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Used Boat Review: Gulfstar 36

Pros and cons of 1980s-era vince lazzara fiberglass cruising boat..

Gulfstar Yachts, which produced 2,500 boats in the 1970s and 1980s, was launched and managed by Vincent Lazzara. Lazzara was one of the early experts in fiberglass boat building, having been involved in constructing the Rhodes-designed Bounty II, one of the first fiberglass yachts.

In 1962, he founded and became part owner of Columbia Yachts, which grew into one of the largest fiberglass boat builders in the 60s. He served primarily as designer and marketer for the company, until it was sold to the Whittaker Corp. in 1967.

Photos by Ron Dwelle

Once his three-year non-compete agreement with Columbias new owners was satisfied, Lazzara established Gulfstar Yachts in 1970, in Tampa, Fla. The company joined a growing group of builders-including Morgan, Irwin, Hunter, and Endeavor-that were making Florida a center of American sailboat building in that decade. (Incidentally, at the same time, Frank Butler concluded a similar non-compete agreement with the Whittaker Corp. and founded Catalina Yachts.)

Lazzara began by building boats often described as low-cost, low-quality, floating condominium sailboat hulls that doubled as trawlers. His first boats were 36- and 53-footers. With identical hulls, the masted versions were called motorsailers, while the non-masted version, with a different deck mold and larger engine, were called trawlers. The sailboats had huge accommodations, but they established a reputation for sailing poorly with their shoal draft, short rigs, and wide beams. Other Gulfstars produced in the early 70s included a 43-foot trawler and 44-foot motorsailer.

In those early years, the Gulfstar boats were built conventionally, but many aspects were designed mainly to save money and produce inexpensive boats. For example, the interiors were full of formica and the ballast was iron pieces set in a concrete slurry.

Other problems had more to do with poor construction practices. The edges of the balsa-cored decks, for example, were not sealed with resin, and there were no backing plates for cleats or other hardware. According to a former yard hand, workers would cut holes in the decks and leave unfinished hulls out in the rain. One critic said that the workmanship in the factory during that time bordered on criminal. To this day, Gulfstars still suffer from the poor quality reputation they earned in the early 70s.

In the mid 70s, Lazzara foresaw changes in consumer tastes and began upgrading Gulfstar quality. Improvements included shifting from iron to lead ballast and using teak rather than formica on the interior. Within a few years, Gulfstar interiors were equal to the best production sailboats in the country, and factory construction practices improved to state-of-the-art.

This push for a new look and reputation led Lazzara to go outside for design, particularly calling on Ted Hood for the designs of the Gulfstar 40 and 48 performance sailboats. Lazzaras two sons, Richard and Brad, also joined the company, with Richard taking on some of the design work.

The changes were marked by one of the companys most famous designs, the Gulfstar 50. However, the company did not completely abandon motorsailers, and it continued to produce the shoal-draft, beamy Gulfstar Sailmaster series.

Lazzara was never one to follow the crowd. With the oil embargo in full swing during the mid 70s-when resins were expensive and in low supply-Lazzara tried a 50-percent glass-to-resin ratio, a practice that was unheard of at the time. Nowadays, this ratio is standard as makers strive to use the least amount of resin possible that will still totally wet-out the cloth. But back then, it was revolutionary, and Lazzara was criticized for it.

Still, many Gulfstars suffer from fiberglassing problems of this era, particularly a history of blister problems until the early 1980s. By then, the workmanship was as good as any other production manufacturer in the country. Gulfstar continued to produce fine teak interiors and performance-oriented sailboats such as the Gulfstar 44 and Gulfstar 60. Along with these sailboats, the company produced displacement motor yachts such as the 44 and 48 designs. In the mid 1980s, Gulfstars production shifted more toward powerboats. Many think that the best Gulfstar sailboat was the 54 Sail Cruiser whose interior joiner work, good design, and quality construction is about the opposite of Gulfstars early days. The early and mid 80s are now generally considered Gulfstars Golden Era.

In the late 1980s, Gulfstar built mostly larger motor yachts, but the company still produced interesting sailboats, including some for the CSY charter fleet, including the 50, 45 Hirsch, and the 42.

For years, Gulfstar discussed a merger with Vikings Yachts, a powerboat builder, and finally in 1990, the company was sold to Viking Yachts. Lazzaras sons moved on to found Lazzara Yachts, a mega-yacht builder that still builds boats out of the Tampa Bay area.

Currently, there are two Gulfstar owners websites, but neither have been active recently.

The Gulfstar 36

The Gulfstar 36, also called the 36 Auxiliary, was the smallest boat the company built in the 1980s. Twenty-three of the boats were built between 1983 and 1985. Overall, its design is conservatively traditional-it was never called a racer-cruiser, but it was similar to many popular racer-cruisers and coastal cruisers of the time, with modest overhangs, a longish waterline, a moderately long fin keel that is 4 feet, 10 inches deep, and a skeg-hung rudder. The designers are listed as R.C. Lazzara and David Jones.

Above the waterline, the deck has a minimal sheer and the coachroof is attractive, with a sloping front edge. The four cowl-vents on the cabintop have sturdy stainless-steel guards. A dodger and bimini were not standard on the boat, and there are many variations of that equipment on Gulfstar 36s around today.

The cockpit is large and roomy, though you have to step up onto the seats to get by the wheel. The cockpit is 90 inches long, and the seats have good, high back support. A propane locker for two 10-pound tanks is at the aft end of the cockpit. Theres a deep lazarette locker on the port side and a shallow one to starboard.

Sidedecks are wide, but its a squeeze getting by the upper and aft shrouds. The foredeck is clear, with a good-sized anchor locker and a short stainless sprit for carrying a plow-type anchor. Our test boat had a 33-pound Delta on the sprit, and the anchor locker was large enough to carry a 33-pound Bruce in addition to the anchor rode. A Danforth hangs on the stern pushpit.

A good bow pulpit and double, 27-inch-high lifelines (with two gates just ahead of the cockpit) are standard, and a stern ladder folds down from the stern pushpit. The stern is wide enough to handle dinghy davits, which our test boat was equipped with.

Construction of the 36 is conventional and of good quality, with standard hand-layup roving and mat. (Early Gulfstars were famous for using the chopper gun for layup, but the later models abandoned that method.) Displacement is 14,250 pounds, with 5,460 pounds of lead encapsulated in fiberglass in the keel, for a ballast/displacement ratio of 38 percent.

A couple of peculiarities of construction-the deck is supposedly balsa-cored, but drilled holes and a larger cut-out in the cockpit revealed a marine-grade plywood core. Were not sure there is any balsa in the deck, and the notable lack of any delamination in a 28-year-old boat suggests that it may be all plywood cored, in spite of the companys information.

Inside the boat, the hull is totally lined with teak-veneer plywood, so its difficult to inspect the hull itself. The deck has a conventional L flange that is glassed and fastened to the hull through the exterior rubrail, and the bulkheads are well-glassed where they are viewable.

The rig is a conventional, single-spreader, masthead sloop, keel-stepped, with a nominal sail area of 608 square feet. A 135- to 140-percent roller genoa was pretty standard. Sail area to displacement ratio is a moderate 16.61, an indication that the boat is a good but not spectacular sailer. The only unusual thing about the rig is that the aft lower shrouds go to the same chainplate as the upper shrouds.

