Tiara Yachts’ Michelle Seneca Named a 2024 “Women Making Waves” Recipient by Boating Industry

HOLLAND, Mich., June 18, 2024 (GLOBE NEWSWIRE) -- Tiara Yachts, a family-owned manufacturer of American-made luxury watercrafts celebrating its 50th anniversary in 2024, today announced that Director of IT, Michelle Seneca, has been selected as a winner of the 2024 Boating Industry’s Women Making Waves award.

As a valued member of the Tiara Yachts team for more than three decades, Michelle began her career as executive assistant to David Slikkers, president and eventual CEO of S2 Yachts. As her reach into the organization grew, she found a passion for technology, continued her college education, received a leadership role within the team’s IT department, and ultimately became the first woman to join the Senior Leadership team.

“When I first came to work at Tiara, I took notes at the Senior Leadership meetings. Today, I’m a member of the Senior Leadership team and I’m able to influence and contribute in a greater way to the success of the company,” said Seneca.

Michelle_headshot

In her role, Seneca successfully implemented an enterprise resource planning (ERP) software, making Tiara Yachts one of the first marine industry manufacturers to integrate automation technologies to boat production lines. In return, Tiara Yachts has increased production efficiencies, empowered marine industry craftsman to focus on the art of the build, and strengthen customer satisfaction.

However, one of the things she’s most passionate about is mentoring other young women to pursue an education in the male-dominated IT field.

As of 2022, women held only 28% of computing and mathematical roles in the US (Zippia). Furthermore, women accounted for only 18% of computer science degrees (Bureau of Labor Statistics) and half of women pursuing tech industry positions drop out by the age of 35 (Accenture). Seneca feels privileged to have grown Tiara Yachts’ IT department with nearly half the team being females.

“Being able to shape and inspire young women in technology and the marine world is really rewarding. I'm grateful to be a part of Tiara’s team and I look forward to witnessing the future of women in the marine industry,” continued Seneca.

The Women Making Waves award honors the women in the industry who have and continue to contribute to its success, propel its growth and lead their individual organizations to success. Tiara Yachts’ Quality Manager Fawn Filley-Myers received the recognition in 2023.

“Michelle’s dedication to Tiara and to uplifting women in the marine industry is truly inspiring,” said Tom Slikkers, CEO and President of Tiara Yachts. “Her efforts and implementations have propelled Tiara’s practices to a new level of performance, streamlining the way we do things without compromising quality, creativity, or craftsmanship. I look forward to watching her continue to grow in her career and to witnessing how she continues to shape the future generation of women in the marine industry.”

The full list of 2024 recipients can be viewed on Boating Industry ’s website and within the latest print issue. To learn more about Tiara Yachts, please visit tiarayachts.com.

About Tiara Yachts   

Tiara Yachts, headquartered in Holland, Michigan, is one of the oldest privately held boat manufacturers in the United States and celebrates their 50 th Anniversary in 2024. The Tiara Yachts model line includes inboard vessels from 39 to 60 feet in the Coupe and EX lines. Outboard powered Tiara Yachts models range from 34 to 48 feet in three distinct Series: Luxury Sport (LS), Luxury Crossover (LX), and Luxury Express (LE). For more information, please visit tiarayachts.com.

Media Contact   Alysa Kirn  [email protected]  586.354.4669

A photo accompanying this announcement is available at https://www.globenewswire.com/NewsRoom/AttachmentNg/1021adee-147a-4da9-b80e-0d3b27a57db7

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Tiara Yachts’ Michelle Seneca Named a 2024 “Women Making Waves” Recipient by Boating Industry

HOLLAND, Mich., June 18, 2024 (GLOBE NEWSWIRE) — Tiara Yachts, a family-owned manufacturer of American-made luxury watercrafts celebrating its 50th anniversary in 2024, today announced that Director of IT, Michelle Seneca, has been selected as a winner of the 2024 Boating Industry’s Women Making Waves award.

As a valued member of the Tiara Yachts team for more than three decades, Michelle began her career as executive assistant to David Slikkers, president and eventual CEO of S2 Yachts. As her reach into the organization grew, she found a passion for technology, continued her college education, received a leadership role within the team’s IT department, and ultimately became the first woman to join the Senior Leadership team.

“When I first came to work at Tiara, I took notes at the Senior Leadership meetings. Today, I’m a member of the Senior Leadership team and I’m able to influence and contribute in a greater way to the success of the company,” said Seneca.

Michelle_headshot

In her role, Seneca successfully implemented an enterprise resource planning (ERP) software, making Tiara Yachts one of the first marine industry manufacturers to integrate automation technologies to boat production lines. In return, Tiara Yachts has increased production efficiencies, empowered marine industry craftsman to focus on the art of the build, and strengthen customer satisfaction.

However, one of the things she’s most passionate about is mentoring other young women to pursue an education in the male-dominated IT field.

As of 2022, women held only 28% of computing and mathematical roles in the US (Zippia). Furthermore, women accounted for only 18% of computer science degrees (Bureau of Labor Statistics) and half of women pursuing tech industry positions drop out by the age of 35 (Accenture). Seneca feels privileged to have grown Tiara Yachts’ IT department with nearly half the team being females.

