hunter 490 sailboat

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Hunter 490 Yacht / Sailboat

Hunter 490 Yacht

Made by Hunter Boats Rochford Essex in the 1970’s, 80 Hunter 490 ‘s are said to have been built (I have never seen sail No 80 highest is 41).

The Hunter 490 was designed by Oliver J Lee who was famous for model racing yacht design but also designed the Squib one time Olympic Keel Boat alias Hunter 19, Hunter Europa, also the Hunter 701.

Hunter 490 ‘s are very quick capable, safe small cruisers and can give most of the competition a clean pair of heels. The Hunter 19 “WILLING GRIFFIN” was smallest competitor in the transat.

(Photograph by Ian Johnston)

• Specification
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Length : 4.9m Beam : 2.01m Weight : 1000lbs Sail Area : Main 6.50m2 Jib 4.65m2 Portsmouth Yardstick : N/A Berths : 2-3

Review of Hunter 490

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat equipped with a fractional rig. A fractional rig has smaller headsails which make tacking easier, which is an advantage for cruisers and racers, of course. The downside is that having the wind from behind often requires a genaker or a spinnaker for optimal speed.

DaggerBoard

The Hunter 490 is equipped with a daggerboard keel. A daggerboard is a lifting keel that can be lowered and raised, allowing the boat to enter shallow waters as well.

The boat can enter even shallow marinas as the draft is just about 0.46 - 0.56 meter (1.51 - 1.81 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Hunter 490 is 2.64, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 5.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Hunter 490 is about 57 kg/cm, alternatively 322 lbs/inch. Meaning: if you load 57 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 322 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 18.86

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 10m 2 (107 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Hunter 490 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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First sail out on Hunter 490 @ Rutland

• Thread starter MillingManDan
• Start date 16 Jun 2019
• 16 Jun 2019

MillingManDan

Just back from Rutland Water and the first time out on the Hunter 490 I got late last year. A friend and his Dad came along to give everything a good going over and expertise. We found some of the standing rigging was fitted incorrectly and finally made sense of the myriad of bulls eyes and cleats. It was quite gusty with 16kts (24 kts gusts) but once out in the open it felt more like permanent 24+. Quite choppy with lots of white crests and windsurfers out in force. The Hunter 490 sailed like a dream. Although I have nothing real to compare it to it seemed stable with main and jib out until near the end when we furled the latter. Probably due to the drop keel and heavy torpedo on the bottom. Looking forward to getting out again soon when it's maybe slightly less windy.  

Well-known member

I was dinghy sailing today, and a boat with a keel seemed like a very nice idea.  

• 17 Jun 2019

MillingManDan said: The Hunter 490 sailed like a dream. Click to expand...

• 17 Sep 2020

Reliant 490

MillingManDan said: Just back from Rutland Water and the first time out on the Hunter 490 I got late last year. A friend and his Dad came along to give everything a good going over and expertise. We found some of the standing rigging was fitted incorrectly and finally made sense of the myriad of bulls eyes and cleats. It was quite gusty with 16kts (24 kts gusts) but once out in the open it felt more like permanent 24+. Quite choppy with lots of white crests and windsurfers out in force. The Hunter 490 sailed like a dream. Although I have nothing real to compare it to it seemed stable with main and jib out until near the end when we furled the latter. Probably due to the drop keel and heavy torpedo on the bottom. Looking forward to getting out again soon when it's maybe slightly less windy. Click to expand...

Hi, new here and am interested to get in contact with Hunter 490 owners. I picked up mine several years ago from Rutland waters and trailed her to her new berth in Hamburg, Germany. I started to refurbish her, unfortunately, due to other projects, I stopped work on her for a while. Now I am back to this project: I re-vanished cabin and all areas inside completely and also completed the deck (nearly). Just started sanding down old paint above waterline to the original gelcoat. I used to have contacts to some owners but unfortunately lost emails and most of conversation after a pc breakdown. Looking forward to some new and maybe old contacts, too. Greetings from Hamburg, Germany  

• 18 Sep 2020

Reliant 490 said: Hi, new here and am interested to get in contact with Hunter 490 owners. I picked up mine several years ago from Rutland waters and trailed her to her new berth in Hamburg, Germany. I started to refurbish her, unfortunately, due to other projects, I stopped work on her for a while. Now I am back to this project: I re-vanished cabin and all areas inside completely and also completed the deck (nearly). Just started sanding down old paint above waterline to the original gelcoat. I used to have contacts to some owners but unfortunately lost emails and most of conversation after a pc breakdown. Looking forward to some new and maybe old contacts, too. Greetings from Hamburg, Germany Click to expand...