Our test boat had a Hood jib furler and originally had a Hood roller-furling boom, which the owner had scrapped because of difficulties raising and lowering the main. The boat now has a conventional main with a lazyjack handling system. There were many variations and changes in the Gulfstar 36 rigging over the years. The rig should be examined carefully by a purchaser for saltwater corrosion in the fittings.

Original hardware on the boat was good quality with the standard equipment being pretty complete, though spinnaker gear was not included in the original specs. The Barient 27 sheet winches and the Barient 22 mast and mainsheet winches are two-speed self-tailers and still very serviceable after 28 years. The wheel is a Merriman, as were the original traveller, tracks, and blocks. To be expected in an older boat, many minor changes will have been made to the boats hardware over the years.

Almost all the Gulfstars used Perkins diesels, and the 36 has a 4-108, plenty powerful for the boat-quite a bit noisier than more-recent diesels. The 36 we tested had 8,000 hours on the engine, and some 36s may be due for overhauls or engine replacement. The engine compartment is large enough to handle all current 30- to 45-horsepower engines. The 1-inch shaft uses a conventional strut, and the test boat had a big three-blade propeller, which doesn’t help sailing performance. A PYI shaft seal had been retrofitted.

Access to the front of the engine is good, with the cabin steps removed, but getting behind the engine is almost impossible through the cockpit-locker access hatch if youre taller than 4 feet or heavier than 90 pounds. But access is necessary to get at the transmission, shaft seal, battery charger, water heater, water-lift muffler, steering gear, and so on. On our test boat, the owner had taken the extreme step of cutting a large access hatch in the cockpit sole. Fuel tankage is 40 gallons, plenty for normal coastal cruising.

The electrical system was originally well done, with wiring well-labelled and bundled. As expected, many modifications have been made, and the electrical panel is small for the current electric and electronic demands aboard mid-size cruising boats. Breakers for both 12-volt and the shore-power system are standard. The battery tray in the cockpit locker has room for only two batteries, and our test boat had added another battery tray behind the engine.

One odd thing on our test boat is that the boat had no running lights for running under power (red/green bow, stern white, mast forward white), and obviously had never had any-there were no fittings and no wiring for these lights on the boat. Its hard to imagine how a 28-year-old boat could get by without legal running lights, but there were none-the running lights switch on the electrical panel turned on just a masthead tricolor light for sailing. There is also a masthead anchor light.

An electric bilge pump and cockpit Whale hand pump are adequate for de-watering.

Accommodations

The interior of the boat is roomy, comparable to other spacious cruisers of the era, like the Catalina 36. The arrangement, again, is conventional.

A large quarter berth is aft to starboard, with a small nav station at the head of the berth. Opposite is a U-shaped galley that came standard with a two-burner Shipmate propane stove and Adler-Barbour-powered cooler, plus a double sink and ample dry storage. Counter-top space is minimal but adequate, and there are six small storage lockers outboard and behind the galley.

Next forward are port and starboard settees; the starboard one pulls out to form a sleeping-double. There is some storage behind and above the settees, and two 40-gallon water tanks are underneath. An oversize table occupies the center of the boat.

Gulfstar, even in 1984, seemed to subscribe to the foolish idea that a 36-foot cruiser could live and sleep six or seven people. A couple using the boat will likely convert the large quarter berth to storage.

Next forward are hanging and storage lockers to port and a large head with separate shower stall to starboard. Finally forward is a large V-berth, 78 inches long, 78 inches wide at the head, and 28 inches wide at the foot. Storage and a holding tank are underneath the berth, and a storage forepeak is ahead of the V-berth, underneath the anchor locker.

Joiner work below is teak and teak-faced plywood and generally well done. Four opening ports along with two overhead hatches and four dorades provide adequate ventilation. Ports in the main cabin provide ample light inside and decent views.

Performance

The Gulfstar 36 is an adequate sailor-not super fast, but not a dog. US Sailing doesn’t list a PHRF rating for the boat-they require three or more boats to have been rated in the previous five years, and there obviously were none being raced. An older single PHRF rating was 144, which we found may be optimistic. We doubt if anyone would want to buy the boat as a club racer. It sails like a cruising boat-probably not as fast as the newer, lighter-weight boats.

The boat will go to weather decently-even with an age-challenged main and 140-percent jib, it easily tacks through 90 degrees and achieves hull speed in 12 to 14 knots of wind.

The helm is well balanced. Reaching and off the wind, the boat is easy on helm and sails comfortably. The big three-blade prop obviously slows the boat down, and a good feathering prop would be a desirable addition. As is, cruisers are likely to turn on the engine when the wind drops below 6 to 8 knots.

Under power, the big Perkins diesel easily drives the boat to hull speed, even in a strong head wind. Handling under power is straightforward in both forward and reverse, with little pull on the helm and with just enough prop walk to kick the stern a bit in tight quarters. As with everything else on the boat, performance of the Gulfstar 36 is moderate.

With few models of the Gulfstars available at any one time, cost of a used Gulfstar 36 is hard to specify. More of the larger Gulfstar models seem to be available at any given time. PS could find only two 36s for sale at presstime, priced at $39,500 and $44,000. Actual selling price will depend on condition and equipment, and most used boats of this age will need some upgrading. As the cost approaches $30,000, we think that a Gulfstar 36 in decent condition would be a good value for a conservative cruising boat.

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Excellent Report and very Professional !!!

I am looking at a 1974 Gulfstar 41′. The condition seems very good and it has been cared for asking 49k. My concern is the backing plates and other shortcuts the builder used or is stated to use in a few articles I have read.

Any thougts on this year boat or should I move on to a different brand of boat?

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Gulfstar 44 and Gulfstar History

Gulfstar Yachts 1970-1987 Founded by Richard Valdez and Vince Lazarra. (Most boats were designed by Vince Lazarra and his son Dick). The sailboat division was discontinued and the company was sold to Viking Yachts in 1987.  The Gulfstar 44 was in production from 1978 to 1984 and it is believed that about 70 hulls were built.

  Brochure and Specifications (pdf)

• Gulfstar 44 1980 Specfications
• Gulfstar 44 MKII Specifications
• Gulfstar 44 MKII 1984 Specifications
• Gulfstar 44 Brochure

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• Sailboat Guide

Gulfstar Yachts

Founded by Richard Valdez and Vince Lazarra. (Most boats were designed by Vince Lazarra and his son Dick). The sailboat division was discontinued and the company was sold to Viking Yachts in 1987. HIN: GFS

• Richard C. Lazzara
• Vince & Richard Lazarra

30 sailboats built by Gulfstar Yachts

Gulfstar 50

Gulfstar 41

Gulfstar 37

Gulfstar 44

Gulfstar 43

Gulfstar 47 Sailmaster

Gulfstar 39 Sailmaster

Gulfstar 42 (csy 42 ph).

Gulfstar 53 MS

Gulfstar 54 Sailcruiser

Gulfstar 36.

Gulfstar 40 (Hood)

Gulfstar 50 Sailmaster

Gulfstar 60

Gulfstar 40 (CC)

Gulfstar 43 ms.

Gulfstar 40 Sailmaster

Gulfstar 63 sailcruiser, gulfstar 41 kth, gulfstar 44 kth, gulfstar 45 (hirsch 45), gulfstar 50 kth.

Gulfstar 52 MS

Gulfstar 50 tm.

Gulfstar 36 MS PH

Gulfstar Hirsch 45

Gulfstar 63.

