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A Sail Test On An Award-Winning American-Built Cruising Boat

From the April, 2020 issue of 48° North

My first crossing of the Strait of Juan de Fuca was aboard a wing-keel Catalina 42 that bounded comfortably in six-foot-seas and 25 knots—it remains a favorite, formative sail. Roughly 1,000 of these venerable cruisers were built over more than two decades (between Mk I and Mk II iterations). And, as is common with Catalinas, they boast some of the industry’s most loyal owners.

However, in spite of my enduring appreciation for the Catalina 42, my personal opinion is that the design has been ready for a modernizing overhaul for some time. Enter the new Catalina 425. Based on my recent test sail experience on the 425 in February and the incredibly positive response it has received from sailors and critics alike, it seems that the Catalina crew have hit a home run in this new generation redesign.

Decidedly Modern with Traditional Elements

While sleek, attractive, and modern, the Catalina 425 is a bit more traditional than it is flashy in its styling. It doesn’t have some of the things I associate with many modern production cruisers—there aren’t hard chines or a plumb bow, for example. Lead designer, Gerry Douglas, shares his decision calculus for much of this right in the marketing materials, indicating his sentiment that chines often cause hydrodynamic turbulence and reasoning that his chosen 9-degree bow angle maximizes waterline length while providing good protection from anchors. To me, it helps to know why the boat doesn’t look just like some of the others, and the reasoning is sound.

The 425 is on the lighter-displacement side of its group of competitors, displacing 17,500 lbs. However, its 7,000 pounds of ballast is more than most similar designs, except for those with significantly heavier displacement. With a sail-area-to-displacement ratio of 21.69, in combination with its lighter displacement and heavier-than-most ballast, the Catalina 425 has construction and performance attributes that make it an ideal blend of American-built tradition and sailing capability, and is a notable step forward in performance from its predecessor.

Easy and Impressive Under Sail

We had a great opportunity to see the range of performance across light-to-moderate conditions during our test sail. We set the in-mast furling main and self-tacking jib in barely 5 knots of breeze. The boat moved but, as most any cruising boat would in breeze that light, it would have preferred more pressure. There are tracks on the deck alongside the cabin top where a larger, traditionally-sheeted genoa would surely have felt like the right sail choice early in our test. The inboard chainplates will allow for proper, upwind-friendly sheeting angles on the genoa.

Nonetheless, I was pleasantly surprised by the boat’s get-up-and-go with the stock jib as the breeze trended above 5 knots. By the time we had 6 to 8 knots, it didn’t feel irresponsible to be playing with apparent wind angles around 35 degrees while still feeling good power in the sailplan and great feel in the helm. Especially since our test boat was the fin-keel version with a draft of 6-feet 8-inches (instead of the wing-keel arrangement that’s popular in shallower cruising areas), I felt that the performance to weather was particularly impressive for a cruising boat as comfortable as this. As the breeze built above 10 knots, I liked the sailing experience more and more.

Familiar Feel On The Helm

Honestly, it was satisfying to drive a cruising boat that had a familiar feel under sail. Elements that are nearing ubiquity for many modern production boats require some mindset adjustment. Almost none of us learned to sail on dual-rudder boats with significant chines. To drive the Catalina 425 felt comfortable, responsive, and intuitive. It was like I knew what the boat needed. Surely, performance could suffer if sailing over-canvased and significantly heeled in big breeze, but smart sail choice and trim should easily remedy those challenges and make for a happier crew.

The twin helms are appropriately sized and adequately spaced. As I switched from helm station to helm station through easy tacks that required only a turn of the wheel thanks to the self-tacking jib. I appreciated the ability to trim both the main and jib sheets form the port-side helm station. The appeal and ease of the self-tacking jib and in-mast-furling main are obvious. These systems typically represent some compromise in performance, but I was pleased with the pliability of trim for the jib and especially the main, for which the rare-these-days inclusion of a mainsheet traveler on a cruising boat made trimming the furling main far more enjoyable. The German mainsheet system has its turning-block terminus closer to the end of the boom than you see on many European-built competitors. This both reduces the risk of a boom-failure and keeps mainsheet loads more manageable because of a better leverage point.

Off the breeze, the beamier aft section contributes to stability. The downwind sailing felt easy and always under control, but the stock jib isn’t the ideal sail for downwind cruising. Luckily, the rig is fractional, with room for an asymmetrical spinnaker utilizing either a furler or sock above the forestay attachment.

Space to Spare

A spacious and ergonomic cockpit has long been one of Catalina’s strengths, and the 425 is no exception. The saltiest ocean-going cruisers sometimes point to large cockpits as a safety risk, but for 99-percent of sailors 99-percent of the time, a large cockpit is an asset. In this way, the 425 excels. Twin helms make movement around the cockpit easy, the fixed central table provides a great handhold or foot-push and has a built-in fridge compartment, the signature Catalina stern pulpit seats give guests a great view and more seating room, and a starboard bench seat that converts into a double-berth-lounger is a smart and luxurious innovation.

Modern efficiencies can be found in things like recessed hatches and under-deck leads for two lines per side that run to the helm stations. Safety is improved by the extension of the stainless steel stern pulpit further forward than most boats—instead of life lines around the cockpit, you have sturdier, more stable “life bars” as an enclosure. From the helm station, visibility was very good thanks to flat side decks and a low-slung cabin top. All-in-all, life on deck is pretty grand.

Clever and Comfortable Interior Design

It will come as no surprise that the interior of the 425 is very comfortable. Numerous clever details appealed to me. While many European designs offer a host of customizable layout options, Catalina has simplified and innovated. A three-cabin model is standard, but the port double-berth can tilt up clearing space along the centerline—making it part cabin, part garage. Moving the berth out of the way offers convenient, excellent access to the 57-horsepower Yanmar and the steering and running gear systems behind.

The forward cabin is clearly intended to be the owner’s quarters, with en suite head and a spacious central berth that can accommodate sailors who are 6-feet 5-inches or taller. This V-berth bed also has a unique lifting system for a more upright reading position and better views out of the hull portlights. Forward of this cabin is a watertight crash bulkhead.

Headroom is NOT an Issue

Standing headroom of a whopping 6-foot 9-inches in the main salon creates an almost vaulted ceiling sensation of space. Along with the wide beam, ample light from numerous portlights and a large overhead hatch, and really nicely done finish work with grain-matched teak, the salon is relaxing, elegant, and spacious. The dinette to port is matched by a settee with a navigation station that can be converted to seating. Unlike some convertible nav stations, the 425’s adaptation still has a drawer for tools and chart stowage.

Solid handholds can be found throughout including, importantly, above the galley, which is C-shaped. There, you will find a large front-opening fridge, an additional top-loading fridge-or-freezer on a separate breaker, and another dry-storage compartment that could be used as an icebox if you chose to deploy it that way. That’s pretty great flexibility without customization.

From liveability to sailability, the Catalina 425 delivers. It would be an ideal boat for large or growing families; and with its solid performance characteristics and ease of use, it’s a sailboat you might sail more during the Pacific Northwest cruising season.   

Thanks to Windworks Sailing and Powerboating for taking me sailing. Photos courtesy of Catalina Yachts. 

Joe Cline has been the Managing Editor of 48° North since 2014. From his career to his volunteer leadership in the marine industry, from racing sailboats large and small to his discovery of Pacific Northwest cruising —Joe is as sail-smitten as they come. Joe and his wife, Kaylin, welcomed a baby girl to their family in December 2021, and he is enjoying fatherhood while still finding time to sail, make music, and tip back a tasty IPA every now and again.

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Catalina 30 Review: Features, Performance and Tech Specs

7th feb 2024 by john burnham / samantha wilson.

The Catalina 30 has had a long and illustrious life and remains to this day a favorite on the used market. Over 6,400 Catalina 30s were sold during its 25-year production run starting in 1974, testament to its solid construction, functional layout, ease of sailing, a modest price, and the strong Catalina dealer network. 

