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Wauquiez Pretorien 35

1979–1986 · designed by Holman & Pye · built by Chantier Henri Wauquiez

The Pretorien 35 is a French-built cruiser-racer from UK naval architects Holman & Pye, conceived as a go-anywhere offshore cruiser with bluewater capability. It prioritises structural integrity, seakindly motion, and voluminous accommodation over speed in light air. Wauquiez marketed it as a quality production boat rivalling the standards of Hallberg-Rassy and comparable European offshore builders — a claim that has largely held up over the class's four-decade life. Its most famous owner, Hal Roth, sailed a Pretorien 35 named Whisper around the world and across the Atlantic multiple times, logging consistent 150-mile-plus offshore days.

This is a general read on the Wauquiez Pretorien 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: Bolt On Lead
Rudder: Skeg Hung
Mast step: Keel Stepped
Hull construction: Fiberglass
Production: 1979–1986
Built in: France

What the Wauquiez Pretorien 35 is known for

Solid fiberglass hull with six full-length glassed-in longitudinal stiffeners and athwartship beams — structural integrity is well above average for a 1980s production cruiser.
46% ballast ratio with an external lead keel bolted to a deep keel stub produces a stiff, seakindly motion that offshore sailors prize; AVS is approximately 124 degrees.
Wauquiez's balsa deck technique — strip-and-resin-pocket isolation — was ahead of its time and limits water migration if a deck leak develops.
Voluminous accommodation for the waterline length: U-dinette, dedicated nav station, and substantial stowage make it genuinely liveable offshore.
Strong second-hand reputation among European offshore cruisers; validated by Hal Roth's circumnavigation and Atlantic passages aboard Whisper. Parts and specialist knowledge remain reasonably accessible.

Known trade-offs

Saildrive aluminum lower units are a chronic weak point — galvanic corrosion is common and replacement is expensive; many hulls now need a full saildrive or engine/shaft conversion.
Light-air performance is poor; the heavy displacement hull needs 12+ knots of breeze to show its best, making it frustrating in typical coastal conditions.
Single-point chainplates on a double-spreader rig concentrate fatigue loading — preventive replacement is prudent on any hull that has not had documented chainplate work, and the rig requires a babystay and running backstays.
Engine compartment access is cramped, making routine maintenance harder than it should be and raising the labour cost of any engine work.
Headroom at 6 feet is marginal and inadequate for taller sailors, limiting the liveaboard appeal for larger crew.

Age-related quirks to expect

Osmotic blistering below waterline Medium 1979–1986 (all years)

Saildrive aluminum lower unit corrosion (Volvo MD11 saildrive variants) High 1979–1986 (saildrive-equipped hulls)

Chainplate fatigue — single-point attachment on double-spreader rig; preventive replacement now standard practice on older hulls High 1979–1986 (all years)

Thin optional teak decks worn through, exposing fasteners and failing caulk Medium 1979–1986 (teak-deck option)

Headstay backing plate — many hulls left the factory with washers only, not a proper plate Medium 1979–1986 (all years)

Original standing rigging now 40+ years old — full rig replacement overdue on any unserviced hull High 1979–1986 (all years)

Systems to check before you buy

Engine / saildrive priority: offshore, coastal, liveaboard

Saildrive-equipped boats (the majority, fitted with the Volvo MD11C 28hp diesel) carry significant corrosion risk on the aluminum lower unit. Galvanic and stray-current attack on the gear housing is common. Inspect the through-hull seal and lower unit carefully; a corroded leg can mean a full saildrive replacement. Shaft-drive variants avoid this but have a steep shaft angle that reduces propulsive efficiency.

Chainplates and standing rigging priority: offshore, coastal

All shrouds are led to single-point chainplates on this double-spreader, masthead rig — a configuration that concentrates fatigue loading and requires a babystay and running backstays to stabilize the mast. Preventive chainplate replacement is common practice even when dye-penetrant tests show no visible cracking. Pair any chainplate inspection with a full rigging survey — all hulls are 40+ years old.

Hull below waterline (osmosis) priority: offshore, coastal, liveaboard, weekending

Polyester resin hull laid up pre-vinylester era. Osmotic blistering is common and should be expected on any boat without a documented blister treatment and epoxy barrier coat. Assess extent by moisture meter and dry-out period before committing to repair cost.

Deck core and through-deck fittings priority: offshore, coastal, liveaboard

Balsa cored deck with Wauquiez's proprietary strip-and-resin-pocket isolation technique. While better than typical 1980s practice, 40 years of deck hardware movement and UV degradation create wet-core risk at chainplates, stanchion bases, and around the mast partner. Sound the deck and moisture-meter suspect areas.

Teak deck (if fitted) priority: liveaboard, coastal, offshore

Optional teak decks were laid thin and after multiple refinishings many are worn to the fasteners with failing caulk seams. A compromised teak deck over a balsa core is a water-ingress pathway. Budget for full teak removal and recore if the seams are open or the wood is soft underfoot.

How it fits your plans

Offshore: A genuine bluewater design — 46% ballast ratio, solid fiberglass hull with six longitudinal stiffeners, keel-stepped double-spreader mast, and a skeg-hung rudder give it real structural credibility offshore. Hal Roth documented consistent 150-mile-plus days in his Pretorien Whisper across multiple ocean passages. The main caveat is that any hull used offshore must have had chainplates, standing rigging, and the saildrive (or engine) properly addressed — at 40+ years old, deferred maintenance is the offshore risk, not the design.
Coastal: Well-suited for coastal cruising. Stiff, predictable, and forgiving in a seaway. Light-air performance is mediocre, so it suits sailors who value confidence in 15–25 knots over regatta results.
Liveaboard: Spacious for 35 feet with a U-shaped dinette, proper nav station, and reasonable stowage. Headroom is just adequate at 6 feet — not workable for taller crew. A solid choice for liveaboard if the engine and systems have been maintained.
Weekending: Capable weekender, though the 6-foot draft limits some anchorages. Cockpit and sail handling are straightforward for short-handed use.
Racing: Not a racing boat. PHRF-era performance is modest, particularly in light air. Not relevant as a racing purchase.

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