CSY 50 (Pilot House)

Gulfstar 36 MS (Twin Cabin)

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GULFSTAR 50: An Affordable Big Boat

Gulfstar Yachts was founded in 1970 by Vince Lazzara, an industry pioneer who in the early 1950s helped make a success of Aeromarine, one of the very first fiberglass boatbuilders. In the early 1960s he did the same at Columbia Yachts, which became the world’s biggest sailboat builder in its day. Early on Gulfstar emphasized low price and maximum interior space over build quality and sailing ability, but in the mid-1970s the company shifted gears and worked to deliver a more high-end product. The most notable manifestation of this was the Gulfstar 50, a large center-cockpit cruiser first introduced in 1975. The GS 50 was the best boat Gulfstar ever built and also the most popular, with 172 hulls launched during a six-year production run that ended in 1980. Designed by Lazzara himself, the GS 50 boasts superior interior joinery, generous accommodations, robust construction, and a well proportioned hull and rig. These days it is one of the best values on the brokerage market in a larger center-cockpit boat.

Though better built than most Gulfstars, the GS 50 is not without its faults. Construction is simple and straightforward, with a solid hull laminate composed of multiple layers of mat and woven roving. (Note, however, a few hulls may be cored with balsa.) The hull is stiffened, not with liners, but with full bulkheads and furniture components that are tabbed in place. The deck is balsa-cored, with a through-bolted joint glassed over from below. The full-length rudder skeg is also bolted in place. The ballast, which consists of lead chunks embedded in concrete slurry, is encapsulated within the long fin keel.

Problems over the years have included hull blisters, which normally are just cosmetic, but in some cases have involved saturated cavities surrounding the ballast. These must be drained and flushed before they are filled in. The mainmast step, an iron plate in the bilge directly over the keel, is subject to corrosion, while the mizzen step on ketch-rigged boats may have crushed the deck core beneath it. Leaking deck fixtures, hatches, and port windows are other common complaints. In some boats the bronze stern tube housing the rudderstock may eventually separate from the surrounding hull laminate and must then be rebonded in place. There have also been reports of loose tabs around bulkheads and sub-floor structures that also need rebonding. The good news is that many owners value their GS 50s enough that they are willing to make repairs. Well-maintained boats are not hard to find; boats in poor condition are priced accordingly and normally are worthy of reconstruction.

For most owners the boat’s most attractive feature is its interior. The more popular layout, originally developed for the charter trade, features three staterooms and works very well for families. The master stateroom aft with an en suite head and separate shower boasts an enormous U-shaped double berth with enough space for a couple to sleep together athwartship while in harbor or separately in lateral positions while at sea. The forward stateroom, which shares a head with the saloon, has a large V-berth that fills in to form a double, and the third stateroom, midship to starboard, has two single bunks with yet another small en suite head. The L-shaped galley runs down the walk-through alley under the center cockpit to port, with twin sinks close enough to the centerline to drain on either tack. The saloon has a dinette to port and a settee plus a pilot berth to starboard. In the two-stateroom layout, which is more appropriate for a cruising couple entertaining occasional guests, instead of the midship stateroom there is a fabulous wrap-around nav station and expanded engine space beneath the cockpit.

In the saloon looking aft. This is the “charter” layout, with an extra stateroom on the starboard side opposite the walk-through galley

The saloon looking forward. The dinette table, you’ll note, is not very large

The owner’s stateroom aft features an en suite head and a very large versatile U-shaped berth

In a seaway the GS 50 is very well mannered. Its forefoot has enough bite and its bilges are deep enough that it does not slam much in a chop. It is relatively narrow with a moderate hull form and does not gripe when sailing to weather. All tanks are below the floorboards, which keeps the center of gravity low, sweetens the motion, and also creates extra storage space under berths and settees.

The sail plan is not particularly large, in either the ketch or sloop configurations, and I would advise against a roller-furling mainsail if you value sailing performance. A number of GS 50s were fitted with early after-market behind-the-mast mainsail furlers and these in particular should be avoided or quickly replaced. Sheeting angles are not very narrow, as the mast spreaders are wide and the chainplates are set nearly all the way outboard. Most owners report the boat will not sail well to windward unless the apparent wind angle is 45 degrees or greater.

Still, the GS 50 is not exactly a slouch when it comes to speed, though it does like moderate to heavy weather better than the light stuff. It’s not hard to keep the boat moving at 7 knots or better under working sail if the wind is blowing over 12 knots; below that you’ll need to break out spinnakers and mizzen staysails to maintain good speed.

A well-maintained sloop rigged GS 50 flying an A-sail

If you like to motorsail, bear in mind the original engine on most GS 50s was a 62-hp Perkins diesel which, though reliable, is not quite powerful enough to push the boat hard into a head sea. Later on an 85-hp Perkins engine was offered as an option and this does a much better job of driving the boat to speed. Several boats now on the market have been repowered–turbo-charged Yanmar diesels seem to be a popular replacement engine–and these may command a significant premium.

The standard fuel capacity, 100 gallons, is a bit low for a boat this size, so if you plan to do some long-range cruising you may want to carry some jerry jugs on deck or expand capacity a bit. The fuel tank is quite low in the boat, which forces the engine’s fuel pump to work hard, so adding a day tank higher in the boat with an effective transfer link to the main tank would be an excellent upgrade. Many GS 50s were delivered new with Onan generators installed. These are notorious troublemakers (on one boat I once cruised aboard we referred to ours as Onan the Barbarian) and should probably be replaced sooner rather than later.

Specifications

LOA: 50’0″ LWL: 39’8″ Beam: 13’8″ Draft: 6’0″ Ballast: 10,500 lbs. Displacement: 35,000 lbs. Sail area -Sloop: 895 sq.ft. -Ketch: 963 sq.ft. Fuel: 100 gal. Water: 210 gal. D/L ratio: 250 SA/D ratio -Sloop: 13.35 -Ketch: 14.37 Comfort ratio: 38.56 Capsize screening: 1.67 Nominal hull speed: 9.3 knots Typical asking prices: $60K-220K

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Something wrong in your performance calcs. A SDL ratio of 13.35 would be slower than a heavy displacement boat, and this boat easily sails. Also your sf of sail area is way off.

@darrington: No, I don’t think there’s anything wrong. These specs here match those I find elsewhere, at SailboatData.com, for example, and other published sources. The displacement number, if anything, is low, as is often the case, which would skew the SA/D ratio higher than it would be otherwise. Do you have different numbers from somewhere else? If so, what are they, and where did you find them? Thanks for your interest! charlie

I was with the largest Gulfstar dealer for many years from 1978-88, and sold and commissioned many, I would argue the Gulfstar 44 designed by Cort Steck was the best cruising design they ever offered and was considered a breakthrough design at the time.

I will add that I think the old 37 was a great cruising boat and its later derivative the 39 Sailmaster was too. I would still be a candidate for either one with a refit for a great cruising boat under 40 ft. on a budget.

more photos and info with price please

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• Gulfstar 50

The Gulfstar 50 Sailboat Specs & Key Performance Indicators

The Gulfstar 50, a centre-cockpit ketch, was designed by Vincent Lazarra and built in the USA by Gulfstar Yachts.