My 490's return to the water is delayed as my crew found that the support for the mast support is rotten, so I have rebuilding to do. The mast support is a 3" x 2" wooden post which has a slot across it at the bottom and sits on a 3' wide by 1" deep piece of wood with a curved bottom which in turn sits on a 4' wide x 2" strip of wood across the hull. It's that bottom strip which has rotted.  

mjcoon said: Did you add PC back-ups to your list of projects? (This from someone who spent £200 on trying to recover data from a dead disk and failing!) Click to expand...

Hi, my list of projects did include: Used boats, used cars, used PCs. I deleted from list: used PCs ;-)  

JumbleDuck said: My 490's return to the water is delayed as my crew found that the support for the mast support is rotten, so I have rebuilding to do. The mast support is a 3" x 2" wooden post which has a slot across it at the bottom and sits on a 3' wide by 1" deep piece of wood with a curved bottom which in turn sits on a 4' wide x 2" strip of wood across the hull. It's that bottom strip which has rotted. Click to expand...

Active member

And here was I thinking you were talking about Hunter Legends!  

Carib said: And here was I thinking you were talking about Hunter Legends! Click to expand...

• 19 Sep 2020

And less than legendary, according to a couple of people I've spoken to who have them Though I've always like the idea of having the mainsheet up on an arch where it won't garotte inattentive crew.  

• 21 Sep 2020

Reliant 490 said: Hi, you have the nice yellow one, right? We were in contact when I bought my boat. That time there was a kind of owners club online and I had contact to a friendly person who owned 2 H490s and wrote technical manuals for this boat. Unfortunately emails to him are deleted, as well as I can‘t find his blog anymore. I saved all his technical descriptions, luckily. Any way, good to hear you still have yours. Greetings from Hamburg Click to expand...

JimC said: You may like to take a look at the Hunter Association . There is quite a lot of info' on the 490 forum. Membership costs £15 per year. Click to expand...

JumbleDuck said: And gook luck finding it. The only thing harder to do than get access to the HA website is to find out what they expect you to pay as membership. The former involves multiple passwords, changed regularly and I never did work out the second. Nice people, admin by Franz Kafka. Click to expand...

JimC said: One click from the link I quoted takes you to the membership application form which also tells you how much and how to pay. Click to expand...

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• Sailboat Reviews

Based in Alachua, Fla., Hunter Marine is one of the largest production boatbuilders in the U.S. Over the 3 decades that Hunter has been creating recreational sailboats, PS reviewers have tackled almost 20 models from 21 to 45 feet. In recent years, however, Hunter has been busy transforming its corporate culture as well as its products. Through progressive technology and genuine innovation, this company-partially employee-owned since 1996-is beginning to distinguish its boats not merely by adding radar arches and in-mast furling, but by refining design and construction to achieve a more practical balance between comfort, performance, and reliability. Competitive pricing has always been a strong point.

At nearly 50 feet LOA, the new 49-Hunters latest model-offers aspects that embody this ideal combination. This boat was designed, and is being marketed, principally as a passagemaker. This is a label that some companies simply slap on larger sailboats so that they can appeal to a broader market. But displacement alone does not make an offshore boat. Passagemaking is serious business, and a well-designed platform with bulletproof construction and systems is critical for this kind of sailing. To assess the H49s passagemaking abilities, PS spent a full day and a full night on board while sailing offshore from Charleston, S.C., to Morehead City, N.C.

The 49 exists as something of a milestone for chief designer Glenn Henderson. Since joining Hunter in 1998, he has redesigned the companys entire line of auxiliary sailboats. In replacing the Hunter 46 (introduced in 1997; over 250 built) with the new 49, Henderson and Hunters engineers have delivered a hull shape that promotes performance, an interior with enough volume to satisfy even the most space-hungry owner, and a versatile layout that makes sense under sail and at anchor.

Hunter offers several sailplan options for the 49. You can opt for one of three mainsail configurations: conventional mainsail with horizontal battens (777 square feet), furling mainsail with no vertical battens (569 square feet), or furling mainsail with partial-length vertical battens (621 square feet). Any of those can be coupled with a single, self-tacking jib (412 square feet) or a 110 percent overlapping jib (489 square feet). A self-tacking staysail (206 square feet) can be paired with either jib. (The prototype-Hull No. 1-that PS sailed carried the 621-square-foot mainsail with the overlapping jib and the self-tacking staysail. According to Steve Pettingill, Hunters director of off-shore testing, the emphasis behind this plurality of options is efficient sailhandling, all of which is based on a reasonably large mainsail and relatively small headsails.

