camper nicholson 35 sailboat for sale


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Nicholson 35

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  • Sailboat Guide

1972 Camper & Nicholson Nicholson 35

  • Description

Seller's Description

The Nicholson 35 is one of the most successful yachts built by Camper & Nicholson and a proven blue-water cruiser. The 35 has a very attractive sweep to the sheer, nicely balanced overhangs and a low-profile cabin house that results in a handsome look that, although nearly 30 years old, does not seem dated or old-fashioned. The hulls of the Nicholson 35 are built of solid laminate fiberglass cloth and plastic resin. Furore is no exception and has sailed across the Atlantic and cruised in the Caribbean. The interior is well thought out and offers ample space for this size boat.

Equipment: Located under the cockpit is the Perkins 100 series 42hp diesel engine, 1000 hrs with hydraulic drive. Last serviced Feb 2019.

Electrical Systems 2 x Delco house batteries 1 x 100 starter battery Solar panel Masthead sloop rigged with anodized aluminium mast 2006 and boom 1995. Standing rigging 2017 Running rigging in good condition 2006 4 x Lewmar 40 winches 2 x Lewmar 8 winches Jib pole Mainsail - Dacron - Saturn - 2016 - Excellent condition - White Genoa - Dacron - Saturn - 2018 - Excellent condition Deck Equipment 2 x anchors 35lb CQR anchor & 40 meters of chain Lofrans manual windlass Stainless steel pulpit, pushpit, stanchions and guard wires Blue canvas Sprayhood, Blue sail cover Bimini cover Boarding ladder Various warps and fenders Navigation Equipment Sestral steering compass, Garmin GPS Nasa Echo sounder VHF Huson Hydrovane Navigation lights Charts Safety Equipment 2 x Fire extinguishers Fire Blanket Plastimo life raft Needs servicing Radar reflector Lifebuoy & Danbuoy EPERB Manual bilge -Henderson/Rule Lifejackets & harnesses Additional Equipment 4hp Yamaha outboard Inflatable rib dinghy ‘Hydrovanet self steering gear

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)

Alternate engine: Watermota Sea Panther diesel. Taller rig after 1977.

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Camper and Nicholson Nicholson 35 Boat for Sale

  • accommodation
  • construction, mechanical and rigging
  • Manufacturer: Camper and Nicholson
  • Location: Dartmouth, Devon
  • LOA: 35'3" (10.74m)
  • Beam: 10' 5'' (3.18m)
  • Keel: Long keel
  • ID no.: 171423
  • Heating: No
  • Watertank Size: 275 Litres
  • Engine Make: Mercedes
  • Horsepower: 42hp
  • Drive Type: Shaft drive
  • Fuel Type: Diesel
  • Fuel Tank Size: 160 Litres
  • Cruise Speed: 6 Knots
  • Top Speed: 8 Knots

Broker Remarks

 Nicholson 35 for sale.  Under the same ownership for 21 years and has undergone a thorough program of updating and refurbishment and her interior is fresh, bright and comfortable.

The Nicholson 35 was designed in the late 1960’s by Peter Nicholson and quickly earned a reputation as a sturdy ocean cruising yacht.  For over 20 years this long fin cruiser has been crossing oceans and keeping her crews well looked after.  This is a fantastic yacht to sail in big seas and high winds.

Two massive cockpit lockers mean there is ample stowage on deck for sails and kit.  The decks are wide and clear so it is easy to move around the deck.

Below decks is designed for practicality rather than comfort but there is still plenty of room for six crew to sit around the table (which can be used fully or partially open).  The settees make good sea berths as does the pilot bunk with its own lee board.  A slide out infill extends the settee.  The heads spans the width of the boat with toilet to port and sink to starboard.