Published Specification for the Gulfstar 50

Underwater Profile:  Fin keel with skeg-hung rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  50'0" (15.2m)

Waterline Length:  39'8" (12.1m)

Beam:  13'8" (4.2m)

Draft:  5'6" (1.7m)

Rig Type:  Ketch

Displacement:  35,000lb (15,876kg)

Designer:  Vincent Lazarra

Builder:  Gulfstar Yachts (USA)

Year First Built:  1975

Year Last Built:  1980

Number Built:  250

Published Design Ratios for the Gulfstar 50

1. Sail Area/Displacement Ratio:  13.5

2. Ballast/Displacement Ratio:  30.0

3. Displacement/Length Ratio:  250

4. Comfort Ratio:  38.9

5. Capsize Screening Formula:   1.7

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Gulfstar 50

1. A Sail Area/Displacement Ratio of 13.5 suggests that the Gulfstar 50 will need a stiff breeze to get her going. In light conditions, unless you've got plenty of time on your hands, motor-sailing may be the way to go.

2. A Ballast/Displacement Ratio of 30.0 means that a sailboat like the Gulfstar 50 is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 250, tells us the Gulfstar 50 is a moderate displacement cruiser, which means she'll carry all your cruising gear without it having a dramatic effect on her performance. Most of today's sailboats intended for offshore cruising fall into this displacement category.

4. Ted Brewer's Comfort Ratio of 38.9 suggests that crew comfort of a Gulfstar 50 in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.

5. The Capsize Screening Formula (CSF) of 1.7 tells us that a Gulfstar 50 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Any Questions?

What, if any, alternative versions of the Gulfstar 50 were built?

There were two alternative versions of the Gulfstar 50: the Gulfstar 50 Sailmaster and the Gulfstar 50 TM. The Sailmaster was introduced in 1982 and featured a modified underbody with a longer keel, a taller rig, and a larger sail area. It was also more luxurious and expensive than the original version. Only 27 Sailmasters were built until 1985. The TM (for trunk model) was a rare variant that had a shorter cabin trunk and a flush deck forward of the mast.

Is the Gulfstar 50 still in production and, if not, when did production end and how many of these sailboats were built?

The Gulfstar 50 is not in production anymore. Production ended in 1980 after six years of building. A total of 172 hulls were built.

How did the sailing press review the Gulfstar 50?

The sailing press generally gave positive reviews to the Gulfstar 50, praising its interior space, joinery, performance, and value. For example, Sail magazine wrote in 1977: "The Gulfstar 50 is an impressive yacht by any standards...She is roomy, comfortable, well-finished, and surprisingly fast...She represents one of the best values in today's market for those who want both luxury and performance in a large yacht."

What do owners of the Gulfstar 50 have to say about their boats?

Owners of the Gulfstar 50 tend to be very satisfied with their boats, especially after making some upgrades and repairs. They appreciate the boat's spaciousness, comfort, seaworthiness, and classic beauty. Some common issues that owners have faced include hull blisters, corrosion of the mast step, leaking deck fittings, and separation of the rudder skeg.

What is the history of the builders of the Gulfstar 50 and is the company still in business?

The builders of the Gulfstar 50 were Gulfstar Yachts, founded in 1970 by Vince Lazzara, an industry pioneer who had previously worked at Aeromarine and Columbia Yachts. Gulfstar Yachts started out by building low-cost boats with maximum interior space, but later shifted to producing higher-quality performance cruisers, such as the Gulfstar 50. In the mid-1980s, Gulfstar Yachts merged with Viking Yachts, a powerboat manufacturer, and eventually stopped making sailboats. The company is still in business today as Viking Sport Cruisers.

How many people can sleep on board a Gulfstar 50?

The Gulfstar 50 can sleep up to eight people on board. The more popular layout features three staterooms: a master stateroom aft with an en suite head and shower and a large U-shaped double berth; a forward stateroom with a V-berth and access to a shared head; and a midships stateroom with upper and lower single berths. There is also a convertible dinette in the main saloon that can sleep two more people.

What sailplan and rig options, if any, are available for the Gulfstar 50?

The Gulfstar 50 was available as either a sloop or a ketch. The sloop rig had a single mast with a foretriangle area of 45.2m² and a mainsail area of 38m², for a total sail area of 83.2m². The ketch rig had two masts with a foretriangle area of 45.2m², a mainsail area of 38m², a mizzen area of 14m², and an optional mizzen staysail area of 12m², for a total sail area of up to 109.2m². There was also a tall sloop option with a higher mast and larger sail area.

What is the difference between the standard (or owner's) version and the charter version of the Gulfstar 50?

The standard or owner's version of the Gulfstar 50 had a more spacious and luxurious interior, with teak veneer cabinetry, a large navigation station, a wet bar, and a walk-in engine room. The charter version had a more simple and practical interior, with Formica cabinetry, a smaller navigation station, no wet bar, and no walk-in engine room. The charter version also had more berths and heads to accommodate more guests.

What keel options, if any, are available for the Gulfstar 50?

The Gulfstar 50 had only one keel option: a long fin keel with an encapsulated ballast of lead chunks embedded in concrete slurry. The keel had a draft of 1.7m and a ballast-to-displacement ratio of 30%.

What is the Gulfstar 50 like to sail?

The Gulfstar 50 is a stable and comfortable boat to sail, with good performance in light to moderate winds. It can reach hull speed of 9.3 knots easily and point well to windward. It is also easy to handle, with a balanced helm and a powerful rudder. In heavy winds, however, the boat may become overpowered and need reefing or changing sails. The boat is also not very maneuverable in tight spaces and may require a bow thruster or careful use of prop wash.

What is the average cost of a secondhand Gulfstar 50?

The average cost of a secondhand Gulfstar 50 varies depending on the condition, equipment, and location of the boat. According to YachtWorld.com, as of December 2021, the asking prices for Gulfstar 50s ranged from $80,000 to $190,892, with an average of $118,560.

What other sailboats have been created by the designer of the Gulfstar 50?

The designer of the Gulfstar 50 was Vince Lazzara, who also designed many other sailboats for Gulfstar Yachts, such as the Gulfstar 37, the Gulfstar 43, the Gulfstar 44, the Gulfstar 60, and the Gulfstar Sailmaster series. He also designed some powerboats for Viking Yachts after the merger with Gulfstar Yachts.

What was Vince Lazzara's design philosophy?

Vince Lazzara was a pioneer in the yacht industry who started his career as a chemical engineer and built the largest fiberglass yacht ever in 1955. He founded Gulfstar Yachts in Florida and produced sailboats and trawlers with high quality and design. He also experimented with composite materials and low glass-resin ratios to improve the performance and durability of his boats.

His son Dick Lazzara followed his footsteps and launched Lazzara Yachts in the early 1990s, together with his brother Brad. Dick is the president of Lazzara Yachts and the main designer of its innovative products. He is known for creating yachts that combine luxury, style, and performance, with features such as split-level designs, open galleys, infinite sight lines, and advanced engineering. He also strives to provide more customization and personalization for his clients.

Vince Lazzara's design philosophy can be summarized as follows:

"I always wanted to build a boat that was better than anything else on the market. I wanted to build a boat that was faster, stronger, more comfortable, more seaworthy, and more beautiful than anything else out there."

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Gulfstar range include:

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Lazzara Yachts’ History

Lazzara Yachts, the Tampa, FL-based luxury yacht builder famed for their personalized yacht designs and exceptional support service, has been winning awards for its innovative designs almost since the company’s inception. While the pioneering company was officially founded in 1990, Lazzara Yachts’ history stretches back more than half a century ago to 1955, when a sea-loving chemical engineer named Vince Lazzara decided to build himself a boat. That vessel, a 40’ sailboat built in conjunction with AeroMarine, was at the time the largest fiberglass boat ever built, manufactured using fiberglass applications that Vince had pioneered. That first taste of boat building fired Vince’s passion, and in 1960 he started Columbia Yachts to produce his own line of fiberglass sailboats. Over the next several years, Vince worked hard perfecting his designs and processes, growing Columbia Yachts into the world’s largest manufacturer of fiberglass sailboats.

