YACHT test: The end of an era - Hallberg-Rassy discontinues entry-level model
Hallberg-Rassy has withdrawn its entry-level model, the HR 310, from the market. In the last two years in which the model was available, the global order intake was only one boat per year. The Swedish shipyard is now responding to this: the last two boats will be built and delivered by 2024, with the last order date being 1 July 2022.
With the Hallberg-Rassy 340 is already the nominal replacement on the market, but the model launched in 2017 is almost a metre longer. The quality shipyard is thus leaving the 9-metre class market, as there are no plans for a model smaller than the 340.
With a Survey among YACHT readers in 2021, more than 20 per cent of those surveyed named a Hallberg-Rassy as their dream yacht. As an entry-level Hallberg-Rassy, the 310 designed by Frers was virtually predestined to realise this dream. Why it will still be worth looking for an HR 310 on the market in the future Used boat market Even then, YACHT was convinced not only by the sailing characteristics, but also by the workmanship designed for durability, here is the complete test:
The Hallberg-Rassy 310 in the YACHT test
The word is not really appropriate. Especially not in connection with a boat that is one of the noblest phenomena at sea. But surfing down three-metre-high waves on a Hallberg-Rassy less than ten metres long in winds of over 35 knots is - sorry! - simply awesome.
Of course, other adjectives could be found to describe it. You could also describe the pleasure as terrific, the feeling of safety as amazing, the top speed of 11.5 knots as remarkable. But that would be missing out on the aspect of sheer pleasure and whimsy. And that says a lot about the boat, its handling qualities and the sailing range that characterises it.
Shipyard boss Magnus Rassy must also be grinning with joy during the test. Even though he would have much preferred to have his youngest and smallest yacht available to YACHT in more moderate weather. Conditions that would be more typical for the new entry-level yacht from the Swedish quality shipyard. After all, the HR 310 is first and foremost a touring boat designed to fulfil high comfort requirements - intended more for leisurely strolls around bays than for stormy weather.
But when the wind blows in the Skagerrak, it is usually persistently strong. So the trial run is a test for a yacht that is particularly important for the shipyard.
New lines, new destinations
The 310 must replace the longest-serving type from Hallberg-Rassy. Its predecessor, the HR 31 (see used boat test in YACHT 15/09), has been in the programme since 1993. It was sold over 400 times, since 2006 as a revised version with the name suffix MK II. Even 13 years after its launch, it still won the comparison in the ten-metre class (YACHT 13 and 14/06). A real success story.
The 310 is not just another modification, but a completely new development. Apart from the size and the typical HR look, it actually has hardly anything in common with the 31. The stern is half open, the cockpit is extended all the way aft, the sail plan is more modern, the lines are more striking - despite all the family resemblance, it is visibly different.
The bow section of the new small boat is rather unusual for Hallberg-Rassy boats. The stem is decidedly steeper, the water entry is noticeably round and also significantly slimmer. The designers at Frers Naval Architecture have designed the stern to be wider with a more angular frame. Together, this results in a significantly increased waterline. The HR 310 displaces a length of 8.80 metres, the 31 MK II only 8.26 metres, even though the new ship is slightly shorter with a hull length of 9.42 metres.
The Hallberg Rassy 310 sails well even at 8 Beaufort
Thanks to the very pronounced U-frame with almost vertically sloping sides, the waterline is also wider than on the older boat. This provides dimensional stability under sail and ensures better rigidity values. The ballast ratio of 39 per cent can therefore be lower. In comparison, the figure for the 31 was 44 per cent, albeit on a slightly shorter but wider keel fin. At 4.35 tonnes, the 310 weighs 150 kilograms less than its predecessor - good for light winds.
