Hallberg-Rassy 64 for Sale

Hallberg-Rassy 64 Specifications

The Hallberg-Rassy 64’s specifications reveal a yacht engineered for the demands of global bluewater cruising at a scale where genuine self-sufficiency becomes possible. The displacement-to-length ratio of 185 places her in the moderate category — heavy enough to carry the full burden of long-range systems and provisions without losing her composure, yet not so heavy that she becomes sluggish in the light airs that characterise much of tropical and trade-wind sailing. The 35.3% ballast ratio, with 12,000 kg of lead concentrated in a deep external fin keel, provides a powerful righting moment and a high angle of vanishing stability — the kind of ultimate safety margin that matters when you are 1,500 miles from land.

The hull construction is the culmination of Hallberg-Rassy’s decades of refinement in GRP yacht building. The hull is hand-laid using isophthalic gelcoat — more resistant to water penetration than standard gelcoat — followed by a vinylester-based barrier coat that provides an additional defence against osmosis. The deck is a sandwich construction using Divinycell PVC foam core, a closed-cell material that cannot absorb water even if the outer skin is damaged. The hull-to-deck joint is laminated from the inside — a technique Hallberg-Rassy introduced in 1968 — creating a bond that is structurally superior to a bolted-and-bonded joint and that cannot leak. A teak cap rail covers the joint externally, providing both protection and the beautiful finish that is a hallmark of the brand.

The twin Volvo Penta D3-110 diesels (2 × 81 kW / 110 HP) provide both redundancy and ample power for a 34-tonne vessel. Twin engines are not merely a convenience on a yacht of this size — they are a safety feature, ensuring that the loss of one engine never leaves the vessel without auxiliary power. The 1,400-litre fuel capacity across two tanks provides a powered range of approximately 800–1,000 nautical miles at economical cruising speed, sufficient for any calm-belt transit or extended motoring passage. The 1,250-litre water capacity across three tanks, supplemented by a watermaker, supports weeks of self-sufficient cruising without dependence on marina facilities.

Build Quality & Construction

Hull layup: The HR 64’s hull is hand-laid in a female mould at the Ellös yard by laminating teams who have, in many cases, worked at Hallberg-Rassy for decades. The process begins with an isophthalic gelcoat, chosen for its superior resistance to water penetration compared to standard orthophthalic gelcoat. Behind the gelcoat, a vinylester-based barrier coat provides a second line of defence against osmotic blistering — a belt-and-braces approach that has effectively eliminated osmosis as a concern on modern Hallberg-Rassy yachts. The structural laminate uses woven and unidirectional glass reinforcements laid up with polyester or vinylester resin, depending on the structural zone. The keel area is solid laminate with no core, providing maximum resistance to grounding loads. Above the waterline, the hull transitions to a sandwich construction with Divinycell PVC foam core in the topsides, increasing stiffness while reducing weight.

The laminated hull-to-deck joint: This is arguably the single most important construction detail on any fibreglass yacht, and Hallberg-Rassy’s approach is exemplary. Rather than relying on mechanical fasteners and adhesive alone — the method used by the vast majority of production builders — HR laminates the hull and deck flanges together from the inside, creating a continuous structural bond. This technique, first introduced by the yard in 1968, produces a joint that is stronger than the surrounding laminate, distributes loads uniformly, and — critically — cannot leak. The teak cap rail covers the external joint line, providing UV protection and the distinctive aesthetic that identifies a Hallberg-Rassy from across a marina.

Keel attachment: The HR 64’s external lead fin keel is bolted to the hull through a solid-laminate keel sump using stainless steel keel bolts of generous diameter. The internal keel grid structure distributes grounding loads across a wide area of the hull bottom, preventing localised stress concentrations. This is a conventional but well-executed approach to keel attachment that has proven its reliability across the entire Hallberg-Rassy range for decades.