Sleeps Six in one Double Berth and four single berths in two cabins including saloon

  • Refurbished bright interior
  • Replacement headlining
  • Blue upholstery replaced
  • Alpenglow interior lights  
  • Gimballed Force 10 Calor 2 burner cooker with oven and grill
  • Frigomatic K35 fridge with Keel Cooling
  • Deep stainless steel sink
  • Solid teak folding saloon table
  • Settees (port and starboard), convertible to berths (1 x double with infil)
  • Aft facing chart table
  • Wet locker behind pilot seat and in heads compartment
  • V berth (1.85m long)

Heads compartment:

  • Lavac sea toilet
  • Shower with tray (revealed by lifting floor)

Mechanical and Rigging

Nicholson 35 designed for Camper and Nicholson by Raymond Wall.  Hull moulded by Robert Ives and completed by Camper and Nicholson in their yard at Gosport in 1973/74

Sail#: 2202Y

British Registration: 361789

  • Duck egg blue GRP Hull
  • White GRP deck and superstructure
  • Encapsulated Long Lead Keel (3.3 Tons)
  • Skeg Rudder
  • Wheel Steering with Emergency Tiller
  • Hull Epoxied in 1996 as preventative measure
  • Mercedes OM 636 4 cylinder 42hp Diesel Engine with Hydraulic Drive, Morse Controls (1973)
  • Last serviced July 2017
  • Cruising speed approximately 6 knots
  • Maximum speed 8 knots
  • Bruntons Autoprop H5 folding propellor
  • Fresh Water Cooled with Heat Exchanger


  • 3 x 12 volt, 105ah AGM deep cycle batteries (2013)
  • Red Flash 1000 Starting Battery
  • 90 Amp Alternator, Split Charging
  • Mains battery charger
  • The boat has been re-wired with Ancor tinned cable and Blue Seas System switch panels

Water System:

  • Pressurised domestic hot and cold water system, heated by engine cooling water and mains immersion heater
  • Blakes seacocks below waterline, the only exception being the engine inlet strainer
  • Fuel capacity 160 litres in 1 x GRP tank
  • Fresh water capacity 275 litres in 1 x GRP tank
  • Selden C211 Tall rig silver anodised mast profile, rigged as a keel stepped masthead sloop with two pairs of inline spreaders (2008)
  • Boom   made using a Selden 143-76 silver anodised boom profile, with internal single line reefing
  • Selden gas kicker
  • 1 x 19 Stainless Steel Wire standing rigging with replacement rigging screws, chainplates and backing plates (2008)
  • Profurl B35 Genoa Furling
  • Jeckells Fully Battened mainsail in Marblehead Dacron, 2 reefs for single line reefing with Selden slides (2008)
  • Kemp Sails Packaway Mainsail
  • Jeckells Furling Genoa (unused, still in original packaging), (2015)
  • Cruising Chute with Snuffer
  • 2 x Harken 44.2 two speed self tailing
  • 2 x Lewmar 49-2 two speed

Navigation Equipment:

  • Sestrel and Contest Compasses
  • Raymarine C80 plotter
  • Raymarine ST60 log, speed depth wind instruments, GPS and compass sensors
  • Raymarine radar
  • Sailor A1 DSC VHF
  • Raymarine Type1 linear autopilot drive
  • Furuno GP30 additional GPS
  • Echomax Active X radar target enhancer
  • ICS printing Navtex
  • Lowe shortwave SSB radio receiver
  • Monitor wind vane self steering

Anchoring and Mooring Equipment:

  • 1 x CQR anchor
  • Lofrans manual windlass

General Equipment:

  • Fusion VHF Stereo radio
  • Sprayhood with stainless steel frame
  • Boarding ladder
  • Outboard bracket

Safety Equipment:

  • 2 x manual bilge pumps
  • 6 x person liferaft
  • 2 x lifebuoys
  • Navigation lights
  • Masthead light
  • Steaming light
  • Stainless steel pushpit and pulpit
  • Stainless steel guardwire, with gate (port)

Contact NYB Dartmouth

  • Address: Network Yacht Brokers Dartmouth Noss Marina Bridge Road Kingswear Devon TQ6 0EA
  • Telephone: [+44] [0] 1803 834 864 --> [+44] [0] 1803 834 864
  • Email: [email protected]
  • Link to full office details

Disclaimer : EQ Marine Ltd t/a Network Yacht Brokers Dartmouth offers the details of this vessel for sale but cannot guarantee or warrant the accuracy of the information contained in the specification or warrant the condition of the vessel or equipment. A buyer should instruct his agents, or surveyors, to investigate such details as the buyer desires validated. This vessel is offered for sale subject to no prior sale, price change, or withdrawal without notice.

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camper nicholson 35 sailboat for sale

East Coast Sailing Association

For sale: sailboat - camper nicholson 35.

