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Allied Seawind II 32

1975–1982 · designed by Thomas Gillmer · built by Allied Boat Works

The Allied Seawind II 32 is a conservative offshore cruising ketch designed by Thomas Gillmer as an evolution of the original Seawind ketch. Built to provide solid bluewater passage-making capability in a manageable 32-foot package, it emphasizes seakindliness and safety over speed. The design gained significant credibility from the original Seawind's association with circumnavigation voyages, and the Seawind II carried that offshore reputation through the late 1970s and early 1980s. Approximately 130 hulls were built, the majority as ketches with a small number of cutters and sloops.

Check this first — about 130 boats were built and the ketch is the standard rig, but not every Seawind II is one: Practical Sailor records 11 cutters and 5 sloops among them. If you are looking at one of those 16, the sail plan, and everything that follows from it about handling and rig cost, is not what this guide's ketch-based description assumes.

This is a general read on the Allied Seawind II 32 class — informed background, not a verdict on any individual boat. Condition, refit history, and how a particular hull was sailed and stored matter far more than class reputation. Use it to know what to look for; for a read on a specific listing, run a free FairKeel report on that boat.

At a glance

Hull form: Full Keel
Ballast type: Encapsulated Lead
Rudder: Keel Hung
Mast step: Deck Stepped
Hull construction: Fiberglass
Production: 1975–1982
Built in: USA

What the Allied Seawind II 32 is known for

Proven offshore heritage — the Seawind lineage has documented bluewater circumnavigation associations and the full-keel, keel-hung rudder layout inspires genuine confidence in heavy weather.
Ketch rig offers flexibility for short-handed sailing — mizzen can be used as a riding sail at anchor and the divided sail plan reduces the size of individual sails.
Encapsulated lead ballast eliminates external keel bolts, removing one of the most common sources of catastrophic water ingress on fin-keel boats of this era.
Strong owner community and documented history — parts, advice, and class knowledge are accessible through active owner groups (alliedseawindii.org) and published literature.
Conservative, non-exotic construction — solid fiberglass hull built thick during the pioneering era means repairs are straightforward for any competent yard.

Known trade-offs

Heavy displacement and full keel produce slow, uninspiring performance — especially to windward and in light air — compared to contemporary fin-keel cruisers.
Deck-stepped masts load through an oak compression post/frame sitting on the keel; this post is a known rot point and must be inspected on every prospective purchase.
Balsa-cored decks combined with 50 years of hardware penetrations mean wet core is the norm rather than the exception — budget for significant deck remediation on most hulls.
Teak overlay decks (where present) add maintenance burden and mask underlying core condition, making pre-purchase inspection more critical and more expensive.
Only approximately 130 hulls were built, limiting the used-market supply and making finding a well-maintained example more time-consuming than for higher-production cruising designs.

Age-related quirks to expect

Fiberglass osmotic blistering severity: Medium affects: 1975–1982 (all hulls)

One engine, and it is a diesel: a four-cylinder Westerbeke of 27hp. Practical Sailor notes many boats still carry the original, which is a recommendation in itself for a 45-year-old installation. Adequate for the displacement rather than generous. There was no petrol option. severity: Medium affects: 1975–1982 (all)

Welded aluminium fuel tank in the bilge with no inspection port on many boats, a specific owner complaint in Practical Sailor's review. No port means the inside of a 45-year-old tank cannot be examined, so age and any history of fuel contamination carry more weight than usual. severity: Medium affects: 1975–1982 (all)

Standard fixed three-bladed bronze propeller creates significant drag under sail; Practical Sailor suggests a two-bladed or feathering prop. Relevant to a boat already described as slow to tack, and a cheap, well-understood improvement rather than a defect. severity: Low affects: 1975–1982 (all)

Teak deck deterioration and deck-to-hull joint weeping severity: Medium affects: 1975–1982 (teak-decked hulls)

Standing rigging age — original or first-replacement wire at or past service life severity: High affects: All hulls not recently re-rigged

Balsa core deck delamination from fastener and hardware leaks severity: Medium affects: 1975–1982 (all hulls)

