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The PDQ 32 Cruising Cat Used Boat Review
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Dear Readers
- Sailboat Reviews
Fast and full of unique features, the stoutly built PDQ 32 is a great, in- or near-shore weekender the whole family will enjoy.
PDQ Yachts in Whitby, Ontario, Canada, launched the Alan Slater-designed PDQ 32 catamaran in 1994 and built 53 of the boats in the following eight years. The PDQ 32 has proven to be a high-quality boat—bashing through rough seas without a groan—with bulletproof basics. It remains pretty darn quick (PDQ), outpacing much larger boats, and most PDQ 32s today sell for what they cost 15 to 20 years ago ($85,000 to $110,000).
Photo by James Forsyth
The PDQ 32 was kept lightweight—7,200-pound displacement—through efficient design and the smart use of triaxial cloth, acrylic modified epoxy resin (AME 5000), Klegecell core, and even carbon fiber (in the main beam). As a general rule, fast cats have displacement-to-length (D/L) ratios between 50 and 70, and slow cruisers about 100 to 120. With a D/L ratio of 108, the PDQ 32 could be on the slow side, but the D/L doesn’t tell the entire story.
Its sail area-to-displacement (SA/D) ratio of 19 indicates ample power to drive the hulls; the SA/D increases to 23 with the addition of a genoa. The beam-to-length ratio is 0.52, meaning length overall is nearly twice the beam. While some catamarans, such as the Lagoon 37 (0.60 beam to length ratio) come in much higher, this is a compromise. Ratios greater than 0.5 can lead to bow-burying and increased dockage rates.
Ample bridgedeck clearance and a good ratio of clearance to beam (the wider the boat, the more clearance she will require to avoid slapping) are vital; with 23 inches of minimum clearance over an 8-foot span, the PDQ 32 is nearly immune to bridgedeck slamming, the curse of catamarans that have accepted low clearance in exchange for increased salon headroom and convenience dockside.
Rigs on cruising catamarans usually look rather stubby, and the standard masthead rig on the PDQ 32 is no exception. With an I dimension (the distance along the front of mast from the highest genoa halyard to the main deck) of 40 feet, 10 inches and a sail area of 443 square feet, the PDQ 32 rig is a bit smaller than rigs on monohulls of similar length and has less sail area. For example: The Beneteau First 325 has an I of 41 feet, 7 inches and a 489-square-foot sail area; the Catalina 320 has an I of 43 feet, 7 inches and a 521-square-foot sail area. Also, the Gemini 105M cat carries 515 square feet of sail. However, the PDQ is by far the lightest of these boats, managing to still do well in light air and really scoot when the breeze hits 15 knots.
A tall rig was a PDQ 32 option, most common on the heavier long-range cruising (LRC) version. However, it has not proven to be faster through a range of wind strengths.
The PDQ 32 has a clever, unique cockpit design that allows three levels of seating—all under a hardtop. To help solve the headroom problem in the saloon, the companionway hatch is very wide and slides forward so that just aft of the dinette table, there is full headroom (6 feet, 11 inches) under the hardtop. When the hatch is closed (a rare occasion in most conditions, if you have vinyl windows connecting the hardtop to the deck), most crew must stoop with only 5 feet, 2 inches of headroom. However, when the slider is open, the saloon becomes a delightfully airy place.
Some owners have rigged mosquito netting from the hardtop to the main bulkhead, allowing for great ventilation, even on steamy nights. While the area is not very large, there’s plenty of seating, good visibility on the top tier, easy access to the deck, and yet a feeling of protection and shelter.
This setup also means that foul-weather gear is seldom used, as the boat is easily sailed from under the hardtop, and the deck stays dry aft of the beam. In winter, sweaters and windbreakers are the rule in all but sub-freezing weather, since wind is effectively blocked from the helm on most points of sail.
There is no exterior brightwork—music to a liveaboard’s ears—and the handrails are stainless steel. The double lifelines, on 24-inch stanchions, have gates at the aft corner and sugar-scoop transoms. Cleats are 10-inch anodized aluminum.
Most of the sail-handling equipment is Harken brand: blocks, cam cleats, and travelers for the self-tending jib, mainsheet, and slider. Primary and secondary winches are located on either side of the cockpit, a mix of two-speed, self-tailing Harken 32s and Lewmar 40s. Rope clutches are Spinlock Easylocks. Some boat owners lead lines back to the cockpit, while others have twin, two-speed winches mounted on the mast.
The PDQ 32’s steering is by Whitlock. There is also a very workable emergency tiller, and jammed rudders are easily isolated thanks to access through a stern locker. Seacocks are Marelon by Forespar.
Factory ground tackle was most often a 25-pound Delta or Bruce anchor, backed with 50 feet of quarter-inch G4 chain and 150 feet of half-inch, nylon three-strand line led to a windlass and a bow chain locker. Cruising owners have generally upgraded to a 35-pound Rocna or Manson Supreme anchor and 100 feet of quarter-inch G4 chain, again backed with line.
Since these boats typically anchor in shallow water, this allows anchoring on all-chain about 90 percent of the time. A bridle constructed from half-inch line is typically used to secure the anchor rode, as the anchor rollers are mounted on the bows and the crossbeam is not designed for anchoring loads. Windlasses vary, but are most commonly vertical Lewmar Sprints with a combination rope/chain gypsy.
Tankage consists of a 30-gallon aluminum or polyethylene fuel tank aft of the cockpit, a 44-gallon polyethylene water tank under a shelf forward of the dinette, and a 30-gallon fiberglass holding tank that can be emptied offshore by means of a Y-valve and hand pump. The fiberglass holding tanks on our test boat have proven permeation-free after 18 years.
The gasoline tank is located in a sealed, bottom-vented bridgedeck compartment that can serve double-duty as safe storage for portable gas cans and propane cylinders.
The propane system is engineered to current standards, with a forward vented locker sized for two 12-pound tanks. Leak detection in both hulls is tied to a controller and a locker-mounted solenoid valve. Some of these boats have as many as four propane appliances fed from the locker-stove, refrigerator, water heater, space heater-each with a separate propane line.
PDQ thoughtfully located all through-hull fittings and head-related plumbing (except for about 10 inches of waste and intake hose) in a ventilated bulkhead compartment. If the hoses do permeate-as they did on the test boat (see PS April 2012 online)-the odor is isolated from the cabin. However, the holding tank vent is located in an unfortunate position, upwind of salon hatches, but this is easily managed with either proper holding tank treatments or a vent filter.
The contained through-hull’s location proved its worth when the test boat was delivered shortly after its current owner purchased it. After sea trials, the speed transducer was removed and replaced with a plug; in the process, the O-ring was positioned improperly. Some hours into the two-day trip up the Chesapeake in December (think actual freezing water), the crew noticed a little water dripping past one of the head hoses. Investigation revealed that the forward through-hull compartment had flooded 2 feet deep. The crew pumped it out and realized it was still leaking, but rather than struggle with freezing plumbing in what had become gale conditions, they sailed the boat with the leak for two more days, because the flooding was so well contained. The boat has crash tanks fore and aft (the rudder post is in the latter), a glassed-in holding tank on starboard, and another sealed bulkhead before the cabins begin on each side.