So what makes it so popular? While it’s not really intended as a bluewater cruiser, the Catalina 30 handles coastal and inshore sailing with ease. It is ideal for weekends or week-long cruises thanks to its cleverly thought-out interior space. Overall, the Catalina 30 sails well, is a stable design in stiffer winds, and can be sailed single-handedly by a competent skipper. 

Despite several versions throughout its production run, including the MKII, first built in 1986, and the MKIII, in 1994, the basic dimensions of the model remained unchanged: LOA 29’11", beam 10’10", displacement 10,200 lbs., and standard draft 5’3". Likewise, the interior was never altered. Catalina’s approach to the huge success of the 30 seemed to be ‘if it ain’t broke, don’t fix it!’.

Catalina 30. Rightboat seller photo. 

Catalina 30 Key Features 

There have been many versions of the Catalina 30 throughout its long production run, with different configurations. There have been standard and tall rigs, each with a bowsprit option, as well as shoal, wing, and deep fin keels. Following on from the MKII in 1986, the MKIII in 1994 made some noticeable changes, namely a slight widening of the hull aft, which allowed for a transom boarding platform. 

The Catalina 30’s hull, like all of Catalina’s models, is built of fiberglass and polyester resin, with a deck constructed of either balsa or plywood between fiberglass laminates. Belowdecks, the Catalina 30s layout remained unchanged throughout its life. With a wide companionway creating a spacious feel to the cabin, able to accommodate up to four with a separate head, large galley, and cozy saloon, it proved popular and user-friendly. The boat has an aft cockpit with a closed transom.  

While this model undoubtedly ticked a lot of boxes for many sailors, it had a few common problems, as described in various owners forums. Compression fatigue at the maststep on deck and in the bilge under the compression post has been commonly reported over the years and may need to be fixed. Likewise, old wooden spreaders sometimes fail, and leaks and separation may be experienced at the keel-to-hull joint. Ensuring these are all inspected in a thorough marine survey when buying will highlight any issues the boat might have. 

Catalina 30s spacious interior with separate cabin and dinette. Rightboat seller photo. 

Catalina 30 Performance

The Catalina 30 impressively straddles the line between performance and comfort, offering decent speeds compared to competitors of the same era, despite a lower sail/displacement ratio of 15.22. The fin keel version has deeper draft, lowering the center of gravity and providing better performance upwind. A higher ballast/displacement ratio means the Catalina 30 stands up well in stronger winds. 

Catalina 30 Why Buy It  

• One of the top-selling 30-foot sailboats ever
• Spacious accommodation for up to 4 people including saloon and galley
• Wide, deep hull creates exceptional space above and below decks
• Known for its stability under sail
• Variety of models and variations to be found on the used market
• Good value for money on the used market with lots in circulation
• Buying used?: Possibly compromised deck cores and mast steps merit checking before purchase. For other tips when buying a used boat, read our Boat Inspection Checklist  

Galley and saloon of Catalina 30. Rightboat seller photo.

Catalina 30 Technical Specifications

• LOA: 29.92 ft
• Beam: 10.83 ft
• Draft: 5.25 ft
• Rigging Type: Masthead sloop
• Hull type: Fin w/spade rudder
• Displacement: 10200.78 lbs
• Ballast: 4200 lbs
• Ballast type: Lead
• Fuel tank capacity: 21 gallons
• Sail area/displacement ratio: 15.22
• Ballast/displacement ratio: 41.18
• Critical hull speed: 6.70 knots
• Engines (after mid-1980s): 3-cylinder Universal M-25 diesel engine

Enclosed cockpit and seating of Catalina 30. Rightboat seller photo.

Check out all the Catalina boats for sale

Written By: John Burnham / Samantha Wilson

John Burnham is a marine ​editor and writer with ​decades of journalism experience as ​Chief Editor of​ boats.com,​ Sailing World, Cruising World, and ​other boating websites. As a competitive sailor, he has led teams to world and national titles in the International One-Design, Shields, and other classes. Based in Newport, Rhode Island, John is a​ PCC leadership coach, a member of the ​America’s Cup Hall of Fame Selection Committee​, and a ​past board member of Sail America and US Sailing. For more, see  johnsburnham.com .

Samantha Wilson has spent her entire life on and around boats, from tiny sailing dinghies all the way up to superyachts. She writes for many boating and yachting publications, top charter agencies, and some of the largest travel businesses in the industry, combining her knowledge and passion of boating, travel and writing to create topical, useful and engaging content.

More from: John Burnham / Samantha Wilson

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Catalina 42 Mkii – Boat Review and Video Tour

The Catalina 42 was our first look at a sailboat over 40 feet and our first look at one of the Catalina Yachts in this size range. Previously, we explored the Beneteau 361 and the Catalina 350 , but we felt their space limitations when considering them as long-term cruising sailboats. The Catalina 42 is a classic, best-selling sailboat from Catalina Yachts, but it comes in two versions: Catalina 42 and Catalina 42 MkII.

The next option was to look at a sailboat in the low 40-foot range, and Josh from Little Yacht Sales was more than willing to guide us along.

Watch this boat review video to see what you think, and we’ll share some facts about the Catalina 42 Mkii below.

*This post contains Amazon affiliate links, which help us fund our journey at no cost to you.

About the Catalina 42 Mkii

The Catalina 42 we looked at is a the two-cabin centerline owner’s berth version. It’s 43’2″ overall in length, and 13’10” wide (beam).

The forward cabin is the “owner’s suite”. It features a pedestal berth flanked by two small settees. There are two hanging lockers and five drawers under the bed. The owner’s cabin also has private access to the forward head.

The salon and galley are both spacious and provide ample storage in lockers and shelves. The galley highlights 10 cabinets, a top and side loading icebox, and an almost 360-degree countertop with the collapsable counter extension.

The aft cabin only spans half of the boat but features a fair double-sized bed, hanging locker, and shelf space.

On the port side, just beyond the galley, there is mechanical access and plenty of utility space for additional gear, tools, washing machine, or portable freezer (such as the Engel or Dometic , Amazon paid link ).

Pros and Cons of the Catalina 42

We’re thinking of the boat in terms of a long-term cruise and with the option to sail open oceans for weeks at a time. Yes, we know she’s designed for coastal cruising, but on the chance, we’d want to cross the Atlantic on trade winds…would she be up to the task?

We do know plenty of Catalina 42 sailboats all around the world. So that’s a good sign.

Here’s a list of our pros and cons for this sailboat.

This Boat in Our Journey

We seem to be gravitating toward Catalina Yachts in our search for the right sailboat. Probably because they have the comfort features and build quality that matches our needs within our budget.

Other mass-produced, affordable sailboats seem to either focus on comfort at the dock or speed for weekend races. Those are certainly nice features, but our journey is about freedom and not so much bay cruising or racing.

The Catalina 42 matches many of our needs, and may be the boat for us. However, we feel the following drawbacks are keeping us from immediately saying this is the one:

• Aft cockpit feels a little tight for long-term living.
• Capsize screening is a little too high for us (we’re inexperienced sailor, so we need more forgiveness from a boat).

Catalina 42 vs Catalina 42 mkii

Frank Butler, the founder of Catalina Yachts, used the philosophy: as much boat as possible for the money. Both the Catalina 42, and mark 2 version fit this mantra. But what’s the difference?

First off, the Catalina 42 is the first version, the mark 1. The first version of the Catalina 42 were hulls 1-477, which finished production in 1995. The Catalina 42 Mark 2 took immediate production in 1995 all the way through the end of its production and was replaced in 2016 by the Catalina 425.

The Catalina 42 mkii introduced a few key differences from the Catalina 42:

• Rounded Stern
• Larger swim platform and storage on transom
• Yanmar Engine instead of Universal
• New Rudder Design
• Option of a two-stateroom layout
• Extra cockpit stowage
• Wing-keel became more common
• Interior layout options

Catalina 42 Design Philosophy “The Catalina 42 is a rather simple, sturdy boat. What you get is good quality, because the structure is there. If you want to make it more elaborate, you can take it as far as you want to go…We followed in the footsteps of the designs for the 36- and 38-footers, which were very successful, then stretched this two feet to allow room for the swim platform.” – Gerry Douglas, Chief Design Engineer

What Do You Think About This Sailboat?