Deck and superstructure: The deck and coachroof are a sandwich construction using Divinycell PVC foam core between inner and outer GRP skins. Divinycell’s closed-cell structure means it cannot absorb water even if a fastener penetration compromises the outer skin — a significant advantage over balsa core, which can wick moisture catastrophically through an entire panel if the laminate is breached. All deck hardware is through-bolted with backing plates, and every penetration is sealed with marine-grade sealant. The teak-laid deck — a standard feature on the HR 64 — is bonded to the GRP substrate using a flexible adhesive system that accommodates differential thermal expansion between the teak and fibreglass.

Sailing Performance & Handling

Upwind: The Hallberg-Rassy 64 is not a racing yacht, and she does not pretend to be. She is a 34-tonne bluewater cruiser with in-mast furling, and her upwind performance should be evaluated in that context. In 12–18 knots of true wind, expect close-hauled boat speeds of 7.5–8.5 knots at true wind angles of 35–42 degrees. The fractional sloop rig with twin spreaders carries a generous sail area of approximately 170 m² in working configuration, and the in-mast furling mainsail — using a full-length vertically battened system — produces a better shape than earlier generations of in-mast sails that were rightly criticised for their lack of power. The theoretical hull speed of 9.95 knots, derived from the 17-metre waterline, gives the HR 64 a genuine speed potential that smaller bluewater cruisers cannot match regardless of how well they are sailed.

Reaching and downwind: Off the wind is where the HR 64’s length advantage tells most clearly. On a beam reach in 15 knots of true wind, boat speeds of 8.5–9.5 knots are comfortably sustained. With a Code 0 or asymmetric spinnaker set from the integrated bowsprit, the 64 can exceed 10 knots in favourable conditions — covering serious miles in comfort. In the trade winds, where most long-distance cruising passages are made on a broad reach in 15–20 knots, the HR 64 settles into a rhythm of 8–9 knots that eats up 200-mile days with a motion that keeps the crew comfortable and the autopilot happy. This is the yacht’s sweet spot — long, fast, comfortable passage-making that is the fundamental purpose of a bluewater flagship.

Heavy weather: The HR 64’s 35.3% ballast ratio, deep external lead keel, and Frers’s hull form provide a powerful righting moment and a high angle of vanishing stability. With reefs rolled into the in-mast mainsail and a partially furled jib, the 64 remains balanced and controllable in 30–40 knots of true wind. The centre cockpit, protected by the signature windscreen, keeps the crew dry and functional in conditions that would make an exposed aft-cockpit yacht miserable. Owners who have sailed the HR 64 through the Bay of Biscay, across the North Atlantic, and in Southern Ocean conditions consistently report a yacht that inspires absolute confidence — heavy enough to be stable, long enough to span the wave troughs, and well enough balanced to remain manageable when conditions deteriorate.

Under power: The twin Volvo Penta D3-110 engines provide a combined 162 kW (220 HP), giving the 34-tonne HR 64 a power-to-weight ratio that ensures confident manoeuvring in all conditions. Cruising speed under power is 8.0–9.0 knots at approximately 2,000–2,400 RPM on both engines, burning roughly 8–12 litres per hour combined. With the 1,400-litre fuel capacity, this translates to a powered range of 800–1,000 nautical miles — sufficient for any extended calm-belt transit. The twin-engine configuration provides exceptional manoeuvrability in tight marinas: by working the engines against each other, the HR 64 can be turned in her own length, a capability that transforms berthing from an ordeal into a controlled, stress-free operation.

Handling and helm feel: The single spade rudder, large by modern standards, provides responsive helm feel and excellent tracking under both sail and power. With the optional bow and stern thrusters fitted — as on most examples — the HR 64 can be handled confidently by a couple in Mediterranean stern-to berthing situations. The twin-spreader fractional rig keeps the centre of effort at a manageable height, and all sail controls are led back to the cockpit through conduits beneath the deck, allowing the yacht to be sailed entirely from the protection of the windscreen. The overall impression is of a large yacht that feels surprisingly manageable — responsive where you expect ponderous, and precise where you expect vague.