The electrical panel, located in the starboard hull, contains numerous spare breakers; we’ve not heard of any owner running out. Wiring is well organized and labeled. An inverter with automated transfer switching feeds a 110-volt system sufficient for heating and air-conditioning loads; however, a generator is not standard, so you must be plugged in to shore power or invest in a generator in order to use them.
Batteries include three group 27, deep-cycle wet cells (or an equivalent bank) located in lockers surrounding the cockpit, which makes watering and replacing them easy. Most owners have added solar panels to the hardtop, and some have additional panels above the davits; 170 to 400 watts is typical.
The classic PDQ 32 is powered by twin, high-thrust Yamaha 9.9-horsepower outboards mounted in cockpit wells. This central location, 12 feet forward of the transom, places the engines near the boats center of gyration, virtually eliminating cavitation in all conditions and offering the ability to push into 30-knot headwinds.
The LRC version of the 32 has twin, inboard 20-horsepower Yanmar diesels mounted under the aft-cabin bunks. (About 20 percent of PDQ owners opt for the twin diesels.) The diesels offer less noise than outboards and add just a little more speed under power (7.4 knots versus 7.2 knots for the classic), but they reduce speed under sail slightly (about 1 knot), due to increased weight and prop drag. The diesel-LRC version gains a little storage in the cockpit (the outboard wells) but forfeits the cavernous space under the bunks for a net loss in storage.
Whether this storage loss and the weight gain is a fair trade for better propulsion and more reliability depends on whether you sail or motor most of the time, so opinions vary. With twin screws, either version will spin in its own length, and backing into a slip is common practice as boarding the boats is easiest from the stern quarter. However, the twin outboards can be retracted, significantly enhancing performance. Plus, they’re less expensive and can be taken to a shop for service.
Owners of the classic PDQ 32 compensate for lost battery charging power by adding solar panels and a small generator. A rare few add wind generators, but it is pretty common to see a Honda generator on a PDQ 32. Those who have opted for the new, high-thrust 9.9-horsepower Yamaha outboard conversions can expect a charging capacity of 6 amps at 12 volts each. This, with solar supplementing, is more than sufficient for a cruising couple.
Headroom is 5 feet, 2 inches in the saloon with the slider closed), 7 feet, 2 inches in the amas, and 6 feet, 5 inches in the aft cabins. In warm weather, the salon bunks become premium, comfortable in dimension and bathed in breeze from well-positioned fans and overhead hatches. Aft cabins get stuffy owing to their location aft of the cockpit, but hatches provide airflow on even the steamiest night.
While there’s a good deal of white fiberglass showing, the overhead liner is vinyl. The cabin sole is teak and holly. Plywood is used for under seats and bunk access boards. The sleeping cabins are primarily carpeted and have cherry and ash trim. Each has a small hanging locker and several enclosed cabinets for stowage.
There are two private staterooms, complete with six opening ports, numerous cabinets, and cavernous storage areas under the bunk (on the LRC models, this is an easy-to-access engine bay). The mattresses take standard queen bedding. The salon table converts into either a king berth or two twins; there are several versions. We recommend adding quality mattress toppers to the bunks.
With so much interior volume-and no factory air-conditioning (or heat)-good ventilation is a must, and the PDQ does not fall short. Two Bomar hatches above the amas ventilate the forward compartments, and two over the dinette provide salon ventilation; there are four smaller hatches aft, and three in the cockpit. Smaller Bomar side windows line the flanks (13) for a total of 24 opening hatches and ports.
There also are four solar vents in the forward compartments and cabins. Additional light pours in through the smoked acrylic windows surrounding the saloon, providing a rare 270-degree forward panorama, sufficient for watch-keeping during a quick meal.
Galley appliances include a Plastimo propane stovetop, a microwave, and a refrigerator (either a Dometic propane fridge or a top-opening icebox with a cold plate). Because catamarans do not heel much, the propane fridge actually works well, even if it’s less efficient than an icebox.
While galley counterspace and stowage is limited (there is a large cabinet under the propane fridge, and the bilge in the adjacent cabin is easily accessed), PDQ has worked in a few clever aids such as a pullout spice rack, hinged cutting board, and many shallow cabinets. It’s best to keep the gelcoated countertops covered to prevent wear.
PERFORMANCE
The PDQ 32 is basically a 7- to 10-knot boat. We’ve seen 14 knots in non-surfing conditions, using either a spinnaker or genoa, but we don’t recommend it. Although we have long experience with performance cats and know their habits, we only push for short periods and with full attention. We prefer to back off just a little, staying comfortably within the boats performance envelope and enjoying the day.
As a good rule, reefing begins at about 9 knots of boat speed or 20 knots of apparent wind to windward, starting with the main. The LRC model is about a knot slower. Upwind in sustained 15 knots true, expect about 6 to 7 knots with the jib and 8 knots under genoa. Beam reaching in the same winds, we’ve made 7 to 8 knots and 9 to 10 knots, respectively.
Most PDQ 32 owners buy 90-percent asymmetrical spinnakers for off-the-wind sailing. The tack is controlled with a 2:1 purchase tack line led to each bow cleat, allowing the tack to be moved from side to side to optimize set; it is generally centered through jibes. With a sleeve, setting and dousing the spinnaker is fail-safe, and the sleeve provides sufficient protection while the sail is stored in a bow locker, eliminating the need for a separate sail bag.
It is not hard to see double-digit speeds on the PDQ, but caution is warranted. In a breeze downwind, there is hidden power, and the tack should be kept to windward and the sheet well eased. The spinnaker is best considered a light- to moderate-wind sail, and returned to its bag in favor of the genoa when the true wind is over 15 knots. In a breeze, wing-and-wing dead downwind makes for solid velocity made good and glass-smooth sailing—what cruising in these boats should be about.
In any case, you’ll pass cruising monohulls up to 45 feet when reaching in a breeze, and pace 40-footers under most conditions. To windward, you’ll tack through a wider angle, but you’ll stay with considerably larger boats when the breeze is up. The PDQ 32’s PHRF ratings range from 135 to 234, depending on equipment and location.
The PDQ 32 has a deeper draft than its big sister, the PDQ 36—3 feet, 2 inches compared to 2 feet, 10 inches—improving windward performance by a few degrees. Tacking though 100 degrees over ground is possible, if the boat is sailed well and kept moving. The profile view reveals that the keels are unusually far forward; perfect for drying out, but all wrong for tacking.