Camper Nicholson 35 Hull number 199 LOA 35' 3" LWL 26' 9" Beam 10' 5" Draft 5' 6" Displacement 7 tons Mast Height 50' Year 1981 (production run - 1971 to 1985) 33 Gal fuel 61 Gal water motor and transmission have 1.5 hrs on them Asking $45,000 Boat is on hard in Deltaville VA

Contact: Tom Costello  Mobile: (417) 455-6789 E-mail: [email protected]

Click photos to enlarge, or click attachment links at the bottom:

camper nicholson 35 sailboat for sale



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camper nicholson 35 sailboat for sale

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Camper & Nicholson Boats Nicholson 35 for sale in Walton on the Naze United Kingdom

Walton on the Naze United Kingdom

Make & Model

Camper & Nicholson Boats Nicholson 35


1972 Nicholson 35, long keel offshore cruising yacht with new Beta B43 43hp inboard diesel engine, interior teak stripped and restored, new Stack-Pack mainsail cover, gas certificate and new cooker, electric anchor windlass and much more!

Beta Marine B-43 K4420 43hp inboard diesel installed new in 2021/2 with run-in hours only! Engine No JMJ7125. Hydraulic drive to 3 blade fixed propeller (new propeller 2023).

Alternator charging to 2 x 110Amp/hr heavy duty batteries. 240v shore power with Sterling battery charging system, sockets throughout boat.

Compass, hand held compass, TackTick instruments including log, sounder, windspeed and direction, DSC VHF radio (2023), windvane at masthead, Lowrance GlobalMap 3300 chart plotter, radar reflector, navigation lights.

2 manual bilge pumps, auto bilge pump, emergency tiller.

Stainless steel pushpit, pulpit and guardwires (guardwires new 2023), sprayhood (2022), 3 cockpit cushions, spinnaker pole, 2 x Lewmar 40 sheet winches, 2 x Lewmar 25 spinnaker winches, 2 x Lewmar 10 halyard winches, 1 x Lewmar 8 halyard winch, outboard bracket on pushpit, Aries windvane self steering gear, plough main anchor with chain, Lofrans electric anchor windlass, kedge anchor, mooring warps and fenders. Inflatable dinghy.

Slab reefing mainsail (professionally laundered 2023). Stack-pack mainsail cover (new 2023). Plastimo 1113 genoa roller reefing system with furling No 1 Genoa (professionally laundered 2023 with new uv strip fitted). Spinnaker in with launching chute (professionally laundered 2023). Alloy mast and boom, stainless steel standing rigging. New running rigging. Note mast replaced more recently approx 20 years ago.

Pioneer sound system. Oil lamp. Her galley has a Dometic gas cooker (2023) with 2 burners and oven, top loading refrigerator, pressurised hot and cold water supply to sink from approx 36 gallon water tank. Her separate heads compartment has a Jabsco marine toilet with wash basin and shower, hot and cold water with holding tank. Blue vinyl upholstery (new 2023), curtains. ACCOMMODATION 5 berths with 2 V berths in the separate forward cabin. 2 single settee berths with pilot berth to starboard. Several new interior lights fitted 2023.


"Nimrod of Lymington" has only had 4 owners from new. In the past she has cruised the Mediterranean as far as Turkey but lately has been based in Essex. A Beta Marine 43hp diesel was recently fitted and has only run for a few hours. "Nimrod of Lymington" has just undergone refurbishment including: Stripping all of the interior teak, rubbing down and coating. Fitting of new gas cooker with gas check and certificate New running rigging New guardwires New sprayhood 2022 New stack pack Sails laundered and new uv strip fitted to genoa Many new interior lights 2023 New interior upholstery 2023 Wiring check 2023 New DSC VHF radio 2023 New propeller 2023 Antifouled 2023

Engine Count

Engine Horse Power


Hull Material


The Camper & Nicholson Boats Nicholson 35 is a 35 feet long This 1972 diesel Camper & Nicholson Boats Nicholson 35, with 43 horsepower. The Camper & Nicholson Boats Nicholson 35 is made of grp.


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Nicholson 35

A real-live, serious ocean cruiser. the hard part will be finding one on the used market in the u.s..