Interior Layout & Comfort

The Hallberg-Rassy 64’s interior is where the scale of the yacht and the quality of Swedish craftsmanship combine to create something truly exceptional. Standard joinery is hand-finished mahogany, with European oak and teak available as alternatives. The quality of the woodwork — the precision of the panel joints, the hand-applied varnish, the radiused edges, the positive-latching locker doors — reflects a level of craftsmanship that has become increasingly rare in modern yacht building. Every surface is designed to look beautiful, feel solid, and remain silent at sea. Hallberg-Rassy interiors do not creak, rattle, or flex in a seaway — a testament to the structural integration of the furniture with the hull and deck.

Three-cabin layout: The standard HR 64 features three double cabins, each with its own en-suite head and separate shower stall. This is a genuine three-cabin yacht, not a marketing fiction — each cabin provides a proper double berth, standing headroom (6 ft 8 in / 2.03 m), hanging lockers, and the privacy of an independently accessed bathroom. The forward cabin occupies the full width of the bow section with a centreline double berth. Two guest cabins aft of the saloon provide generous sleeping quarters, with the aft owner’s suite beneath the cockpit offering a particularly spacious retreat with hull windows on both sides providing natural light and ventilation.

Saloon: The main saloon is the social centre of the yacht, and on the HR 64, it is genuinely grand. The beam of 5.20 metres provides a saloon width that feels more like a small apartment than a sailing yacht. Large coachroof windows flood the space with natural light. The dining table seats six to eight comfortably. A full-height navigation station to starboard provides a proper chart table, electronics integration, and the electrical distribution panel — essential for serious offshore work. The galley, located to port at the base of the companionway, is equipped with a four-burner gas stove with oven, extensive refrigeration and freezer capacity, deep stainless steel sinks, and the kind of counter space and stowage that makes cooking at sea genuinely practical.

The cockpit and windscreen: The centre cockpit, protected by the signature Hallberg-Rassy windscreen, is arguably the most important living space on the yacht. First introduced on the Rasmus 35 in 1966, the wraparound windscreen with its integrated dodger structure has become the most recognisable feature in bluewater yacht design. On the HR 64, the windscreen provides full standing protection from wind and spray for the helmsman and crew, transforming the cockpit into a genuine living space at sea. With the sprayhood extended and side curtains fitted, the cockpit becomes a fully enclosed salon with standing headroom — usable in rain, wind, and cold that would send an exposed crew below. The helm position offers excellent all-round visibility, and all control lines are led to organisers and clutches within reach of the helmsman.

Systems and liveability: The HR 64 is designed for full-time liveaboard cruising, and her systems reflect this. Standard or commonly specified equipment includes a diesel generator, reverse-osmosis watermaker, air conditioning, washer/dryer, dishwasher, full hot and cold water systems, electric winches, bow and stern thrusters, and comprehensive navigation and communication electronics. The engine room, accessed through the cockpit sole, provides genuine walk-around access to both engines, the generator, and the major mechanical systems — a critical feature for maintenance at sea. Storage capacity throughout the yacht is enormous, befitting a vessel designed for months-long blue-water cruising.

Competitors & Alternatives

The Hallberg-Rassy 64 competes in the exclusive segment of large, premium bluewater cruising yachts where build quality, offshore pedigree, and long-range capability matter more than interior volume, headline specifications, or aggressive pricing. The alternatives below represent the yachts most commonly cross-shopped by HR 64 buyers, each offering a distinct philosophy and set of trade-offs.

Hallberg-Rassy 64 vs Oyster 625

The Oyster 625, designed by Rob Humphreys and built in the UK, is the HR 64’s most direct competitor in the premium bluewater cruising market. Both yachts are designed for serious ocean passage-making by couples or small crews, and both are built to uncompromising standards. The Oyster’s deck saloon configuration provides a dramatically light-filled interior with panoramic views, creating a living space that feels more connected to the sea than the HR 64’s traditional coachroof-and-ports arrangement. The HR 64 counters with the windscreen and centre cockpit — a protected outdoor living space that the Oyster’s aft cockpit cannot match in rough conditions. The Oyster tends to offer slightly more interior volume and a more contemporary aesthetic; the HR 64 offers superior cockpit protection, the Swedish build tradition, and arguably stronger value retention on the secondary market. Both are exceptional yachts. The choice often comes down to whether the buyer values the Oyster’s deck saloon and British finish or the Hallberg-Rassy’s windscreen, centre cockpit, and Scandinavian craftsmanship.