“Being able to shape and inspire young women in technology and the marine world is really rewarding. I'm grateful to be a part of Tiara’s team and I look forward to witnessing the future of women in the marine industry,” continued Seneca.

The Women Making Waves award honors the women in the industry who have and continue to contribute to its success, propel its growth and lead their individual organizations to success. Tiara Yachts’ Quality Manager Fawn Filley-Myers received the recognition in 2023.

“Michelle’s dedication to Tiara and to uplifting women in the marine industry is truly inspiring,” said Tom Slikkers, CEO and President of Tiara Yachts. “Her efforts and implementations have propelled Tiara’s practices to a new level of performance, streamlining the way we do things without compromising quality, creativity, or craftsmanship. I look forward to watching her continue to grow in her career and to witnessing how she continues to shape the future generation of women in the marine industry.”

The full list of 2024 recipients can be viewed on Boating Industry ’s website and within the latest print issue. To learn more about Tiara Yachts, please visit tiarayachts.com.

About Tiara Yachts   

Tiara Yachts, headquartered in Holland, Michigan, is one of the oldest privately held boat manufacturers in the United States and celebrates their 50th Anniversary in 2024. The Tiara Yachts model line includes inboard vessels from 39 to 60 feet in the Coupe and EX lines. Outboard powered Tiara Yachts models range from 34 to 48 feet in three distinct Series: Luxury Sport (LS), Luxury Crossover (LX), and Luxury Express (LE). For more information, please visit tiarayachts.com.

Media Contact  

Alysa Kirn 

[email protected] 

586.354.4669

A photo accompanying this announcement is available at https://www.globenewswire.com/NewsRoom/AttachmentNg/1021adee-147a-4da9-b80e-0d3b27a57db7

Seneca is recognized as a trailblazer and one of the most impactful women in the marine industry as a 2024 “Women Making Waves” recipient by Boating Industry.

Supreme Court rules ban on gun bump stocks is unlawful

WASHINGTON — In a loss for the Biden administration, the Supreme Court ruled Friday that a Trump-era federal ban on bump stocks, gun accessories that allow semiautomatic rifles to fire more quickly, is unlawful.

In a 6-3 ruling on ideological lines , with the court's conservatives in the majority, the court held that an almost 100-year-old law aimed at banning machine guns cannot legitimately be interpreted to include bump stocks.

The Trump administration imposed the prohibition after the  Las Vegas mass shooting  in 2017, in which Stephen Paddock used bump stock-equipped firearms to open fire on a country music festival, initially killing 58 people. Then-President Donald Trump personally called for the accessory to be banned.

Writing for the majority, Justice Clarence Thomas said that a firearm equipped with the accessory does not meet the definition of "machinegun" under federal law.

The ruling prompted a vigorous dissent from liberal Justice Sonia Sotomayor.

"When I see a bird that walks like a duck, swims like a duck, and quacks like a duck, I call that bird a duck," she wrote in reference to bump stocks enabling semiautomatic rifles to operate like machine guns. Sotomayor also took the rare step of reading a summary of her dissent in court.

Even with the federal ban out of the picture, bump stocks will still not be readily available nationwide. More than a dozen states have already banned them, according to Everytown for Gun Safety, a nonprofit gun-control group. Congress could also act.

In a statement, President Joe Biden said he had used "every tool in my administration to stamp out gun violence" and vowed to continue to do so.

"We know thoughts and prayers are not enough," Biden said. "I call on Congress to ban bump stocks, pass an assault weapon ban, and take additional action to save lives — send me a bill and I will sign it immediately."

Senate Majority Leader Chuck Schumer, D-N.Y., echoed the point in a statement, saying "the only way to permanently close this loophole is through legislation."

A bump fire stock that attaches to a semi-automatic rifle to increase the firing rate is seen at Good Guys Gun Shop in Orem

Gun control advocates decried the ruling and raised concerns that some of the state law bans could be struck down as well.

"We’ve seen bump stocks cause immense destruction and violence," said Esther Sanchez-Gomez, litigation director at Giffords Law Center. "The majority of justices today sided with the gun lobby instead of the safety of the American people. This is a shameful decision."

Although Trump imposed the ban, a spokeswoman for his campaign expressed no disappointment at the decision, saying the ruling "should be respected" and touting his support for gun rights.

The National Rifle Association, a leading gun rights group, at the time indicated it would also support a ban, although it subsequently backtracked. The group welcomed Friday's ruling, saying on X that the court had "properly restrained executive branch agencies to their role of enforcing, and not making, the law."

Sotomayor cited the Las Vegas shooting in her dissent.

"All he had to do was pull the trigger and press the gun forward. The bump stock did the rest," she wrote.

The ruling, she added, "hamstrings the government's efforts to keep machineguns from gunmen like the Las Vegas shooter."

In a concurring opinion, conservative Justice Samuel Alito, conceded that in practical terms, a weapon equipped with a bump stock is very similar to a machine gun and said Congress could act to ban the accessory.

The "horrible shooting spree" in Las Vegas showed how "a semiautomatic rifle equipped with a bump stock can have the same lethal effect as a machinegun," strengthening the case for legislative action, he added.

