2009 Seawind 1160 "CUBO LISTA", San Rafael, CA 94901 (Rubicon Yachts, Emeryville)

References

• 2009 Seawind 1160 "CUBO LISTA" — Boat Trader listing 10272029listingBoat Trader / Rubicon YachtsThe primary listing and, unusually, a good one. Asking $335,000, San Rafael CA 94901, broker Rubicon Yachts (Mark Miner, +1 415 417 0987), listed 'New to Market'. What makes it better than most is that the recent work is itemised WITH DATES AND INVOICE NUMBERS AND DOLLAR AMOUNTS: Hood mainsail #7325 $9,861, Hood self-tacking jib #7326 $4,861, Hood screacher #7343 $5,548 and Hood torsion cable $1,297, all May 2022; new standing rigging March 2024 $8,999; new Fischer Panda 5000 generator May 2024 $23,688; new solar panels with Victron charger March 2024 $2,564; new bottom paint two coats March 2024 $3,382; new Gebo deck hatch March 2024 $1,376; saildrive service and paint March 2024 $1,857; 2022 Achilles HB315DX RIB with 2022 Honda 9.9hp $9,930. Engines are twin Yanmar 3YM30 at 1,641 hours. What it does NOT say, and every one of these matters: the house battery bank (type, chemistry, capacity, age — never mentioned once), the solar array wattage, the Raymarine autopilot model or its drive unit, the Garmin MFD model, the AIS class, whether there is a liferaft, the lifeline material, the trampoline age, the hull identification number, and why a boat with $40,000 of 2024 refit money and 16.1 hours on a new generator is on the market in 2026.
• SEAWIND 1160 — sailboat specificationsmanufacturer specSailboatdataModel-level record used to check the listing independently. LOA 38.06ft, LWL 37.07ft, beam 21.33ft / 6.50m, draft max 3.61ft / 1.10m, displacement 15,432lb / 7,000kg, sail area 807 sq ft, SA/D 20.91, designer Richard Ward, foam sandwich / vinylester construction, fractional sloop, catamaran twin keel, first built 2004, last built 2012, 120 built. Note the base engine is listed as twin OUTBOARDS with diesels as an option — this hull has the diesel/saildrive option, which is the heavier and more capable configuration and the one that matters here.
• Seawind 1160 Used Boat ReviewreviewPractical SailorThe most useful published review for this purpose because it is a used-boat review rather than a launch puff piece. Confirms beam 21.33ft and draft 3.61ft, bridgedeck clearance 0.71m / 2.33ft, twin Yanmar 30hp diesels with saildrives. Two findings carry directly into this file. First, offshore evidence: 'An 1160 weathered a three-day storm in the Tasman Sea'. Second, and more important for a boat being loaded for a Pacific crossing, the warning that 'Seawind will suffer materially from overloading' — this is a light boat and the generic gear catalogue is not free on it. Also records the original helm as heavy — 'it was much harder to turn the wheel than we liked' — subsequently addressed by the designer with 'pull-pull cables to minimize friction', which is relevant to what steering system this 2009 hull actually has.
• Seawind 1160: Award-Winning Concept and ExecutionreviewCruising Worldmay not fit this hullSET TO FALSE DELIBERATELY BECAUSE OF A NUMBER THAT MATTERS. Cruising World gives beam as 20'4" and displacement as 13,230lb, against Sailboatdata's, Practical Sailor's, Boat-Specs' and the listing's 21'4" and 15,432lb. Boating New Zealand independently gives 6.2m and 6,000kg. So two credible source families disagree about this boat's beam by a foot, and a foot is the difference between fitting KKMI Point Richmond's 20'6" travelift and not fitting any travelift in the Bay Area. Useful for what it does agree on: twin 30hp Yanmars, '6.4 knots at 2,600 rpm' cruising and '7.7 knots at 3,400 rpm' flat out under power, the tri-fold partition that 'folds up to stow overhead', and Best Multihull Cruiser and Most Innovative awards in 2007. Its sailing note — 'pointed with and out-footed a 40-foot monohull racer/cruiser' in 12 knots — is a light-ship figure on a boat that will not be light.
• Seawind 1160 — boat reviewreviewBoating New ZealandThe best construction description found anywhere and the reason the hull assessment below reads the way it does. The boat is a five-mould 'fibreglass, sandwich foam construction' monocoque: a one-piece twin-hull assembly, a one-piece deck assembly and three structural interior modules, with 'no bulkheads in the hulls' — structure comes from the modules, not from transverse bulkheads, which is a very different inspection problem from a monohull and one an unfamiliar surveyor will get wrong. Engineering was by High Modulus of Auckland to 'maximise strength and rigidity'. Records mini keels rather than daggerboards, 'sufficiently robust to allow beaching', the inboard hull flare giving 'enormous reserve buoyancy and extra lift', two-blade folding props, the mainsheet traveller mounted on the Targa arch, and delivery voyages 'to Perth via the Torres Straits (a trip of 5000 miles)'. Also the only source that says anything critical about the trampoline: the Ferrari mesh 'didn't seem to provide too much of a barrier to enthusiastic waves'. Gives beam 6.2m and displacement 6,000kg, siding with Cruising World in the beam dispute.