The keel’s center of lateral resistance (CLR) is too far forward, relative to the sail’s center of effort (COE), causing the boat to snap into irons and stay there if given a chance. Back-winding the jib to force the bow through the eye of the wind is a sloppy solution; the boat nearly stops, control is lost, and it may pop back into irons. Backing her to one side, wearing ship, is not reliable either.
| PDQ 32 | Courtesy: Sailboatdata.com |
|---|---|
| Hull Type: | Catamaran Twin Keel |
| Rigging Type: | Masthead Sloop |
| LOA: | 31.58 ft / 9.63 m |
| LWL: | 31.00 ft / 9.45 m |
| S.A. (reported): | 498.00 ft² / 46.27 m² |
| Beam: | 16.00 ft / 4.88 m |
| Displacement: | 7,200.00 lb / 3,266 kg |
| Max Draft: | 2.50 ft / 0.76 m |
| Construction: | FG w/vacuum bagged corecell core |
| First Built: | 1995 |
| Builder: | PDQ Yachts Inc. (CAN) |
| Type: | Outboard |
| Fuel: | 27 gals / 102 L |
| Water: | 47 gals / 178 L |
| S.A. / Displ.: | 21.44 |
| Disp: / Len: | 107.89 |
| S#: | 4.78 |
| KSP: | 0.73 |
| BN: | 1.16 |
| I: | 40.33 ft / 12.29 m |
| J: | 12.75 ft / 3.89 m |
| P: | 35.00 ft / 10.67 m |
| E: | 13.75 ft / 4.19 m |
| S.A. Fore: | 257.10 ft² / 23.89 m² |
| S.A. Main: | 240.63 ft² / 22.36 m² |
| S.A. Total: | 497.73 ft² / 46.24 m² |
| S.A./Displ. (calc.): | 21.43 |
| Est. Forestay Length: | 42.30 ft / 12.89 m |
| Mast Height from DWL: | 45.00 ft / 13.72 m |
| Designers: | Steve Killing |
| Builders: | PDQ Yachts (CAN) |
The savvy PDQ owner has a different tacking procedure: Accelerate to maximum windward speed by cracking off a few degrees, throw the wheel nearly hard over, release the jib the moment it luffs, and dump the main traveler all the way to leeward when the main breaks (the traveler cleats separately on each tack, allowing you to pre-set the traveler on the new tack down). Steer well beyond the normal 100-degree tack, placing the true wind on the beam, haul and grind the jib in as soon as it can fill to keep the bow off, and then steer back up to proper course, hauling the traveler up as the boat accelerates. The process is simple and quick, once dialed in.
There are currently three PDQ 32s listed for sail on the website Sailboatlistings.com as of this writing on September 18, 2024. They are each mid-90s vintage and priced between $80,000 and $90,000. We’re featuring one of them here. Serenity is owned by Practical Sailor contributor Alex Jasper, who reports a change in course means she’s reluctantly putting her PDQ on the market.
For Alex, Serenity checked all the boxes for an ICW boat with Bahamas aspirations. “We had friends with an Amel whose first boat was a PDQ 32, and while we were sailing the Amel they kept missing their 32,” says Alex. “That’s when we started considering a PDQ 32. Later, we decided the PDQ 32 was the right boat for us because of both price and size.”
Alex owns the tall-mast Altair version of the 32, which was built in 1998 at PDQ’s Whitby, Ontario yard. She is delighted with the mid-90s version of this Slater/Killing design, which shows a maturity in the build quality that has never let her down. “Sailors with older boats, like mine, frequently complain about hatch leaks,” Alex says. “We never had a hatch leak unless we failed to close the hatch properly. She has aged beautifully.”
Serenity’s highlights: Alex likes the bench seat on the forward edge of the coach roof just aft of the trampoline—a perfect spot for a sundowner or to sail in calm conditions.
Underway she appreciates the PDQ’s center cockpit, which can be enclosed with a hard-top bimini and canvas side screens. Sail control lines lead aft from the deck-stepped mast and there’s no reason to go forward underway, particularly helpful when she deploys either one of the boat’s two single-line mainsail reefing systems.
Traffic management through the boat comes down to a single lane, but there’s plenty of space for conviviality around the big U-shaped settee (with 5-foot, 2-inch headroom with the coach roof sliding hatch closed; well over 6 feet with it open). “You get full standing headroom when the cabin ceiling opens up. It gives you a light, airy feeling,” Alex says.
Alex is delighted with the full-size beds in the boat’s two, separate after staterooms. “The designers maximized every bit of space and it’s the most comfortable boat bed I’ve ever slept on.”
She is not thrilled with the carpet material on the interior walls, which she says is scratchy and becomes a mold catcher. She removed it in one of her staterooms and replaced with an easier-to-maintain vinyl.
Lastly, Alex delights in her boat’s safe handling: “She gives a beautiful ‘hove-to,” says Alex, extolling Serenity’s knack for hunkering down if her skipper needs to stop underway. “She’s the kind of boat that really knows how to take care of you.”
Because the CLR is in front of the COE, keep the traveler a few inches below centerline in lumpy conditions, centered when powered up on flat water. Never place the traveler over center, and always ease the mainsheet enough to preserve twist. Reef the main first; this also helps move the COE forward.
Some owners have added genoas to supplement the stock self-tacking jib. This is a real turbo-charge for the PDQ 32 all around the course, as the keels are large enough to support the additional loading and the genoa brings the COE better in line with the CLR, greatly improving balance.
Because the boat is catamaran rigged (no backstay, shrouds to the extreme beam), the genoa is generally rigged outside the shrouds and sheeted to the extreme beam. The resulting sheeting angle (24 degrees) is too wide for efficient windward work. A successful solution has been to add an inner track and a second set of sheets. The genoa is then sheeted tight against the hardtop, reducing the sheeting angle to 15 degrees and giving a good angle of attack without overpressing the low-aspect keels. The boat can’t point as high as a good monohull, but it can really stomp at 50 degrees true. When reaching, the outer tracks provide beautiful sail shape. If you’re a performance-oriented sailor considering a PDQ 32, look for a boat with a genoa and inside tracks. The difference is real.
Compared to other cats in the same class, the PDQ 32 is as fast in base form, and even faster when tweaked, something the strong but light design seems to encourage. Quality construction has proven to be a boon to owners as well. Sails and moving parts require replacement and upgrade, but the structure and basic systems have been bulletproof.
The center-cockpit setup is different, but testers like the privacy of queen cabins and the expansive forward view, something missing in most cats this size. The salon slider is a unique feature that allows incredible openness in warm weather, requires some stooping in cold weather, and is the cost of high bridgedeck clearance and superior helm visibility. All compromises. Among the few cruising cats of this size, the PDQ 32 offers excellent value.
- PDQ: Rugged Quality
- PDQ Owners Forum
This article was first published December 16, 2015 and has been updated
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Best, detailed, comprehensive review that I can recall reading. Thank you so much!!!
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- By Quentin Warren
- Updated: November 2, 2001
In the world of cruising catamarans, aesthetics take a hit when you cut down on length overall. At issue are a host of conflicting themes — the practical demand for interior volume works against the visual imperative that freeboard be low; the need for bridge deck clearance and standing headroom pushes the cabin profile skyward. What’s graceful, extended and cunning at 45 feet often becomes ungainly in the context of 35.
Which is why Alan Slater’s PDQ 32 is such a remarkable boat. Fully outfitted for long-range cruising, she remains bright, airy and easy to look at. With a nicely proportioned rig and a subtle sloping cabin top, she carries herself like a longer cat and avoids the pitfalls of many of her peers that attempt to consolidate as much mass as possible into a length that won’t accept it. You can cruise or even live aboard this boat quite comfortably, but her scale is such that sail handling and overall maintenance remain uncomplicated.