Today’s new boat market has fragmented about as far as it can: cruiser/racers, racer/cruisers, cruiser/cruisers, racer/racers. But not so long ago, there were a few boats built as plain-old cruisers, with decent performance (but no racing aspirations), seaworthy construction (without overkill), and design that allowed you to take an out-of-the-box sailboat on a cruise for a week, or a year.

Nicholson 35

Maybe you have to go to a real old-time boatbuilder to get that kind of quality. How old-time? Will 200 years of yacht building experience do?

If not the oldest yacht builder around, Camper & Nicholsons has to be in the running. Over the years, Nicholsons built every kind of boat imaginable, including pure racers and boats that came precariously close to being sailing houseboats. Nicholsons have never had the type of exquisite joinerwork you find in Far Eastern boats, nor have the looks of most of their boats fallen into the category of classic. But the boats have always been built with a high level of integrity, and a few of the designs are classic not in looks or detailing, but in overall quality.

Just over 200 Nicholson 35s were built over more than a 10-year period, with production tailing off in the early 1980s. Most boats were sold in England, but a number were built for American owners, and still more found their way to the U.S. during the rampage of the dollar against foreign currencies in the mid 1980s.

The Nicholson 35 is a cruising boat, plain and simple. Its proportions are about as common-sense and moderate as you can get. The boat is clean, almost austere in appearance, with very little exterior wood trim. You’ll find a teak caprail, teak grab rails, teak ply cockpit seats, and that’s about it. It is a true medium-displacement boat: heavy by contemporary racer/cruiser standards, but very reasonable for an offshore cruiser with a waterline almost 27′ long.

Sailing Performance

The Nic 35 is no racing boat, but she’s no slug, either. Her PHRF (Performance Handicap Racing Fleet) rating of about 156 is some six seconds per mile slower than the Ericson 35-2, but some 20 seconds per mile faster than a “pure” cruiser such as the Tayana 37 or Crealock 37.

A moderate fin keel and skeg-mounted rudder underbody allows reasonable performance in light air, despite a smallish sailplan. The working sail area is just about evenly divided between the foretriangle and mainsail.

The rig is a simple masthead sloop, with double lower shrouds and single, airfoil spreaders. The mast is a tapered, anodized Proctor spar, which is filled with foam to deaden sound. Halyard winches are mounted on the mast.

While the sailplan never changed, there were many minor revisions to the rig over the years. Early boats have roller-reefing booms, while late boats have slab reefing. Winch specifications and options changed over the years.

Most early boats have halyard winches that are large enough for hoisting sail, but too small to allow you to easily get a person to the masthead. We wouldn’t want to hoist a 90-pounder up the mast with the standard Lewmar 8C winches. Larger halyard winches were optional—Lewmar 16 or 25. The 25 is as small a winch as we’d want to use to hoist anyone aloft, and even that would be work for most people.

The mainsheet traveler bisects the cockpit just forward of the wheel, so that you have to step over the traveler and onto the cockpit seats to go forward from the steering position. While the mainsheet’s position just forward of the helmsman is reasonable, the driver cannot easily trim the mainsheet, which secures to a cleat on the front of the teak traveler support. It would be a simple matter to replace this awkward arrangement with a modern traveler, with the sheet ending at a cam cleat on top of the traveler car.

The cockpit seats themselves are short and not very comfortable, with a high, nearly vertical fiberglass cockpit coaming. The deep cockpit does give excellent protection from seas and spray. One of the best features of the cockpit is a moldedin dodger coaming, much like you find in this country on S&S-designed boats such as the Tartan 37. When fitted with a good dodger, the entire forward half of the cockpit will be bone-dry in almost any conditions.

Despite the fact that the aft side of the deckhouse slopes forward, the companionway is built out slightly, making it vertical. This allows you to remove the top dropboard in light rain, even with the dodger down. The companionway hatch slides have Tufnol runners, allowing the hatch to move easily. This is typical of the good structural detailing in boats from C&N.

Cockpit volume is huge. A bridgedeck protects the companionway, but the high coamings could allow the cockpit to fill almost to the top of the hatch in a major pooping. Later boats have large flapper-protected pipe scuppers through the transom in addition to big cockpit scuppers. We’d suggest retrofitting these to any older boat to be used for offshore voyaging.

