Ericson 35

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.

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.

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At a glance

Hull form: Fin Keel
Ballast: 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

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

Osmotic blistering on early hulls Medium 1969-1977

Balsa core deck delamination and rot around chainplates, stanchion bases, and deck hardware High 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 junction High 1969-1982

Original Universal Atomic 4 gasoline engine at or well past service life on most surviving hulls Medium 1969-1982

Standing rigging age — many hulls still on original or single-replacement wire past 40+ years High 1969-1982

Systems to check before you buy

Deck core and chainplate knees priority: 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 junction priority: 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 mast priority: 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 mounts priority: 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 blistering priority: 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.

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