The Supreme Court in 2019  declined to block  the regulation. The already conservative court has tilted further to the right since then, with conservative Justice Amy Coney Barrett, a Trump appointee, replacing liberal Justice Ruth Bader Ginsburg, who died in 2020.

Conservatives now have a 6-3 majority that has backed gun rights in previous cases.

The National Firearms Act was enacted in 1934 to regulate machine guns in response to Prohibition-era gangster violence.

The lawsuit was brought by Texas-based gun owner Michael Cargill, a licensed dealer who owned two bump stocks before the ban went into effect and later surrendered them to the government.

"Over five years ago I swore I would defend the Constitution of the United States, even if I was the only plaintiff in the case. I did just that," he said in a statement responding to the ruling.

Bump stocks use the recoil energy of a trigger pull to enable the user to fire up to hundreds of rounds with what the federal government calls “a single motion.”

Cargill’s lawyers say it is a difficult skill to master.

Some gun rights advocates, including the National Rifle Association, initially backed then-President Donald Trump’s move to regulate bump stocks after the Las Vegas shooting, but have since lined up in opposition to it.

The case does not implicate the scope of the right to bear arms under the Constitution’s Second Amendment. The challengers argue that the government does not have the authority to ban bump stocks under the 1934 law.

The 1968 Gun Control Act defined “machine gun” to include accessories “for use in converting a weapon” into a machine gun, and the ATF concluded that bump stocks meet that definition.

Much of the legal fight hinged on the definition of machine gun as a weapon that can automatically fire more than one shot “by a single function of the trigger.”

The government argued that the phrase refers to the actions of the shooter, with a single action required to fire multiple shots. Cargill’s lawyers argued that it refers to the action inside the firearm when the trigger is engaged. Because a bump stock still requires the trigger to be engaged for each shot, it is not a machine gun, they argued.

The Supreme Court embraced Cargill's argument, with Thomas writing that a firearm equipped with a bump stock does not become a machine gun because "it cannot fire more than one shot" with a single function of the trigger.

"ATF therefore exceeded its statutory authority by issuing a rule that classifies bump stocks as machineguns," he added.

Lower courts were divided over the issue, with both the New Orleans-based 5th U.S. Circuit Court of Appeals and the Cincinnati-based 6th Circuit ruling that the ban was unlawful.

The Biden administration appealed in both cases, while gun rights advocates contested the ruling by the U.S. Court of Appeals for the District of Columbia Circuit that upheld the ban.

The Supreme Court has backed gun rights in cases directly addressing the scope of the Second Amendment, including the 2022 ruling that found there is a right to carry a handgun outside the home.

But in a case  argued in November,  the court indicated it might stop short of striking down some long-standing gun laws in a case involving a ban on possessing firearms by people accused of domestic violence.

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Lawrence Hurley covers the Supreme Court for NBC News.

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Tiara Sport

News & Announcements

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Michelle Seneca Named a 2024 “Women Making Waves” Recipient by Boating Industry

Recognized as a trailblazer and one of the most impactful women in the marine industry, Michelle Seneca becomes the second woman at Tiara Yachts recognized on Boating Industry's Women Making Waves list.

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EX 54 Named a Top Product of 2024 by Boating Industry

Tiara Yachts announced today its recently launched EX 54 has been named a 2024 Top Product by Boating Industry. The EX 54 is the third Tiara product to receive this recognition in recent years, joining the 48 LS, recognized in 2021, and the 38 LS, which landed on the marine industry’s top 50 most innovative products list in 2018.

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Tiara Yachts Sees Sales Across Full Range of Inboard and Outboard Models at the Palm Beach International Boat Show

Tiara Yachts, a family-owned manufacturer of American-made luxury watercrafts, reported continued positive sales today following last month’s 2024 Palm Beach International Boat Show (PBIBS). The company sold 19 total units across the full range of its inboard and outboard offerings ranging from 34 to 60 feet.

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Tiara Yachts’ Chris Rumsey Named One of Boating Industry’s 40 Under 40

Tiara Yachts today announced that Chris Rumsey, Composite Engineering Group Leader, has been named one of Boating Industry's 40 Under 40 for 2024.

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Tiara Yachts to Attend the 2024 Palm Beach International Boat Show

Tiara Yachts, family-owned manufacturer of American-made luxury watercrafts, will be at the annual Palm Beach International Boat Show from March 21-24. Models on display at 101 S Flagler Dr., Ramps 7/8 will include the EX 60, EX 54, 48 LE, 48 LS, 43 LS, 38 LS, 34 LS and 34 LX.

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Tiara Yachts Sees Sales Success at the Miami International Boat Show

February 28, 2024 - Tiara Yachts reported another year of positive sales today following the 2024 Miami International Boat Show earlier this month. The company exceeded its goals by selling 21 units, a 10% increase compared to 2023.