Shroud chainplates are just inboard of the low bulwarks. They consist of heavy stainless steel “hairpins,” and are bolted through what would be the beam shelf on a wooden boat. We had some reservations about this construction when we first looked at it more than a decade ago, but after finding no chainplate damage on a similarly-fitted Nicholson 40 that had been rolled over and dismasted, we can’t argue with the strength of the installation. Lloyds approves it, and they’re notoriously conservative.

Like most boats of the 1970s, Nicholson 35s tend to be under-winched. Standard jib sheet winches are Lewmar 40s or 43s. Larger Lewmars were optional. We’d go for the biggest self-tailing genoa sheet winches that could fit on the coamings, and we’d make it a high priority for shorthanded cruising.

The low bulwarks give an enormous feeling of security under sail. The side decks are wide, and there is a grab rail atop the cabin trunk on each side, although the rail’s flattened shape takes a little getting used to. The molded-in fiberglass non-skid is soso.

Teak decks were an option, but not a commonly chosen one.

In general, sailing performance is what you would look for in a serious cruising boat. The hull shape is uncompromised by any rating rule. The ballast/displacement ratio of 42%, with the lead concentrated quite low in the molded keel, results in a reasonably stiff boat by any standard.

Sailing performance can be improved on any boat by replacing a main and genoa more than a few years old. You’ll never get racing boat performance out of the Nic 35, but you also won’t have to work yourself to death to get acceptable speed, either. That’s not a bad trade-off.

A variety of engines have been used in the Nic 35, all diesels. Early boats have the ubiquitous Perkins or Westerbeke 4-107. Later boats have a smaller Westerbeke L-25 or a marinized Volkswagen Rabbit diesel. Given our druthers, we’d take the Perkins engine. But there’s a complication here. Early boats, recognizable by a prop shaft that emerges from the aft end of the keel, utilize a hydraulic drive rather than a conventional transmission. The engine faces aft under the cockpit bridgedeck, with the hydraulic pump mounted on its back end. The hydraulic motor is in the bilge at the aft end of the main cabin.

Hydraulic drives are a mixed blessing. They allow the engine to be mounted anywhere, but most marine mechanics don’t know how to work on them. However, heavy equipment mechanics anywhere in the world can solve most hydraulic problems. On the downside, a major problem requiring replacement of the hydraulic motor or pump in a non-industrial area could be a real headache.

Later boats have a more conventional exposed shaft and strut. The engine is mounted further aft, under the cockpit, and the shaft is driven through a V-drive. Access to the engine in either installation is poor. On V-drive boats with a quarterberth, you can get to the front of the engine through the quarterberth.

With no quarterberth, it’s a crawl through a cockpit locker. The back of the engine is accessed through removable hatches behind the companionway ladder.

Control when backing is better with the V-drive installation, since the prop is much further aft. Likewise, tight maneuvering ahead is better with the same prop configuration, since you get good prop wash over the rudder.

In all boats, the fuel tank is a fiberglass molding. It is not integral to the hull, but is glassed in after the hull is laid up. We have heard no reports of failures of the tank.

Fuel capacity varies from 33 to 40 gallons—adequate for a cruising boat, but a little on the skimpy side for true long-term independence.


There’s nothing to fault in the construction of these boats. Some hulls—but not all—were built under Lloyds survey. A Lloyds Hull Moulding Note—which covers the basic layup of the hull, installation of bulkheads, and the deck molding—is fairly common, as it added nothing to the cost of the boat other than a survey. A full-blown Lloyds 100 A-1 certificate is rarer, since it added substantially to the price of the boat.

Nicholson 35

Nicholsons was an early user of isophthalic polyester resin, although it was only used for gelcoat. This made Nicholson 35s more blister-resistant when new, but it probably doesn’t substantially reduce a boat’s tendency to blister if it is left in the water constantly for years. Structural work in these boats is first-class. We’ve never understood why good-quality European boats in the late 70s and early 80s seemed to have much neater glass work than most production American boats of the same period, but they do.

The lead ballast casting is dropped into a molded keel cavity, then heavily glassed over. The outside of the keel molding of any boat with internal ballasting should be carefully examined for grounding damage.

There is a deep bilge sump under the cabin sole just aft of the fiberglass water tank. This will keep bilge water where it belongs until it can be pumped overboard.