The deck is safe underfoot with wide gangways, extra-high lifelines, six sets of stainless handholds and the calculated omission of abrupt jogs or steep transitions to throw you off balance. There are deck lockers for anchoring paraphernalia in the bows port and starboard, and a very secure trampoline strung forward of the cabin between the two hulls. Open-air lounging is relegated to this area, also to the cabin top around the mast step and to the stern sections where boarding steps are molded into the transoms.The cockpit is smallish and deep, well protected from the elements by a rigid Bimini. Given its depth it offers a secure haven for kids, and with the main companionway hatch that stretches clear across the cabin shoved forward it becomes a pleasant extension of the saloon. The Bimini is strong enough to stand on when tending the mainsail, and cut-outs allow you to look aloft from the helm under way to check on trim. Care should be taken to avoid bumping one’s head on it when entering or exiting the cockpit area.
Indeed, the Bimini structure and sliding cabin top section constitute a major feature aboard this boat and one that PDQ has sought to refine in more than two years of design trial and error. Early problems with the sliding element involving watertightness and ease of operation have been resolved, as have height and interference problems associated with the Bimini. The result is a unique cockpit space that offers the shade and protection of a pilothouse while retaining an outdoorsy ambience.
PDQ is a good builder with a solid grasp of modern materials. Where exotic components can offer calculable advantages, they are used. Hulls and deck are laid up with knitted triaxial fiberglass fabric in a matrix of AME 5000 (Acrylic Modified Epoxy) resin. Klegecell rigid foam is used for lightness and stiffness in the deck and in the hulls above the waterline; solid glass is spec’d below the waterline. All the coring is vacuum-bagged to optimize the resin ratio and primary bond. A fiberglass beam reinforced with carbon supports the mast step. An aluminum beam is fitted bow-to-bow and rigidified in compression by a pelican striker to accept headstay loads. Structural bulkheads are taped carefully to the hulls with X-weave knitted fabric. There are watertight crash compartments in each hull forward and aft. The rig is set up with diamond stays, and aft-led uppers are secured to stainless steel chain plates bolted into primary reinforcement at the hulls outboard.
The PDQ 32 is available in two basic configurations — the Classic version, offered with two retractable 9.9-horsepower four-stroke Yamaha outboard engines cleverly deployed from pods beneath the cockpit lockers, and the LRC (Long Range Cruiser) version, offered with twin 20-horsepower Yanmar inboard diesel sail drives located in shielded-engine compartments aft. Both give you dual propulsion well separated athwartship for great close-in control. The LRC package offers more power and considerably more alternator charging capability; the Classic package is simpler and lighter.
Both versions are wired for 12-volt and 110-volt circuitry. Freshwater capacity is 90 gallons, pressurized. All plumbing output is above the waterline through the insides of the hulls, and intakes below the waterline are fitted with ball-valve-type seacocks. Wherever possible, fiberglass and PVC pipes are used as fluid conduits in lieu of hose for strength and abrasion resistance.Below, sensitive glasswork combined with just the right amount of cherry trim makes for a delightful interior. The main saloon accommodates up to six people around the dinette and spills congenially into the galley that occupies the port hull forward. Cozy double berths with shelving and locker storage are located in the sterns. The starboard hull amidship includes the nav station with a fold-down chart table and forward of that a one-piece modular head with its own shower.
We went for a pleasant sail aboard the 32 off Newport, Rhode Island, in a steady 15-18 knot sea breeze. The boat relished the moderate conditions and rode smoothly and powerfully through a sizable chop at the mouth of Narragansett Bay. We kept speed in the solid sixes and response at the helm was excellent, even through tacks. There was no apparent slapping on the underside of the bridge deck, and acceleration was quick and positive. In the breezy air we encountered, the behavior of the boat was top-notch.
Suffice it to say, PDQ has brought the 32 along to a commendable level of production and finish. It is definitely an owner-optimized vessel capable of reflecting a host of personal touches, and the company stands behind whatever its clients want their boats to be. Certainly in its size and price range, it is a significant cat.
PDQ 32 Specifications:
LOA: 31′ 7″ (9.63 m.) LWL: 31’0″ (9.45 m.) Beam: 16’0″ (4.9 m.) Draft: 3’2″ (0.96 m.) Disp: Disp: 7,200 lbs. (3,266 kgs.) Sail area: 507 sq.ft. (47.1 sq.m.) Mast above water: 45’0″ (13.7 m.) Length/Beam (hulls): 8:1 Bridge Clear: 40″ (fwd.), 23″ (aft) Cabin headroom: 6’11” (open), 5’4″ (closed) Disp/Length: 108 SA/Disp: 21.8 Fuel tankage: 30 gal. (114 ltr.) Water tankage: 47 gal. (178 ltr.) Auxiliary: 2 x Yanmar 9.9 4-cycle outboard Designer: Alan Slater Base price: $129,500 – $139,500 PDQ Yachts USA 309 Third St. Annapolis, MD 21403 Phone: (410) 268-3700
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PDQ 32 vs PDQ 36
- June 29, 2015
I suspect it is fairly common thinking that a larger boat is better than a smaller one. This is probably justified in many cases as it seems as if manufactures often begin by building smaller yachts and then as time goes on, increase their designs in size. That was not exactly the case with PDQ Yachts though. The original PDQ cat, a 34′ model, was introduced in 1987. This was eventually lengthened to 36′ and was very popular. In 1994, PDQ introduced a second design, a 32′ long model. While shorter in length, the newer yacht had both a higher bridge deck clearance ( the distance from the surface of the water to the underside of the boat ), and higher freeboard ( the distance from the water’s surface to deck level ). In fact, if you look at the image below which shows ZTC on the left rafted up to a PDQ 36 on the right, it almost appears as if our PDQ 32 is the larger boat!
Which boat looks larger?
Rebecca and I had a real treat the last few days. We had the opportunity to spend some time with David Slater , the son of Alan Slater , PDQ’s chief engineer and designer. David shared his thoughts on the catamaran’s designs. He explained that when PDQ Yachts first introduced the 34/36, they had no idea that the catamaran owners would load so much “ stuff ” onto their boats. When they designed the newer model, keeping in mind what they had learned from their initial offering, they began with the bridge deck clearance that they wanted and then went from there. In his words, completely unsolicited, the 32 is really a better boat for cruising the tropics! Obviously, we are biased but, having been on board both models, we tend to agree. And we’re not the only ones. ZTC’s previous owner told us that when they were shopping for a cat, they looked at both the 32 and the 36 and chose the slightly shorter boat as they felt that is was a better design. Food for thought if you’re looking to purchase an awesome small catamaran!
Sailing yesterday with David Slater and friends from LTD Sailing .
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Hi Mike, We’re not quite ready for moving to grenada but if you can deliver to florida or bahamas we might make a deal. Brian
Hi Brian. A delivery skipper can do that trip in 10 days. I happen to know two professionals who do trips like that for a living. Contact me by email if you’d like to make an offer.
There are 3 things about the 32 that I find delightful in warm weather:
* With the slider open the salon and cockpit become one. * The all-around view from the salon is delightful. Sailing is an outdoor activity–you shouldn’t live in a cave. * Since the tramp is high enough above the water to be dry in fair weather, it is often the best seat in the house; it has put a lot of guests to sleep while underway!
Excellent points! I love all of those things.