    Beam:  11'11'    Draft:  5'6'
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    Beam:  11.11'    Draft:  4.8'
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    Beam:  11'    Draft:  5'
    Beam:  10.25'    Draft:  4.9'
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    Beam:  12'1'    Draft:  4'11'
    Beam:  10'6'    Draft:  3' 9'
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    Beam:  10.5'    Draft:  4.9'
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    Beam:  10.3'    Draft:  4'11'
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    Beam:  10'3'    Draft:  3'11'
    Beam:  10.5'    Draft:  5.6'
    Beam:  11'    Draft:  3'11'
    Beam:  10.25'    Draft:  4.92'
    Beam:  10' 3'    Draft:  4''
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    Beam:  10'2'    Draft:  4'9'
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    Beam:  9.6'    Draft:  4.6'
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    Beam:  9.25'    Draft:  4.75'
    Beam:  8'0'    Draft:  3''
    Beam:  9.2'    Draft:  4.75'
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    Beam:  9'6"'    Draft:  2.5'
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    Beam:  9'    Draft:  1.25'

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Pursuit Boats

Our History

In 1977 the Pursuit Boats Brand was established. But that is only part of the story. Explore our milestones to follow the company’s evolution. Even now, the brand continues to grow, producing yacht quality fishing and cruising boats that deliver unrelenting performance.

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Pearson 37 and 37-2 Used Boat Review

Keep an eye out for corroded exhaust and signs of water intrusion, which could lead to expensive repairs in the future.

DIY Survey Checklist for Used-Boat Buying

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Valiant 40: Reshaping the Cruising Hull

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Bristol Channel Cutter 28: Circumnavigator’s Choice

Irwin Vise-Grip Wire Stripper. (Photo/ Adam Morris)

Best Crimpers and Strippers for Fixing Marine Electrical Connectors

600-watt solar panel system on Summer Twins 28 sailing catamaran Caribbean Soul 2. (Photo/ Clifford Burgess)

Thinking Through a Solar Power Installation

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How Does the Gulf Stream Influence our Weather?

A lithium conversion requires a willing owner and a capable craft. Enter the Privilege 435 catamaran Confianza.

Can You Run a Marine Air-Conditioner on Battery Power?

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Practical Sailor Classic: The Load on Your Rode

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Anchor Rodes for Smaller Sailboats

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Ground Tackle Inspection Tips

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Shoe Goo II Excels for Quick Sail Repairs

This Perkins M20, 3 cyl, 18hp diesel engine is cleaned, inspected and antifreeze flushed after a winter on the hard. Due to proper prep for both winter and spring, it is now running smoothly. (Photo/ Marc Robic)

Spring Season Engine Start-Up for Winterized Engines

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Solutions for a Stinky Holding Tank

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Diesel Performance Additives

Hidden Maintenance Problems: Part 3 – Gremlins in the Electrics

When water seeps into a balsa wood core, it eventually rots and needs to be replaced. Photo courtesy of Epoxyworks.com

Seepage or Flooding? How To Keep Water Out of the Boat

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Alcohol Stoves— Swan Song or Rebirth?

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Living Aboard with an Alcohol Stove

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Choosing the Right Fuel for Your Alcohol Stove

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Preparing Yourself for Solo Sailing

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How to Select Crew for a Passage or Delivery

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Preparing A Boat to Sail Solo

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Re-sealing the Seams on Waterproof Fabrics

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Chafe Protection for Dock Lines

Waxing and Polishing Your Boat

Waxing and Polishing Your Boat

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Reducing Engine Room Noise

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  • Sailboat Reviews

The biggest of the S2 series was offered in two layouts. The center-cockpit version is a bit ungainly looking, but offers a lot below, and like her sister is well-built. Both versions have held their value.

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Leon Slikkers is a boatbuilding legend. Chris Scott, who has worked with him for over three decades, knows the story well:

“Leon grew up on a farm in Michigan. I doubt he ever saw the ocean. What stood out then, as it does now, was his craftsmanship and ingenuity. For instance, he made his own tractor from used car parts. After the war he left the farm and went to work for Chris Craft [in Holland, Michigan]. He had a good job running the shop that made hard tops, but , even with a mortage and a young family to feed, he decided to go out on his own. ‘I can build a better boat.’

“He began in his garage, building 15- and 17-foot runabouts. From there he grew Slickcraft until AMF came and bought it  in the early ’70s. The sale included a non-competition agreement for five years.

“Slikkers couldn’t sit on his money, though, so in 1973 he started S2 to build sailboats. Building on the niche that he’d established in powerboats, his original aim was a series of ‘well-detailed, nicely built, high-quality trailerables.'”

S2 11.0

Along with the differences between sail and power, Slikkers ran into the problems of pushing premium products in a price-competitive arena. “And those early boats weren’t wonderful,” Scott says. “The joke was that S2 stood for “slowly sideways. They weren’t very salty looking, either.”

Slikkers, however, was a quick study. By the late ’70s the company had developed a full series of cruising auxiliaries. The new boats continued the Slikkers attention to detail and solid craftsmanship. Sailing performance and styling were improved, and the second wave of S2 sailboats helped people forget the ugly ducklings.

The Slikkers story continued. The “third wave” was a successful foray into high-performance boats, with the Graham & Schlagater-designed Grand Slam series—7.9 meter, 9.3, and 10.1. (The 7.9 was twice MORC National champion.) Then, in the early ’80s, Slikkers read the shrinking sailboat market and returned to building powerboats—this time the Tiara series. He retooled twice for limited orders from established sailboat classes (a fleet of 7.9s was wiped out in a hurricane, for instance) but abandoned sailboats for good in 1986.

