1969–1982 · designed by Bruce King · built by Ericson Yachts
The Ericson 35 Mark II (35-2) was designed by Bruce King as a performance-oriented coastal and offshore cruiser-racer for the American market, introduced in 1969 as a modern IOR/MORC racer-cruiser update on Ericson's earlier Carl Alberg design. The swept-back moderate fin keel, semi-balanced spade rudder, and encapsulated lead ballast represented a clear departure from full-keel conservatism, targeting buyers who wanted a lively, responsive boat competitive under PHRF while offering practical cruising accommodations for four to six people. The class earned a strong regional racing following through the 1970s and retains a loyal cruising community due to relatively good build quality for its era and approximately 600 hulls produced.
Check this first — This guide covers the Ericson 35-2 (Mark II), Bruce King's 1969-1982 boat, and not the two other yachts sold as an "Ericson 35". The original 1960s Ericson 35 was a Carl Alberg design; the Ericson 35-3 (Mark III) is a different, later King design built from 1982 to 1998. Check which one you are looking at before applying anything below.
This is a general read on the Ericson 35 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
Fin Keel
Ballast type
Encapsulated Lead
Rudder
Spade
Mast step
Deck Stepped
Hull construction
Fiberglass
Production
1969–1982
Built in
USA
What the Ericson 35 is known for
Lively, responsive sailing performance for a 35-foot cruiser-racer of its era — upwind ability and VMG reward good sail trim and make the boat genuinely fun to sail.
Relatively solid fiberglass layup compared to some contemporaries — the hull laminate on unblistered examples is typically sound and thick enough to absorb the expected osmotic and impact history of a 40-55 year old boat.
Active class association (ericsonyachts.org) and widespread institutional knowledge — the production run of approximately 600 hulls means a good supply of second-hand hardware, documentation, and experienced owners.
Comfortable, practical interior layout for a couple — the standard arrangement offers a real V-berth forward, nav station, and workable galley, which remains usable without a full refit.
Known trade-offs
Leaking shroud chainplates have caused significant rot in the main bulkhead on this class. That is a structural repair, not a bedding job, and it is the single finding most likely to turn a cheap Ericson into an expensive one.
A 25-gallon water tank is inadequate for a boat with five berths — a real constraint on cruising use that no amount of maintenance fixes.
Balsa-cored deck is almost universally wet or compromised to some degree on older examples — budget for deck work as a near-certainty, not a possibility.
Encapsulated keel shell has known manufacturing voids that trap water over time; the absence of keel bolts means the failure mode is fiberglass shell delamination and keel-hull seam cracking rather than bolt corrosion, but the structural risk is real.
Spade rudder with no skeg offers limited protection; a grounding or collision that damages the rudder stock or bearings can disable the boat in a way that a skeg-hung rudder would not.
Interior finish and joinery are dated and show their age — cosmetic upgrades are often needed and can consume budget disproportionate to structural improvements.
Asking prices on well-presented examples sometimes exceed what the age-related deferred maintenance exposure justifies — a professional survey is essential before paying near the top of the market.
Age-related quirks to expect
Hull moulded in two halves and joined on the centreline. Practical Sailor's review tells buyers to examine the hull centreline carefully and check for cracks along that joint — an inspection point unique to boats built this way, and one a general surveyor may not go looking for unless told.severity: Highaffects: 1969-1982 (all)
Gate valves fitted instead of proper seacocks on early boats. A gate valve below the waterline is a recognised safety defect — it can seize open, and it gives no reliable way to tell open from shut.severity: Highaffects: early hulls
Steel water-jacketed exhaust systems develop pinholes with age, which puts water where it should not be and is easy to miss until it has done damage.severity: Mediumaffects: 1969-1982 (all)
Osmotic blistering — Practical Sailor found some blistering on about 30% of the boats surveyedseverity: Mediumaffects: 1969-1977
Balsa core deck delamination and rot around chainplates, stanchion bases, and deck hardwareseverity: Highaffects: 1969-1982
Encapsulated keel shell voids and water intrusion — fiberglass keel shell can trap water around the lead casting, causing internal delamination and soft spots at the keel-hull junctionseverity: Highaffects: 1969-1982
Original Universal Atomic 4 gasoline engine at or well past service life on most surviving hullsseverity: Mediumaffects: 1969-1982
Standing rigging age — many hulls still on original or single-replacement wire past 40+ yearsseverity: Highaffects: 1969-1982
Systems to check before you buy
Deck core and chainplate kneespriority: offshore, coastal, liveaboard
Balsa-cored deck is the single highest-risk area on this class. Water intrusion through any deck fitting — chainplates, stanchion bases, cleats, winch pads — leads to wet balsa that loses structural value silently. Probe every fitting under load; pull chainplate covers and inspect for staining, cracks in the fiberglass tabbing below deck, and soft spots. Widespread wet core is a major refit bill.
