Luders
(1966-1974)
Designed by Bill Luders, the Luders 33 accomplished such feats as being the boat that Robin Lee
Graham circumnavigated the world ir.., becoming the youngest person to ever do so. The design was
that of a typical Racer/Cruiser from the 1960s and has a strong oVw'I1erSl1ip following. There is an
active Owners Association that can be reached at (S60}445-23S0. Featured as one of "Twenty Great
Used Boat Bargains" in the October 1994 issue of enIising World, the Luders 33 featured heavy
construction with a design emphasis on seakeeping ability. One can be found on the used-boat market
for $28,000 to $35,000.
Specifications:
Overall length: 33'
Waterline length: 24'
Beam: 10'
Displacement·. 12,800 pounds
Ballast: 4.500 pounds iead
Draft: 5'
Keel style: modified full
Sail area: s]oop~ 529 s.f
Fuel: 20<~O gallons
Water. 45-75 gallons
Headroom: 6' 1"
Designer: Luders
Theoretical hun speed: 6.565 knots
Displacement to vlaterline length ratio: 413.36
Beam to length ratio: .303
Sail area to displacement ratio: 15.5
Capsize screening value: 1.71 (A lower value indicates a more
stable boat; the screening' value must be under 2.00 in order to
be offshore-capable)
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PS Used Buat Survey
The Luders 33
The 19605 produced a whole passel of smaller production yachts of a similar style designed by the
likes ofPhil Rhodes, Cad Alberg, Olin Stephens, and Ted Hood. These are quite traditional boats with
moderate overhang fore and aft, modest topside height, full keet heavier displacement, low aspect rig,
and perky sheerline.
One of the most popular and typical of this style of boat is the Luders 33 designed by Bill Luders and
built by Allied Yachts of Catskill, NY, from 1966 to 1974. Luders, a former boatbuilder as well as
designer, designed the 1964 America's Cup contender American Eagle, a fleet of44'yawls for the US
Naval Academy, and, most recently, the Sea Sprite 34.
It is unfortunate that the builder ofthe Luders 33, Allied Yachts, had such a troubled existence,
struggling for survival from the early 1970s until the firm finally succumbed for good in 1981. In its
heyday in the latel960s, Allied built some popular boats Including the 3S'Seabreeze, the 39' :Mistress,
and the semi classic Seav.ind 30 (later the 32'Sea\\ind 11) as well as the Luders 33.
The problem for the used boat buyer in consideri.'1g a boat from a defunct builder is compounded in
the case of Allied. In its struggle in its latter years the quality ofthe boats Allied built became
inconsistent. This is more notable in the detailing and finish work than in basic construction, but it is a
factor for buyers to consider. However, this should not be as much a problem for buyers of the 33 as
for later Allied products.
A Close Look at the Boat
Throughout its nine year production run, a bit more than 100 Luders 33s were built. Now 33s are
available on the used boat market, although in smaller numbers and less widely distributed than other
boats ofthe same vintage that were produced in greater numbers. Still, like such similar boats as the
Alberg 30, the relative scarcity and traditional styling have made it a bit of a cult ob,iect.
With her short waterline, heavy weight, short rig, large amount of wetted surface, and small prop in
aperture, the 33 can hardly be tenned a spritely performer under either sailor power. For instance,
against the more modem (designed in 1968) but otherwise comparable Tartan 34, the 33 gives away
more than 20 seconds per mile under PHRF.
At the same time the 33 is no slouch when sailing among heavier boats ofher type. At her
introduction, much was made of her hull design having been tank tested~ indeed in the later 1960s, 33s
compiled a creditable racing record. At their best in winds of 10 to IS knots and smoother seas, a
number are still successfully raced in PHRF events in the Northeast where winds are typically
moderate. Although short, the rig with its big mainsail and masthead foretriangJe provides plenty of
sail power; however, a good reefing system is needed to prevent overpowering in a breeze.
One advantage of the large mainsail is the ease with which the boat can be handled under mainsail alone, in contrast to the difficulty of sailing a modern tall, skinny mainsall design without a headsall. rru\,;ucaI
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For power the 33 will have either the original Gray 25 hp gas engine, the 27 hp gas Palmer (after 1967), or a small retrofitted diesel. All can pro\-'ide enough push ahead, but the prop location and size hurts backing down. Belowdecks the 33, like so many boats of her size and type, is decidedly cramped compared to more
recent 33-footers, although it's spacious for a boat with a waterline length ofmerely 24'. The forward
berths are comfortable; the upper or pilot berth in the main saloon is handier as a catchall than for
sleeping; the pull-out transom berth Is not bad as either a seat or a berth; and the "convertible dinette"
is fine for those who want a double berth and don't object to the compromise.