Tiara (along with its companion line, Pursuit) still thrives. From Holland the company has grown to encompass plants in Florida and North Carolina. Leon’s sons, David and Bob, are at the helm, but Leon continues to maintain an office in the Holland plant and is “more active than you can imagine,” says Scott. Along the way he managed to acquire the assets of his original Slickcraft company at a fraction of the price that he was originally paid for it.

Introduced in 1977, the S2 11.0 reflects the maverick disposition of her makers, the quest for a better mousetrap, and the market savvy of a successful entrepreneur. She was built in both aft and center cockpit versions (roughly 160 of each type were sold). She has weathered the intervening quarter century well. The owners we queried were universally upbeat about her durability and sailing ease.

Design Often credited to the “S2 Design Team,” the 11.0 was actually designed by Arthur Edmunds. A veteran of the sailboat projects initiated by Chris Craft in the late ’60s (Commanche, Apache, et al), Edmunds was called upon by Slikkers to draft the lines for his cruisers. Largest of the bunch, the 11-meter was to combine modern sailing performance, an attractive layout, contemporary styling, and meticulous construction. Says Scott, “Leon left Arthur’s lines alone below the water, but the ‘team’ concept came from the fact that he had tremendous influence on everything else.”

Perhaps the best way to describe the 11.0’s sailing characteristics is “straight down the middle.” In an era when IOR bulges and bumps were visible even on cruising boats, Edmunds opted instead, in almost all cases, for “the mean.” Her 11′ 11″ beam is substantial, but it’s regular and fairs nicely into waterlines that give her a symmetrical “footprint” or waterplane, meaning that as she heels, her shape in the water is only minimally distorted. This is one of the sources of her light, mannerly helm.

She has the sailplan proportions of her day—masthead rig, small main, overlarge foretriangle. Modern cruisers have come to appreciate larger, controllable mainsails and smaller, more easily handled headsails, but that’s not a combination you’ll easily find in boats of her vintage.

It’s hard to recall that there was a day when all sailing controls weren’t led to the cockpit, but the 11-meter was a pioneer in that regard.

The boat has a longish fin keel that strikes a balance between the deeper, thinner foils of today and the full-length keels they’ve evolved from. In order to encapsulate the considerable (6,000-pound) ballast, however, Edmunds was forced to make the keel very thick in section. In addition to adding to parasitic drag the thick keel produces less lift than might a modern NACA-inspired or suitably engineered foil. This all tends to decree middle-of-the-pack performance, especially upwind.

Her rudder is lower in aspect ratio than those that have followed, and it is supported by a vestigal skeg. Both of these factors reduce turning efficiency, but cruisers get some compensating confidence from the protection afforded by the skeg.

Contemporary cruising boats tend to have longer waterlines and stems that are more nearly plumb than the 11-meter. There’s good reason that boats have evolved toward longer waterlines, narrower entries, and flatter waterplanes—they go faster. But yesterday’s cruisers, even yesterday’s “modern” boats like the S2, offer some compensations. Certainly the foredeck on the 11.0 is kept relatively dry by her marked overhang forward. Certainly her look is more balanced and graceful due to her overhangs fore and aft. Her reverse transom works nicely with the rising line of her overhanging counter to form one of the aesthetic achievements of the boat.

In profile we can’t help but wince a bit at her oversized windows. While they certainly make the interior brighter and more habitable, they involve three jumbo-sized cutouts in the cabin trunk—big enough to pose a risk, in our view, in breaking seas. The rest of her styling elements—the marriage between a relatively straight sheerline and a slightly forward-leaning housetop, the stem and stern angles—all work together well.

When Slikkers introduced the 11- meter, the most popular auxiliary in the world over 30 feet was Morgan’s Out Island 41, which at that time was  closing in on 500 sold. Morgan attempted to capitalize on this acceptance with a smaller boat, a 36-footer built around the same open feel, the same center cockpit convenience and aft cabin privacy that made the 41 so popular. Despite being built on the hull of a racing design and being able to sail circles around its larger Out Island cousin, the Out Island 36 didn’t come close to matching the 41’s popularity. Neither did the Out Island 33.

S2 11.0

Is a 36-footer too small to be a good aft-cabin cruiser? Not if you’re willing to separate appearance from effectiveness. The center cockpit version of the 11.0 has a very workable layout. Passage fore and aft can be accomplished either through a passageway (with galley ranged outboard) to port or a double-doored head (to starboard). The galley is close to the companionway and in the pitching center of the boat—good for ventilation, communication, and comfort. The saloon is pinched a bit by being shoved forward, but it works. We think it would work even better if the space devoted to a navigator’s electronic center had been minimized to achieve a bit more elbow room.)

Take a look at the two versions in profile, however, and you might have second thoughts. While the aft cockpit 11.0 has a comforting familiarity, the aesthetic adjustments called for to accommodate to the tall and bulging center cockpit boat are major. And, perched way atop the thing at the wheel, how protected, comfortable, and at ease will you feel? We sailed the aft cockpit model, so this is just speculation. Suffice it to say that, in return for the privacy of well-separated cabins and the convenience of sailing the boat from the middle, there are some prices to be paid.