After selling the company in 1967, Vince relocated to Florida, founding Gulfstar Yachts in the early 1970s. Early models out of Gulfstar Yachts suffered from poor workmanship and shoddy construction, but in 1975 Vince made a bold move to rehab the struggling company, beginning production of high quality, high-performance motor yachts . By the 1980s, Vince Lazzara’s two sons were involved with the company and Gulfstar’s production quality had improved so greatly that they were producing some of the finest performance-oriented sailboats on the water.

Lazzara’s sons, Brad and Dick, increasingly gravitated to powerboat design, eventually selling their interest in Gulfstar Yachts in 1989 and leaving to start their own company. In 1990, Lazzara Yacht Corporation opened its doors, launching the company’s first yacht, the Lazzara 76, two years later. That first model, a combination of a production and custom yacht, established Lazzara Yachts’ production process of allowing the owner to participate and personalize his yacht to reflect his own tastes.

Years of production and model advances followed, along with numerous awards for innovative design and patented processes. Lazzara Yachts’ models have grown in length, features, and variety, and the company’s offerings now range from 64’ sport yachts to a luxurious 120’ superyacht. The third generation of the Lazzara family is now on board at the family-run company, which continues to build a sterling reputation as a builder of revolutionary yachts offering exceptional luxury, performance, and style.

Are you eager to enjoy an innovative Lazzara Yacht of your own? Atlantic Yacht and Ship has several exquisite Lazzaras from which to choose, including Valerina, a gorgeous 68′ Lazzara 2005 for sale . This is a beautiful one owner Lazzara Yacht, featuring 4 staterooms with four full heads and an on deck day head. Used strictly as a day boat, this stand-out vessel is the least expensive 68′ Lazzara on the market, available at over $200,000 less than the competition at the asking price of $1,499,000 USD. Call Christopher Carroll for more information at 954-303-5604 or email him at [email protected] .

Sleeping 8 in 4 staterooms plus crew, Echo Tango is a preowned 80′ Lazzara 2002 for sale that is eagerly awaiting new adventures. Featuring the luxurious personalized touches that Lazzara Yachts are known for, this 80’ Lazzara superyacht offers generous accommodations in an aft full beam master stateroom with equal size VIPs forward of the master. Asking $1,900,000 USD, Echo Tango is easy to see in Ft. Lauderdale, FL. For more information, call Mack Carroll at 954-648-8989 or email him at [email protected] .

Atlantic Yacht and Ship ’s knowledgeable South Florida yacht brokers are waiting to help get you out on the water in the craft of your dreams. Whether you are seeking yachts for sale , or are a boat or yacht owner looking to sell or trade, Atlantic Yacht & Ship has the experience and connections to help you realize your goals. Browse our extensive listings of new and preowned yachts, call us directly at 954.921.1500 or  click here .

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                          172  Gulfstar 50 sailboats produced from 1975 to 1980

May 4, 2010, gulfstar yachts review: a complicated history.

Filed under: Reviews — Tags: Caribbean Sailing Yachts (CSY) , Columbia Yachts , Gulfstar Yachts , Vincent Lazzara — Richard Jordan @ 1:32 pm

Gulfstar Early Model Star Logo

Gulfstar Yachts was founded in 1970 by Vincent Lazzara in Tampa Bay, Florida. Mr. Lazzara was fresh off a two year forced absence from the power and sailboat building business. As part of selling his share in Columbia Yachts, he signed a non-compete clause and boded his time building houseboats. In 1970, Mr. Lazzara was already a legendary figure who had invented a snap-shackle variation, helped build one of the first fiberglass sailboats in the Rhodes designed Bounty II, and was involved with Columbia Yachts which was one of the leading early builders of fiberglass sailboats. But, his greatest legacy was to be Gulfstar Yachts.

The Gulfstar Story

Mr. Lazzara drawing on his experience decided to produce sailboat hulls that could double as trawlers. With a different deck mold and larger engine, Gulfstar delivered 53 and 36-foot trawlers while by stepping a mast, they had 53 and 36 motorsailers. He tapped into the floating condominium mentality of the public and built exactly what would sell. The sailboats had great accommodation but poor performance with their shoal draft, short rigs, and wide beam. Other boats produced during this era include a 43 trawler and 44 motorsailer.

While Mr. Lazzara was experienced in boat building, his crew at the Tampa Bay factory were not. In the early Gulfstar years, the workmanship bordered on criminal. Some choices were made to save money and produce boats inexpensively. The interiors were full of Formica. The ballast was iron in concrete slurry. But other problems had less to do with philosophy and more to do with poor practices. The balsa cored decks did not have solid radii of glass around deck hardware and were not sealed with resin either. They did not use backing plates for cleats. Workmen according to a former yard hand would carelessly cut holes in the deck and leave unfinished hulls out in the rain. Gulfstars still to this day cannot shake the poor quality reputation from their mistakes made in the early 1970’s.

Around 1975, Mr. Lazzara felt that consumer tastes were changing. Instead of beamy motorsailers, high performance yachts were coming into vogue. Gulfstar would have to evolve. They introduced a 50-foot high performance sailboat that would become one of their most famous designs, the Gulfstar 50 . It was an era of evolution where they shifted from iron to lead ballast and Formica to classic dark teak interiors. They even changed their logo from a star to a wreath.

Gulfstar Late Model Wreath Logo

By 1978, the workmanship had significantly improved. They patented a process and developed a special plywood to camber edges. All the bulkheads they nicely laminated, all the corners nicely radiused. The joinery work would slowly rival the best in the industry. They did not go completely away from motorsailers and still produced some poor performing shoal draft, short rig, beamy motorsailers like the Gulfstar 47 Sailmaster series. But all their models in the late 1970’s had much better quality construction than the early 1970’s versions.

1979 Gulfstar 47 Sailmaster

Gulfstar Yachts and all builders during this era had to grapple with the oil embargo and low supply of resin. To save resin, Mr. Lazzara used a 50% glass to resin ratio which was unheard of in those days. These days this ratio is standard as we have found out that the glass not resin rich laminate holds the strength. Despite this innovation, the discovery came along with serious growing pains, and many Gulfstars of this era have had blister problems. Whether due to their fluctuating resin ratios, the chopper gun, or the lack of vinylester resins, Gulfstars in this era until the mid 1980’s have a history of blister problems.

In the late 1970’s and early 1980’s, Vincent Lazzara’s two sons became involved in the company. R.C. Lazzara started designing the Gulfstar yachts of this era. By the 1980’s, the workmanship was as good or better than any other manufacturer out there. They continued to produce fine teak interiors and performance oriented sailboats such as the Gulfstar 44 and Gulfstar 60 designs. Along with these sailboats, they produced displacement motor yachts such as the 44 and 48 designs.

As they progressed into the mid 1980’s, their production shifted towards powerboats and away from the performance sailboats. The sons were more power boat guys. Maybe the height of their sailboat skill is the 54 Sail Cruiser whose stunning interior joiner work, soft ride, and quality construction is about the opposite of Gulfstar’s early days. In the late 1980’s, Gulfstar moved mostly to motor yachts. They still produced some interesting sailboats including some for the CSY charter fleet such as the 50, 45 Hirsch, and 42. They for years discussed a merger with Vikings Yachts, a power boat builder. Finally in 1990, Gulfstar sold its assets to Viking Yachts. The sons moved onto found Lazzara Yachts, a current mega-yacht builder in the Tampa Bay area.