Hallberg-Rassy 64 vs Contest 62CS

The Contest 62CS, built by Contest Yachts in Medemblik, the Netherlands, is a centre-cockpit design that shares the HR 64’s fundamental philosophy: premium construction, bluewater capability, and sophisticated European design. Contest builds to a superyacht-level standard, and the 62CS offers extensive customisation of the interior layout, materials, and equipment. The Dutch builder’s attention to detail is comparable to Hallberg-Rassy’s, and the two brands attract similar buyers. The principal difference is in the sailing experience: the HR 64, with its windscreen and long production heritage, offers a more protected and perhaps more characterful cockpit environment, while the Contest provides a more contemporary interior design language and greater layout flexibility. The HR 64 benefits from the unmatched Hallberg-Rassy global owner community and dealer network. In terms of resale, both brands hold value well, though the Hallberg-Rassy name carries slightly greater recognition in the global brokerage market.

Hallberg-Rassy 64 vs Nautor Swan 62 FD

The Nautor Swan 62 FD, also designed by Germán Frers, is the Finnish builder’s flush-deck 62-footer — a yacht that shares a designer with the HR 64 but reflects a fundamentally different philosophy. The Swan is a cruiser-racer: lighter, faster in racing trim, with a flush deck optimised for active sailing and competitive regatta participation at the Rolex Swan Cup. The HR 64 is a pure cruiser: heavier, more heavily equipped, with the centre cockpit and windscreen that prioritise crew protection and long-range comfort over racing speed. The Swan offers the Porto Cervo community and the cachet of one of sailing’s most prestigious brands. The Hallberg-Rassy offers the practical advantages of a yacht designed specifically for global bluewater cruising — twin engines, larger tankage, the windscreen, and a three-cabin en-suite layout. For buyers planning circumnavigations or extended liveaboard cruising, the HR 64 is the more practical choice. For those who want to race competitively and cruise stylishly, the Swan is hard to beat.

Hallberg-Rassy 64 vs Hallberg-Rassy 44

Many buyers considering the HR 64 also look at the HR 44 — the yard’s best-selling bluewater cruiser. The 44 offers the same Frers design pedigree, the same Swedish build quality, the same windscreen and centre cockpit, and the same global support network at a significantly lower price and operating cost. The question is one of scale: the HR 64 provides three en-suite cabins versus the 44’s two (or three without en suite), dramatically more tankage and storage, twin-engine redundancy, a walk-around engine room, and an interior that feels genuinely spacious rather than efficiently compact. The 64 also offers greater speed potential from her longer waterline. For a couple planning to cruise extensively with guests, or for those who want the comfort and safety margins that come with a larger vessel, the 64 is the natural choice. For a couple who value simplicity, lower costs, and the ability to fit into smaller marinas, the 44 delivers 90% of the HR 64 experience in a more manageable package.

Hallberg-Rassy 64 vs Pacific Seacraft 44

The Pacific Seacraft 44, designed by Bill Crealock, represents the traditional American approach to bluewater cruising — a heavy-displacement, full-keel yacht with conservative proportions and a devoted circumnavigator following. At 44 feet, she is a significantly smaller yacht than the HR 64, and the comparison is less about direct competition than about philosophy. The PS 44 offers a traditional sailing experience with a displacement-to-length ratio around 280 and a motion that heavy-weather sailors prize. The HR 64 offers modern performance, vastly greater interior volume, twin-engine safety, and the capacity for full-time liveaboard cruising with systems that the PS 44 simply cannot accommodate. The PS 44 is no longer in production, while the HR 64 benefits from ongoing factory support. For buyers who can afford the step up in size and cost, the HR 64 provides a fundamentally different level of comfort and capability for long-range voyaging.

For a full interactive comparison between the Hallberg-Rassy 64 and competing models, visit the Hulls.io Market Intelligence tool, where you can overlay pricing trends, track seasonal demand, and benchmark value retention across the premium bluewater cruising yacht segment.