Two 90 amp-hour batteries were standard on early boats. They were increased to 128 amp-hours each on later boats, and the alternator size was increased to 60 amps. If you want to go to bigger batteries on an older boat—a must for serious cruising—you’ll need to install a bigger alternator if you don’t want to run your engine all the time.

Many small changes were made to the interior design and decor over the years. In addition, the Nicholson 35 was built to order—you didn’t buy one off some dealer’s lot—so there is a lot of minor interior customizing. This was encouraged by the builder, and the prices for modifications were reasonable. It makes buying a used boat more complicated, however, because the combination of features you’re looking for may be hard to find.

The forward cabin on all boats is pretty much the same. There are the usual V-berths, but unlike a lot of boats, they don’t come to a point at the bow; there’s plenty of foot room. The berths could be converted to a big double, but you won’t find that on most boats.

A chain pipe runs vertically between the berths to the chain locker on many boats, rendering moot any modification to a double berth. The chain locker under the berths does keep the weight of chain low and fairly far aft, if you’re willing to make the tradeoff.

Padded vinyl liners are used on the hull sides, rather than wood ceiling. This looks good when new, but gets tired after a few years. We’d prefer wood. Wood ceilings can be refinished; vinyl can only be cleaned.

The earliest boats have white melamine-finished bulkheads, which lend to the general austerity of older models. Later boats have teak-veneered bulkheads, but the teak used is generally fairly light, so it doesn’t dramatically darken the interior.

Ventilation in the forward cabin is poor. A low profile Tannoy ventilator installed in the aluminum-framed deck hatch was standard, but these don’t move nearly as much air as big cowl vents. Original specs called for cowl vents over the forward cabin, but we’ve never seen them.

Aft of the forward cabin is a full-width head. Camper & Nicholsons used this same basic design on several boats, and it works well. You may not like the idea of walking through the head to get to the forward cabin, but it allows a much larger head than you’ll find on the typical boat of this length built in the 1970s.

There are good touches in the head, such as a stainless steel grab rail in front of the sink, and a mirror that angles upward so you don’t have to bend over to shave. Using the full width of the boat for the head allows its use as a dressing room without undue contortions.

Early boats do not have pressure water, nor do they have hot water for a shower. These creature comforts came later in the production run, but they can be added to older boats without much trouble.

There is very little wood in the head—just trim around locker doors—which makes it easy to keep clean and dry. A single Tannoy vent provides limited ventilation, but there’s plenty of room on deck over the head to add two cowl vents in Dorade boxes.

This would help ventilate the entire boat, and would be high on our priority list.

You’ll find a lot of variations in the main cabin, and which ones are most desirable is really a matter of choice.

All boats have a U-shaped dinette to starboard, with a permanently mounted dropleaf table. On the later boats we’ve looked at, the table is mounted on a heavy tubular aluminum base, securely bolted to the cabin sole. It is one of the sturdiest tables we’ve ever seen. The design allows the table to be reached from both the dinette and the starboard settee, giving lots of elbow room for five for dinner, with elbow-to-elbow seating for seven close friends if a lot of passing of food isn’t required.

There is storage space under the dinette, with lockers and bookshelves behind the seat back.

Starboard side layout varies. As originally designed, there is a straight extension settee, with a pilot berth outboard. The pilot berth was deleted on many boats, increasing storage space but visually narrowing the cabin. On a serious cruising boat, the extra storage would be a plus, since both the dinette and settee can serve as good sea berths. All berths, incidentally, are fitted with lee cloths—something you don’t find as standard on most American boats, even boats sold as serious cruisers.

Ventilation is provided by an aluminum-framed hatch over the middle of the cabin, plus two small water-trap cowl vents at the aft end of the main cabin. For use in the tropics, you really need to add more cowl vents, at the very least.

Minor changes were made in the galley over the years, but they were not earth-shaking. The earliest boats have good locker space, but no cutlery drawer. This was added under the counter on later boats. It would be a simple retrofit.

Nice molded teak counter fiddles on early boats were replaced by functional but tacky aluminum fiddles on later boats. Galley counters are covered with plastic laminate, and some of it is hideous: Godawful speckly-tweedy stuff, sort of in keeping with the interior decor we’ve experienced in unnamed cheap bed and breakfast joints in the UK.