January 27, 2010

Gulfstar 50 review: affordable three stateroom classic.

Filed under: Reviews — Tags: Gulfstar 50 , John Kretchmer , Vince Lazzara — Richard Jordan @ 1:22 pm

The Gulfstar 50 is one of Lazzara’s best designs. Lazzara previously was a partner at Columbia yachts who produced another well know 50-footer, the Columbia 50. The Gulfstar 50 is a lot of boat for under $200,000 these days and attracts a certain degree of interest. The combination of a 50 foot boat with a three stateroom layout for sometimes below $100,000 is one of those golden combination in a brokerage boat. There are always a large number of clients looking for a 50-foot boat for around $100,000. Gulfstar has a confusing reputation. Ask some people and they’ll lambast the builder for shoddy layup and bathtub designs. Ask others, and they’ll praise the skill and quality of Gulfstar. This inconsistency is a facet of the diametric divisions in Gulfstar’s history. For the first five years in 1970-1975, they built cheap, floating bathtubs. If you wanted a sailboat, they would step a mast. In the late 1970’s, Vince Lazzara jibed and produced high-quality, performance sailboats. These performance yachts include the 50 along with the 60 and 44.

Gulfstar 50

First Impressions With her teak caprail, long fine lines, and just the right touches of chrome, she is a boat many a client has fallen in love and had to check the hard reality of their bank account. The cabin trunk is streamlined with not too much height. She has a slightly spoon, raked bow with a sweet sheer and lovely counter stern. It is a design that has proven time and still keeps a modern look with it’s classic teak touches. You find sloop and ketch rigs on these centercockpit cruisers.

Construction

The 50 Gulfstar straddles the Gulfstar build lines. For instance, early on they used a star logo while later switching to a wreath shape. Some Gulfstar 50’s feature a star-wreath combination logo. In the early years, I have unconfirmed reports of iron ballast while later ones definitely have lead. This iron-lead choice is a primary division in quality. Lead is superior in density and corrosion resistance, but iron is less expensive. This change highlights the concerted effort of Gulfstar to improve the build quality. The tankage was set low in the bilge over the keel cavity so it is difficult to inspect the area. Another change was a switch from Formica to teak veneer interiors. They patented a special plywood for construction. You can see the quality with nicely radiused corners, cambered edges, and laminate. Gulfstar 50’s have dark teak interiors that rival the best workmanship of any manufacturer. The hull is solid glass. Because of the oil embargo, Gulfstar was experimenting lower than usual glass-resin ratios. While the learning curve had issues shown by the blister pox of all manufacturers during this era, essentially Gulfstar was right. Lazzara’s insistence on a low for the 50% glass-resin ratio is now the normal ratio for building yachts. Reports are that a few late model 50’s had balsa cored hulls. The decks are balsa cored and attached with the standard lip flange.

Gulfstar 50 Saloon What to Look For

Most of the 50 Gulfstars were Caribbean charter boats. You will see quite a difference between the two stratas of 50’s, and it’s a real difference in all the ways you can and cannot see. Another note is that these are becoming unlikely financing candidates. Banks prefer not to finance boats older than 25 years of age. And because of Gulfstar’s confusing reputation, banks will hesitate to finance the brand. Unless you have a Bristol survey and perfect credit, financing a Gulfstar 50 is unlikely.

Gulfstar 50 Cockpit On Deck and Down Below

The 50 comes in both 2 and 3 staterooms designs. These may correlate to the Mark I and II versions though noone seems to know the difference. The three stateroom design is more attractive with a V-berth forward, starboardside bunk beds, and large aft stateroom. The two staterooms have an enlarged engine room and navigation station area. One couple I met mentioned how steep the companionway is as you come down. The freeboard leads to 6’6″ headroom albeit the cockpit sole lowers the portside walkthrough. You will see the cockpit sole lower deep into the walkthrough on most Gulfstars. Because the cockpit is sunken into the hull lines giving that low slung look, the walkthrough headroom is restricted to 5’6″. I am 6’0″ and really have to crouch down to pass through the walkway. A pair of overhead handles in the companionway-saloon would help for safety offshore.

Gulfstar 50 Layout (Three Stateroom) Engine and Underway

These have great Perkins engines originally. The access is from behind the companionway and also along the walkthrough. Some were surprisingly underpowered with a 65HP Perkins while others had a 85HP model. The fuel tank is in the bilge of fiberglass or stainless steel in front of the engine. The engine room has a cute little portholed door with the teak cambered top. Being a 35,000 pound displacement boat, she really can be a lot to handle for a newbie couple. Docking will be the biggest problem, and I would recommend a bow thruster which would run about $8,000 to ease the difficulty.

Gulfstar 50 Sloop

With a fin keel and skeg rudder, she has a modern underbody and will surprise you. One broker mentioned his experiences. “I owned a 57 Nautor Swan and a friend a 50 Gulfstar. One day it was really blowing, and nobody could stay out there except me and my friend on his 50 Gulfstar. With a Swan is saying something. And he was right with me the whole time. That’s when I realized these are great boats. I really like them.” The Gulfstar 50 is heavy displacement cruiser and can sail amongst the best.

After producing the 50 in the late 1970’s and early 1980’s, Gulfstar moved on to motor sailors and powerboats again. In the very end, they produced charter boats like the Gulfstar 50 CSY (a wholly different design) with Formica interiors. The sons were powerboat guys and did not do well with Gulfstar. Gulfstar shutdown in the late 1980’s. They successfully moved on to found the megayacht company Lazzara Yachts in the Tampa Bay area. The 50 Gulfstar remains, perhaps, Vince Lazzara’s greatest legacy to the sailing world – the inspiration for the Stevens / Hylas 47. You will find these for between $75,000 and $150,000 in varying condition.

Original advertisement from  June 1974             Sail Magazine page 6.

A 50' boat with a 5' 6"  draft and 55' bridge clearance could be sailed/motored up and down the ICW. The   13' 8" beam allowed the boat to  be shipped by truck across the country without the extra wide support vehicle in most states.

GULFSTAR 50: An Affordable Big Boat

10Jun     Posted by Charles Doane

Gulfstar Yachts was founded in 1970 by Vince Lazzara, an industry pioneer who in the early 1950s helped make a success of Aeromarine, one of the very first fiberglass boatbuilders. In the early 1960s he did the same at Columbia Yachts, which became the world’s biggest sailboat builder in its day. Early on Gulfstar emphasized low price and maximum interior space over build quality and sailing ability, but in the mid-1970s the company shifted gears and worked to deliver a more high-end product. The most notable manifestation of this was the Gulfstar 50, a large center-cockpit cruiser first introduced in 1975. The GS 50 was the best boat Gulfstar ever built and also the most popular, with 172 hulls launched during a six-year production run that ended in 1980. Designed by Lazzara himself, the GS 50 boasts superior interior joinery, generous accommodations, robust construction, and a well proportioned hull and rig. These days it is one of the best values on the brokerage market in a larger center-cockpit boat.