• Seawind 1160 Catamaran Review — model referenceclass associationCatamaranSiteCollated owner lore rather than survey evidence, but it is the only source that names this boat's exact drivetrain as the factory standard: 'Yanmar 3YM30 engines paired with SD20 sail drives and Gori 3-blade propellers'. NOTE THE CONFLICT WITH THE LISTING, which describes '2-blade bronze' propellers and elsewhere calls them folding — Gori three-blade folding and two-blade bronze fixed are different things with a knot of boat speed between them. Also records the structure as 'a five-mold system that produces an extremely stiff and strong monocoque structure'; bridgedeck clearance under 24 inches producing 'some slamming when sailing upwind in choppy seas' but 'no structural issues'; a persistent owner complaint about 'their lack of storage capacity'; that 'once loaded for long distance, remote area cruising she feels a bit heavy and less responsive'; and — the specific mechanical finding — 'wear issues with prop shaft lip seals on the SD20 sail drives'.
• Rudder Bearing Removal on a Seawind 1160otherSV Strikhedonia (Chris French), 2008 Seawind 1160may not fit this hull[owner report] About a 2008 sister ship, not this hull, but one model year apart and therefore the closest thing to a service bulletin this design has. The 1160's rudder bearings are bronze collars epoxy-bonded inside fibreglass tubes, two per rudder, four in the boat. On this owner's boat the epoxy bond degraded and produced 'vibration when making a sharp turn' and 'vibration, noise, and rattling' under power. Removal required cutting each bearing out with a reciprocating saw. This is a wear-out mode rather than a defect, but it is specific, documented, and on a boat that is now seventeen years old.
• Rudder Bearing Installation on a Seawind 1160otherSV Strikhedonia, 2008 Seawind 1160may not fit this hull[owner report] The other half of the same job and the source of the only hard cost figure available: custom-machined Delrin replacement bearings, 'My cost for material and machining was $370' for the set, bonded in with 3M 4000UV, with the boat in a travelift while they cured. That is an owner-doing-it-himself number in Mexico; the Bay Area yard version of the same job is the cost item below. Symptom on his boat was 'a thunking noise when motoring'.
• Redesigning the Seawind 1160 Center Steering BracketotherSV Strikhedonia, 2008 Seawind 1160may not fit this hull[owner report] THE MOST IMPORTANT MODEL-LEVEL FINDING IN THIS FILE, because it is a factory design change rather than one owner's opinion. The original 1160 steering used 'a single Ronstan Traveler Car to support the Steering Bracket'. Seawind subsequently moved the bracket 'from a vertical mount to a horizontal mount to reduce stress on the ball bearings' on later boats. The owner's reading is the right one: 'Seawind changing their design must indicate they have had a number of boats with an issue', and he names a second 2008 owner (Dave, SV Nimrod, 'many miles on his 2008 1160') who 'has had issues'. His own fix was to add a second traveller car to spread the load. A 2009 hull is in the affected group unless it has been modified.
• Standing Rigging Replacement on a Seawind 1160otherSV Strikhedonia, 2008 Seawind 1160may not fit this hull[owner report] Why the March 2024 re-rig on this boat is worth its $8,999. The same sister-ship group found 'a very small fracture in the upper swage on the outer shroud' at roughly ten years, after a second 1160 (Moon Drifter) 'had found a crack in a swage', which prompted all three 2008 sister ships to re-rig. Gives the actual specification for the model: 10mm 1x19 316 stainless for uppers and lowers, 8mm 1x19 for the diamonds, with swage toggle jaws, jaw-to-swage terminals, turnbuckles and T-bar fittings. Materials came to $2,939.75 with $400 of rigger labour in Mexico — useful as a floor for what the $8,999 Bay Area invoice on this boat should have covered, and as the specification to check that invoice against.
• Cleaning Yanmar 3YM30 Heat ExchangersotherSV Strikhedonia, 2008 Seawind 1160may not fit this hull[owner report] Same engine, same installation, same boat model — so the labour figure transfers better than a generic one. Doing the heat exchanger on a 3YM30 in an 1160 means removing the alternator, draining coolant, soaking parts in CLR, treating corrosion, and new o-rings and gaskets, at 'about 6 hours start to finish per engine (excluding waiting for paint to dry…)'. Twelve hours for the pair before anything else is touched. A commenter on the same thread reports a 3YM30 exhaust elbow completely blocked at only 200 hours over four years, which is the argument for treating the elbows as a dated consumable rather than an hours-based one on a boat that has sat.