Other than the dinette, the layout of the 33 is definitely "tradition'!l" with an athwartships galley a..4i, a small head, and an icebox lid that doubles as a chart table. The raised cabin trunk with large windows was a popular feature in production boats ofthis era, providing headroom, light, and cockpit protection. The interior decor ofthe 33 was intended to be plain and functional, although a number of owners report dressing it up with wood, replacing Formica surfaces. The quality of the joinerwork and finish varied somewhat during the production run but in general can be deemed about average. The cockpit is short by modern standards but has more abundant stowage space in seat lockers and
lazaret than in later boats fitted with quarterberths and cockpits extending to the transom. The original
design was for tiller steering, but many 33s have been fitted subsequently ",'ith wheel steering. Owners
report wheel steering preferable for ease at the helm but are divided on whether it should be located
forward or aft in the cockpit.
The decor might be plain. but there seems no question that the basic construction of the 33 is rugged.
The weight of the boat apart from ballast amounts to a whopping 8000 pounds, a weight that today is
closer to the all-up displacement of boats with waterlines 2'to 4' longer.
What to Look For
As Vvith so many boats built more than. say, 10 years ago, weaknesses such as inadequate hull-to-deck
joints, poor bulkhead tabbing and the like have long since become apparent and should be found in any
professional survey. What may be less apparent in the 33 is deck and cabintop delamination-separation
of the laminate from the balsa core. Similarly there are reports of gelcoat problems (crazing, voids,
etc). And, as with any deck-stepped mast,the step and underdeck support system should be carefully
checked. So too should the rudder and its hangings.
In the era in which the 33 was built, strength was often obtained by using heavy fiberglass scantlings in
place of good construction engineering, one result of which is sloppy glasswork although not
necessarily a weaker hull structure.
Price-The Bottom Line
When the 33 was introduced in 1966 the price less sails was $20,000. While that may sound cheap nowadays, it made her then a pretty pricey yacht for her size. By the end of production eight years later the price ran closer to $30,000, still at the higher end of the production boat price scale as the market became increasingly flooded with more lightly built boats fitted with fiberglass interiors. ",UI lUlU£..
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On the used boat market of the 1980s the price of the 33 varies widely, depending as it does on location, condition, and retrofitted improvements such as diesel power, wheel steering, (Hid roller furling. Still, even 33s in superb condition carry asking prices in the 40k range and realistic selling prices up to $10,000 less. This means that there are 33s in good shape available for $30,000. Better yet, there is the likelihood that such a modest investment will be protected assuming the boat is maintained. As with many boats this old, age per se should not be nearly the factor in the value of the boat that condition and improvements are. In short, there seems little need to pay more for a 33 buih, say, in 1972 than for one in c.omparable condition built five years before despite the tendency of sellers to tout a later building date. Let's face it; these boats are in the midst of middle age ",nen the difference of five years one way or the other is becoming insignificant. With a boat of the type of the 33, upgrading and refurbishing seems a,worthwhile investment.
Performance can be markedly improved with slab reefing, a roller traveler, good sails, etc. The looks
ofthe boat can be dramatically enhanced with well fiIlished exterior wood trim and refinished ge1coat
surfaces. Thus, in considering used 33s, look for those in which past owners have worked-and spent­
to make their boats better. The alternative is to look for a sound but unimproved model at the right
price and plan to invest in bettering her. Finding the right one may take time and effort, but they do
come on the market. As one owner put it, "Look for three years and close the deal In three minutes if
you find her. "
Conclusions
Given the price on the used boat market ofsimilar "traditional" boats such as Cape Dories, Sea
Sprites, and Albergs, the Luders 33 strikes us as a most promising alternative. The 33 sails better than
most of her full keel/short waterline kin, is built to last as long, and should represent good equity. In
return, the 33 may need some refurbishing, perhaps a new diesel engine if not already retrofitted, but
the result is a superb boat at a price that should be well below that of other production boats of her
type.
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