloop rigged USCG documented Swedish built Recent (March 2021) bottom paint (Pettit Trinidad) Prior to my purchase in late 2016 this boat was in freshwater (Lake Michigan) and winterized and kept on land under cover much of each year. The original gel-coat is in good condition (never painted and no need to paint)
The boat has the following equipment:
Reliable Yanmar 3HJ2-TE diesel Dual Racor fuel filters with pressure gauge (allows for filter change without shutting the engine down), Balmar 120 amp alternator, Balmar battery combiner, Balmar regulator, and Balmar battery monitor (added May 2020) Four Full River DC224-6 AGM batteries for house bank (448 amp hours), plus Trojan AGM starting battery (May 2020) WindPilot Pacific Plus self-steering windvane Ground tackle: Rockna (2020), Bruce, Danforth
Sails: fully battened North main, 150% genoa, 110% jib, all in good condition
Profurl roller reefing (2017) Garhauer rigid boom vang (2018) Dodger and bimini PSS dripless stuffing box Screens for all hatches Standard Horizon VHF/GPS/AIS in nav station with RAM (remote mic) in aft cabin within easy reach from helm, plus NMEA Wi-Fi Gateway to transmit AIS & GPS data to other devices aboard ICOM 802 Single Sideband with antenna tuner (mounted, but ground plane, antenna, and some cabling are needed to complete installation) Composite folding mast steps Masthead LED navigation and anchor light All LED interior lighting Origo two burner alcohol stove with gimbals and pot holders Thetford 5 gallon port-o-pot (instead of head with holding tank) Blue Seas 12 volt and 110 volt electrical panels in nav station Additional Blue Seas electrical panels inside aft cabin and on binnacle for easy access to nav lights and other essentials from the helm Stainless steel opening side ports in the aft cabin Teak is natural (not varnished) Bilge pumps: Two 12 volt pumps at different levels, plus a high water alarm, and a composite, high volume manual bilge pump, Ritchie Navigator compass (2019) Water pressure pump to sinks in galley and head Feris depth sounder
The original hydraulic steering system was replaced with a much more responsive Edson cable steering system in 2018. Between 2017 and 2019 all standing rigging was replaced including turnbuckles. Hi-Mod terminals (reusable) are used throughout. Chain plates were removed, inspected, and rebedded. Nearly all wiring has been replaced with appropriately sized Anchor tinned copper wire since 2016.
Following are a few details about the design and construction of the Hallberg-Rassy Rasmus which contribute to its safety, strength, and longevity.
Foam coring in deck (no balsa) Ballast is resin-encased within the keel, so there are no keel bolts to corrode. The hull is over-built by today’s standards with thick, solid fiberglass and large longitudinal stringers which run from bow to stern. This boat was not built with a fiberglass liner. The bulkheads and cabinetry are all glassed to the hull, and all parts of the hull are accessible from within the boat. Cabinetry, furniture, floorboards, and other wood in the interior is solid mahogany (not plywood with a thin veneer) Hull to deck connection forms a high bullworks which is glassed below, filled with resin from above, and topped with a teak cap rail. This construction adds rigidity to the hull, adds the safety of bullworks when working on deck, and eliminates any possibility of a leak through the hull-deck connection. Fiberglass water and fuel tanks are built into the keel. This keeps fuel and water weight low in the center of the boat which improves stability. Each tank has removable inspection plates for cleaning, and the fuel tank has a pick-up to pump sediment and/or water accumulation off the bottom of the tank. The center cockpit allows excellent access to the engine. Similarly, the stuffing box and steering quadrant are easily accessed through the aft cabin. The rudder post is solid bronze (not a pipe), and the rudder shoe and other rudder hardware below the waterline are heavy bronze. Handholds are placed conveniently throughout the interior of the boat. The center cockpit is deep, safe, and comfortable with high sides, and the famous Halberg-Rassy windscreen provides protection from wind and spray. Additionally, jib sheets and mainsheet are within easy reach of the helm.
What this boat does not have:
This particular Hallberg-Rassy is very well-maintained, but it has been set up for simplicity and reliability. It has not been loaded up with electronics, refrigeration, air-conditioning, an elaborate sound system, etc. There is, however, ample space to add such items, if desired. (It also has a Balmar alternator, large battery bank, and Balmar battery management system to provide power for electronics and refrigeration, if needed.)
The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.
Classic hull speed formula:
Hull Speed = 1.34 x √LWLA more accurate formula devised by Dave Gerr in The Propeller Handbook replaces the Speed/Length ratio constant of 1.34 with a calculation based on the Displacement/Length ratio.
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311
Hull Speed = Max Speed/Length ratio x √LWL
A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.