• Yanmar SD20 saildrive diaphragm seal service intervalengine manualYBW Forummay not fit this hullAbout the saildrive type, not these two legs. The recorded position is that Yanmar now specifies a five-year replacement interval for the SD20 diaphragm: 'The recommended change interval is 5 years. This was put in place a few years ago.' Owners are sceptical — 'Everyone I have come across who has changed them says they found the seals to be in perfect condition' — and one contributor notes documented failures from natural causes are rare. Both halves matter here. The rubber diaphragm is the only thing between the ocean and the inside of the hull at each saildrive, there are two of them, they are seventeen years old, and the 'Saildrive service and paint, March 2024, $1,857' line in the listing is not specific enough to tell you whether it included them. On a monohull this is one hole; on this boat it is two, in two separate hulls.
• Berkeley Marine Center — Yard RatesotherBerkeley Marine Center[yard rate sheet] Cited here for a disqualifying fact rather than a price. Berkeley's travelift takes 'boats up to 30 tons in weight and maximum beam of 15 feet'. This boat is 21ft 4in in the beam. The yard used as the labour and haulout basis for every monohull in this file cannot lift this candidate, and that is not a detail — it is the reason the haulout cost items below are written against Napa Valley Marina instead. The labour rates are still used as the Bay Area comparability basis: general marine technician $125/hr, skilled marine technician $140/hr, DIY lay days $2.50/ft/day rising $0.50/ft every two weeks, crane $300/hr, travelift $300/hr, four-strap fee $100. Haul and launch for 30-39ft is $17 per ft, which is the monohull number this boat does not get.
• KKMI — Boat Hauling & Loading (travelift capacities)otherKKMI[yard rate sheet] The second half of the beam problem. KKMI Point Richmond runs two lifts — the 'William Randolph Hoist' at 88 tons and 20ft 6in beam, and 'Ella Liftzgerald' at 35 tons and 20ft 6in beam. KKMI Sausalito's 'Haully Green Giant' is 50 tons and 20ft beam. Neither yard mentions catamarans anywhere. At the 21ft 4in beam that Sailboatdata, Practical Sailor, Boat-Specs and the listing all give, this boat fits none of the three. At the 20ft 4in beam that Cruising World and Boating New Zealand give, it fits Point Richmond with two inches to spare and still misses Sausalito. That is why the beam question below is the second-highest-impact question in the file.
• KKMI Point Richmond — Menu of ServicesotherKKMImay not fit this hull[yard rate sheet] Effective 11/10/2023 and therefore nearly three years stale — a floor, not a quote. Retained as the Bay Area labour basis for comparability with the monohull files: general labour $145/hr, bottom prep $145/hr, finish painting $159/hr, skilled craftsperson $169/hr, sanitary systems $179/hr, 'Crane, Travelift & Harbor Tug $380', yard storage $4.00/ft/day, moorage under 60ft $2.00/ft/day, and a 'Safety, Health and Environment (SHE) fee' of '4.75% will apply to all labor and goods purchased'. Haul and launch 20-39ft is $15.50/ft plus $175 for three-to-four straps — a number this boat probably cannot use.
• Napa Valley Marina — Boat Yard (multihull haul-out rates)otherNapa Valley Marina[yard rate sheet] THE YARD THIS REFIT ACTUALLY HAPPENS AT, on current evidence, and the basis for every haulout number below. It is the only Bay Area facility found that states a multihull capability: 'Haul out multi-hulls up to 65 feet with a max beam of 32 feet (rail or trailer)'. Pricing is on a different basis from a travelift yard: 'Haul Outs on the Rail $50.00 per ft. plus power wash of $8.00 per ft', or a hydraulic trailer with an 'Additional setup charge of $1500.00' and '$120.00 per day - Lay days'. Monthly storage on the rail is $800 to 44ft, rising to $1,200/month past three months. Mast unstep or step by crane is 'Minimum 1/2 hr. $350.00' then '$400.00 per hr'. DIY work is permitted under yard rules, with a '$10.00 per foot' corkage fee on outside paint. For a 38ft boat the rail haul is about $2,204 including the wash, against roughly $1,294 round trip for a 38ft monohull at Berkeley. The other cost is not on the rate sheet: Napa is up the Napa River, a day's motor from San Rafael, so the boat is not a short walk from the owner during the refit.
• Tips on Hauling Out a CatamaranotherSAIL Magazinemay not fit this hull[yard reference] General, not about this boat, and cited to establish that the Bay Area beam problem is a category problem rather than local bad luck: 'standard 50- to 75-ton travelifts found in many yards … typically can only accommodate vessels with a beam of 22 feet or less', and 'some yards may charge a 25- to 50-percent premium to haul and block a catamaran'. The author's conclusion is that the difficulty is 'by no means insurmountable' with research — which is true, and is also the point: this is a boat whose refit and whose year of tropical cruising both require checking beam against every yard in advance, including the ones on the route.