As always, if you’ve read this far, thanks so much! I’d love to hear your thoughts or questions about this sailboat.

Leave a comment below.

And if you have a friend who may be interested in following our journey, please use the buttons below to share with them!

5 responses to “Catalina 42 Mkii – Boat Review and Video Tour”

Such a nice boat!

It is a great boat, and one of our favorites so far with just enough space. Thanks for leaving a comment!

This boat looks so much bigger than the others you’ve looked at. Good luck in shopping!

Thanks, Kate. As I type this, we’re still shopping…and selling, but the sale is a story for an upcoming episode. I appreciate you leaving a comment here!

[…] example, the Catalina 400 and the Catalina 42 are both shorter boats overall, but they are wider and made better use of the space…at least […]

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Which Sailboat?

Catalina 25 Review

The Catalina 25 is a good racer/cruiser for inland and coastal waters available on the used market at very affordable prices.  This sailboat benefits from a large user base, active owner’s forum, and easy availability of spare parts.

Designed by Frank Butler of Catalina Yachts  in Hollywood, CA, over 6,000 Catalina 25s were built from 1976 through 1990, and all in the U.S.  She is designed as an inland and coastal racer/cruiser within budgetary reach of any American.  She is well suited to her purpose in terms of design and build quality although some owners have sailed their Catalina 25s through the Caribbean ( like this fellow ), to South America, and even to Hawaii.  The Catalina 25 was one of the most successful and longest running production boats ever built, and continues to have a strong following and interest.  The standard rig with swing keel configuration is the most popular.

The Catalina 25 has a huge user base, a very active owners’ association with racing, and a plethora of information available about maintenance on their forum (located here ).  Unlike many builders of used sailboats on the market today, Catalina has remained in business and continues to manufacture and source parts for the Catalina 25.  Catalina owners benefit from Catalina Direct , which makes buying many Catalina 25 specific parts  very convenient.  As an aside, note that Catalina Direct is a dealer for Catalina Yachts and is not run by Catalina, the manufacturer.  Many owners of the Catalina 25 report that the plethora of information available on their very active owners forum and the multitude of users eager to help, that the manufacturer was still in business, and that spare parts were readily available, were key points influencing their decision to purchase a used Catalina 25.

The Catalina 25 is a masthead sloop with a modern but conservative design, resulting in a boat that continues to have a relatively modern appearance.  She has a modern canoe underbody and broad transom.  With a waterline length of 22’2”, her length on deck to waterline ratio is equally modern.  Other design elements include a traditional sheer line, a slightly raked bow, a plumb stem with stern hung rudder, and the standard well-known Catalina cabin trunk and port configuration.  Like other Catalina sailboats built during this time, the earlier aluminum trimmed salon ports were later updated to smoked plexiglass.

CONSTRUCTION

Construction quality is good for the Catalina 25’s intended purpose as a racer/cruiser in protected and coastal waters.  The hull is constructed of solid fiberglass and the deck is wood cored.  No reports of oil-canning, hull flexing, or other structural problems exist for the Catalina 25.  The deck is joined to the hull by a shoebox-type flange, sealed with polyester putty, and mechanically connected with self-tapping screws or through-bolts.  The interior is a liner set into the boat before the deck is installed, which is a standard for Catalina and other production builders in the industry.  Although liners reduce access to the inside of the hull, Catalina 25 owners report it is of little consequence on a boat this size as most areas can be accessed by some angle or another.

Minor blistering was an issue on some earlier Catalina 25s, but not all.  Due to the long production run and improvement of fiberglass technology during this time, blistering issues were reduced in each successive year, and were nearly non-existent by the end of the run.  A 1987 Catalina 25 hauled after years of neglect and very few blisters were present.

  Despite the wood coring, soft decks are not a common problem on Catalina 25s.  Catalina 25s rarely have core rot after years of neglect.

The mast is deck stepped on a stainless steel tabernacle with a keel-stepped wooden compression post.  The tabernacle allows the mast to be raised and lowered, which owners report takes about five minutes after learning how.  The mast has one set of spreaders and is supported by three sets of shrouds, two sets of lowers and one set of uppers.  Catalina 25s were rigged with high quality stainless steel.  Jib car tracks are outboard, but due to the relatively narrow side decks, this likely does not compromise sheeting angles significantly and makes going forward easier.

Catalina offered some variation in rigging.  A standard rig and a tall rig were offered.  To provide increased sail area, the tall rig mast is approximately two feet taller than the standard and the boom is attached to the mast approximately one foot lower than the standard.  Some Catalina 25s came from the factory with internal halyards while others are external.  Some came with an adjustable backstay while others did not.  Some lacked a boom vang.  All came with hank on foresails although many owners have retrofitted roller-furling systems.  Early Catalina 25s appear to have lacked backing plates for deck hardware while later boats came from the factory with backing plates installed.  Either way, most owners of earlier Catalina 25s have installed backing plates where they were lacking.  All running and standing rigging components continue to be available from Catalina Direct.

The Catalina 25 came in three keel configurations, initially a swing or fin keel, and later a shoal draft wing keel that replaced the swing keel model.  The keel bolts on the fin keel were not originally stainless steel and were prone to rusting, but stainless steel was used in later models.

The fin is a relatively modern fin type design, deep but not too long, drawing 4’, connected to the hull by five  bolts, and providing a very respectable ballast-to-displacement ratio of 41%.  Although not as short or deep (high aspect) as more modern designs, the longer design (lower aspect) permits a stronger connection to the hull that better withstands groundings and other stresses unlike more aggressive high aspect designs.

The fin keel was originally cast iron, but in the early 1980s the design was improved so that the core of the fin was cast iron, which was then encased in lead, and then encased in fiberglass.  Earlier boats with cast iron keels should have protective anodes installed if not already done.  Many owners have encased their cast iron keels in barrier paints to stave off rust, which efforts appear to be largely successful.

The wing keel is roughly as long as the fin, but reduces draft to 2’10” and gives a very respectable ballast-to-displacement ratio of 40%.  Fin-to-wing keel conversion kits are no longer manufactured but continue to be available on occasion.  Some stiffness is lost when converting to a wing keel.

The swing keel model deserves a separate discussion.  Ballasted swing keels have been relatively rare designs, especially as their contribution to the overall ballast of the boat increases.  However, a dedicated following for ballasted swing keel performance cruisers continues to enjoy the boats built by Southerly Yachts  in England for the premium blue-water boat market.  Also, Jeanneau Shipyard  in France has just launched a ballasted swing keel in their Sun Odyssey line which may indicate a return in interest to the advantages of a ballasted swing keel boat.

On the Catalina 25, the swing keel is cast iron, and pivots from a down position to an aft-and-up position on a 1” diameter cast bronze rod hung between stout cast bronze hangers mounted to the underside of the hull.  When down, the keel provides a 5’ draft, which is deep for a boat of this size.  The keel weighs three quarters of a ton and serves as all of the ballast for the boat, giving these models a modern ballast ratio of 36%.  The heavy weight of the keel prevents many of the annoying banging noises associated with unballasted swing keels.  The keel can be raised by way of a simple and reliable manual winch system located below the companionway steps.  Little effort is required to operate the winch.  When the keel is fully raised to its horizontal position, the Catalina 25 has a draft of only 2’8”, which is of course handy for gunkholing or if the water gets shallow when exploring.  In the event of a grounding, the keel gently swings back and away rather than getting damaged or causing damage to the hull as can happen with fixed keels.

When the swing keel on the Catalina 25 is fully lowered, the keel orientation is high aspect and has a symmetrical foil shape, similar to modern race boats, so that the boat points to weather extremely well and tacks on a dime.  When completely raised, only a small part of the keel is enveloped in the hull, with the rest protruding.  So therefore when the keel is fully raised, the keel orientation is very low aspect, essentially a full keel configuration, enabling the boat to track well with little helm attention, even when sailing downwind.