I don’t think you could go wrong with either the PDQ 36 or PDQ 32 s they are quality built catamarans. We owned a 36’er and have been on a few 32’ers and they both have their pros and cons. We decided on the PDQ 36 as the extra length and beam meant for a more seakindly motion. We also liked the ventilation that the 36’er has over the bunks which is unmatched by any catamaran that we have owned. Given that, we have always been jealous of the bridgedeck clearance of the PDQ32 and the fact it would take less $’s and time to maintain. Did you ask David why he chose the PDQ 36 as his personal vessel? He seems to have it really tricked out with daggerboard’s etc. I hope he’s enjoying his new Outremer 45!
I agree AJ. I’m sure we’d be pretty happy on a 36 too!
While I haven’t seen it, it sounds as if David’s 36 is pretty unlike most of the other. As you mentioned, it has daggerboards. He also said that it has no stanchions and lifelines. Sounds as if it’s pretty tricked out for racing, or at least sailing fast.
I think he likes the Outremer too. That is what we were sailing on this past Sunday.
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PDQ 32 Reviews and more
Practical Sailor The PDQ 32: A Comfortable Cruising Cat Fast and full of unique features, the PDQ 32 continues to impress.
Published:September 16, 2015Updated:March 2, 20200
PDQ Yachts in Whitby, Ontario, Canada, launched the Alan Slater-designed PDQ 32 catamaran in 1994 and built 53 of the boats in the following eight years. Practical Sailor first reviewed the PDQ 32 catamaran in April 1997, which happened to be when the test boat for this review update rolled off the production line. Heres a look at what testers have learned from coastal cruising this boat for 18 years and from other owners who live aboard.
The PDQ 32 has proven to be a high-quality boat-bashing through rough seas without a groan-with bulletproof basics. It remains pretty darn quick (PDQ), outpacing much larger boats, and most PDQ 32s today sell for what they cost 15 to 20 years ago ($85,000 to $110,000).
The Design The PDQ 32 was kept lightweight- 7,200-pound displacement-through efficient design and the smart use of triaxial cloth, acrylic modified epoxy resin (AME 5000), Klegecell core, and even carbon fiber (in the main beam). As a general rule, fast cats have displacement-to-length (D/L) ratios between 50 and 70, and slow cruisers about 100 to 120. With a D/L ratio of 108, the PDQ 32 could be on the slow side, but the D/L doesnt tell the entire story.
Its sail area-to-displacement (SA/D) ratio of 19 indicates ample power to drive the hulls; the SA/D increases to 23 with the addition of a genoa. The beam-to-length ratio is 0.52, meaning length overall is nearly twice the beam. While some catamarans, such as the Lagoon 37 (0.60 beam to length ratio) come in much higher, this is a compromise. Ratios greater than 0.5 can lead to bow-burying and increased dockage rates.
Cruising World PDQ 32 This small cruising catamaran is bigger than you may think.
By Quentin Warren November 2, 2001
In the world of cruising catamarans, aesthetics take a hit when you cut down on length overall. At issue are a host of conflicting themes — the practical demand for interior volume works against the visual imperative that freeboard be low; the need for bridge deck clearance and standing headroom pushes the cabin profile skyward. What’s graceful, extended and cunning at 45 feet often becomes ungainly in the context of 35.
Which is why Alan Slater’s PDQ 32 is such a remarkable boat. Fully outfitted for long-range cruising, she remains bright, airy and easy to look at. With a nicely proportioned rig and a subtle sloping cabin top, she carries herself like a longer cat and avoids the pitfalls of many of her peers that attempt to consolidate as much mass as possible into a length that won’t accept it. You can cruise or even live aboard this boat quite comfortably, but her scale is such that sail handling and overall maintenance remain uncomplicated.
The deck is safe underfoot with wide gangways, extra-high lifelines, six sets of stainless handholds and the calculated omission of abrupt jogs or steep transitions to throw you off balance. There are deck lockers for anchoring paraphernalia in the bows port and starboard, and a very secure trampoline strung forward of the cabin between the two hulls. Open-air lounging is relegated to this area, also to the cabin top around the mast step and to the stern sections where boarding steps are molded into the transoms.The cockpit is smallish and deep, well protected from the elements by a rigid Bimini. Given its depth it offers a secure haven for kids, and with the main companionway hatch that stretches clear across the cabin shoved forward it becomes a pleasant extension of the saloon. The Bimini is strong enough to stand on when tending the mainsail, and cut-outs allow you to look aloft from the helm under way to check on trim. Care should be taken to avoid bumping one’s head on it when entering or exiting the cockpit area.
The PDQ 32: A Comfortable Cruising Cat
Boats.com Perry Design Review: PDQ 32 Headroom and volume combine to make this cat a comfortable cruiser
By Bob PerryAugust 25, 2000 The first thing you need to be aware of when checking out the design of a catamaran is that the profile and sail plan drawings are deceptive. The next thing you should focus on is that interior volumes come in odd components compared to monohulls.
The PDQ 32, designed by Steve Killing, is a small cruising cat and an excellent example of the volumetric diversity in cats. Essentially what you have in a small cruising cat is two tubes or tunnels – the hulls – connected by a big flat box, the main cabin. I call this the bridgedeck. Laying out the bridgedeck is no problem. The problem is extending the headroom athwartships to give you comfortable access down into the hulls without stooping. The PDQ accomplishes this by layering the cabintrunk in two levels, one to provide bridgedeck headroom clearance, and the other to get headroom in the hulls. There is no monohull equivalent to this design challenge.
The bridgedeck area of the 32 gives you a big dinette. When you drop down into the hulls, you have a galley to starboard with a front-loading reefer forward and the navigation station and head to port. Narrow, slab-sided hulls with minimal cabin sole areas make the layout tricky but effective. The sleeping areas are two mirror-image staterooms aft with athwartships berths.
Just for fun compare this layout to that of the Feeling 326. The boats are about the same LOA and have comparable displacements. Which one has the most useable interior? I can’t provide that answer for you, it’s purely subjective. Based upon the objective area — area of cabin sole, size of berths and counter space — I think the PDQ would win. Although, if you check the galley counter area of the PDQ, it’s so narrow that all a cook could do is line up hot dogs end to end. The bottom line is, there is more useable volume in the cat.
We know now that most cruising cats have about as much boat speed potential as LOA-equivalent monohull competitors. I don’t think you would buy a cruising cat like the PDQ 32 for blinding boat speed. The D/L ratio of the PDQ is 107.9. This is on the heavy side for a cat but indicative of the cruising nature of this design. What you are buying in a modern cruising cat is accommodations, deck space and a minimal heel angle.
https://www.boats.com/reviews/perry-design-review-pdq-32/
Canadian Yachting PDQ 32 Nov2By Steve Killing
Boatbuilder Simon Slater and his designer-father, Alan, are making a significant impact on the multihull industry. In fact, the Canadian boatbuilding industry is noticing a substantial contribution from multihulls that wouldn’t even have Been considered possible 15 years ago. Last month I toured through the PDQ plant and was treated to a sight I haven’t seen in Canada for quite a while-a real production line firing boats out the door to waiting customers! Not only were all the PDQ 32s (and their big sisters, the 36s) sold, but the shop is booked solid for the next six months.
The boat you see here is not radically different from other cats–it’s not even particularly inexpensive. So why is it selling so well?