Hunters literature lists the dry-ship displacement of this boat at 32,813 pounds. Because those who buy this boat are almost guaranteed to weigh it down significantly with additional amenities (that figure doesn’t include the considerable weight of an air-conditioning system, a combo washer-dryer unit, a genset, nor the 350 gallons of fuel and water that can be stored on board), we think most owners will favor having as much sail area as possible. In anticipation of this, Hunter now offers a tall rig option that bumps the area of a furled mainsail up to 662 square feet.

The bow of the 49 was drawn with a relatively fine entry. This gives the boat a better attitude for sailing or powering through waves and chop. Despite all the added volume, the 49s profile remains surprisingly sleek. Her subtly reversed sheerline, combined with a low-profile cabinhouse and reasonably sized portlights, presents an aesthetic package that seems more custom than production-built.

The max beam on this boat (14 feet, 9 inches) is roughly 60 percent aft, and much of that breadth is carried all the way to the transom.

A deck-stepped, two-spreader mast from Selden comprises most of the 9/10 fractional, B&R rig, which stands 63 feet, 4 inches off the water. Whether you choose in-mast furling or the standard rig with flaking mainsail, theres no backstay, so the shrouds are placed far enough aft to give the spreaders 28 degrees of sweep aft. The boat we tested had an inner forestay rigged with a new model Harken furler.

There are two keel options for the 49, a deep draft fin (7-foot) or a shoal draft (5-foot, 6-inch) winged keel version, which we sailed. The wings sit 12 inches above the keels deepest point to lessen the possibility of snags.

DECK LAYOUT Beginning aft, the 49s design incorporates a T-shaped cockpit that features twin steering stations and a centerline island-table made of stainless steel, fiberglass, and Corian. Hunters signature arch spans the full width of this space, offering not only a base for the mainsheet traveler, but an anchor point for the two-part bimini (optional) that covers the entire cockpit, and a mounting location for the stereo and speaker housing.

The space aft of each wheel (36-inch stainless steel models from Lewmar) leaves just 17 inches to the transom, but we found this sufficient for standing at the wheel or moving about. The tight spaces lets drivers more easily brace themselves while steering. And if stints at the helm get tiring, each station has a wraparound seat.

Nevertheless, the ergonomics of this control station need refining, in our opinion. On our test boat, someone seated athwartships at the port wheel would tend to knock the autopilot buttons with his or her left knee, but Hunter says that this will be remedied on subsequent 49s. And the throttle juts too far out into the fore-and-aft passageway between the port helm and the table. Pettingill assured us that this also would be relocated on future models. Thats important, too, because the throttle is electronic (not mechanical), and it was mounted too close to the steering compass on the boat we tested.

The primary winches on either side of the cockpit (Lewmar 54s) are within easy reach of the person steering. The furling lines for both headsails are led to cleats nearby; the sheets are tended by self-tailing winches. Hunter has cleverly installed a double-ended mainsheet so that adjustments can be made either from the companionway-bridgedeck or from the port side steering station, which has a dedicated Lewmar 54 winch and a Spinlock rope clutch standing by. The mainsail traveler controls are led down from above to swiveling cam cleats mounted on the arch supports. Those, too, are within easy reach of the helm stations.

The centerline opening in the transom leads to a narrow swim platform and collapsible boarding ladder. The stainless and King Starboard swing doors that are hung here seem superfluous, but Pettingill explained that they will keep small items from sliding or bouncing out of the opening. On both sides of the transom, a large Bomar hatch (each with four dogs for additional security) has been mounted to afford easy access to the mechanical components of Lewmars Mamba rack-and-pinion steering system below.

The cockpit offers substantial stowage in six different lockers surrounding the steering stations. The two lockers under the cockpit seats are large enough to accommodate a life raft in a valise or other bulky items like sails. The cockpit seats themselves are just long enough for a person to fully recline (74 inches). Though Hunter has used Flexiteek in many locations, like the small step molded into the coaming, most of the deck is standard diamond-patterned nonskid with good traction.

The forward end of the cock-pit gives way to a well-protected bridgedeck, which leads to the companionway. From here, you can tend the various sail controls that are led aft to either side of the companionway. Each side has five Spinlock rope clutches mounted just forward of a self-tailing winch (Lewmar 44).

Moderately wide side decks (aminimum of 16 inches) lead forward on board the 49, and the positioning of the shroud chainplates means that crew can move forward and aft without obstruction. The side decks extend all the way aft to the steering stations, which allows the helmsman to easily move forward directly from his station.