Though better built than most Gulfstars, the GS 50 is not without its faults. Construction is simple and straightforward, with a solid hull laminate composed of multiple layers of mat and woven roving. (Note, however, a few hulls may be cored with balsa.) The hull is stiffened, not with liners, but with full bulkheads and furniture components that are tabbed in place. The deck is balsa-cored, with a through-bolted joint glassed over from below. The full-length rudder skeg is also bolted in place. The ballast, which consists of lead chunks embedded in concrete slurry, is encapsulated within the long fin keel.

Problems over the years have included hull blisters, which normally are just cosmetic, but in some cases have involved saturated cavities surrounding the ballast. These must be drained and flushed before they are filled in. The mainmast step, an iron plate in the bilge directly over the keel, is subject to corrosion, while the mizzen step on ketch-rigged boats may have crushed the deck core beneath it. Leaking deck fixtures, hatches, and port windows are other common complaints. In some boats the bronze stern tube housing the rudderstock may eventually separate from the surrounding hull laminate and must then be rebonded in place. There have also been reports of loose tabs around bulkheads and sub-floor structures that also need rebonding. The good news is that many owners value their GS 50s enough that they are willing to make repairs. Well-maintained boats are not hard to find; boats in poor condition are priced accordingly and normally are worthy of reconstruction.

For most owners the boat’s most attractive feature is its interior. The more popular layout, originally developed for the charter trade, features three staterooms and works very well for families. The master stateroom aft with an en suite head and separate shower boasts an enormous U-shaped double berth with enough space for a couple to sleep together athwartship while in harbor or separately in lateral positions while at sea. The forward stateroom, which shares a head with the saloon, has a large V-berth that fills in to form a double, and the third stateroom, midship to starboard, has two single bunks with yet another small en suite head. The L-shaped galley runs down the walk-through alley under the center cockpit to port, with twin sinks close enough to the centerline to drain on either tack. The saloon has a dinette to port and a settee plus a pilot berth to starboard. In the two-stateroom layout, which is more appropriate for a cruising couple entertaining occasional guests, instead of the midship stateroom there is a fabulous wrap-around nav station and expanded engine space beneath the cockpit.

In a seaway the GS 50 is very well mannered. Its forefoot has enough bite and its bilges are deep enough that it does not slam much in a chop. It is relatively narrow with a moderate hull form and does not gripe when sailing to weather. All tanks are below the floorboards, which keeps the center of gravity low, sweetens the motion, and also creates extra storage space under berths and settees.

The sail plan is not particularly large, in either the ketch or sloop configurations, and I would advise against a roller-furling mainsail if you value sailing performance. A number of GS 50s were fitted with early after-market behind-the-mast mainsail furlers and these in particular should be avoided or quickly replaced. Sheeting angles are not very narrow, as the mast spreaders are wide and the chainplates are set nearly all the way outboard. Most owners report the boat will not sail well to windward unless the apparent wind angle is 45 degrees or greater.

Still, the GS 50 is not exactly a slouch when it comes to speed, though it does like moderate to heavy weather better than the light stuff. It’s not hard to keep the boat moving at 7 knots or better under working sail if the wind is blowing over 12 knots; below that you’ll need to break out spinnakers and mizzen staysails to maintain good speed.

If you like to motorsail, bear in mind the original engine on most GS 50s was a 62-hp Perkins diesel which, though reliable, is not quite powerful enough to push the boat hard into a head sea. Later on an 85-hp Perkins engine was offered as an option and this does a much better job of driving the boat to speed. Several boats now on the market have been repowered–turbo-charged Yanmar diesels seem to be a popular replacement engine–and these may command a significant premium.

The standard fuel capacity, 100 gallons, is a bit low for a boat this size, so if you plan to do some long-range cruising you may want to carry some jerry jugs on deck or expand capacity a bit. The fuel tank is quite low in the boat, which forces the engine’s fuel pump to work hard, so adding a day tank higher in the boat with an effective transfer link to the main tank would be an excellent upgrade. Many GS 50s were delivered new with Onan generators installed. These are notorious troublemakers (on one boat I once cruised aboard we referred to ours as Onan the Barbarian) and should probably be replaced sooner rather than later.

Specifications

LOA: 50’0″ LWL: 39’8″ Beam: 13’8″ Draft: 6’0″ Ballast: 10,500 lbs. Displacement: 35,000 lbs. Sail area -Sloop: 895 sq.ft. -Ketch: 963 sq.ft. Fuel: 100 gal. Water: 210 gal. D/L ratio: 250 SA/D ratio -Sloop: 13.35 -Ketch: 14.37 Comfort ratio: 38.56 Capsize screening: 1.67 Nominal hull speed: 9.3 knots Typical asking prices: $60K-220K

Who designed the Gulfstar 50 ? Vince Lazzara is seen here with sons Brad on the left and Dick to the right.

Vince was born and raised in Chicago  and spent his summers on the waterfront where he built small boats and sailed on Lake Michigan. Following service in World War II, he studied mechanical and industrial engineering at the University of Illinois.  After college he got a job at a foundry that made casting for the airplane industry. A year later he started his own company, Casting Engineers and supplied the same airplane customers.  On the side he made deck hardware for boatbuilders. He is credited with developing the first stainless snap shackle. In 1952 he sold his foundry business and started building fiberglass boats against the advice of his friends Henry Hinckley and Chris-Craft's Bill MacKerer. 

Beginning with Coleman Plastics he helped develop the Bounty II sailboat. Vince and his 2 partners renamed the company Aeromarine. After selling Aeromarine to Grumann, he bought control in Glass Marine Industries and renamed the company Columbia in 1960 after the twelve meter America Cup.  Vince sold Columbia Yachts in 1967 to Whittaker and signed a 3 year non compete clause. So from 1967 to 1970 he began a company called Sea Rover and built houseboats.  In 1971 he founded Gulfstar.

 “Columbia presently has one of the largest networks of foreign licensees of any U. S. boatbuilder, Columbia models are now produced in Canada, Australia, Japan, and Spain. Columbia’s impressive record of race wins and its sizeable group of satisfied and enthusiastic owners tells the rest of Columbia’s history.”

 Interestingly, this document fails to mention Vince Lazzara who, in 1960, bought controlling interest in Dick Valdes and Maurice Threinen’s Glass Marine Industries after selling AeroMarine to Grumman. Lazzara renamed the company Columbia Yacht Corporation, after the America’s Cup Twelve Meter. He bought the molds of Charley Morgan’s Sabre , which had nearly won the 1964 SORC. It became the prototype of the Columbia 40, which sold well for the new company. And Morgan’s 28-foot Tiger Cub, which had been built “essentially as one-offs,” became the Columbia 31.