Like most success stories in the marine industry, it is simply a carefully thought out, well-marketed boat. This combination, linked to a devalued Canadian dollar, secured nine new owners at the Miami boats show–a rare event in anyoneís books.
The original design brief to Alan was simple: create a 32-footer that keeps the performance lineage of the PDQ 36, loses little in interior space, but a lot in expense. For a while the folks at PDQ were concerned that if the project was a success the demand for the larger cat might disappear. It did wane initially, but orders for the 36 are back up again.
The most significant change in layout from their first cat (the PDQ 36) is the switch to an aft-cabin version. The deck raises aft and provides room for two 6 ft. 6 in. by 4 ft. 6 in. berths. Although all boats involve compromises, the key is knowing what not to compromise. Slater has kept the berths large and has ensured that two couples will have private cabins. The starboard hull houses the chart table and electrical panel, with a head forward. On the port side, the galley monopolizes the forward space and includes a real refrigerator like you might find in a trailer home.
https://www.canadianyachting.ca/boat-reviews/sail/1791-pdq-32-sail-boat-review
PDQ 32 Review Review by Charles K. Chiodi, Multihulls Magazine March/April 1995.
With the sun slowly setting behind the skyline of Miami, the wind was dying, the telltales on the PDQ 32 we were about to test had a hard time staying in the horizontal in the orange glow reflecting from the clouds.
Nightfall came quickly as the sun dipped behind the Herald’s building and the lights of Miami Beach started to reflect on the waterfront. From the shadows of the tiny island, hardly big enough to hoist a memorial statue, came the outline of another catamaran, also on a test run, perhaps for potential buyers. This was Miami Boat Show time, and the skippers were hard put to prove all the claims the salesmen made during the day.
Each morning and evening the show boats were let out of the corral when part of the docks were opened for demo rides and media inspection. The press mingled with potential buyers and listened to the dreams which they had come with, and the realization of facts they had learned during the day. They weren’t too far apart, for most wanna-be skippers were surprisingly educated about multihulls. It was no longer a question of “should we switch to a catamaran” but rather “which one?”
Those on the PDQ 32 were already familiar with their design and the company that builds it through MM and other sources, it was just a matter of the “three-dimensional experience” – the final convincer. All of us aboard were aware of the lively nature of this newest breed from Alan Slater’s drawing board, we just wanted to experience it. Thus it was not surprising that those of us on the wheel and winches were eager to keep distance between the PDQ 32 and the shadow of that catamaran that seemed to get a bit larger as time went by. It was too dark by now to identify it from the distance; all we knew was that we had to keep this cat going so as not to loose face by being overtaken. No, we were not racing, just, just… well, you know how it is when two boats are sailing in the same direction. It is more prominent when the company president, all his salesmen, a few potential buyers and the press is aboard. Of course, the same could well be the case on that other catamaran… all right, so we were racing, mentally.
After about half an hour or so, the other cat caught up with us. It was the Catalina 411, no match for a 32 footer. The relief was bittersweet.
Being at the helm, I kept asking for local knowledge, for not being familiar with the area, the last thing I wanted to do is run aground or hit a finger pier in somebody’s back yard in the dark. I was assured of plenty of water (she only needs little more than three feet), and it was quite daring (in my opinion) how close we came to those docks in the dark, before we tacked. It may have been a bit of bravado to show everyone the virtues of the PDQ 32, but just a small turn of the wheel accomplished a beautiful and very efficient “about face” – and we were shooting off in another direction. I am sure the self-tacking jib, with its curved track in front of the mast, had something to do with it. The tack of the jib is attached to an aluminum beam, as is the forestay, instead of the usual bridal seen on some other catamarans. This assures a better leading edge and a more efficient foresail which, too, accounts for easier tacking.
By the way, we never touched anyone’s dock (although I thought we could have if I had leaned out far enough). Naaaaw… it just seemed so in the dark.
The wind, if you could call it that, was never more than five knots, mostly less, but the cat moved nicely at about 3-4 knots with eight people aboard. This may not be the speed you get in the same wind when you have a full tank of water and fuel, your bilge is your wine cellar, and your provisions on board are ample for a months cruise. I don’t know how pretty damn quick this 32-footer would move then, but I sure would love to find out. (Shucks, I don’t have a spare month).
Going below deck is easy when the 10-foot wide sliding hatch is open, you better duck if it is not.
The saloon is richly appointed, light and airy with a panoramic view. The dining room table converts to a double berth. The hulls also have a double berth athwartship in the aft quarter, the starboard side being the owner’s cabin with more space and storage than the one in the port hull. Also in the starboard hull, amidships, is a spacious navigation station and more storage. Up forward are the head and shower with sump pump.
The port hull has the galley, large by 32-footer standards, with a double burner stove, oven, double sink with pressure water, and a 4-cubic-foot propane/110 volt refrigerator.
There are plenty of hatches and opening ports to provide adequate ventilation, even in southern climates – a very thoughtful feature from a builder who is frozen and snowed in a good portion of the year.
Power is provided by twin 4-stroke Yamaha 9.9 hp outboards, widely spaced under cockpit seats, assuring a turning radius within the boat’s length. They provide approximately 7 knots of speed, depending on sea conditions.
The cockpit is deeper than any of the catamarans I ever sailed on. In bad weather it will give you a very secure (and cozy) feeling. A high chair (not the children’s kind) provides the helmsman with the ability to see above the cabin top. Those on the benches are out of luck looking forward. A hard top over the sliding hatch and a good portion of the cockpit is a godsend in rain or under scorching sun alike. It has two skylights for checking the set of the mainsail. Steps incorporated into the transom and a swim ladder on the starboard side make getting in and out of the water easy.
Both hulls have fin keels for better lateral resistance, and are built with a sacrificial section to protect the hulls in case of accidental grounding or collision with stubborn flotsam.
For those who need to know the ingredients: the hulls are built with triaxial glass and AME 5000 resin, solid below the waterline, Klegecell foam sandwich above. The main crossbeams are reinforced with carbon fiber, the forward beam is aluminum with a gull-striker. The jib is self-tending, the mainsail is fully battened, the mast is a simple extrusion with a single diamond stay.
I predict that the PDQ 32 will be a success, like her big sister, the 36, not only because it is a good, no-nonsense design, but also because it is built by people who are conscientious, honest, and good at what they are doing. If you want to check it out, ask Simon Slater – or anyone at PDQ Yachts – to show you around.
A PDQ 32 Passage Mice Will Play: Passagemaker and Cruiser by Brian Murphy, Ottawa, Canada
My first step outside the Ft. Myers airport left me wishing I’d brought more warm clothes along, a feeling that would stay with me over the next few days. I had just arrived from Ottawa to help deliver a new PDQ 32 from the boat show in St. Petersburg to a charter company in the Bahamas. It was November in Florida, but it felt like October in Canada.
The plane was delayed just enough that the departure of Mice Will Play, a brand new PDQ 32 from Cape Coral, had to be delayed until the morning. The boat had arrived in St. Petersberg a few days earlier for the boat show. We performed our provisioning and made a few last minute phone calls and adjustments.
I have sailed the PDQ 36 on several occasions but this was to be my first visit aboard the 32. My first impression of the cockpit was that it was a touch closed in when compared to the larger 36. However, I was soon to fall in love with the more protected feeling and comfort of the hardtop bimini and wrap-around dodger.