SA/D = SA ÷ (D ÷ 64)2/3
A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.
Ballast / Displacement * 100
A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.
D/L = (D ÷ 2240) ÷ (0.01 x LWL)³
This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.
Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam1.33)
This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.
CSV = Beam ÷ ³√(D / 64)
The Rasmus 35 is often dubbed as the first production sailboat to come from Hallberg-Rassy, a name that’s become one of the most respected and prestigious in the world of cruising yachts. With a design from Sweden’s Olle Enderlein that was well ahead of its time in the late 1960s, the boat has enjoyed a large following with an incredible production run of 760 hulls spanning 12 years.
With its full keel and center-cockpit layout the boat was designed for long distance cruising from the outset. Rig options came in both ketch and sloop configurations, and of particular note is her well protected cockpit which featured a fixed windscreen which was a trendsetting innovation in its day.
Through the years the Rasmus 35 has proven herself with numerous and regular circumnavigations under her name and continues to be a practical choice for extended voyaging, able to swallow large amounts of gear and accommodate a decent crew count without being cramped. Also a trademark for Hallberg-Rassy is a generously sized engine which makes cruising life a little easier.
The Rasmus, being the German name for “God of Winds”, could be said to be a Swedish and German creation. Originally drawn in 1966 by leading Swedish yacht designer, Olle Enderlein, the boat was built by German expatriate, Christophe Rassy, in 1967 when he founded his boatbuilding business in Kungsviken on the old premises of the Hallberg boatyard who had moved on to larger facilities. The first two boats were built entirely of mahogany, taking a full year to build before production moved onto fiberglass molds by hull #3.
The boat was considered quite large at the time as well as being innovative with its fixed windscreen and powerful engine. With the Rasmus 35 being well received, by 1972 Rassy expanded his operations by buying the Hallberg boatyard from Harry Hallberg who was at that point looking to retire. Since the Hallberg brand was already well-known in Sweden, with four designs in production, Rassy adopted it in forming the new Halberg-Rassy name.
Production of the Rasmus 35 continued through to 1978 with a total count of 760 hulls. In the United Kingdom versions of the boat were called the NAB 35 and although the hull moldings were from Sweden they were fitted out by British builder Reg Freeman Yachts. These boats featured a more substantial wheelhouse shelter.
Probably the yacht’s most defining trait is its ample stowage and accommodations spanning three separate cabins in a centre cockpit layout – not bad for a 35 footer. The mahogany interior would have you want to check twice to be sure that the boat is fiberglass from belowdecks.
Each cabin features two berths accommodating a total crew of six in relatively spacious comfort, something rare to find in a 35 footer. In the forepeak are twin v-berths, further aft is a separate head with a locker area opposite. The main saloon features a large seven foot dinette which can be lowered to form a double berth. Opposite this area is a well equipped galley.
The separate aft cabin, which always provides a well appreciated luxury of privacy during extended passage-making, must be accessed externally from the center cockpit. It holds two berths which can be set up as a queen bed or two singles.
The cockpit not only being well protected due its center location, has a fixed windscreen, and additionally the cockpit could be optioned with a fixed ceiling instead of the standard folding dodger for further protection.
Apart from the original two Rasmus 35s built entirely from mahogany, the hulls were of solid laminate fiberglass with molded in longitudinal stringers and molded fiberglass tankage. The deck and cabin house is of fiberglass cored with one inch thick polyvinyl foam which has merits for lightness, stiffness not to mention acoustic and thermal insulation. Mating the two in the area of the hull to deck joint are many layers of overlapping fiberglass laminate on the internal corner of the hull and deck. On the exterior of this area the two moldings form a bulwark which is sealed with plastic filler and topped by a teak cap rail.
Iron is used as ballast, the 5,500 pound casting is encapsulated in fiberglass, and the rudder stock and fittings have been cast in bronze. All workmanship in the hull, deck, rudder, and chainplates were of high quality, enough to meet Lloyd’s standards.
Early Hallberg-Rassy models prior to German Frers’ designs from 1989 onwards were known to be solid, sea-kindly but a bit slow, and the Rasmus 35 is no different. Due to her narrow beam she rolls a little more than most and she suffers from excessive leeway drift when sailing to windward due to her short 4′ 3″ keel – particularly beyond 15 degrees of heel. Owners report that better progress can be made by sailing faster and flatter to the wind, throwing in tacks through 110 degrees than to go too close-winded. Of course Hallberg-Rassy’s tradition of having powerful engines fitted is always helpful for extended windward passages and reassuring in a storm. In this case the Volvo-Penta MD21 diesel is rated at 75hp but we also note in real world circumstances where the output must be sustained the MD21 can only manage 42hp.
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