Catalina recommends that Catalina 25 swing keel hardware be inspected every two years if in a salt water environment, and allows for longer if in fresh water.  However, some owners in fresh water environments report never inspecting their swing keels after thirty years of use and have no problems.  Catalina also recommended a retrofit be performed on earlier Catalina 25s to reduce the side-to-side movement of the keel along the pin, which could cause the keel to wear through the pin.  If not already done, owners should perform or have this retrofit performed and a kit is available from Catalina Direct.  Despite the swing keels being cast iron, Catalina did not typically install a sacrificial anode on Catalina 25s at the factory.  Catalina 25s should have a sacrificial anode installed, especially if in salt water, although owners of fresh water boats without sacrificial anodes have reported little corrosion.  Sacrificial anode kits, including the drill bit necessary to go through the cast iron, are available from Catalina Direct.

Interestingly, the swing keels themselves were cast in Mexico and shipped to Catalina.  Some keels have the word “MEXICO” cast into their side, which is not usually apparent if the keel has been faired.

The Catalina 25 came with a transom hung unbalanced spade rudder.  The rudder draws 2’10” so that it is somewhat protected by the keel, even the swing keel when raised fully.  The unbalanced rudder can require some effort if sail trim is not correct, or when racing or in rough weather.  Some Catalina 25 owners have upgraded to a balanced rudder, which they report enables steering with just one finger.  Balanced rudders are available from Catalina Direct.

SAILING CHARACTERISTICS

All three keel configurations sail well on any point of sail and owners consistently refer to the boat as “forgiving”.  Catalina 25 owners disagree as to whether the fin keel or the swing keel point to weather better.  Racing ratings indicate that the fin is the best performer with the swing keel close behind.  The masthead sloop configuration means a headsail is required for best performance.  With both the approximately 16:1 sail-area-to-displacement ratio of the standard rig and the approximately 17.75:1 ratio of the tall rig, in either configuration the Catalina 25 easily achieves hull speed in anything but the lightest of airs.  The relatively flat canoe body and beam carried aft cause Catalina 25s to have good initial stability.  The 36-41% ballast-to-displacement ratios mean Catalina 25s are stiff, and if knocked down, quickly right themselves.  The swing keel configuration is the stiffest, followed by the fin keel, and then the wing keel.  Many Catalina 25 owners report preferring to reef when winds reach above 15 knots.  The original mainsail provided by Catalina is a little baggier, even when new, than many sailors would prefer.  This was reportedly done intentionally by Catalina to improve Catalina 25 downwind performance to the slight detriment of windward performance.

AUXILIARY POWER

Most Catalina 25s are powered by an outboard motor on an adjustable mount.  Most Catalina 25 owners prefer a motor close to 10hp, which easily drives the boat at hull speed, even in rough conditions.  Some owners report 6hp is sufficient in calm waters.  A long shaft outboard with a shaft length of at least 25″ is preferred to keep the prop in the water in rough conditions.  Roughly 150 Catalina 25s were delivered from the factory with an inboard diesel, which was located behind the companionway steps beneath the cockpit sole.  Engine access for the inboards is expectedly cramped, but decent from the quarter berth and the companionway steps.  A few Catalina 25s appear to have factory-installed sail drives, or perhaps undocumented refits to sail drives by previous owners.  Catalina 25 owners who are active in racing prefer the outboard motor because the increase in PHRF rating, which is not always given by a race committee, is not typically enough to offset the drag caused by the inboard’s prop.  Outboard motor mount kits for owners upgrading 2 stroke motors to heavier 4 stroke motors are available from Catalina Direct.

The Catalina 25 was partially marketed as a trailer-sailer.  All three keel configurations have been pulled on trailers regularly by their owners, but the swing keel model is by far most popular for trailering.  However most Catalina 25 owners do not report trailering their boats with great frequency, likely due to the boat’s weight requiring a substantial tow vehicle and dual-axle trailer.  Some owners report their total trailering weight to approach 8,000 lbs, considering the weight of the boat itself, the trailer, and the equipment, gear, and supplies stowed on the boat.  In addition, stepping the mast is more complicated than a day sailer, requiring the use of a special rig to handle the large mast, which is available from Catalina Direct or can be built at home by an owner with designs available on the Catalina 25 forum.  (For a more trailerable Catalina, see the Catalina 22 .)

A pop-up cabin top was an option on early models and later became standard.  The pop-top is another interesting Catalina 25 feature that deserves its own discussion.  The pop-top raises head room in the salon to 6’4″, improves ventilation mightily, and enables a 360 degree view of the outside of the boat while standing below.  The Catalina 25 can be sailed with the pop-top up, but only in light airs because it requires disconnection of the boom vang.  Some Catalina 25 owners report raising the pop-top partially so that they have standing head room below but have protection from rain.  An optional pop-top tent allowed the pop-top to remain up while keeping the salon protected from the elements.  However, the pop-top does introduce an element of risk if the boat were turtled, but a boat designed for inland and coastal waters is not likely to see conditions that would cause turtling.  If one intended to take the boat beyond coastal cruising, a model without a pop-top may be preferable.

Fit and finish of the Catalina 25 is not luxurious but is better than expected at this price-point.  Wood trim is solid teak and bulkheads are teak-veneered marine grade plywood.  Accommodations are typical but very good for a boat of this size due to its moderate freeboard and beam carried well aft.  The original Catalina 25 marketing materials indicate the boat sleeps five, although one owner reported regularly sleeping with his wife and five children on the boat, as well as two guests on one occasion.  The accommodations should be acceptable for any average-sized couple or typical family.

The Catalina 25 cabin sole is the pan liner and has a respectable wood-like look modeled into it, patterned after a teak and holly sole.  The settee and berth cushions are 3” foam, which some owners have upgraded to 4”.  The original cushion covers vary from the what would now be considered hideous, patterns of the late 1970s and early 1980s, to the more acceptable patterns of the late 1980s and 1990s.  The ceilings have an unobtrusive pattern molded into the fiberglass.  No pattern is molded into the sides of the hull.

All lights installed in Catalina 25 by the factory were an inexpensive grade product designed for the RV industry rather than marine use.  Many of these lights are still in use on Catalina 25s, but many owners have replaced these lights with marine grade equipment, in part because their domes were prone to crack and because replacement domes are no longer available.  Several options for direct fit Catalina 25 replacements are available from Catalina Direct.

Forward is the v-berth, which has the typical central insert so that either more maneuvering room or more bed space can be had.  This berth can sleep two average-height adults.  One Catalina 25 owner reports having three children sleep here comfortably.  Catalina installed one light on the port side.  Fresh air is provided by the large opening hatch, which can be tightened in place partially opened to enable air flow but prevent young children from wandering about on deck unsupervised.  Additional natural light is provided by a port light just aft of the anchor locker.  A huge space beneath the v-berth is accessible from hatches beneath the cushions and in some boats, a door in the bulkhead supporting the aft end of the berths.  Some boats also came with a shelf in the bulkhead supporting the port side of the v-berth.  Many Catalina 25 owners use the space below the v-berth for storage or additional systems or tanks.

Immediately aft of the v-berth is the head.  Some Catalina 25s came from the factory with an accordion door fitted between the v-berth and the head.  Other Catalina 25s have been retrofitted with this additional privacy feature by owners.  The head does not afford standing room but is comfortable for sitting so that a shower is not a good upgrade (although some owners install cockpit showers).

Catalina 25 heads came in varied configurations, with a portable toilet or real marine head to port, and a sink or locker to starboard.  There is a platform on which both toilets would sit, which elevates a portable toilet to a comfortable height and enables easy access to the plumbing of a marine toilet, making maintenance of the marine toilet or conversion from a portable to a marine toilet straightforward.  Most Catalina 25s had a large deep shelf along the inside of the port side of the hull behind the toilet and some had hanging storage above the shelf.  If the sink was fitted, Catalina installed a light, a Whale flipper-type faucet for cold water only, an opening cabinet below the sink, and typically a shelf above the sink along the inside of the starboard hull.