The bow features a large sail locker, ideal for stowing an asymmetrical cruising spinnaker, dock lines, and fenders. Just forward of that, separated by a watertight bulkhead, is the anchor well. Its divided into two chambers to keep the rodes of two anchors separated. Theres a large stainless cleat to port and a stainless U-bolt affixed to starboard, with room between them to mount an electric windlass. Owners options of windlass brands are limited here, however, due to the design of the well and its hatch, which has a notch molded into it to accommodate the top of a vertical windlasss drum.

ACCOMMODATIONS Hunter offers three layout options on the 49: the standard three-cabin version, a four-cabin option, or a three-cabin layout with an office in the starboard aft cabin. PS tested the standard layout.

A simple but elegant set of teak steps hung on a stainless steel frame leads below to a well-illuminated and airy interior. An L-shaped gal-ley to starboard offers more than sufficient stowage for foodstuffs and crockery. It features Corian counters surrounded by 1-inch teak fiddles, twin stainless-steel sinks, a three-burner Seaward Princess stove-and-oven combo with a range hood, a combined microwave-coffee maker unit, and front-loading refrigeration units. Theres also a dish-storage and drying cabinet equipped with a drain and a fan. Of course, there are always compromises on board boats, and two here are evident: Access to the freshwater manifold means removing the trash con-tainer, and entering or leaving the starboard aft cabin you must pass through the galley. For emergency egress from either aft cabin, occupants can kick out a specially designed panel (which is labeled as such) and climb through to escape on the other side.

The saloon is arranged around a 42-inch-by-36-inch teak table that can be lowered to form a double berth. This table could comfortably seat six diners. The settees on each side of the saloon could suffice as seaberths, but lee cloths would have to be added.

The entry near the companion way is illuminated by an arc of rope lighting recessed in the overhead. This is a stylish touch, but this recess will no doubt be inviting as a handhold for those descending from on deck. Because its not designed to support any weight, a sturdy and obvious grabrail should be added here.

Each aft stateroom has numerous drawers and cabinets, plus a dressing bench and a queen-sized berth. They share a bath (to port), which has a private door leading to the port aft cabin. The starboard cabin on the boat PS tested included an optional Splendide combo washer-dryer installed in a cabinet, but that still left sufficient space to stow an occupants belongIngs for a week on board. That perk notwithstanding, its the owners cabin forward that will really spoil its users. A queen-sized peninsula berth occupies most of the space, but theres still a generous amount of stowage. Included is an ensuite head with sink and vanity to star-board, and a separate shower stall to port. The counters are Corian and the cabinetry is teak.

There are two cedar-lined hanging lockers here and two large drawers under the berth. Natural ventilation comes via twin hatches; our only gripe here is that the airflow may be slightly stagnant in the forward section of the cabin as the hatches are positioned at the aft end of this space.

The fuel and water tanks are made of polyethylene. In PSs opinion, the material is not a good choice for a large diesel tank because such tanks usually lack inspection ports, making them very difficult to clean and inspect in the likely event of contamination. (We will be exploring the topic of fuel tank selection in depth in a coming issue.) The tanks aboard the Hunter allow access for cleaning with a vacuum or high-pressure hose via a single 2-inch-diameter hole in the top where the fuel pickup tube enters. The hole is directly above a sump in the tank where large matter is likely to collect. Most of the vessels other systems are easily accessible to facilitate regular maintenance. The propane locker resides just outboard of the starboard helm, with sufficient drainage leading overboard.

Hunter uses only bronze through-hulls and seacocks beneath the waterline, and these are essentially ganged in deep sumps in two locations, again to make things easier for maintenance.

The house and starting batteries are located in separate compartments beneath the sole in the saloon. Each bank was secured in place and the battery terminals were protected. (The shore power system on this boat is wired for 220 volts to accommodate the washer-dryer unit.) This kind of preventative approach is important on any boat, but particularly so on a passagemaker. Given that, we were a little surprised to find that some of the removable panels in the sole were not secured with hardware.

The engine is accessed via a top panel for fluid checks, but can be fully exposed by removing the entire surrounding structure (a five-minute process). This compartment is soundproofed with two-inch foam, and theres room for more should an owner deem that necessary. At 2,740 rpm, we recorded a quiet 76 dB of noise (normal conversation is 60 dB) at the base of the companionway steps. The engine compartment comes standard with a Fireboy-Xintex automatic fire-extinguishing system.