• Catamarans and windvane self-steeringotherWindpilotmay not fit this hull[autopilot reference] Cited to justify deleting two lines from the generic catalogue rather than costing them. A vane gear manufacturer's own position — so read it as favourable to vanes, not hostile — is that 'catamarans can be steered very well indeed by a servo-pendulum system' BUT that 'In variable or gusty conditions … the pronounced shifts in apparent wind angle will leave the windvane steering system weaving back and forth all over the sea', because a light cat accelerates and shifts its apparent wind. The recommended arrangement is a hybrid: 'using a small push rod autopilot to operate the pendulum rudder instead of the windvane'. On a boat with twin transom-hung spade rudders, a targa arch, davits and two saildrive legs, a Monitor is a poor structural and geometric fit. Practical consequence for this file: windvane-selfsteering and windvane-spares should be struck, and the electric autopilot becomes a single point of failure that has to be doubled electrically rather than mechanically.
• Marine supplies — Tahiti Cruisers GuideotherThe Floating Lab / Tahiti Cruisers Guide[equipment reference] Re-read for this candidate and it reads well. Sin Tung Hing Marine in Papeete is 'the official dealer for Yanmar and Northern Lights' with named parts staff — so both engines and both saildrives are factory-supported on the route, which is not true of most candidates and is genuinely valuable when you are carrying two of everything. Marine Supplies Papeete is 'the Raymarine warranty service / dealer for French Polynesia' and also services Simrad, Lowrance, B&G and Garmin, which covers both the Raymarine autopilot and the Garmin MFD on this boat. Tahiti Yacht Accessoire has the 'Best stock of line, webbing, chain, carries West Systems in bulk' and stocks Victron. What the guide does not answer, and what this boat specifically needs answered, is which if any French Polynesian yard can haul a 6.5m beam.
• San Rafael, California Sales Tax Rate — 9.25%otherSalesTaxHandbook[tax reference] The combined rate in San Rafael is 9.25%: 6.00% California state, 0.25% Marin County, 1.00% city and 2.00% special. Drives useTaxPctOverride. This is the first candidate in the file that is actually berthed in the Bay Area where the plan says to buy, so unlike the Southern California boats there is no tension between where it is sold and where it will be moored — but on a $335,000 ask the use tax is roughly $30,988, which is more than the entire required-offshore refit on some of the other candidates and needs to be in the model as a line, not a footnote.
• Importing a yacht — duty and GSTotherAustralian Border Force[resale reference] Load-bearing for the resale side of the model and larger on this boat than on any other candidate simply because the boat is worth more. A yacht imported into Australia attracts 'a general rate of duty of 5 per cent based on the customs value' plus '10 per cent goods and services tax (GST) calculated on the customs value plus international transport and insurance plus the duty'. A foreign-flagged yacht cruising privately for a short period pays nothing — the liability crystallises when it is sold or otherwise imported. On a boat that might be worth USD 300,000 in Brisbane that is a mid-five-figure sum standing between the sale price and the proceeds. The offsetting fact, and it is real: Seawind is an Australian brand with an Australian dealer and service network, so an 1160 is a far easier boat to sell in Brisbane than an American production monohull. The valuation basis in a sale-in-Australia case is a marine surveyor's local market valuation with duty and GST backed out, not the original US purchase price.
• What is the typical cost of a marine survey for a catamaran or trimaran?otherSun Coast Marine Surveyingmay not fit this hull[survey reference] A surveyor's own marketing page, so read the figures as list rather than as market, and it is an East Coast practice rather than a Bay Area one. 'Typically, the price range for surveys on catamarans and trimarans are between $1,500 and $2,000', with cost depending on 'the type of craft being surveyed, its size and complexity of build, and the area or region'. Used as the anchor for the search-cost line below, uplifted because this survey needs two engines, two saildrives, two rudder systems, a foam-cored deck with a targa arch and a monocoque structure with no bulkheads to sound against.
• Seawind boats for sale — current market listingsotherYachtWorldmay not fit this hull[market comparable] Asking prices, not sale prices, and a thin sample — but the only comparables found. Four Seawind 1160s on the market: a 2005 at $349,000 in Fort Lauderdale, a 2022 at $399,900 in Vero Beach, a 2023 at $475,000 in St Petersburg, and this 2009 at $335,000 in San Rafael. A 2005 asking $14,000 MORE than this 2009 is the single most useful market fact available: on asking prices this boat is not expensive for what it is, which is a different statement from saying it is cheap. CatamaranSite's observation that buyers pay '25% to 50% more for a Seawind' than for a comparable Lagoon, Leopard or Fountaine Pajot is the structural reason the whole model sits where it does.

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