Lazzara called Valdes and Threinen “two good fiberglass boys in their early twenties. My main contribution was financial and establishing the dealership organization—I became the distributor for the whole United States. But I was also involved in manufacturing, models, some design…I guess that’s about it.” When the Whittaker Corporation bought Columbia Yachts in 1967, Lazzara was forced to sign a three-year, no-compete contract, but the agreement applied only to certain kinds of boats. By then living in St. Petersburg, Florida, Lazzara quickly established a new company called Sea Rover to build fiberglass houseboats, which he sold two and a half years later to Apeco. Then, when Apeco went bankrupt, he bought back the molds and resold them to a Kansan who produced them under the name Holiday Mansion. In 1971, he formed Gulfstar. The first boat it produced was a 36-foot motor-sailer. In 1973 it built the Gulfstar 41 center-cockpit sailboat and in the next year began private labeling boats for others, including yachts for charter companies that included CSY, Bill Stevens, the Moorings, La Vida, and Bahamas Yachting Services. Gulfstar added motor yachts to the lineup in 1977 and ten years later, three years after the sailboat market “went to pot,” ceased building sailboats altogether. That same year, Gulfstar merged with motor yacht manufacturer Viking to form Viking-Gulfstar. Meanwhile, Whittaker had unloaded some of the Columbia molds to a Canadian company called Aura in Huron Park, Ontario, in 1984. The sale was prompted, no doubt, by the same slow market that convinced Lazzara to quit building sailboats. Aura built only the latest Columbia designs—the Columbia7.6, 8.7, 10.7, and the 35-footer designed by Australian America’s Cup designer Alan Payne (as well as the Hughes 35 and 40 it had picked up from Hughes Boat Works, a division of North Start Yachts in the same Canadian city). But not for long. Its last year was 1986. The other Columbia molds were in different directions, including to P&M Worldwide of Costa Mesa (later Worldcruiser Yachts), which tried selling a number of discontinued models that reads like the membership of a hall of fame for production fiberglass cruising sailboats; John Letcher’s Aleutka 26, the Westsail 32, the Ericson Cruising 36, the Westsail 39, and the lovely Columbia 50.

By the mid-1980s, the last reverberations of the Columbia name were silent. The giant was dead, slain by the fickle boating business.

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Gulfstar 60 review: attractive value.

Of the fifteen reportedly built according to www.SailboatData.com , interestingly four are for sale with three in southeast Florida and another in the Bahamas. A survey of these shows three are meticulously maintained jewels while another is a charter-boat disaster that needs a $30,000 blister job. These meticulously maintained Gulfstar 60’s are interesting combinations. While similar in style, equipment, and accommodations to vintage Hinckleys and Little Harbors, Gulfstar does not have the same cache. That leaves these as attractive values. Founded in 1970 by legendary Vince Lazzara, Gulfstar began as a budget builder producing inexpensive power and sail boats. Located on the Tampa Bay, they switched tacks when market tastes changed and starting producing performance cruisers like this 60 Gulfstar. Starting in 1981 until 1986, Gulfstar produced 15 hulls of the 60-footer. In 1990, the Lazzara sons sold the company to Viking Yachts. Later, the sons formed Lazzara Yachts, a Tampa Bay builder of mega-yachts.

First Impressions These are handsome yachts with nice overhangs and gentle sheer. Dick Lazzara, Vince’s son, is credited with the design of these performance sailboats. The cockpit combings are a tad out of place while the trunkcabin is low, neatly tapering into the profile. Two large windows per side give great light inside the saloon along with three more portholes aft and two forward on each side. The 60 has little vents below the relatively straight sheer line that lifts slightly upward at the bow. She has considerable teak on deck including a high toerail and wide cockpit combings of solid teak. Fore and aft were highly polished dorades on the one I previewed. This one was also a ketch rig while most are sloops. The ketch rig helped lower the clearance and gave her a nice look. Both spars were rigged with running backs. Underneath, she has a slightly longish fin keel of 7″, a deep cutaway forefoot, and strong skeg hung rudder.

Construction Gulfstar is generally considered to have improved in quality as they became more experience. While they used mostly Formica early on, in approximately 1978 they switch to fine teak interiors. To increase performance, Gulfstar turned to lead ballast from their early use of iron both encapsulated. The 60’s have the lead ballast which keeps the draft to a reasonable level for a low center of gravity. Even with the linear increase in workmanship, all Gulfstars are known to have blister issues. Due to the oil embargo, newly invented chopper gun, and lack of vinylester resins, all manufacturers in the late 1970’s and early 1980’s were affected by the “boat pox.” For instance, a recent 60 Gulfstar Mark I was due for a $30,000 blister job. During the 1980’s, Gulfstar was one of the hardest hit by the boat pox. The layup is balsa cored hull and deck. Full length strings and floors stiffen the hull.

On Deck There is quite a bit of teak on deck and maintenance needed. The toerail is solid teak with genoa track mounted on. The cockpit combings are topped with teak and the seats and sole have teak lining. Expect to varnish often. This is a reason that sometimes you find these in poor condition because of the higher maintenance. This can provide an attractive opportunity. While restoring the cosmetics is not the most costly, maintaining the teak is a long term commitment. The cockpit is modern with long seats easy to lie down on. The companionway has a hinged two-piece door that slides starboardside. The companionway sill is three inches high. Aft are three lazarettes. On the one I previewed, one had a pump for a washdown faucet, another had storage, and the last had a propane tank for a stern pulpit mounted grill. The deck space is terrific with outward deck mounted chainplates. The one I was on was ketch rigged and had inboard chainplates for the mizzenmast. She had nice running backs. This ketch is a serious sailboat to handle and needs a good crew even with in-mast furling and electric winches.

Down Below The layout depends on whether you are inspecting a Mark I or II version. I prefer the Mark II layout with the head and stall shower forward with staterooms port and starboard. This layout would be great for chartering. Aft is the saloon with a U-shaped dinette opposite a L-shaped settee. The galley is portside along the walkthrough on both versions. The sole steps down during the walkthrough to avoid the cockpit soles and up again aft. Starboardside from the companionway is the navigation station and a walkthrough into a third captains stateroom. Mark I versions seem to have a head here, but the Mark II I previewed did not. Instead, a centerline laundry room was outside this captains stateroom behind the engine room exiting to the portside walkthrough. Aftmost is a large stateroom. It has great lighting with a porthole mounted full length on the aft end of the cabintrunk along with two more smaller portholes on each side. A full beam mirror behind the berth made the room seem much larger than in reality. Classic teak veneer and teak cabinetry filled out the room. Floors are teak and holly throughout. This is some of Gulfstar’s finest workmanship. They used a patented process to camber teak edges. Every corner is nicely radiused, and I would put up the quality of the interior against any other manufacturer in the world.

Engine The engine room access is through the portside walkthrough. She has the nice little Gulfstar door with a circular porthole. Inside their is plenty of room for sitting down and crawling around. The engines are large Perkins of 165 or 200 HP. The engine is sunk into the bilge and inaccessible from the companionway. A re-powering job looks like a difficult job that would require cutting away the cockpit sole. I would be wary of a high engine hour boat as this looks like a serious endeavor.

Conclusion The 60 is a tremendous value compared to similar yachts with equally equipped, maintained, and accommodating designs. The four on the market are asking $545,000, 495,000, 369,000, and 119,000. The 119,000 one is in poor condition and is sale pending. The quality of workmanship on these yachts is as high as other manufacturer then or today.

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Gulfstar Serial Number Lookup and Hull Identification Number Decoder

Get a free boat vin lookup and decode for gulfstar..

The first three characters of the Hull Identification Number (boat VIN) affixed to the transom of the boat hull designate the manufacturer of the boat. This is called the Manufacturers Identification Code (MIC) and are assigned by the U.S. Coast Guard. The MIC for Gulfstar is GFS.

Gulfstar has a parent company, VIKING YACHTS.

All manufacturers who historically used GFS:

• GULFSTAR INC
• VIKING YACHTS

No Longer in Business This boat manufacturer is no longer in business.

Contact Details for Gulfstar.

These are just some of the Gulfstar Hull Id Numbers / Boat VINs we've seen when analyzing accident, registration and coast guard databases to try to determine if there is anything to worry about in the boat's history.

Sample Gulfstar Hull Identification Numbers (HINs)