Construction The mid-sized sampling of owners who weighed in on the 11.0 made her durability and sound construction their central theme. Said one owner of  a center cockpit boat,  “On the trip from San Diego to Hawaii we had several days of 12- to 18-foot seas and winds up to 55 knots. The boat handled everything with no problems. We felt very safe.”

Most rate the boat’s strength, quality, and equipment as well above average. “A lot of that,” says Scott, “is the integral keel. Molding the whole boat instead of bolting the keel onto it makes it much stronger.”

The hull is solid fiberglass. The deck is cored with end-grain balsa in the way of the walkways. During the production run of the 11-meter, blisters popped their ugly heads onto the marine scene. Says Scott, “We did a lot of research right away. We had been using vinylster resin from the start. What we wound up doing was replacing the exterior layer of cloth with chopped matt to eliminate the problems caused, we felt, by the binder in the cloth. Up to that point we’d always thought the chopper gun was a quick and dirty tool that we’d never use. We were among the first in the industry to come up with a five-year anti-blister warranty in 1984.” 

Just a single owner in our sample reported blistering. His, he said, “are widely spaced and have shown no change since 1983.”

S2’s hull-deck joint is simple, well-engineered, and has held up well: The hull molding has an inward-turning flange, onto which the deck molding is dropped. The joint is bedded in a flexible sealant, and through- bolted on six-inch centers by bolts passing vertically through the entire height of the slotted aluminum toerail. The joint is also through-bolted across the stem. Deck leaks seem not to be a problem.

The chainplates, however, have been a source of aggravation to several owners. One claims that they must be rebedded every season in order to keep them watertight.

Slikkers designed and made the hatches for the 11.0, rather than buying them from a vendor. From molding the surrounding lip into the deck tooling, to shaping the Lexan, to sizing and making the gasket, developing the sealant, and cutting the teak non-skid strips that guard it, the entire operation was done in-house. “Gelcoat was the premium available,” says Scott. “Our factory was one of the first to be climate-controlled. We pioneered the practice of building the boats in the molds so that they’d have maximum support.”

The 11-meter boats were sold with a variety of engines, including Universal, Volvo, and Yanmar. We saw no engine complaints, with the exception of one Volvo MD 17C (with saildrive) that had problems with overheating until a separate through-hull was installed for raw water intake.

S2s were priced above the market average, but lots of sailors were willing to pay for what they delivered. Praise is not unanimous, however.  Though no one has reported structural problems, one sailor sees the wooden mast step and relative “lack of structural support for the keel-stepped mast” as a potential problem. The recessed grab rail atop the cabin house is also, we noticed, the sort of “finger breaker” design that is neither accessible nor hefty enough to be a useful handhold in a time of genuine need.

Performance The 11.0 displaces 15,000 pounds. That means that she doesn’t get thrown around by the waves. It also means that it takes a lot to get her going. You can make the case that weight and momentum are advantages in a seaway, but our experience, and the evolution of modern cruising design, suggests that the less weight for a given sail power, the more efficient (and certainly the more sprightly) the sailboat. The trend over the quarter century since the 11.0 was designed has been toward lighter and lighter cruisers, and there are few sailors today who feel that adding pounds adds to sailing performance.

S2 11.0

The 11.0’s sail area/displacement ratio of 17.2 is moderate, but it’s up against a displacement/length ratio of nearly 300. She has more wetted surface (by something approaching 25 percent) than a typical modern cruiser might. She is, in short, no speed demon. The lighter the breeze and the closer into it the course, the more she tends to suffer for the design trends of her era.

Due to her stability, predictable handling, and ease of maneuvering, though, she can be fun and forgiving to sail. She’s quite stiff, despite the fact that she derives relatively little form stability from her slack-bilged hull. Her T-shaped cockpit, an innovation in its day, limits the size of the wheel (36-inch) so that steering from the rail isn’t comfortable or efficient. The cockpit is not as deep nor the coamings as high as we would like to see on a boat that ventures offshore. The cockpit locker, on the other hand, is big enough to afford access to the port side of the engine, as well as space for generator, watermaker, and plenty of stowage. Furthermore, it’s compartmentalized intelligently.

Accommodations From its oversized (6′ 5″ x 6′ 4″) forward berth to its generous (6′ 5″ x 3′ 9″) quarter berth aft, the S2’s interior is more than a little accommodating. Throw in places to sleep for three more and she truly fulfills the “boat with beds” ideal that was the controlling interior principle in the ’70s and ’80s. But she’s more than a bunkhouse. Her galley, wrapped around a “serve-through counter,” was ahead of its time in terms of function, elbow room, clever use of space, and integration with the rest of the interior.

Using the quarterberth as a seat for the nav table is an acceptable accommodation in a boat this small. A surprisingly large hanging locker, well-finished drawers, and a jumbo head with shower are among the other details that have make the boat livable.

Whether the center-cockpit version “succeeds” in your eyes depends upon the priority you put on sociability belowdecks. The necessary functions—cooking, sleeping, and head-going—receive more space and attention in the twin-cabin set-up. The saloon is nudged forward and made “cozier” in the process—not necessarily a bad thing.