PERFORMANCE

The 75-hp diesel engine is standard on the Hunter 49, but Hull No. 1 carried the 100-hp option. Under power, the boat handled well, accelerating easily in flat water and turning in a reasonably short radius. She registered 7.8 knots with the fixed, three-blade, 17-inch prop churning away at 2,600 rpms. The twin steering wheels connect to the rudder post by way of Lewmars Mamba rack-and-pinion system. Though the response from the rudder isn’t lively, you don’t have to fight the wheel and the autopilot doesn’t appear to labor. To overcome the excessive current we encountered while docking, we made good use of the optional bow thruster.

Chief within Hunters design brief for the 49 was making this boat easy to sail single-handed, something the company claims as a hallmark of its boats. We verified that when one of our testers easily tacked the boat through four-foot seas with 14 knots of wind by himself. In those conditions, with a full main and the self-tacking staysail, the 49s pointing ability wasnt impressive (the boat rarely tacked through less than 100 degrees), but the task was easy to manage. The acceleration out of tacks was very gradual, about what youd expect for a 32,800-pound vessel in such conditions.

With the staysail furled and the 110-percent headsail deployed, the 49s speedo registered between 7 and 8 knots on a beam reach with 14 knots of true wind and fairly calm beam seas. There are optimal sight lines from each helm station due to the low profile of the cabinhouse, and its not difficult to see the sailtrim because Hunter has added clear plastic viewports to the bimini. Despite the less-than-lively feedback from the helm, driving this boat was a pleasure. Both upwind and reaching, it was easy to find the groove when the wind surged above 14 knots, but with less wind than that, maintaining speed was more of a challenge.

At one point in our passage, the breeze piped up and we responded by easily tightening both the mainsail and staysail halyards without leaving the cockpit. We also set the boats asymmetrical cruising spinnaker for an hour or so to assess the 49s jibing characteristics. With that sail set, the boat responded well, picking up a knot of speed and becoming more stable in the quartering seas.

CONCLUSIONS The design of the 49 impresses us as much more streamlined than many previous models from this builder. And Hunter has fulfilled most of its self-imposed mandate regarding this boat. This vessel makes significant strides toward easier maintenance. For a boat of this size, the H49 is easy to manage under sail. And many elements of the design will enhance on-the-water safety (the kick-out panel in the aft cabins, the two watertight bulkheads, and easy access to the head of the rudder post for using the emergency tiller offer strong testimony to that notion).

But the 49 does have some short-comings-principally performance in light to moderate air. We didnt have the opportunity to test a tall-rig version of this boat, or to sail the boat in more than 16 knots of wind, but our experience indicates that the 49 yearns for additional sail area in winds less than 12 knots, particularly when the sea state is agitated. We expect that most owners intent on getting from A to B will resort to motor-sailing in these situations, which isn’t an overwhelming disadvantage. We were able to make 9 knots with the main sheeted hard and the iron genny cranking at 3,400 rpm. However, given that the average winds throughout North American waters tend to be in the 8- to 12-knot range, wed like a little more sail area to work with.

Hunter is clearly taking great measures to ensure that this boat lives up to its bluewater billing (Pettengill personally drove the prototype into the beach 10 times at up to 9.5 knots with the mainsail drawing). In our opinion, the 49 offers moderate passagemaking potential with sufficient comfort, and relatively low maintenance to justify its base price of $320,000. With some modification (lee cloths for dedicated sea berths, a more rugged

CONTACT HUNTER YACHTS 386/462-3077 http://www.huntermarine.com/

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The Hunter 49 is a 49.92ft b&r designed by Glenn Henderson/Hunter Design Team and built in fiberglass by Hunter Marine (USA) since 2007.

The Hunter 49 is a light sailboat which is a high performer. It is stable / stiff and has a good righting capability if capsized. It is best suited as a fast cruiser. The fuel capacity is good. There is an excellent water supply range.

Hunter 49 for sale elsewhere on the web:

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Hunter Boats

The first Hunter boat was built in 1969 and for over half a century the name has been associated with some of Britain's most succesful production cruising and racing boat designs.

The company was founded in 1968 and the first design produced by the new company was the Squib, an open keelboat designed by Oliver Lee in 1967.

David Thomas Joins

In 1975 David Thomas became the main designer producing the iconic Hunter Sonata and Impala 28 Cruiser Racers which to this day continue to offer competive One-Design racing and have their own National Championships.

Racing Yachts

Throughout the 70s the company produced many racing yachts including the Formula 28 and HB 31 designs by Steven Jones. The HB 31 was the first production boat to use kevlar laminates in its hull construction.