Thankfully, Catalina changed the port lights on each side of the head to a version that opens, both of which are fitted with bug screens.  Catalina 25 owners report that with the v-berth hatch and both ports open, there is excellent ventilation when performing necessary business.  Owners also report that due to the angle at which the port and starboard ports are situated, water can collect in them.  Although leaking is not typically an issue and replacement gaskets are readily available from Catalina Direct, water can splash down into the head if these ports are opened after a recent rain.  Parts for the plumbing and marine toilet are available from Catalina Direct, including everything needed to install a marine toilet with holding tank in a Catalina 25 previously without one.

Aft of the head is the main salon, if a Catalina 25 could be said to have a main salon.  Almost all Catalina 25s came from the factory with an accordion door fitted between the head and the salon.  There is standing headroom in the salon for below average-height  adults, and for anyone shorter than 6’4” on pop-top models with the pop-top raised.  Newer Catalina 25s had the cabin sole lowered a few inches, increasing headroom.

The salon area came in three configurations, one traditional-type with a settee to port and starboard and a fold-down drop-leaf table, and the two other dinette-type configurations with a dinette to port and a settee to starboard.  All three interior configurations have a galley area in the aft and port corner of the salon.  All three configurations have a starboard settee running the full length of the salon with a shelf built into the side of the hull behind the back of the settee, which is long enough to double as a berth for an average sized adult.  The fresh water tank is located forward beneath this settee and the dual battery box is located beneath the aft end.

On the traditional layout model, the port settee and shelf behind built into the hull are a little shorter than the starboard settee, to enable space for the galley area.  This settee can double as a berth for a child, teen, or person of below average height.  The drop-leaf table can mount to the forward bulkhead when not in use, freeing up space in the salon.  Many Catalina 25 owners report leaving the table down but with the leaf closed which enables passage fore and aft on the starboard side of the salon while leaving a convenient table for one or two on the port side.  Owners also report that a Catalina 25 specific retrofit offered by Catalina Direct is required to keep the table from tipping over when used in this manner.

There is a difference amongst the dinette models in that some had the older fore-and-aft seating arrangement while others had a more modern L-shaped arrangement.  In both cases the table lowered to create an additional berth.  Both the more traditional dinette and L-shaped configuration also benefited from having a shelf built into the inside of the port hull like with the traditional interior layout.

In all configurations, the black water holding tank is located beneath the port settee or dinette seat.  Catalina typically installed one light above each shelf along the hull.  Some Catalina 25 owners have cut holes into the backs of the settees to create additional storage space.  Swing keel models with the traditional layout have a narrow wooden box about one foot long at the fore end of the salon which houses the keel trunk, and which most owners report using as a coffee table.  In swing keel models with the dinette interior, the keel trunk is concealed beneath the forward dinette seat.  There are bilge access hatches in the cabin sole.

The Catalina 25 galley area has slightly more head room than the rest of the salon due to the cabin sole being lower there than elsewhere so that an average height male can nearly stand up.  Catalina 25s came from the factory with a two burner pressurized alcohol stove dubbed by owner’s as the “curtain burner”.  Most alcohol stoves have been replaced with a newer and safer appliance.  The space allotted for the stove is outboard to port and large enough to support a gimbaled multi-burner range and oven, or a medium sized microwave oven.  Aft of that space is the ice box, roughly 5 gallons in size, and which can keep a 10lb bag of ice for two days.  Some Catalina 25 owners have upgraded the insulation around the icebox or installed refrigeration kits.  Inboard of the icebox is a single sink.  On all Catalina 25s, the factory installed a light above the ice box, and Whale flipper type faucets for cold water only.  Some owners have upgraded to pressurized and hot and cold water.  Replacement parts for galley equipment and all interior plumbing are available from Catalina Direct.

Aft of the sink on the bulkhead is the fuse panel, switches, and battery selector.  Accessing the wiring to this panel is relatively easy through the lazarette.  Some Catalina 25s were equipped with shore power from the factory, and if so, the alternating current switch is typically located here as well.  Shore power is another popular upgrade by Catalina 25 owners, with kits available from Catalina Direct.  Replacement electrical components are available from Catalina Direct.

Aft of the starboard settee is the quarter berth.  This berth is long enough to sleep even the tallest adult.  If the boat is equipped with an outboard, then there is extra space to stretch out where the inboard motor would otherwise be located.  Many Catalina 25 owners use this space for storing long items, such as boat hooks, spinnaker poles, tents, etc.  At the aft end of the quarter berth is a self built into the transom.  There is also a transom inspection port near there.  Catalina installed a light above the forward end of the quarter berth.

VENTILATION

Ventilation is extremely good on the Catalina 25 due to the already discussed opening hatch and ports, and is especially good with the pop-top cabin models.  However, even owners without the pop-top models report being able to sleep in comfort, even in warm climates, by using a Windscoop in the hatch in the v-berth, or by running a box fan in the hatch in the v-berth, both of which can funnel air through the entire boat.  Some Catalina 25 owners report an additional box fan is necessary in the hatch way to improve the funnel effect, especially in the aft quarter berth.  Other owners have installed marine air conditioning, while others have installed simple inexpensive household window air conditioners in the bulkhead between the aft quarter berth and the lazarette – they open the lazarette when running this setup in order to circulate air to the air conditioner, and the air conditioner’s condenser simply drips into the lazarette and into the bilge.  Many Catalina 25 owners have installed solar-powered ventilation fans in the v-berth hatch or in the head to ventilate the boat when not in use.

Up the four steps from the salon through the large companionway is the Catalina 25 cockpit.  For an inshore boat, the large companionway is nice.  The relatively large companionway makes it possible for someone to stand in the salon and be connected to the goings on in the cockpit, and provides additional light and ventilation to the salon.  At the base of the companionway is a respectably sized bridge deck to prevent down flooding into the salon.  Catalina 25 owners report that the rake of the companionway can enable rainwater to leak onto the companionway steps and the salon sole.  Many have canvas or other covers over the hatch boards when away from their boats or during rain.

The cockpit of the Catalina 25 is large for a boat this size.  Six can sit comfortably in the cockpit and eight can squeeze in.  The benches are comfortably broad with decent backrest coamings.  The coamings are wide enough to install additional cleats and winches, cup-holders, and bimini covers or cockpit awnings.  A bimini kit specific to the Catalina 25 is available from Catalina Direct.  Many Catalina 25s came from the factory with open cubbies installed in the coamings and many owners have installed cockpit stereo speakers.  A retrofit is available from Catalina Direct for Catalina 25s without these cubbies.  The benches are long and wide enough for an adult to sleep comfortably under the stars.  The rake of the cabin trunk at the forward end of the benches makes for a comfortable backrest when lounging.  Cockpit cushions are available from Catalina Direct as well as other suppliers.

For safety, the Catalina 25 cockpit is self-bailing.  Early models had the scupper drains in a horizontal position in the cockpit sole, which as in other boats were prone to clogging with leaves and other debris.  Later Catalina 25s were updated with drains oriented vertically in the transom at the level of the cockpit sole, which do not clog.  A stainless steel rail surrounds the cockpit.  Lifelines extend forward of the rails.  The lines open on either side at the forward end of the cockpit.  A stainless steel swim ladder hangs from the stern, and can be lifted out of the water when not in use.

All Catalina 25s came with a tiller, and the cockpit is setup well for tiller use with two benches that run the length of the cockpit.  Racers will appreciate the feedback of the tiller steering, but some more cruising oriented Catalina 25 owners have retrofitted wheel steering with relative ease due to the short distance from the cockpit to the rudder and easy access to necessary spaces beneath the cockpit.  The tiller on most Catalina 25s can be raised out of the way when not sailing, although some boats came with two bolts connecting the tiller to the rudder, in which case most of those owners simply removed one of the bolts so that the tiller could still pivot up and out of the way.  Replacement tillers specific to the Catalina 25 are available from Catalina Direct.

Most Catalina 25s have their halyard winches at the aft end of the cabin top, which cannot be reached by the helmsman without a tiller extension, but which are well situated for crew to operate.  Some earlier boats had their halyard winches mounted to the mast, although many owners have reconfigured their boats so that all lines lead aft.  Many owners have fitted the Tiller Tamer available from Catalina Direct, which allows them to leave the tiller unattended while moving forward.  Not all Catalina 25s have Jib sheet winches but if they are installed, are typically found on the cockpit coamings within very easy reach of the helmsman.  The mainsheet is also within very easy reach of the helmsman.  The Catalina 25 cockpit is large enough for crew to operate both the mainsheet and the jib sheets without interfering with the helmsman.