Ownership & Running Costs

Owning a Hallberg-Rassy 64 is a significant financial commitment, but the quality of the construction, the global availability of parts through Hallberg-Rassy Parts AB, and the reliability of the Volvo Penta engine platform mean that running costs are predictable and manageable for owners who approach maintenance systematically. The Hallberg-Rassy Owners Association (HROA) provides an invaluable network of shared knowledge, supplier discounts, and cruising rally organisation.

• Annual haul-out and bottom work: Budget €6,000–€12,000 per year for haul-out, pressure wash, antifouling, zinc replacements, through-hull inspection, and saildrive seal checks on a 64-footer. The larger hull area and the twin saildrives increase costs compared to a 44-footer. In northern Europe, annual haul-out for winter storage is standard; in the Mediterranean, many owners haul every 18–24 months.
• Engine maintenance: The twin Volvo Penta D3-110 diesels require routine servicing — oil, fuel filters, impellers, belts, and coolant — at a cost of approximately €2,000–€3,500 per year for both engines. Major service intervals (injectors, heat exchangers, valve adjustments) every 1,000–1,500 hours add €4,000–€8,000. The generator, typically running 2,000–4,000 hours per year on a liveaboard yacht, adds its own service schedule.
• Rigging: Standing rigging on a twin-spreader fractional sloop of this size should be replaced every 10–15 years. Budget €18,000–€30,000 for a complete replacement including all swage fittings, toggles, and turnbuckles. Running rigging (halyards, sheets, furling lines) should be budgeted at €5,000–€8,000 every 5–8 years. The in-mast furling system requires annual inspection and lubrication.
• Sails: Replacement of the in-mast furling mainsail costs €12,000–€20,000 for a quality membrane sail with vertical battens. A new genoa runs €8,000–€14,000. A Code 0 adds €6,000–€10,000. Cruising sails in seasonal use typically last 8–12 years; full-time tropical use reduces this to 5–7 years.
• Insurance: Hull and liability insurance for an HR 64 valued at €1,000,000–€1,500,000 typically costs €10,000–€22,500 annually in European waters (1.0–1.5% of insured value). Extended cruising areas (Caribbean, Pacific, high-latitude) add premiums. Hallberg-Rassy’s construction reputation can secure favourable underwriting.
• Marina and storage: Annual berth fees for a 64-foot sailing yacht range from €12,000–€25,000 in Scandinavia and the UK to €20,000–€50,000+ in the western Mediterranean. Winter indoor storage in northern Europe adds €6,000–€12,000. Many HR 64 owners spend significant time at anchor, where the yacht’s large tankage and comprehensive systems make self-sufficiency practical for extended periods.
• Teak decks: The HR 64’s extensive teak-laid decks require annual washing and periodic re-caulking. A full teak deck re-caulk on a 64-footer costs €10,000–€20,000. Complete deck replacement, typically needed after 20–25 years with proper care, runs €50,000–€80,000. Never pressure-wash teak — it erodes the soft grain and dramatically shortens deck life.

Total annual ownership costs for a well-maintained Hallberg-Rassy 64, excluding purchase financing, fuel, provisioning, and the owner’s time, typically fall in the range of €50,000–€100,000 per year depending on location, usage intensity, and whether the yacht is managed by the owner or a professional management company. Basing in the eastern Mediterranean (Turkey, Greece, Croatia) can reduce costs by 30–50% compared to the Côte d’Azur or Scandinavian marinas. The HR 64’s strong value retention — typically losing only 3–5% per year in the early years — means that total cost of ownership, when amortised against residual value, compares favourably to less expensive yachts that depreciate more aggressively.

Buying Guide: How to Buy a Hallberg-Rassy 64

Pricing guidance: On the used market, the Hallberg-Rassy 64 currently trades between approximately €900,000 and €1,800,000, depending on model year, condition, equipment level, and location. Earlier examples from the mid-2000s in good condition with moderate engine hours typically ask €900,000–€1,200,000. Later builds from 2015 onwards with comprehensive specifications — updated electronics, lithium batteries, new sails, recent refit work — command €1,400,000–€1,800,000. A new HR 64 from the factory, fully specified, exceeds €3,000,000. Boats in northern Europe tend to be priced in euros; currency fluctuations can create opportunities for dollar-denominated buyers. Hulls.io currently tracks 0 active listings for this model.