There’s good storage space in the galley, with lockers outboard, a big pantry locker under one counter, a pot locker under the stove well, and another locker under the sink. The sink itself is quite small.

The icebox is outboard of the sink, next to the stove. It’s a good-sixed box—five cubic feet—and insulation is adequate for northern climates. In the tropics, we don’t think it would make the grade.

A gimbaled two-burner Flavel propane stove with oven and broiler is standard equipment. It is painted steel—as are most European galley stoves—and will be a ripe candidate for replacement on older boats. The stove well is narrow, so it may take some searching to find a stove that fits. Force 10 makes a stove that is narrow enough to fit most European stove wells, but you’ll probably have to special-order it, as most American boats take a wider model.

The propane supply is a paltry 10 pounds, so you may well end up looking for ways to expand that. A Marine Energy Systems two-tank molded gas locker should fit in the starboard cockpit locker if you don’t mind giving up some storage space.

All in all, the galley is very good for a 35′ cruising boat; exceptional when you compare it to most American boats of the early 1970s.

Although all boats have a nav station at the port after quarter, the layout varies tremendously.

There are two basic configurations: an aft-facing nav station, which uses the dinette for a seat; and a forward-facing station, using the quarterberth head as a seat.

With the aft-facing station, there is no quarterberth; you get an extra cockpit locker. You also get a real curiosity: a belowdecks watch seat next to the companionway, elevated high enough so you can see out both the companionway and the cabin trunk windows.

This is a real seagoing feature, but will be wasted space on boats that are only used for coastal cruising. Offshore, with the boat running under autopilot or steering vane, the watch seat allows you to sit below, out of the weather, while still keeping a reasonable watch unless you’re in crowded shipping lanes.

On some boats, the watch seat was deleted, and replaced with a big hanging locker. This would be a feasible and desirable modification on boats not used for serious cruising.

Both nav station layouts have a big chart table, good bulkhead space for mounting electronics, and space for navigation books and tools. It’s a tough call as to which arrangement is better.

The quarterberth would make an excellent sea berth. We’d rather sleep in a quarterberth than a pilot berth, particularly in a warm climate. At the same time, a wave down the companionway can douse you in big-time fashion in the quarterberth. We’d take our chances, opting for the quarterberth and forward-facing nav station.

Headroom is over 6′ throughout. The long windows of the main cabin make for a well-lighted interior.

A molded fiberglass water tank holding about 70 gallons fits under the sole in the main cabin, smack on top of the boat’s longitudinal center of flotation, where it belongs. This is marginal water capacity for long-distance cruising—we’d like to see at least 100 gallons, even for a couple—but it would be simple enough to install auxiliary tanks under both the dinette and settee. A second tank is a good idea on any boat, in case of a leaky tank or a contaminated water supply.

On early boats, the tank is filled from inside the boat—no deck fill. This avoids any chance of salt water contamination from a leaking filler cap, but it complicates tanking up: you have to drag hoses or jerry cans belowdecks.

The tank vents properly, inside the boat rather than outside. Most American boats have water tank vents on deck, many of them in the side of the hull. To put it bluntly, this is really dumb. If a boat spends a lot of time on one tack with the vent submerged, salt water will siphon back into the tank. Heavy water on deck can even get into vents mounted on the side of the cabin.

With the exception of the aluminum galley fiddles, most of the interior changes over the years are a distinct improvement. Storage is excellent for long-term cruising.


This is a real-live, serious ocean cruiser. It’s not pointy at both ends, doesn’t have a full-length keel, isn’t shippy looking, and doesn’t have oodles of nicely-fitted exterior teak to drive you wild with pleasure at the boat show, delirious from endless maintenance when you have to live with it.

The cockpit is uncomfortable, but can be improved with seat cushions and back cushions. It’s a shame the cockpit seats aren’t long enough to lie down on.

The interior is roomy and comfortable for cruising, lacking only a permanent double berth—a shortcoming that can be remedied, albeit with some work. The interior lacks the space and privacy of current 35-footers best suited for marina living or coastal cruising, but is functional for offshore sailing, particularly for a couple.

We wouldn’t hesitate to sail this boat anywhere, with virtually no changes. It demonstrates commonsense design and high-grade construction, even though it’s not fancy, and there’s not a gimmick to be found: no microwave, no stall shower, no recessed lights, none of the things that some people think they need for comfortable cruising.