Move to Cruisers

By the 80s the company started building cruising yachts with the Hunter Horizon 26 and 32 Models winning the Best Production Boat of the Year and Best Production Cruiser of the Year awards respectively.

Return to Racing

1995 saw the company build the Hunter 707, a highly succesful sportsboat which went on to win the Yacht of the Year awards the following year.

The present

Hunter Boats was bought out in 2003 by the Select Yachts Group and in 2009 Lauren Marine of Southampton purchased the rights, moulds and tooling for the Hunter range of boats including five designs.

List of Hunter Yachts

Listed below is a summary of boats built by Hunter.

Number Built:

Number in ha:, class association:, links and attachments.

Displacement Fin:

Displacement twin:.

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Hunter 49: The Queen of the Fleet Takes a Tour

• By Mark Pillsbury
• Updated: November 16, 2006

NovRevPillsbury

Hunter 49 Specs

LOA: 49′ 11″ (15.21 m.) LWL: 43′ 10″ (13.36 m.) Beam: 14′ 5″ (4.39 m.) Draft (shoal/deep): 5′ 6″/7′ 0″ (1.68 m./2.13 m.) Sail Area (100%): 1,013.9 sq. ft. (94.2 sq. m.) Ballast (shoal/deep): 12,544/11,216 lb. (5,690/5,088 kg.) Displacement (shoal/deep): 32,813/32,485 lb. (14,884/14,735 kg.) Ballast/D (shoal/deep): .38/.35 D/L (shoal/deep): 174/172 SA/D (shoal/deep): 15.8/15.9 Water: 200 gal. (757 l.) Fuel: 150 gal. (568 l.) Mast Height: 63′ 4″ (19.30 m.) Engine: 75-hp. or optional 100-hp. Yanmar Designer: Glenn Henderson and the Hunter Design Team Base Price: $319,000 Hunter Marine, (386) 462-307, www.huntermarine.com

Mark Pillsbury is Cruising World’s senior editor.

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• Sailboat Guide

Hunter 49 is a 49 ′ 11 ″ / 15.2 m monohull sailboat designed by Glenn Henderson and built by Hunter Marine starting in 2007.

Rig and Sails

Auxilary power, accomodations, calculations.

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 √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

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

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

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

Displacement / Length Ratio

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

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

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 Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

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)

Deep Keel version: draft: 7’ Disp. 35661 lbs. Ballast 11216 lbs. Tall rig: P = 55.75’ Furling Main: E = 23.75’ Mast height for tall rig: 68.5’

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Hunter 490 Sailing Cruiser

Country/Region of Manufacture: United Kingdom

Engine Make: Tohatsu 3.5hp Long Shaft

Hull identification number: 14

Featured Refinements: Sailing Cruiser

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Just How Good Are Hunters?

• Thread starter Caribbeanknight1
• Start date Aug 1, 2013
• Hunter Owner Forums
• Ask A Hunter Owner

Caribbeanknight1

I realize I am asking a biased audience but I know many here have owned other makes of sailboat. I have only limited sailing experience but I have been so impressed with my H240 vs the other boats on the lake. I know Hunter are considered "production boats" but you get so much boat for the price and they seem to sail as fast as anything in the same class yet the simplicity of the boat allows a beginner like me to sail like a pro. What am I missing? Where do Hunters not stack up to the much more expensive competition?  

When crossing an ocean. Hunters can do it and do but most prefer a blue water boat. Many can argue this subject but Hunters are not "blue water boats." I love mine and it is great for coastal cruising. However, I would not want to cross an ocean in it.  