During the test off the island of Orust north of Gothenburg, however, the reduced weight was not to play a role, but the extent of stability did. A storm front was moving across the archipelago on the west coast with winds of over 30 knots, gusting up to 40 knots. This corresponds to 8 Beaufort and requires little cloth. Two reefs in the mainsail are the order of the day, and the genoa is also furled a good distance away. This allows the 310 to be sailed in a controlled and safe manner, at least in the sheltered waters of the archipelago.
Lots of waves, lots of wind
The sailing characteristics prove to be so flawless that the course soon leads to the open sea, where the strong onshore wind pushes up huge waves. Here, in rather marginal conditions, the new HR delivers a truly brilliant performance. The boat sails calmly and unusually stiffly, sits perfectly on the rudder and, thanks to the well-balanced tiller steering, can also be easily steered over the high peaks of water. The small yacht easily copes with hard gusts and unpleasantly divided waves. There was never a problem on board at any stage of the test.
The 310 is travelling at 6.5 knots and turns at an angle of 80 degrees. Excellent values under the given circumstances. However, the current along the coast may have had an influence here, and it was not possible to steer the course precisely enough due to the sea. The values on the data sheet are therefore based on the information in the polar diagrams of the Speed Prediction Programme (VPP) for 20 knots of wind. Even then, the new Rassy is a very lively yacht.
Underway, the crew and helmsman sit comfortably on the cockpit thwarts. These measure an impressive 24 centimetres more than the previous model, which is a lot for a boat under ten metres in size. At anchor and in the harbour, this noticeably increases the living space on deck.
Plenty of freedom of movement thanks to tiller steering. Handling in the cockpit of the Hallberg-Rassy 310 is simple and uncomplicated
From the cockpit you can see well into the sails and over the ship to the front. The handling is particularly impressive. The tiller steering and the main bulkhead buoy, which is centred in the cockpit, make the boat very easy to handle. The guidance of the genoa sheets via the winches on the coaming is also impressive. Even the helmsman can intervene here without cramping. Single-handed manoeuvrability is therefore guaranteed. However, the sheet winches could be one size larger. Lewmar's 40 mm drums seem undersized, especially in stronger winds.
If you wish, you can also order the HR 310 with wheel steering instead of the tiller. In this case, the same mechanism is installed that is already used in the 342. However, the steering column in the smaller boat obstructs the now beautifully large cockpit. The tiller therefore seems to be the better solution for a 31-foot boat, especially when it works as well as it does on the HR 310. The high-quality, self-aligning rudder bearings ensure that the boat always runs smoothly.
However, a mainsheet traveller, which the shipyard also installs for an extra charge, is far more useful than a wheel steering system. Sporty sailors in particular will find this very useful, as the track runs across the entire width of the cockpit and can therefore work particularly efficiently.
High rig, high potential
The windscreen with integrated sprayhood, which has already become a Hallberg-Rassy trademark, comes as standard. The helmsman can also find protection behind it in bad weather if he sits a little way forwards. Another argument in favour of tiller steering, as this is only possible with the boom. An enclosed cake stand is offered as an option for staying in the harbour. It gives the 310 a kind of second saloon with a view of the harbour and is a worthwhile investment for boats of this length.
As with the HR 372, which was presented for the first time at the end of 2008 (test in YACHT 2/2009), an unobtrusive, yet noticeable change towards more performance is also recognisable in its little sister.
This is particularly evident in the rig concept. On the boats of the latest HR generation, the upper shrouds are now braced on external jibs. However, the lower shrouds continue to run on rigging irons close to the cabin superstructure. This means that the headsail can be sheeted between the shrouds onto the genoa track with line-adjustable hove-to points, which allows a rather unusual maximum overlap of 118 per cent.
The sailing plan of the Hallberg-Rassy 310 is contemporary
The 310 therefore draws its surface area less from the genoa and more from the main, which results in a high, thoroughly contemporary sail plan. The configuration simplifies manoeuvres because the relatively small headsail can be quickly hoisted close-hauled when tacking. Alternatively, the boat can be sailed with a self-tacking jib without losing too much performance.