Oak mast compression post rot — deck-stepped mast loads transferred through an oak post/frame sitting on keel; standing water causes rot severity: Medium affects: 1975–1982 (all hulls)

Systems to check before you buy

Engine — original or replacement inboard priority: offshore, coastal, liveaboard

The engine was a four-cylinder Westerbeke diesel of 27hp, and Practical Sailor records that many boats still run the original. Petrol engines are sometimes assumed on boats of this vintage; there was no Atomic 4 option here. Two access points worth knowing before you buy. Checking the oil means removing the companionway ladder and a bulkhead panel, which Practical Sailor says plainly is not conducive to good maintenance, so ask how often it was actually done rather than assuming. And the engine sits crammed beneath the cockpit sole, so side access means emptying the seat lockers and pulling the cover panels. Neither is a defect, but both raise the labour cost of every job on this engine for the life of the boat. Where a repower has been done, assess mounts, exhaust, fuel system and ventilation; a poor repower is a significant liability offshore.

Hull bottom and keel-to-hull joint priority: offshore, coastal

Full-keel boats of this era with encapsulated lead ballast are susceptible to osmotic blistering on the hull bottom. Sound the hull with a moisture meter and inspect the keel-to-hull joint closely for any movement, cracking, or soft laminate indicating water ingress into the encapsulated lead.

Standing rigging and deck-stepped mast partners priority: offshore, coastal, weekending

Ketch rig with deck-stepped masts means rigging failures and mast-partner compression-post condition are both critical inspection items. All wire should be treated as suspect if age is unknown. Inspect chainplates for backing-plate corrosion and deck-seal integrity. Inspect the oak compression post beneath the cabin trunk for rot — a known failure point on this class.

Deck core integrity priority: offshore, liveaboard, coastal

Balsa-cored decks of this era suffer delamination wherever hardware fasteners have allowed water ingress over decades. Tap the entire deck methodically; pay particular attention to areas around stanchion bases, chainplates, winch pads, and any deck hardware. Soft or hollow sounds indicate wet core requiring repair.

Teak decks and hull-to-deck joint priority: liveaboard, offshore

Many Seawind IIs were fitted with teak overlay decks that are now aged, with dried caulking and lifting planks that funnel water into the balsa core below. The hull-to-deck joint on Allied boats of this era uses an inward-turning flange and through-bolted toerail; inspect for cracking, weeping, or sealant failure along the full perimeter.

How it fits your plans

Offshore: A credible offshore cruiser for its era — the full-keel, keel-hung rudder, and ketch rig are genuinely seaworthy, and the class has documented bluewater passages. However, any Seawind II bound for offshore use today requires verified rigging, a sound engine installation, confirmed deck-core integrity, and inspection of the oak mast compression post. Buy the boat as a project requiring systematic verification, not as offshore-ready.
Coastal: Well-suited to coastal cruising if mechanical and deck issues are addressed. The full keel tracks well and the ketch rig is manageable short-handed. Expect modest performance to windward and in light air.
Liveaboard: Livable for one or a couple with modest expectations. Interior volume is reasonable for 32 feet. Standing headroom is present (6'2" cited) but not generous by modern standards. The ketch rig and traditional layout appeal to the liveaboard community, but aging systems demand ongoing maintenance budgeting.
Weekending: Capable weekender, though the performance ceiling and age-related maintenance demands make newer designs more practical for pure weekending use at similar price points.
Racing: Not a racing design. Full keel and heavy displacement (14,900 lbs) put it well outside competitive PHRF racing consideration.
Motor: Not applicable as a motor-only platform. Engine is strictly auxiliary.

This guide is the class. A report is that hull. Paste the listing you're looking at and FairKeel grades every claim in it against what's known about the Allied Seawind II 32 — where the evidence is thin, the red flags worth a second look, the costs likely to land in your first season, and whether the boat suits the plans you describe in a few short questions.

It won't read the photos or put a number on the boat — that's the $249 Deep-Dive, and for the real answer, a surveyor. It will tell you when a Deep-Dive isn't worth buying. Free, no account, usually a minute or two.

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