Consider this that Ferrari cars are "production cars" even though they may make only twenty-four of that model. I'm in the September of my years now and have grown up with sailboats since the late nineteen fifties. I've had ten new boats, the last five have been Hunters because of the quality of construction that I have observed. They are a good company and made in America. Years ago at the beginning of the dawn of fiberglass right after WWII, sailboats were hulls with decks and minimal interiors. When you looked under the interior seats of the Cal there was raw fiberglass. The hot boat at that time was the plywood Thunderbird or T-bird, an excellent 26 footer that could be built at home. It took a while for sail boat companies to learn how to design and use fiberglass. And building the interior was a work of art with each piece of wood being measure for that individual boat. Some companies still build their boats that way but it is labor intensified. Some of our boat companies couldn't compete with the Asian boat companies with their cheaper labor and we began to import Fugis, Yamaha's, etc. So our boat companies responded with learning how to build boats like old Ford cars with every piece fitting every boat on the line. A company could cut ten pieces for ten boats at one time and have them all fit. Hunter was one of those companies that lead the way in modern day boat construction. But one of the things that convinced me to buy Hunter was their program of checking back with owners and asking what is working--what is not working. Then they would make adjustments in the plant and construction of their new models. I have watch improvements on all of my five Hunters. I suspect the new models are even better and have passed me by. "How can we make it better" seems to be the mantra of Hunter company and indeed, they have been one of the most innovating boat companies during the past twenty five years. Look at the B and R rid, roller furling mains and jibs, sugar scoop sterns, "tourist" seats in the stern, and the list goes on. Even where you can't see things they made improvements such as all plastic tankage or all through hull fittings in one place accessible for checking. Some of these same innovations and/or improvements you cannot find on some of the more expensive boats....however individual perception is a fascinating study. To complete my point, I drive a Subaru Forester which gets me to the store quite well. Would I like a Ferrari? I'm sure I would have fun going to the store in one but I doubt if it would get me there quicker (we have stop lights in my town) or anymore comfortable..... I suspect I would enjoy the purr of the Ferrari motor or the smell of the interior. I suspect I could enjoy sailing an Oyster sailboat but quite frankly I am in love with my Hunter 27. At my age it is a delight to sail and I can sail it by myself. And I don't have to repair or add items to make it sailable. It may be that the owner of a Ferrari will look down at me as might the owner of an Oyster. But the end result is that I'm having as much fun as they are sailing. So if you think your H240 is well made, you are correct. If you think your H240 is a good investment, you probably are correct as well. The end result is how much you enjoy sailing and cruising in your boat. I hope you get as much satisfaction from your Hunter as I do mind. I wish you well. By the way, I'm eighty in years and have sail many, many boats over the years. I still think of my Hunter 27 as a MGA of the boating world....a fun boat.  

I am new here and just purchased a 2006 Hunter 33.1. I have owned an ODay 25, a Hooks Marine Custom 34,Heavy Bluewater Boat. and also own a Nimble Nomad. Sailing for over 20 years. I do my own work and have read several books on boat construction. I was a Machinist Mate in the Navy and operated a 1200 lb Super Heated Steam Main Propulsion engine room. A Hunter is a production boat which seems to have it's fair share of detractors but from what I have seen and inspected it is a well built boat. The boat I bought had a owners manual which detailed every system on board in detail, which is not something I saw on any other boat, I also found the manual on line. All thru hulls are centrally located easy to close which is what you should do when you leave the boat. I found all the equipment installed up to the intended and installed properly. BTW I am perfectly qualified to survey the boat myself but hired a qualified survey to do a survey and he found no construction issues and only minor gear issues. I had used the same surveyor last week on a Catalina 30 which I walked away from at a cost of $800.00 for survey and lift, money well spent. Bang for the buck the boat is a great boat. As on all boats you have to balance the boat you buy with the intended use and your skill level. Good luck on your hunt for a boat, sometimes it takes time to find the boat that loves you. Jim  

Les said: I still think of my Hunter 27 as a MGA of the boating world....a fun boat. Click to expand

The Italians do not use Ferraris to go to the store either, they keep them in the garage and drive a Fiat. Each engine is hand assembled by a single highly trained and experienced individual. The seats are hancrafted from selected cuts of leather. That is not a production automobile. The use of computers has revolutionized manufacturing processes, we can now reach tolerances that before were to expensive to achieve. The difference observed between specialty builders and production manufacturers mostly rest in the quality of the materials being used and the quality controls. While the first may accept the cost of having to redo a job the other may decide to overlook it. Ferrari engine blocks undergo rigorous testing with a rather large percentage being scrapped and the metal recycled. The quality on production automobiles and boats has been improving but there are still a number of lemons reaching the marketplace. Don't get me wrong Hunter puts out a "Ferrari" of a design, uses good matrials and good components and price the boats fairly. Production errors that do not affect the safety of the boat are routinely overlooked but that is the tradeoff we are willing to accept between Price and Quality.  

Crazy Dave Condon

The Hunter water ballast sailboats were designed for the trailerable sailor as I was very much involved with them from the start. The 23.5 is my baby and I outsold all other dealers of the 240. I also sold Catalina, Beneteau, ComPac, Precision, MacGregor and many others over the years. I have heard all the Fiddlesticks about boats and so on. All to include the Hunters have their good points. When you say this is a blue water boat of course referencing the 240, it was not designed to cross an ocean. As to a productin boat, well guess what, so are the rest of the crowd as I have been in all the plants except for the MacGregor. If the two of you want to contact me, please feel free thru the forum email and I will be glad to help. My info is based on information and experience. crazy dave condon  

Not "blue water boats"? Don't know about the newer Hunters, but I bought a Cherubini 37-C specifically to be my "blue water boat". It's built like a tank and reported by far-too-many-to-ignore owners as surprisingly fast. I wouldn't think twice about cruising the oceans in Fred V - the boat is fine, it's the captain that's questionable!  