Beneath the port bench is a very large lazarette for a boat this size.  One Catalina 25 owner reports being able to easily store a 110% working jib, 135% drifter, and a 155% genoa in this locker along with his shore power cable, fenders, a throwable life preserver, and many miscellaneous items along the shelf built into the starboard side of the hull.  He particularly appreciated not having to clutter up his v-berth, which he and his wife actively used, with sails as is done on many boats.  The Catalina 25 lazarette can be secured with a padlock to prevent theft or a pin to prevent down flooding in a knockdown.

All Catalina 25s came with a manual bilge pump, which was mounted in this lazarette so that the pump handle when installed, protrudes from the side of the left cockpit bench.  Access to this pump is easy from inside the lazarette.  The manual pump is not self-priming and is of little use except in emergencies.  Many owners have upgraded to electric bilge pumps running in tandem with the manual.

The earliest Catalina 25s had the fuel tank situated in this lazarette, but later the aft end of the lazarette was divided into a separate fuel locker which is accessible beneath an additional hatch under the aft end of the port bench.  The problem with having the fuel in the lazarette as in the original design is that the lazarette drained to the bilge enabling a possible build-up of explosive fumes on boats equipped with outboard motors and lacking bilge blowers as inboard boats have.  In the updated Catalina 25 design, the fuel is in a raised locker that vents to the outside and has no connection to the bilge.

Beneath the aft end of the starboard bench is a storage compartment not specified by Catalina for any particular use.  This compartment has a rubber gasket, and so some owners use it for dry storage while others use it for a cockpit cooler, large enough to hold ice and a 6 pack.  Some Catalina 25 owners report using this compartment for live bait.

Almost always, cockpit instruments are mounted in the aft cabin trunk bulkhead.  Owners report replacing and installing new instruments is straightforward due to easy access.  While typical and practical for boats of this size, if the cockpit is full, crew and guests can block the captain’s view of these instruments, and he or she must ask the person seated closest to them about readings.

Going forward, the side decks of the Catalina 25 are necessarily narrow, but not uncomfortably so.  The lifeline stanchions are at the low height of 22” typical for a boat this size, but are functional if one pulls up on the lifeline when holding on, which plants feet firmly on deck.  Most Catalina 25s have handholds running the entire length of the cabin house top.  The shrouds are placed directly in the middle of the side decks so that going forward requires a little navigation although owners seem to move forward with ease.  Replacement life lines and stanchions specific to the Catalina 25 are available from Catalina Direct.

The bow is a nice space for working with a sturdy pulpit surrounding the anchor locker.  Catalina 25 owners report this is a nice rail on which to lean while hanking on jib sails in a chop.  The anchor locker is large enough to hold an appropriately sized Danforth anchor and plenty of rode.  The anchor locker drains overboard and can be secured with a padlock or pin.  Replacement bow pulpits and stern rails specific to the Catalina 25 are available from Catalina Direct.

In 1990, the Catalina 25 was discontinued and the Catalina 250 was introduced shortly thereafter.  While the Catalina 250 is also a good boat, it began Catalina’s shift toward day-sailers in this size class.  The Catalina 250 used water ballast with a centerboard to improve trailering ability, but a wing keel model was also offered for sailors interested in a more traditional setup.  The Catalina 250 also lacked a number of the liveaboard-type cruising features of the Catalina 25, but did benefit from a better enclosed head.  Catalina produced the Catalina 250 for a number of years, but later moved entirely to day-sailors for this size class of boat.

Catalina 25s can be found on the used boat market typically ranging anywhere in price from $4,000 to $15,000, mostly depending upon condition, installed equipment and upgrades, and interior updates.  However, derelict project boats occasionally pop-up for much less.  Due to the ubiquity of the Catalina 25, it is always easy to find one for sale on Craigslist, Sailboat Listings , Sailing Texas , and other venues, and there are a plethora on Yacht World .  If shopping for a Catalina 25, make sure all swing keel maintenance has been performed or be prepared to do it.  Check early boats with aluminum trimmed windows for leaks, which was common but easily repairable.  Check for blistering, which was a hit and miss problem on earlier boats.  Otherwise, nothing is special to consider with these boats that one would not for any other boat.

Special thanks to Scott Bond, Steve Milby, Frank Oliver, Dave Bristle, and Kyle Koeper for their contributions to this article.

ADDITIONAL RESOURCES

Catalina 25, 250 & Capri 25 International Association

Catalina 25 Specific Parts Available from Catalina Direct

Catalina 25s for Sale on Yachtworld.com

COCKPIT VIEW VIDEO OF CATALINA 25 SAILING ON CALIFORNIA DELTA

CATALINA 25 CLASS RACING

VIDEO TOUR OF A CATALINA 25 WITH POP-TOP, TRADITIONAL LAYOUT, AND SWING KEEL

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8 thoughts on “ catalina 25 review ”.

A big thank you for your blog post.Really thank you! Really Cool.

Yep thanks from me too! I’ve never heard of these things, believe it or not. Just found one in Sydney and am doing some googling… turns out they’re a great, much loved boat lol. This comprehensive article is evidence for sure. Such a nice, clean shape that really hasn’t aged. Maybe newer designs are wider in the tail but that’s about it. This experience feels like when I bought a boring old Subaru and discovered that there were heaps of web sites and forums run by people who love them.

I like the catalina 25 sailboats

enjoyed this article. I would like to know if you can totally beach a swing keel so that the weight of the boat rest atop of the swing keel.

Hello DAB and thanks. The swing keel Catalina 25 was not designed to be beached or grounded. When fully lifted, the keel remains mostly below the hull. If the boat were beached, the keel could put more stress on the fiberglass keel trunk and slot in the hull than the design could accommodate.

The C-25 boats with inboard was factory installed with standard stuffing box not a saildrive. Had my ’86 ten years. We loved her. She never let us down.

“Check early boats with aluminum trimmed windows for leaks, which was common but easily repairable. ”

mine is early and has leaky aluminum windows. Can you point me to resources (or the source of your info?) for easy repairs? My understanding was that gasket/window replacement was a complete pain, but maybe that was for later boats.

Hello Smosh! The link below will take you to the Aluminum Window Reseal Kit available from Catalina Direct. The kit includes the materials you need to make the repair, and includes instructions. http://www.catalinadirect.com/index.cfm/product/1055/aluminum-window-reseal-kit-c-25-c-27.cfm

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Catalina Introduces the 6 Series

• By Cruising World Staff
• September 4, 2024

Catalina Yachts has just introduced its 6 Series, which includes four models that are being designed and built in the United States. The 6 Series is set to premiere at the Annapolis Sailboat Show as a 2024-25 Cruising World Boat of the Year nominee.

The Catalina 6 Series includes a 316, 356, 386 and 426. According to the builder, this series “represents the culmination of extensive research, innovative design and valuable feedback from our dedicated sailing community of owners and dealers.”

Catalina says its team started working on the 6 Series back in spring 2023, when the shipyard decided to update its keel shapes. Designers worked with Mars Metal to enhance hydrodynamics in a way that would attain superior lift and reduced drag.

The updated keel designs, Catalina says, improve speed and handling along with stability and safety, making the 6 Series models suitable for sailors of all skill levels.

Another major change with the 6 Series is the introduction of a new Selden rig that’s intended to maximize performance and ease of use. It’s lighter and stronger than previous versions, allowing for what Catalina says is more precise sail control, improved aerodynamics and increased overall efficiency.

Catalina also worked on the Series 6 models with Garhauer, Edson, Sensar, Webasto, Southco, Doyle, Lewmar and Dometic. And, the shipyard says, the development of this series was “heavily influenced” by feedback from consumers—including surveys on the company’s app.

“This feedback helped us identify the features and improvements that our customers wanted to see in our updated models,” the company stated. “We are proud to say that the 6 Series reflects the desires and expectations of our loyal sailors.