Having separate cabins is a boon for couples that cruise together. If that’s what’s on your mind, the 11.0 offers a boat that’s sized and priced to make double-cabin sailing a reality. One owner, who is 6′ 5″, reports that “I not only have room to stand up and lie down, but in weeks at a time of cruising I’ve never gotten that ‘closed in’ feeling.”

Conclusions Most owners rated the 11-meter’s original equipment as good to adequate. One said, however, “make sure that primary and halyard winches are big enough. My boat had Lewmars that were very undersized. I’ve moved to #43 (primary) and #42 (halyard) respectively.” Another wrote, “The original refrigeration wasn’t adequate for living aboard. We replaced it with Adler Barbour 20 years ago and it’s still going strong.”

Superior gelcoat quality is part of the S2 reputation. Most owners are pleased with the way theirs have held up over the years. While the boats were never built with an epoxy or any other form of barrier coat, the research that Slikkers and company did in the ’80s, and the use of vinylester resin, seems to have yielded hulls that have resisted blistering well.

The boats that Slikkers built, both aft and center cockpit,  are cruisable in the extreme when it comes to accommodation and capability. The more you demand from them in terms of sailing sizzle, the more their slips show, but considering the high level of construction in the hull, deck, and cabinetry, the generally good standard equipment list, and the thoughtful design details throughout, it’s easy enough to see why these boats have held their value over the years. According to the BUC Used Boat Price Guide, a 1981 model S2 11.0 (in both center- and aft-cockpit versions) has a retail value range today between $48,000 and $52,000 (Northeast and Mid-Atlantic region).

There’s a good deal of information on S2 boats on the Web. In particular check the pages at www.angelfire.com/mi/loosecruise/S2/index.html .

Contact – Tiara Yachts, 725 E. 40th St., Holland MI, 49423; 616/392-7163; www.tiarayachts.com .

Also With This Article Click here to view “Owner’s Comments.”

RELATED ARTICLES MORE FROM AUTHOR

I bought an S2 11.0A (36′ aft cockpit) a couple of years ago. I had been looking at a Hunter Cherubini 37′ cutter rigged boat that was said to be the heartist boats built in it’s time, and seemingly blue-water capable. That deal didn’t happen, but a year later I found my 36′ S2 and in researching the vessels specifications, I saw that it wasn’t exactly a blue-water boat, but it definitely fit the mold of a coastal cruiser. 75 galons of water, 50 gallons of fuel, 36hp engine, vestigal skeg rudder and encased lead keel. The quality of construction was noted in most online articles I read; and just as most people said, I wouldn’t find any blistering of the fiberglass on this four-decades old boat, however, up until this past season, I was actually considering painting the hull, the tan gelcoat was chalky and I had always wanted a dark blue hull anyway, but that was before I spent a couple of days polising the gelcoat. The color and shine was restored to that of a much younger boat, doing that and stripping the paint off the teak toerails and oiling them, has gotten me several complments from other boaters. The S2 is shaping up to be the type of boat I’ve always admired, a vessel with classic lines, nice overhangs, moderate freeboard, a heart-shaped transom, with golden-orange teak and stainless steel glistening in the sun. But while some of those items are cosmetic, and while I haven’t been in many wicked conditions yet with this boat, I’ve been in a couple that have proven to me that those old-style overhangs, along with the overall hull shape, is a great design in large swells when winds are high and when you are plowing through oncoming wave-sets that are as close together as possible without breaking over each other. And while the interior isn’t designed with an “open plan” like a modern boat, you do have confidence in rough conditions that you’re not going to be allowed to get very far if the boat makes an unexpected movement when you’ve braced yourself in the galley while making something for the crew. What is also notable is the quality of the interior woodwork. My wife spent a couple of hours treating all the interior teak with lemon oil, which gave the woodwork a fresh luster without feeling oily or tacky. The boat is exceptionaly dry, maybe owing to the care by the single owner the boat had had for nearly 40 years, before us. But I would guess that even through multiple owners, as long as one of them didn’t go “redesigning” the interior, or exterior for that matter, any S2 would still be a boat that is functional and updateable. If you like a more classic looking boat with teak insead of aluminum, formica, or plastic, then this is a boat that was at the top of it’s class for the price at the time, and in my opinion, has aged well as far as design and looks.

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  • By Richard Smith
  • Updated: October 22, 2012

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Within a wide field of well-designed and competitive racer/cruisers of the 1970s, the S2 9.2 stands out, mainly because it wears its age very well. Without a scoop transom and boarding steps or skinny portlights below the sheer, it still looks modern. The flat sheer, sloping deckhouse, almost-flush Lexan forward hatch, hinged anchor lid, and tinted deadlights are familiar features on boats built three decades later. The carefully detailed teak handrails set on molded fiberglass spacers are unobtrusive while emphasizing the hull’s refined shape and unified design. Nothing is exaggerated in the interest of the fashions of the day or to suit a rating rule.

Powerboat builder Leon R. Slikkers founded S2 Yachts in 1974 and commissioned Arthur Edmonds, designer of the Allied Princess 36 and Mistress 39, to design the S2 9.2A (for its aft cockpit) and the S2 9.2C (for its center cockpit). Over 700 A and C models were sold. Both versions have the same hull, fin keel, partially balanced skeg-hung rudder, and masthead sloop rig. The single-spreader aluminum mast, painted black (an S2 trademark) is stepped on deck over a compression post that’s built into the main bulkhead.