The first day we motored all day along the St. Mary’s river at a comfortable 6.7 knots (although speed over ground was less due to the small current flowing from Lake Okechobee to the Gulf of Mexico). The on-deck speakers were able to match the drone of the engines. At 50 degrees the dodger gave great protection from the wind and elements and almost made up for my lack of warm clothing. Little did I know at that time that the green grass I had left in Ottawa had been covered in three feet of snow!
The next morning we approached Lake Okechobee. The St. Mary’s River enters and exits the lake at the middle of the oval lake. A canal system provides a route along the southern shore due to the shallowness of the lake. We planned to go most of the way south and then follow the channel into the lake. This would be safe but also promised to be a tad uncomfortable as we would have to go straight up the lake into a strong norther. After motoring for about a couple of hours, we came around a corner and the canal emptied out into the lake — there was nothing in sight. No buoys, no buildings, no nothing. We quickly checked the GPS and found that we had missed a right hand turn and ended up in an old channel which had not been in use since the 1970s. The moment of truth was upon us. We could either motor back down the canal and return to course adding an hour or more to the passage, or grasp the serendipity of the moment and head straight across the lake. The chart indicated about three or four feet close in to the shore but the depth indicated closer to six feet.
After some careful considering of the charts and nosing around in the shallow water, we decided that the 3′ draft was up for it and I headed forward to raise the main. There was a strong norther (hence the cool weather) blowing raising about three foot seas. As I hung on for dear life I fondly recalled this procedure on the 36 where all halyards lead to the cockpit. It turns out that the chop was about the same length of the boat and so made the motion particularly severe until underway. We watched as the depth gradually increased to about 16 feet, about the deepest you will find this shallow lake.
We flew, as the proverbial crow would, directly across the lake approaching close hauled. Rather than the tiring beating at a 20 degrees of heel we were warm in the protected cockpit and no heel at all. We managed to shave several hours off the trip and got an exciting sail in as well. We arrived at Stuart at 3:30 in the afternoon after getting a tail current on the way back down to the Atlantic Ocean. We had thought it might be after dark when we would arrive – and on a slower boat with deep draft we would have been.
We spent a day in Stuart installing a few new-boat amenities such as garbage cans, hook holders, extra glasses, and so forth. We picked up an extra crew member for the crossing of the Gulf stream and got the laundry done, a boat full of provisions and a restaurant meal on board. We only half filled the storage lockers under the settee with gallons of cheap beverages which were extremely expensive in the Bahamas. In fact we never came close to using up the vast locker space available.
At 4:00 that afternoon we set out for the Ocean. It quickly got very dark and we picked our way out to the intersection of the St. Lucie River and the intercostal waterway. From there we made for the Port St. Lucie outlet. The outlet is one of the more spectacularly unmarked channels out of the intercostal. The shifting sands at outlets lead the buoy placers and chartmakers to virtually abandon the area. With no depths on the chart, no buoys, and traffic with bright headlights bearing down on us we picked our way to the sea. We missed the sea walls and breakwaters as well as a few large tankers in the shipping lanes. Again I was happy of the three foot draft as there were more than a couple of spots where even a four foot keel would have given us trouble.
A beautiful night to cross the Ocean. The water temperature was about 72 degrees, the wind moderate, about a three foot sea and nothing but stars above. As we got several hours off shore the water temperature surged to 82 degrees and the seas heightened to about five feet — we were in the gulf stream. I stood a four hour watch steering due east and heading for Orion’s belt. The lights of the gold coast seemed like a permanent twilight which did not fade until we had reached the Bahamas.
At 12:00, my shift over, I headed below for a nap and what a nap it was. The aft location gives a gentle rolling motion and not the hard slapping which can occur with bunks foreword. Three hours later it was up again. Just as first light appeared in the east, the Bahama Banks were coming into view on the horizon. We sailed all day in about 12 feet of water and finally reached Sale Key by 4:00pm. We had covered about 170 miles in 24 hours.
The following day we made for Green Turtle Cay to clear Customs and register the vessel in the Bahamas where it would be staying in charter. We arrived just after the Customs officer had taken the last ferry for Nassau and would not be back for the rest of the day. So we headed in to get some gas while flying our quarantine flag. The water in the Bahamas can be very thin. The most difficult thing is to be able to recognize when it really IS thin and when it just looks thin to the eye – an eye which is used to brown water lakes. This distinction eluded the watchperson we had placed on the nets and Mice Will Play proceeded to run onto a coral head whilst heading for the gas docks. However a quick shot of reverse pulled us off the reef and a later inspection showed no damage at all (except for the slight scratch to the antifouling paint).
Off to Marsh Harbor where we finally contacted a Customs agent and were now able to step ashore. All in all a good crossing. We had been working 11 hour days or more for a week and it was time for some relaxation. We dropped off our friend at the airport and were joined by our wives to enjoy the cruising portion of the sailing trip. From passagemaking to relaxation, the PDQ 32 made the transition.
As we leisurely sailed to Little Harbor, Great Guana Cay, Harbour Town, Man-o-War Cay we spent less time in the cockpit, (it had finally warmed up) and more time out on the trampoline and the excellent bench seat right behind it. There was so much room that four people never felt close.
I have fallen in love with the PDQ 32. It felt solid, safe and seaworthy with good speed for passagemaking. It lacks some of the speed of the 36-footer but tends to make up for it in the comfort of the cockpit (a more aggressive sail plan might help). The yacht was comfortable, spacious, fun and good looking — just great for cruising. It is really all the little things that add up the total quality impression of the PDQ.
These boatmakers obviously think about cruising all the time — both in cold and warm weather. For example, the floor was incredibly easy to clean-up and the no-slip rubberized surface made great sense and looked good (if you have ever stepped on a teak and holly floor with slippery wet seawater feet you’ll know what I mean). Also, think how much damage sand can cause to a wooden floor. We also had occasion to suspect the water pump had failed and proceeded to try to find it, wrestle it out of its hiding place and attempt an inspection if not repair. Armed to the teeth with tools we were quickly delighted by the cleverness of the device and its neat installation. It was easily accessible from two angles, the wires were connected using easily unpluggable sockets, and the actual pump lifted out of a mounting bracket without the use of screwdrivers. The leak turned out to have been crew error and not the pump at all. All these little things add up after you have been cruising for a few weeks.
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Anyone with experience on a PDQ 34?
- Thread starter deckofficer
- Start date Feb 4, 2013
- Feb 4, 2013
deckofficer
Senior member.
From my intro on this forum I stated I was on the fence of getting another sail boat or a power boat. If sail, I was leaning towards a catamaran because I'm not as young as I was when I had my Cal 40. During my time at California Maritime Academy, I did my thesis on minimum wetted surface hulls, i.e. fast ferries, as back then that was about all we had in power vessels for this hull form. Had PDQ been around back then, I would have researched the pleasure boat aspect for the thesis. Now I find that PDQ has closed shop on power offerings, and is running with a 44' sail catamaran being built in Brazil. Lucky for me, before closing Canadian operations, they had built a fair amount of the PDQ 34's and I am hoping someone here has experience with what appears to be a fine little pocket cruiser. PDQ U would have been a great way to learn about the 34, but that is also history. Any PDQ 34 owners here care to spend some time and educate me to the finer aspects of your boat along with previous boating experience? Thanks.