FredV said: Not "blue water boats"? Don't know about the newer Hunters, but I bought a Cherubini 37-C specifically to be my "blue water boat". It's built like a tank and reported by far-too-many-to-ignore owners as surprisingly fast. I wouldn't think twice about cruising the oceans in Fred V - the boat is fine, it's the captain that's questionable! Click to expand

Hunter Quality I spent the last year repairing and replacing parts on my 2002 H456. Eighty percent done by professionals and everyone of them from the diesel mechanic to the electrical engineer to the plumber has commented on how well this boat is built and with quality parts. Just be prepared to add 50K of offshore equipment and go where you want to go.  

wifeofgonzo

A Biased Reply I have a 2005 Hunter 36. In my opinion, the 36 is one of the best designed boats Hunter has made. I agree that the company does listen to owners and make changes. Lately it is their downfall. Go to the sail show - I don't think anyone leaves the dock. No storage space, difficult to do things underway, all designed to be at the marina not on the hook. Finding the right boat boat is like buying house. You know when you're "home". New is just as much of a pain as not, still bugs to work through. Our friends spend more time fixing their brand new Beneteau than sailing. I also agree I would not take our boat blue water. Not because she isn't seaworthy, but because of the keel. She is perfect for the coastal cruising that we do. Easy to single hand, perfect for two to be very comfortable, but big enough for friends to join us every now and then.  

John Murphy

CRBKT 1, I looked at all kinds of boats from Fla,to Apls, to New Eng. in the 37-40 range. I stayed away from Hunters 'cuz of my late 70's experience w/ them where they were a "Package Boat": carpeting not only on the cabin sole but UP THE BULKHEADS & ACROSS THE CEILING !!! REALLY!!, & a plastic "garbage bag" filled w/ 2 PFDS, some lines & a couple other items that made it; "Ready To Sail". I bought an Ericson back then & loved the John Holland designs & quality materials ( real, thick teak not vinyl over plywood ) & craftsmanship. Had it 30+years. Anywho, I had to swallow my pride & got a rude come-uppance. I bought a 1997 Hunter 376!! : o Learned it had been The Boat of the Year!! I am constantly comparing it w/ similar Catalinas ( who also have come a long way since the 70's) & Benateaus,etc. $ for $, spaciousness, brightness below ( Benateaus are "bat caves"), comfort, ( the pass-thru stern stateroom ( 2 doors, to galley & head ) surpass the other boats. I'm a USNA Offshore Instructor & USPS Safety Officer. I agree w/ my fellow sailors that Hunters are NOT Offshore boats, but Coastal Cruisers. Mine has been to Maine & back & all over the Chesapeake Bay, whose summer squalls can get pretty nasty. They're not Tartans, nor Sabres, but if you're not going Offshore, they're a GREAT boat. "Fair Winds & Following Seas...." " Murph "  

I have one of those 1970's package Hunters, a 1977 30 with the carpet everywhere. These boats were built to meet a price point and they did. They were well made and still do what they were intended to do. Amazingly much of that carpet is intact and as she is a dry boat not moldy and while not as attractive as teak, its ok. I sail the boat not its interior and more than 36 years after she left the factory she is still a fast boat for her class. My crew member who owns a Catalina 30 marvels over the standing room and comfort below. She is no Ferrari, she will never cross an ocean but she gets me a round the Cheaspeake and the Delaware and that's what I bought her for.  

My first boat was an 85 Hunter 25.5. I also looked at the 24 foot ODay but liiked the separate bulkhead going into the V berth on the Hunter, making it seem bigger. . It only drew 3'3', you needed a porta potty but it sailed well. When looking for a newer boat, I was directed to both Catalina and Beneteau. Both nice boats but I liked the style and the amount of light coming thru on the Hunter along with the lighter wood. The boat sails great, even in higher winds and the in-mast furling doesn't cost you a lot of speed. I frequently get over 7 knots and topped out at 8.4 kts. It does have the North Sails. Boats are personal preference but I'll put the Hunter up there with the other producton boats anyday.  

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Hunter Boat Data Hunter 490

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