Features on the Catalina Series 6 sailboats also include: Multiaxial fiberglass for a stronger laminate and stiffer structure, including use of carbon fiber in select locations and assemblies; a Group 31 starting battery for added capacity and capability; a Sensar Marine monitoring system as standard equipment; new diesel heating options for extending the sailing season; and Butler Explorer steering pedestals for enhanced ergonomics.

Where to learn more: visit catalinayachts.com .

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Catalina 545

Catalina 545 is a 56 ′ 2 ″ / 17.1 m sailboat designed by Gerry Douglas and built by Catalina Yachts starting in 2020.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Hull Length: 53.5 ft Displacement is lightship.

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We Test: Costa Grand Catalina Sunglasses

• By Garrett Cortese
• September 11, 2024

Costa has long been a leader in sunglasses’ design and performance. One of their recent releases harkens back to vintage designs, while adding a slew of new high-tech capabilities. The Grand Catalina frames bring back a classic Costa design from the 80s, while adding the capabilities of polarized 580 G (glass) lenses and a whole lot more.

Aside from the retro aviator design, the calling card of the Grand Catalina frames has to be the removable side shields. The pieces are easy to pop in and out, and add a lot of protection from the periphery – a big plus for those spending long days on the water, in the sun, or both. The side shields integrate seamlessly with the arms, and the rounded form at the top offers protection from above, as well. So not only do the side shields look good, but they add serious functionality, making the Grand Catalinas an extremely versatile pair of sunglasses.

Of course, you can’t ignore the styling. The classic aviator look never gets old because, like a good pair of jeans or an Eames chair, it just works. The Grand Catalinas don’t just look good, though, they fit beautifully. The frames are lightweight, thanks to Costa’s advanced construction, and soft pads in the bridge prevent slippage and fatigue if you have to keep them on all day. The nose pads are also adjustable, for total customization. Spring hinges in the arms keep the Grand Catalinas locked to your head, while eliminating the stretched-out, loose feeling that can occur in sunglasses after lots of use.

I spent multiple days on the water in a variety of environments wearing a pair of Grand Catalinas equipped with 580 G “blue mirror” lenses. Simply put, they’re awesome, and work best in bright conditions. They are ultra-clear, while the polarization adds a little “boost” to the view, and makes looking into the water very easy. The design of Costa’s 580 G lenses is also scratch resistant – a big bonus for those of us prone to putting our glasses down where they can end up getting scuffed.

Read Next: More About Costa

The only downside for me with the Grand Catalinas has more to do with my giant head than the design or performance of the sunglasses themselves. Because my head is on the wider side (I wear a 7-5/8 size hat), the side shields press against my temples when installed. It’s not uncomfortable at all, but definitely noticeable. It hasn’t detracted from me using the Grand Catalinas on a regular basis, both out on the boat and around town, but I’m not installing the side shields every time I wear them.

Overall, with the Grand Catalinas, Costa has created another winner. As boaters, anglers and watermen of all types continue to seek out eyewear options that offer high-end performance and a great, classic look, many different brands have strived to bridge that gap. Costa’s Grand Catalina frames may just be the Golden Gate.

Costa Grand Catalina (as tested): $292, costadelmar.com

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• Sailboat Reviews

Catalina 30

One of the most popular, and least expensive, 30-foot cruiser-racers ever built,but there are some trade-offs..

[Updated December 6, 2018]

The Catalina 30 may well be the most successful 30′ cruiser-racer ever made. Since the Catalina 30 went into production in 1974, output has been steady, and thousands have been built.

The success of Catalina is even more remarkable when you consider that the company does no advertising. You will not find a single ad for Catalina in any national magazine. The company depends on its extensive dealer network and on word of mouth promotion from satisfied owners.

The average boat manufacturer spends between 5% and 10% of gross revenues on advertising. By eliminating that cost, Catalina may well be saving as much as $1,000 to $2,000 per Catalina 30. Any way you look at it, that translates into a lower price in the marketplace.

The entire Catalina line is extremely popular with new boat dealers, who are required by Catalina to represent other lines as well. Usually, the Catalina line is priced about 5% lower than a comparably equipped boat of the same size and type from other manufacturers.

Catalina owners frequently trade up through the line. Some dealers make a policy of offering the customer full trade-in value for a smaller Catalina traded up for a larger one within the first two years after purchase. A remarkable number of owners do.

The line has grown over the years, and Catalina now makes a 22, 28, 30, 34, 36, 42 and 50, all available with either a fin or wing keel.

The Catalina 30 is a typical, fairly light displacement modern design. The boat has a swept-back fairly high aspect ratio keel of the type made popular by IOR racing boats in the early 1970s. The high aspect ratio spade rudder is faired into the underbody with a small skeg.

On a waterline length of 25, the Catalina displacement of 10,200 lbs is slightly above average for modern cruiser-racers. By way of comparison, the Newport 30 displaces 8,000 lbs, the Cal 31 9,200 lbs, the ODay 30 11,000 lbs.

The boat is conventionally modern in appearance. She is moderately high-sided, with a fairly straight sheer and short ends. The cabin trunk tapers slightly in profile, and is slightly sheered to complement the sheer of the hull. When coupled with the tapered cabin windows-a Catalina trademark-this yields a reasonably attractive appearance compared to many modern boats.

Construction of the Catalina 30

The hull of the Catalina 30 is hand layed up of solid fiberglass. In areas of high stress, such as the tops of the cockpit coamings, where winches are mounted, the laminate has been reinforced with plywood.

The external lead keel is bolted to the hull with stainless steel bolts. On most Catalina 30s we examined, there was slight cracking at the joint between the hull and ballast, which is typical of boats with narrow external ballast keels. The surface of the keel is roughly faired with polyester putty at the factory. This must be sanded properly fair by the owner or commissioning yard before the boat is launched, or light air performance will suffer. The hull must also be heavily sanded before paint is applied, or there is likely to be paint adhesion failure.

The hull-to-deck joint is simple. The deck molding is wider than the hull molding. At the outboard

edge of the deck, the molding forms a downwardfacing right-angle flange. This is slipped over the hull molding, and the joint filled with what appears to be fiberglass slurry. The joint is finished with a soft plastic rubrail held by an aluminum extrusion. The aluminum extrusion is held in place by stainless steel self-tapping screws, which reinforce the chemical bond. An integral solid wood sheerstrake, laminated into the hull, further strengthens the joint.

This joint is suitable for use in a boat which is used for daysailing and coastal cruising. We would not choose it for an offshore boat. Any projection beyond the side of a boats hull can be subject to tremendous strains from bashing into a head sea, Despite the fact that the joint and rubrail project only about 1/2″ beyond the hull, there is some inherent weakness in this mode of hull-to-deck attachment.

There was some play in the rudder stocks of every Catalina 30 we examined. This is similar to the problem found in the Pearson 30. It is more likely to be a minor annoyance than a serious problem.

Lifeline stanchions are more closely placed than on almost any production boat we have seen. Double lifelines are standard, as are double bow and stern rails. Stanchions are through bolted, but with washers rather than the backing plates we prefer. Some owners report problems with leaking stanchions. This is easily corrected, as the stanchion fastenings are readily accessible from inside the boat.

The rig is a simple masthead sloop, with a straight section aluminum spar, double lower shrouds, and, at least on older models, wooden spreaders. The mast is stepped on deck, supported by a wooden compression column belowdecks. All the boats we examined showed local deflection of the top of the cabin trunk in the way of the mast step. This varied from as little as 1/16″ to over 1/4″. There was no evidence of stress in the form of cracks around any of the steps, however.

It is difficult to assess the method of attachment of the chainplates and bulkheads to the hull. The interior of the hull is completely lined, showing no raw fiberglass, nice to look at but preventing examination of the internal structure of the hull. Lower shroud chainplate attachments have been beefed up since the first hulls were produced. Owners warn that when considering the purchase of a used Catalina 30, be sure that the chainplates have the new reinforcements installed.