The hard part, of course, is finding one. English boating magazines have a lot of Nicholson 35s for sale, but there are not too many on this side of the pond. Actually, that might be an advantage.

Buying a boat overseas is relatively painless, and you save yourself the trouble of sailing across the ocean before you can cruise Europe. Buy a boat in England, cruise there for a couple of summers, laying the boat up over the winters. Then, when you retire or get that long-awaited sabbatical, you can do some “real” cruising. You could do a lot worse.


Well kind of found this after the event !! Just bought a Nic 35 – I’m not a sailor ( bit of Dinghy sailing in my teens ) but have a friend who is so it will be a fast learning curve . Did some research before buying but hadn’t come across this before today , has just strengthened my reason for going for a Nic 35 instead of my other options . Looking for any other information and advice ( Is there an owners group ? ) I’m based in France and the boat will be on the Med for the foreseeable future .

Congratulations on your new ownership – great choice of boat! There is an active and informative Nic 35 owners association on Facebook.

Hi Raymond,

I keep the register for the Nic 35s and have owned Argonaut of Rhu for 20 plus years. Which Nic did you buy and where are you located? There is an active group of us who used to be on yahoo but now we are on If you send me your email address I can give you more info. I do not use facebook or any other social media. [email protected] is my email address.

The dining table is on the port side of our Nic 35 (Hull 78), launched ’73.

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1973 CAMPER & NICHOLSON Nicholson 35

1973 CAMPER & NICHOLSON Nicholson 35

Paradise Valley, Arizona


Model Nicholson 35

Category Classics

Posted Over 1 Month

1973 CAMPER & NICHOLSON Nicholson 35 Built to Lloyds specifications by this renowned yard with over a 200 yr. heritage. Your immediate impression upon boarding the boat is one of quality & high standards. The Nicholson 35 has been featured in the journal of Worlds Best Sailboats & is legendary in her offshore capabilities, in fact the original owner had circumnavigated this C&N Hull #81 to New Zealand & the S. Pacific. Entering the well appointed cabin below there is ample natural light coming from the fixed ports through out the salon & v-berth with abundant storage for a live-aboard or the cruising lifestyle.These boat details are subject to contract.Note: Offers on the asking price may be considered.

35' Camper & Nicholson  CN 35 1973

35' Camper & Nicholson CN 35 1973

Philadelphia, Pennsylvania

Call Boat Owner Jorge 215-417-0015 215-898-5167. I-108-overhauled in 2005, entire electrical systems redone in 2012. I am selling the boat and slip in Anchorage Marina.

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1973 Camper Nicholsons 35 | SKYE

1973 Camper  Nicholsons 35 | SKYE

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1973 Camper & Nicholsons 35 sloop. Contact Annie Gray for more details.

  • Seller ypsewroq
  • Manufacturer Camper Nicholsons
  • Model 35 Sloop
  • Length 35 ft / 10.67 m
  • Beam 10.5 ft / 3.2 m
  • Draft 5.5 ft / 1.68 m
  • Displacement 15650 lbs / 7098.73 kg
  • Condition Excellent
  • Location Maine, United States
  • Material: Fiberglass
  • Rigging: Sloop
  • Hull: Monohull
  • Keel: Fin w/Skeg Rudder
  • Sailboat Type: Cruiser
  • Covering(s): Bimini Top, Dodger
  • Cabin Layout: Crew Cabin, V-Berth
  • Fresh Water: 96 gallons / 363.4 kg
  • Holding Tank: ?
  • Fuel Capacity: 48 gallons / 181.7 kg
  • Engine Make: Perkins
  • Engine Model: ?
  • Fuel: Diesel
  • Fuel Capacity: 48 gallons
  • Engine Hours: ?
  • Horsepower: 4108 hp
  • Propulsion: Inboard
  • Steering: Single Wheel
  • # of Cabins: 2
  • # of Bathrooms: 1.0
  • Bathroom Layout: Bathroom With Shower
  • Speed/Depth/Wind

Rig / Sails

  • Head/Jib Sail
  • Furlingjib System
  • 2 Burner Stove

Sailboat's Location

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1973 Camper  Nicholsons 35 | SKYE

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