Encapsulated keel shell and keel-hull junctionpriority: offshore, coastal
The Ericson 35-2 has an encapsulated lead keel — the lead casting was lowered into a molded fiberglass keel shell during construction with no through-bolts. Known manufacturing voids exist between the lead and the fiberglass shell. Over decades, water migrates into these voids and can cause internal delamination, soft spots at the keel-hull junction, and corrosion of any embedded fasteners. Haul and inspect the keel shell carefully; probe for soft spots and look for cracking or weeping at the keel-hull seam. Repair ranges from epoxy injection and cosmetic fairing to structural glass repair of the keel shell.
Standing rigging and deck-stepped mastpriority: offshore, coastal, racing
The 35-2 carries a deck-stepped aluminum mast supported by a compression post to the keel. Inspect the compression post and its bearing surfaces for rot, compression damage, and movement. Wire rigging life expectancy is 10-15 years in service; many hulls have ambiguous or undocumented replacement history. Inspect swage fittings closely for cracks at the barrel, and check chainplate throughbolts for elongated holes and moisture staining on the interior liner.
Engine and engine mountspriority: coastal, liveaboard, offshore
Many hulls came with the Universal Atomic 4 gasoline inboard. Survivors are running on very old carburetors, fuel lines, and ignition systems with genuine fire risk in the bilge. Diesel repowers to Yanmar or Westerbeke are common and generally a net positive for safety and reliability, but verify the repower was done properly — check mounts, cutlass bearing alignment, and exhaust routing.
Hull gelcoat and osmotic blisteringpriority: offshore, coastal, liveaboard
Early hulls (pre-1978) are in the primary blister-prone era for American fiberglass construction. Haul and inspect the entire bottom in good light; test suspect areas with a moisture meter. Blisters that have been opened, dried, and properly epoxy-filled are acceptable — an untreated hull with active weeping blisters indicates deferred maintenance and possible deeper laminate saturation.
How it fits your plans
Offshore
Capable of offshore passages in competent hands — the fin keel and spade rudder give a lively, responsive helm and reasonable upwind performance. Not an ideal bluewater boat by modern standards; the spade rudder is more vulnerable than a skeg-hung arrangement, and the age-related structural items (encapsulated keel shell, deck, rig) must be fully sorted before any serious offshore use. A well-maintained, rigging-current example with a diesel repower is a credible coastal bluewater platform.
Coastal
Well suited to coastal cruising and weekend racing. The boat is fast enough to be fun and has enough cabin volume for a couple on extended coastal passages. Most surviving examples are used this way.
Liveaboard
Tight but workable for one or two people as a budget liveaboard. The interior is dated and storage is limited by modern expectations. Systems age is a meaningful concern — electrical, plumbing, and engine will likely need attention.
Weekending
A strong fit for weekending — comfortable, fast, and easy to single- or double-hand once the rig is sorted. The large cockpit and responsive handling make it enjoyable in day-sail and overnight conditions.
Racing
Still competitive in PHRF beer-can and club racing. The hull form rewards a clean bottom and a well-tuned rig. Older sails and worn running rigging will limit performance but the platform is sound.
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 Ericson 35 — 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.
Other people's videos, not ours, and not endorsements — walkthroughs and
reviews of this class that are worth watching before you look at one in person.