A shoal draft model, drawing 11″ less than the standard model, is popular in some areas where the water is spread thin, such as Florida and the Chesapeake. A taller rig is also offered, and might be recommended in traditionally light air areas, such as Long Island Sound.

Handling the Catalina 30 Under Sail

With the standard rig, the Catalina 30 will be slightly undercanvassed in areas with predominantly light weather conditions. In areas with normally heavier conditions, such as San Francisco, the standard rig should yield good performance. The working sail area with the standard rig is 446 square feet. For comparison, the Pearson 30, with the same sail area, weighs 1,900 lbs less than the Catalina 30. To get good performance in light air, the boat will either have to be ordered with the taller rig, or very large headsails must be carried. If headsails larger than a 150% genoa are carried with the normal rig, turning blocks will have to be added aft in order to get a proper lead to the headsail sheet winches.

The Catalina 30 is a very stiff boat. The combination of a high ballast/displacement ratio, extraordinary beam, a deep fin keel, and a fairly small sail plan produce a boat that stands on her feet very well. Owners consider the boat to be just about as fast as other boats of the same size and type. PHRF ratings suggest that the tall rig boat is substantially faster than the boat with normal rig. With the tall rig, and well-cut racing sails, the boat should be competitive with other cruiser-racers that are actively raced, such as the Pearson 30, the ODay 30, and the Ericson 30-2.

Sails are available from the factory, and are cheaper than one is likely to find either from a local racing sailmaker or one of the big national names. If the boat is to be used only for daysailing and cruising, the factory-supplied sails are likely to be adequate. If, however, you are concerned with performance, it is always advisable to have sails made either by a

national sailmaker with a local loft, or by a local racing sailmaker. The sailmaker who is familiar with local weather conditions, and who probably races himself, is most likely to provide a faster suit of sails for any boat than those provided as a factory option.

The Catalina 30 does not have any particularly disturbing or exciting characteristics under sail. Like many wide modern boats, she rapidly develops weather helm when heeled. The boat should be sailed on her feet. Because she is quite stiff, headsail changes will not be as frequent as with a boat such as the Pearson 30.

Handling the Catalina 30 Under Power

The standard engine for the early Catalina 30 was the workhorse, 65 cubic inch Atomic-4 gasoline engine. For an additional $785, the boat could be delivered with a 31 cubic inch, 11 horsepower Atomic-Diesel. The small diesel is barely adequate power for a 10,200 lb boat. The 16 horsepower Atomic-Diesel might have been a better choice.

In a flat calm, the small diesel will push the boat at about 5 knots. With the old Atomic-4, the boat should easily reach hull speed under power.

Although the engine has flexible mountings and a flexible shaft coupling, there is substantial vibration under power with the small engine. This is felt most acutely in the cabin, because of the midships location of the engine. The engine box has no soundproofing. The main cabin is very noisy under power. Long periods of powering would be uncomfortable for the people belowdecks.

With a fin keel and spade rudder, the boat is quite maneuverable under power, both ahead and astern. With the wheel steerer-one of the most popular options-very little steering effort is required.

Deck Layout of the Catalina 30

The deck layout of the Catalina 30 is typical of small cruiser-racers. There is a small foredeck anchor well. Access to the hull-mounted running lights is via this well. The running lights are protected from damage inside the well by molded fiberglass covers. We are not fond of running lights mounted in the topsides, which often short out. Other manufacturers who mount the lights in the hull could take a lesson from Catalina, however. Neither C&C nor Cal protects their running lights on the inside of the anchor well. There are double bow cleats, but no bow chocks. There are also double stern cleats, but no stern chocks.

Despite the wide cabin trunk, it is reasonably easy to maneuver on deck. The shrouds are placed far enough inboard to allow going outside them on the way to the foredeck. There are well-mounted teak grabrails on the cabin top.

The cockpit is large and comfortable. With wheel steering, it easily accommodates the helmsman and four companions. There is a large sail locker under the port cockpit seat, and a smaller locker under the starboard seat. There is also a fair-sized lazarette locker. The sail locker is properly separated from the under-cockpit area.

The cockpit is too large for offshore use. There are only two fairly small cockpit drains, whose size is greatly reduced by strainers. Despite the fact that the companionway has a fairly high raised sill, at least two of the three companionway drop boards would have to be in place to raise the sill to the level of the main deck.

The strong taper of the companionway allows the drop boards to be removed by lifting them only about 1.5″. In a bad knockdown in really severe weather, the boards could fly out or float out much easier than if the companionway were more parallel-sided.

The sliding companionway hatch is unnecessarily large. This is useful when sitting in a marina in a hot climate, such as southern California, but it is a disadvantage at sea.

Because the main cabin bulkhead slopes forward, the drop boards cannot be left out of the companionway for ventilation when it rains. For this reason, boats used in rainy climates frequently have cockpit dodgers. Otherwise, they become stifling below in wet weather. There is no provision for ventilation below in rain or heavy weather.

There is a permanently mounted manual bilge pump operable from the cockpit. Other manufacturers would do well to include such a pump as standard equipment. Not many do.

The Catalina 30 Interior

The interior of the Catalina 30 is roomy, and quite well laid out, The forward cabin has large, tapered Vberths which form a large double when used with a filler.

A molded hatch which forms part of the front of the cabin trunk, will provide good ventilation in port, but is likely to be a leaker in heavy weather.

The head is quite comfortable. The optional shower drains directly to the bilge. Toilet installations are all optional. There is good storage space for clothes in a hanging locker and drawers opposite the head.

Interior bulkheads are teak-faced plywood. The hull is completely lined with fiberglass hull liners, yielding a very finished appearance.

The main cabin is large and comfortable for a 30′ boat. There is an L-shaped settee to port, and a straight settee to starboard. The cabin table folds up against the forward bulkhead when not in use.

The engine is mounted under the settee and part of the galley counter. Its a tight fit. Access for service is excellent through traps in the settee. The location of the engine in the lowest part of the bilge does make it vulnerable to bilgewater, however.

Under the cockpit to starboard, there is a large double quarterberth. Unfortunately, the occupant of the inboard half of the berth had better be pretty thin and non-claustrophobic, for headroom over that portion is only a little over one foot.

A large, U-shaped galley is to port. A gimbaled alcohol stove with oven is standard, as are double sinks. The icebox is uninsulated except for the side facing the stove, and it drains directly to the bilge. Storage space in the galley is plentiful, although not as much as it might first appear, for the lockers under the sinks are filled by hoses for the engine and water tanks. Batteries are well-mounted under the small chart table opposite the galley.

The appearance of the interior is one of spaciousness and good design, This initial impression breaks down somewhat on careful examination of details. Interior finish is of average stock boat quality.

Conclusions on the Catalina 30

According to Frank Butler, president and chief designer of Catalina, the companys goal is to provide as much boat for the money as we can. The Catalina 30 is definitely among the lowest-priced of the 30′ cruiser-racers. This boat is similar in price to the Hunter 30. For their displacements, these are two of the least expensive 30′ cruiser-racers on the market. It is not reasonable to compare these boats with more expensive 30-footers such as the Ericson 30+ or the Cal 31.

There are tradeoffs to be made when one purchases a cheaper boat. In boats, as in most other things, you may not always get what you pay for, but you always pay at least for what you get.

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Hello I am looking for a Catalina 30 what year do you recommend on Catalina 30 I live in Miami Florida the waters are very shallow here in Florida also I plan to go sailing in the Bahamas

Get a mark 2 or later version (1986 onward?) which corrected some of the initial design issues like replacing the useless curved traveler with a straight one, changing the pressurized alcohol stove to propane , a deeper anchor locker, and having ports that open for cross-ventilation in the forward part of the cabin. They also(I believe) moved the genoa track inboard away from the toe rail to improve pointing ability when heading to windward.

DO NOT buy one with a two cylinder diesel as they are severely underpowered for anywhere but freshwater lake use. Go for the M25-XP diesel. Also get the TALL RIG version which has a larger sail area (better light air performance and racing..) and a bow sprit which moves the center of effort of the genoa forward to reduce weather helm… They make a shoal draft and wing keel if you can find them which draws less water depth.

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