The hull is solid, hand-laid fiberglass. It has an inward-turning flange at the sheer to which the balsa-cored deck is bolted through an extruded aluminum toerail. There’s no molded interior liner. Bulkheads and furniture are tabbed to the hull, which contributes to its structural stiffness. Two tons of lead ballast is encapsulated in a sealed keel cavity. Well-cared-for boats show little wear and tear after three decades of hard sailing, and, owners agree, the gelcoat is generally free of stress cracks even where moldings take tight bends.

The T-shaped cockpit is comfortable and workmanlike. The starboard seat opens to general storage and access to the stuffing box and engine controls. Additional storage is located under the helmsman’s seat in twin lazarettes.

s2 yachts website

Everything on deck is carefully laid out. The mainsail is sheeted abaft the 28-inch wheel, where it’s out of the way but in reach of the helmsman. The 8-inch stern cleats are mounted on anti-chafing pads and close to hand. Engine controls are similarly convenient to the helm. Early boats had Atomic 4s, but a variety of diesel engines were fitted after 1978.

The engine box provides a wide first step down to the cabin. A small corner galley to starboard of the companionway contains a sink, icebox, and stove. Opposite is a quarter berth and navigation space with a folding seat and table. Headroom is 6 feet 3 inches aft and drops gradually to about 5 feet 10 inches toward the forward cabin.

The saloon table and settee convert to a double berth and, together with a 6-foot-6-inch settee opposite, make a comfortable eating, lounging, and sleeping area. A double berth is located forward of the wardrobe and head area. Generous use of teak, both solid and ply, contributes to a sense of quality throughout the boat, but the polypropylene carpeting used to line the hull ages unattractively.

Sailing the S2 9.2 is a treat. In 15 to 17 knots, it heels sharply under the mainsail and 150-percent genoa before settling in to make 5 or 6 knots upwind. Weather helm is noticeable in stronger gusts, but the boat is generally well balanced and always manageable, even in lumpy seas. All in all, the S2 9.2 is a well-designed, tough, and able 30-footer with good performance for racing or cruising.

Architect Richard Smith and his wife, Beth, sail their Ericson Cruising 31, Kuma, in the Pacific Northwest.

Find more Cruising World boat reviews here . Read the review of the S2 8.6 here .

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The company, located in Holland, Michigan, USA, was founded by boating industry legend, Leon Slikkers, after he had sold his powerboat company, Slickcraft. As part of the sales agreement, he was precluded from the powerboat market for a number of years. There were no restrictions on sailboat building. So he built a new plant which was, at the time, a model for production-line efficiency and strict quality control. In the late 1970s, S2 did start building powerboats again, and soon established its Tiara line. Slikkers was later able to buy back his old powerboat line, Slickercraft. Production of sailboats ended in 1989.

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  5. S2 Yachts

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  6. Our Story

    It all began when he founded Slick Craft in 1955. In 1974, he went on to establish S2 Yachts, Inc., later known as Tiara Yachts. Since then, the evolution of our designs, technology and manufacturing have evolved with the needs and desires of our customers. For nearly 50 years, Tiara Yachts has been designing and building the finest yachts in ...

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  15. S2 Yachts consolidates under single brand

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  18. S2 boats for sale in North America

    1981 S2 9.2. US$16,995. CenterPointe Yacht Sales | Milwaukee, Wisconsin. Request Info. <. 1. >. * Price displayed is based on today's currency conversion rate of the listed sales price. Boats Group does not guarantee the accuracy of conversion rates and rates may differ than those provided by financial institutions at the time of transaction.

  19. S2 boats for sale in United States

    S2 boats for sale in United States 22 Boats Available. Currency $ - USD - US Dollar Sort Sort Order List View Gallery View Submit. Advertisement. Save This Boat. S2 9.2 . Traverse City, Michigan. 1985. $14,900 Seller HarborView Yacht Sales, LLC 47. Contact. 231-867-0559. ×. Save This Boat. S2 9.2 Center Cockpit . San Diego, California ...

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  21. S2 11.0

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  22. S2 9.2 Boat Review

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    1985 S2 9.2. US$14,900. HarborView Yacht Sales, LLC | Traverse City, Michigan. <. 1. >. * Price displayed is based on today's currency conversion rate of the listed sales price. Boats Group does not guarantee the accuracy of conversion rates and rates may differ than those provided by financial institutions at the time of transaction. Find Sail ...

  24. S2 Yachts

    So he built a new plant which was, at the time, a model for production-line efficiency and strict quality control. In the late 1970s, S2 did start building powerboats again, and soon established its Tiara line. Slikkers was later able to buy back his old powerboat line, Slickercraft. Production of sailboats ended in 1989.

  25. S2

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  26. S2 Yachts Yachts For Sale and Charter

    Brand S2 Yachts manufacturer of yachts. History information, contacts and models of S2 Yachts. Sale, charter and rent boat from S2 Yachts. Global Yacht Platform. Charter; Sale; Catalog; Shipyard; Broker; Marinas; Crew... Service; Events; Destination; Yachts; Route; 24/7 Customer Service +44 203 807 94 54. 0;