New vs used: With approximately 30–40 hulls built since 2004, the HR 64 is a rare yacht on the brokerage market. Opportunities arise infrequently, and buyers should be prepared to act when a well-maintained example becomes available. The fundamental construction — hull, deck, keel, and structural systems — is consistent across all production years. The differences between early and late examples are evolutionary: engine model updates, electronics modernisation, and equipment refinements rather than structural changes. A well-maintained 2008 HR 64 with properly serviced engines and updated electronics can be a superb value proposition at half the cost of a new build.

What to Inspect

• Keel bolts and keel joint: Inspect the keel-to-hull joint for any signs of movement, stress cracking in the gelcoat, or weeping around the bolt heads. Any boat that has grounded should have the keel bolts torque-checked and the internal keel sump inspected for laminate damage.
• Rudder bearing: Check the single spade rudder shaft for play by lifting at the trailing edge with the boat hauled out. Any perceptible movement indicates bearing wear. Budget €3,000–€6,000 for bearing replacement if needed.
• Teak deck condition: Inspect for dark or soft seams, cracked caulking, and any areas where the teak has been scrubbed thin. Check beneath deck hatches for any evidence of moisture penetration into the deck core. On a yacht of this vintage, teak deck condition is a significant factor in valuation.
• In-mast furling system: Operate the furling system under sail if possible. The mainsail should furl and unfurl smoothly with no jamming. Listen for grinding or clicking indicating worn bearings. Verify the sail type and condition — a quality in-mast sail with vertical battens is essential for proper performance.
• Twin engines and saildrives: Both engines should start cleanly, run smoothly, and show no smoke or excessive vibration. Verify service records, oil analysis results, and saildrive seal replacement dates. Saildrive seals should be replaced every 5–7 years. Budget €2,000–€4,000 per saildrive for seal replacement.
• Generator and systems: On a yacht with this level of systems complexity, the generator, watermaker, air conditioning, and electrical infrastructure require careful inspection. Verify generator hours, service history, and load test results. Check the condition of the house battery bank and charging systems.
• Standing rigging age: On yachts built before 2015, the original standing rigging may be due for replacement regardless of visual condition. Budget €18,000–€30,000 if replacement is needed and factor this into the purchase negotiation.

Professional survey: A professional marine survey is essential for any HR 64 purchase. Engage a surveyor experienced with Hallberg-Rassy construction — the HROA can provide recommendations. The survey should include moisture meter readings of hull and deck, engine surveys with oil analysis on both engines and the generator, rigging inspection by a qualified rigger, saildrive inspections, and a sea trial in at least moderate conditions. Given the complexity and value of a 64-foot yacht with comprehensive systems, expect survey costs of €4,000–€7,000 in Europe or $5,000–$8,000 in the United States — a modest investment relative to the purchase price.

Verdict: Who Is the Hallberg-Rassy 64 For?

The Hallberg-Rassy 64 is the yacht for the experienced cruising couple or small crew who have sailed enough to know exactly what they want — and what they want is the finest bluewater cruising yacht that Swedish craftsmanship and Germán Frers’s design genius can produce. She is for buyers who plan to cross oceans, not merely talk about it; who value the windscreen and centre cockpit as the transformative offshore features they are; who appreciate that twin engines, three en-suite cabins, and 1,250 litres of water capacity are not luxuries but practical necessities for extended self-sufficient voyaging; and who understand that a Hallberg-Rassy 64 is not merely a boat but membership in a global community of like-minded sailors who share knowledge, anchorages, and the quiet satisfaction of owning something built to last.

She is not the yacht for the buyer who wants to race competitively (look at a Swan or a Baltic), the buyer who wants the most interior volume per foot (look at a catamaran), or the buyer who is unwilling to commit to the financial and maintenance demands of a 64-foot sailing yacht. But for the buyer who wants a yacht that can take them anywhere in the world, in comfort and safety, with the kind of build quality that will still be earning admiration in fifty years, the Hallberg-Rassy 64 is very close to perfection.

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