The Furlex furling system is mounted below deck on the new model. This means that the genoa can be stowed low in the tack, which not only looks good but also enhances the sailing potential. The powerful backstay tensioner with sheet cascade and additional tackle is also supplied as standard as an effective trimming element.
More volume, more comfort
The entry-level model from Hallberg-Rassy has also made gains below deck. The familiar, cosy and typically Swedish look has been retained. The curtains in front of the superstructure windows and the carpet on the real wood floor are just as much a part of the shipyard line as the interior in silk matt lacquered Khaya mahogany.
Nevertheless, numerous modifications have been made to the new boat that are not always immediately visible at first glance, but which are good for the overall appearance. For example, the fixtures and upholstery in the saloon are now more straightforward and linear. This makes the interior more airy and less pompous than in older HR models. Thanks to variations in the colour of the upholstery, the ship can also be configured more individually than before.
The interior layout is completely new. Compared to the HR 31, the main bulkhead has been positioned much further aft, at mast level. This allows the wet cell to be moved forwards; an arrangement that is rather rare these days. On almost all competitors, the wet room is located aft in the ship, right next to the companionway.
The HR 310 scores with six fully-fledged sleeping berths
The door to the forward cabin is only opened at the very front, directly in front of the berth. In this way, the toilet remains directly accessible at night, even for fellow sailors who sleep aft or in the saloon. Practical, actually. Unfortunately, however, it is unavoidable that the door to the foredeck leaves a gap in the ceiling. So you don't sleep completely separately at the front.
With the main bulkhead moved back, the actual saloon is also positioned further towards the centre of the boat, thus noticeably increasing its volume. The sofas can now be made wider at the sides and, thanks to the folding backrests, there are two sunbeds with generous berth dimensions, even for tall passengers. Together with the double beds in the foredeck and aft, which are also sufficiently large, the 310 thus offers six full-size berths.
The galley, which is positioned in an L-shape to starboard of the companionway, also creates a more spacious, open impression of space. Framed on three sides, it is now easier to cook here, especially when travelling at sea. What's more, there is more work surface and storage space than on the previous model.
No navigation corner
However, the navigation corner has fallen by the wayside. It has been almost completely omitted from the new 310. Only a small cabinet with a shelf and a modest electrical panel on the port side are reminders of the nautical work area, which traditionalists may miss. Magnus Rassy, on the other hand, favours electronics and assumes that his ships will be equipped with chart plotters today. "Anyone who still wants to navigate with a chart will tend to work at the large saloon table on a 31-foot boat anyway," says the shipyard boss. The argument is as pragmatic as it is consistent; too often, the sat nav in this size segment has at best an alibi function.
The accessibility of the storage compartments and their ventilation are exemplary. The only flaw is that the huge volume below the berth boards in the foredeck is not divided or lined. Here, the stowage material lies directly on the hull. At least a shelf would be desirable, as this is not a mass-produced boat.
In the aft cabin there is further accommodation under the bunk boards. However, access is much more difficult than in the foredeck due to the bulky upholstery. You should only store things there that are not used on a daily basis.
Sometimes innovative, sometimes conservative - the endeavour to achieve solid workmanship can be seen in every detail
The tanks are installed under the sofas in the saloon on both sides: 200 litres for water, 100 litres for diesel. This is good for the centre of gravity, as the extra weight is stored low and centrally. However, the volume under the benches is not used as storage space. For the first time, Hallberg-Rassy is no longer using stainless steel tanks in the new boat as usual, but plastic instead. However, these tanks, which are manufactured using the rotomoulding process, now offer the same level of safety as stainless steel tanks and are significantly lighter.
A multitude of great and well thought-out details also ensure a lot of fun. For example, all windows and hatches can be opened. This is a decisive advantage, especially for ventilation and drying out after long trips. The batteries are housed in watertight and specially vented stowage boxes. There is a light switch with a dimmer directly on the companionway for those returning home late. Apart from the engine and heating exhaust, all the outlets on board, including the deck drains, are below the waterline. This looks nicer and avoids ugly running marks on the outer skin.
