Thirty Years After Its Introduction, This Capable Cruiser Still Shines

I've sailed in the Caribbean and the South Pacific, as well as on both coasts of the United States, and in each place I've seen at least one Peterson 44. The reason this design is so prolific may be because it was extremely forward thinking when it was new, nearly 30 years ago. It may also be because more than 200 hulls were built, and many were put in charter fleets in warm waters everywhere. Or it may be because these boats have been bluewater sailing since their commissioning.

But it is most likely because it has been an enduring and desirable design that gets constant praise from owners and at times has had brokers in some areas taking waiting lists from anxious buyers.

Stories circulate how Jack Kelly, one of the two successful people behind the Peterson 44, sought to build 10 boats, sell nine, and keep one for himself to go cruising. He teamed with relative newcomer Doug Peterson and, a couple of hundred hulls later, had still not left his home port of San Diego on his cruise because he was too busy running a successful boatbuilding business. Kelly hired an American shipwright who moved to Taiwan and supervised the construction there for seven years starting in 1976. The boats were then outfitted and commissioned in the United States or wherever they were shipped. Since Kelly and Peterson were both from San Diego, many of the 44s sold on the West Coast.

Today, the design is a classic of which the left coast can be proud.

DESIGN AND CONSTRUCTION

The Peterson 44 is constructed of hand-laid fiberglass that tapers from ¾-inch in the keel and bilge area to ½-inch thickness above the waterline and 3/8-inch thickness at the deck. The hull-to-deck joint is a tongue and groove connection, through-bolted and glassed over. The deck is sandwich construction with marine plywood.

The boat was really the performance cruiser of its time, with an underbody designed to move. The elongated fin keel holds encapsulated iron ballast, and the largely cut-away forefoot reduces the wetted surface. The rudder is fully skeg hung, and the propeller is completely protected, mounted between the skeg and the rudder. The 44 has a fine entry and a wineglass-shaped transom. The ballast-to-displacement ratio of 33 percent means that the 44 is a light- to moderate-displacement boat that keeps upright in tough conditions. Theoretical hull speed is 8.3 knots, and the 44 will do that on just about any point of sail, given the right conditions. Not surprisingly, 180-nautical-mile days are attainable.

On deck, the Peterson 44 really shines. I've been aboard many of these boats, and I'm always impressed with how easy it is to move around up top. The cockpit is large (6 feet, 6 inches x 7 feet, 6 inches) and gets high marks for both visibility and sociability. The decks are wide and clear and have safe bulwarks for good footing. Peterson offered optional teak decks, so boats today may have either teak or non-skid. The cabin top has a surprisingly low profile, which keeps the weight low and avoids the high, tiered cake look that some of the early center-cockpit boats display.

The 44 carries a double-spreader, keel-stepped, cutter rig that points high, is well balanced, and lets the boat sail like a witch. It is also easily managed shorthanded in a blow with the staysail and slab reefing. The boats came standard with Lewmar #28 non-self-tailing winches for primaries, which many owners have upgraded to larger, self-tailing winches. The 44s also came standard with a manual windlass – an unusual luxury at the time – but many owners have since upgraded to an electric windlass. Some owners have also beefed up the bow rollers to handle larger anchors and all-chain rode.

INTERIOR LAYOUT

A teak and holly sole and a teak finish, which helped to build the reputation of the Taiwanese craftsmen of the time, highlight the Peterson 44's interior. The layout is accommodating even by modern standards. Starting forward, there is a traditional V berth with ample storage in shelves along the hull and access to the head-and-shower combination to port. The saloon features a straight settee to starboard, while opposite is a true dinette, with two bench seats and a dining table. Some people love this, while the "dining room" feel puts others off. To update the living quarters, some owners have changed the dinette to an L-shaped settee with a bulkhead-mounted, drop-down table, which really opens up the area.

Meanwhile, the U-shaped galley, also to port, is a truly workable space. It provides reasonable security while cooking in a seaway. It features a large freezer under the companionway steps, a stove, a double stainless steel sink close to the centerline and plenty of counter space.

Opposite the galley, you'll find a large, forward-facing nav station, plus by far the most controversial feature on the 44: the passageway to the aft cabin. Directly aft of the nav station, it requires stooping to get through. More than one potential Peterson buyer decided that the lack of headroom here was a deal-breaker, even though the rest of the layout is terrific. It yields access to the engine room to port, and many owners have modified the open space to starboard to include bunks, a generator, storage or a freezer.

Due to the low overhang from the aft deck, the owner's cabin isn't always used as the master. The large bunk on centerline is considered king size but is not an island berth. For those who do use this as their stateroom, some prefer to sleep with their head facing forward, which means potentially kneeing your partner in the head when getting in or out of the berth. In addition, while there's good hanging locker space to starboard, there is no separate shower stall in the head to port. This is surprising, given the many other smart creature comforts that were incorporated on the Peterson 44.

On the plus side, three hatches, three dorades and 10 opening, cast-bronze ports keep the air moving. The aft cabin also features a separate sliding hatch and companionway with direct access to the cockpit, which reduces privacy but increases airflow immeasurably.

MECHANICALS AND SYSTEMS

The 44 has a dedicated engine room, located under the center cockpit sole, and has quite a bit of room for additional systems, including a genset. The tricky part is that the engine access is via that low passageway to the aft cabin. It can be dark and cramped down there when working on the main engine or the generator that some owners installed outboard of the walk-through. The good news is that the cockpit seat above the passageway opens to allow light and air in – a real lifesaver when working on a hot engine in the tropics. The original engine on the Petersons was a single Perkins (4-154), Westerbeke or Lehman, all 54 to 62 horsepower. All were workhorses in their day, and if they were treated properly, they should have life left in them today.

The tanks, however, have been an issue on these boats. Some owners have reported cracking and leaks in their stainless steel water tanks, but worse, the black iron fuel tanks have had numerous problems. Many owners have replaced the fuel tanks, but only after having to cut the cabin sole apart to do so. One owner had the tank cut apart below the sole and removed in pieces. Either way, be sure to understand the condition of the tanks, and be prepared to spend some money on this part of the boat.

When they were new, Peterson 44s sold for around $90,000 for a base model. Today, prices run slightly north of that. Clearly, these boats have held their value, which is amazing for any depreciating asset and really speaks to the boat's strengths. There are usually Peterson 44s available in Mexico and the Caribbean, and extending your search beyond U.S. borders can be a strong strategy. You can take the boat home for outfitting or simply start your cruise wherever you buy the boat. It is quite capable of taking you just about anywhere.

Zuzana Prochazka is a freelance writer who additionally serves as Technical Editor for Seafaring Magazine and co-hosts Latitudes & Attitudes TV.

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