The installation and accessibility of the engine under the companionway received high marks. The shipyard now uses a 22 hp diesel engine from Yanmar (previously Volvo Penta) for the small boat. Above all, the sound insulation has been significantly improved compared to the previous model, where YACHT measured noise levels in the aft section above the limit value.
Measured values
Hallberg-Rassy 310: exclusive price, exclusive boat
That leaves a look at the price structure. A topic that is always a topic of discussion in connection with Hallberg-Rassy. On the one hand, the 310 appeared expensive at 137,860 euros when it was launched; in fact, it cost twice as much as affordable entry-level yachts from Bavaria, Hanse, Jeanneau or Bénéteau. On the other hand, it stood out in terms of build quality, durability, value retention and equipment. Before the HR 310 was removed from the price list in July 2022, its price was around 225,000 euros.
In this respect, the Swede can hardly really be compared with the competition from the large series. Especially as there is also an intangible value that the Rassy has built in as standard: the certainty that there is no other cruising yacht in this class and length in the world that offers its owner more exclusivity.
Other luxury shipyards such as Najad have long since left the sub-ten metre segment. The Sunbeam 30.1 (test see YACHT 3/2009) from Schöchl Yachtbau in Austria is probably the closest, also conceptually. It is offered for just under 106,000 euros.
With its latest model, Hallberg-Rassy undoubtedly plays the role of outsider in the entry-level model segment. The name and the concept stand for high standards and are aimed at owners who are happy to pay the extra price to get an attractive, stable-priced, virtually flawless boat.
Perhaps the best comparison for the 310 is actually its predecessor, the HR 31, against which progress can be measured, felt and experienced in practically all respects. This is no less true for a model that has to replace a yacht type that has matured and proven itself over 16 years - and yet has become neither longer nor wider. Nor has it become more expensive.
The Hallberg-Rassy 310 in detail
Technical data
- 132 units, 2009-2024
- Designer: Germán Frers
- CE design category: A (deep sea)
- Length (hull length): 9.42 m
- Total length: 9.56 m
- LWL (waterline length): 8.80 m
- Width: 3.18 m
- Draught/alternative: 1.80/1.50 m
- Theoretical hull speed: 7.2 knots
- Displacement: 4.35 tonnes
- Ballast/proportion: 1.7 t/39 %
- Mast height above waterline: 14.35 m
- Mainsail: 25.5 m²
- Furling genoa (107 %): 21.7 m²
- Engine (Yanmar): 16 kW/22 hp
- Fuel tank: plastic, 100 litres
- Fresh water tank: plastic, 200 litres
- Holding tank: plastic, 50 litres
- Warranty/against osmosis: 1 year/1 year
Hull and deck construction
GRP laminate in hand lay-up (vinyl ester resins). Insulated with Divinycell foam over the waterline
Base price
- 137,860€, ex shipyard incl. 19 % VAT (original price, as of 2009)
Shipyard
- Hallberg-Rassy Varvs AB
- 47431 Ellös (Sweden)
- hallberg-rassy.com
Distribution
- Hallberg-Rassy Germany
- D-23730 Neustadt
- Tel. 04561/55 86 48
YACHT rating
A well-rounded overall concept, excellent workmanship and a long service life. And the 310 is fun too.
Design and concept
- + Almost flawless conception
- + Elaborate, solid construction
- - Relatively high base price
Sailing performance and trim
- + Balanced sailing characteristics
- + High stability in the wind
- + Performance-orientated sailing plan
Living and finishing quality
- + Profitable room layout
- - Storage space partly not lined
Equipment and technology
- + Comprehensive basic equipment
- - Genoa rinses a little too small
This article appeared in YACHT issue 16/2009 and was revised by the editorial team in May 2023.