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Power Catamarans FAQ's
If you are considering a pdq, we anticipate you may have questions. rhumb line has answers having focused solely on the pdq brand, we have seen/experienced/lived it all. below are several questions we tend to be asked. we hope they help guide you in your decision-making process. if there are questions you still have after looking these over, please do not hesitate to reach out to us., what makes power catamarans great for cruising/liveaboard, what makes the pdq unique in its class, what makes the pdq so economical/efficient to operate, what about the construction of a pdq makes it unique in the marketplace, why is the pdq design different than most other power cats that are on the market, is the pdq considered a “blue water” cruiser, when you are cruising, say the bahamas, how long can you stay anchored without the need to visit a marina, is a pdq easy to operate and maneuver, what is the maximum cruising range of the pdq 34 and 41, why did the canadian manufacturer go out of business in 2007, how difficult is it to get parts for all the critical components..engines, generator etc, do the pdq 34 and 41 fit in a regular width slip, why have the pdq 34 and 41 held their value so well over time, how many 34’s and 41’s were built, why is the 34 so popular with “great loopers”, is there adequate outdoor space on a pdq, is cooking on board a pleasurable experience, in case of inclement weather can the pdq be fully operated from inside, is the deck space on a pdq adequate and safe.
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IMAGES
VIDEO
COMMENTS
THE DESIGN. The PDQ 32 was kept lightweight—7,200-pound displacement—through efficient design and the smart use of triaxial cloth, acrylic modified epoxy resin (AME 5000), Klegecell core, and even carbon fiber (in the main beam). As a general rule, fast cats have displacement-to-length (D/L) ratios between 50 and 70, and slow cruisers about ...
While the Atlantic 46 had a D/L ratio of 62, this 36-foot cruising cat built in Ontario, Canada, has a higher D/L ratio of 88.27. This difference in D/L ratios translates to more usable interior volume. The PDQ 36 is an excellent example of what I was referring to regarding the aesthetics of multihulls. The sail plan shows a boat with a heavy ...
The PDQ 36. PDQ Yachts was founded in 1987, when the present malaise of the Canadian pleasure boat building industry was gaining momentum. Nonetheless, the optimistic PDQ team were determined to bring into production a "modern, commodious, performance catamaran of impeccable quality." All principles are keen sailors and multi-hull enthusiasts.
This is another episode of our reviews of common cruising catamarans. We spoke with Eric and Bonnie who own a PDQ 36. They contacted us because they enjoyed our PDQ 32 interview with Aurora and Dennis and agreed to tell us about their boat, Desert Star. Very thankful for their interest in our project and to all of you watching our videos and ...
The PDQ 32 is available in two basic configurations — the Classic version, offered with two retractable 9.9-horsepower four-stroke Yamaha outboard engines cleverly deployed from pods beneath the cockpit lockers, and the LRC (Long Range Cruiser) version, offered with twin 20-horsepower Yanmar inboard diesel sail drives located in shielded ...
By Bob Perry. August 25, 2000. The first thing you need to be aware of when checking out the design of a catamaran is that the profile and sail plan drawings are deceptive. The next thing you should focus on is that interior volumes come in odd components compared to monohulls. The PDQ 32. The PDQ 32, designed by Steve Killing, is a small ...
We spoke with Aurora and Dennis who have a 1998 PDQ 32 named Serenity that they bought in 2017. They tell us about why they chose the PDQ 32, the strengths and weaknesses of the model, and why it has been the perfect catamaran for them. They compare the PDQ 32 to Geminis, Maine Cat 30, Seawind 1160. Please watch the interview below and read on ...
That was not exactly the case with PDQ Yachts though. The original PDQ cat, a 34′ model, was introduced in 1987. This was eventually lengthened to 36′ and was very popular. In 1994, PDQ introduced a second design, a 32′ long model. ... David shared his thoughts on the catamaran's designs.
This is another episode of our reviews of common cruising catamarans. We spoke with Eric and Bonnie who own a PDQ 36. They contacted us because they enjoyed ...
PDQ Yachts was established in 1987 To build sailing catamarans and their very well established 44 Antares model has been a major success but in 2001 The company created their first power cat; the 34. The 34 continues but now, several successful years later, PDQ Yachts has introduced the 41 Power Catamaran and it is quite a remarkable vessel indeed.
Ligure 50' aluminium power catamaran From my research, production powercats with a beam equal to or under 17 are: - Fountaine Pajot Greenland 34 - Fountaine Pajot Maryland 37 - Fountaine Pajot Highland 35 - Fountaine Pajot MY37 - PDQ 34 - Aquila 38 - Aspen 120 - Endeavour 440 and 450 (and our non-production powercat, but isn't for sale ) For ...
PDQ Yachts in Whitby, Ontario, Canada, launched the Alan Slater-designed PDQ 32 catamaran in 1994 and built 53 of the boats in the following eight years. Practical Sailor first reviewed the PDQ 32 catamaran in April 1997, which happened to be when the test boat for this review update rolled off the production line.
Draft 4'. Displ. 22,500 lbs. Sail area (main and jib) 864 sq ft, Power (2) 29-hp Yanmar diesels. PDQ Yachts, 888-297-2287. Voluminous cruising catamarans have a reputation for being ideal charterboats, but the boat builders at PDQ Yachts are quick to point out that the new Antares 44i cruising cat is not intended to be a charterboat.
Catamaran Twin Cbrd. Rigging Type: Fractional Sloop: LOA: 36.42 ft / 11.10 m: ... PDQ Yachts (CAN) Download Boat Record: Notes. A racier model with a taller, fractional rig was also available. The MK II Classic (shown above) and Mark II LRC (Long Range Cruiser), were introduced in 1994. The LRC came with inboard 18- or 27-horsepower diesel ...
For this month's Powerboat Reports boat review, PBR performed a sea trial and inspection of the PDQ Power Catamaran, a diesel-powered inboard cat with a massive beam of nearly 17 feet. This 34-foot cat gets good fuel mileage, offers a comfortable cabin, and is constructed of quality materials. It's an excellent choice for cruising coastlines.
Brand: PDQ 36. Brand: PDQ 36. Designed by Alan Slater, the PDQ 36 Capella is a well-built nimble-sailing cruising cat designed for families and not for charter companies. Overall, 100 PDQ were built , making it one of the most successful cruising catamarans manufactured in North America. The PDQ 36 Capella is handsome in profile, partially due ...
PDQ Yachts has been building cruising boats for over a decade, but up to now the Whitby, Ontario, company has been splashing sailboats, specifically the popular PDQ 36 and PDQ 32. Simon Slater started it all when he decided to build a practical, multihull cruiser, and his company has developed a loyal following of owners around the world.
Jul 20, 2012. An armada of PDQ's power cats tackles high winds and rough seas on Lake Ontario, 33 locks on New York's canal system and the mighty Hudson River. Every once in awhile I get an invitation that is simply too much fun to pass up. I've crossed oceans, made countless coastal passages and done my share of ugly deliveries in awful weather.
I have my eye on a PDQ 36 catamaran, but am wondering about its suitability for long blue water passage-making. While most of my sailing would be coastal, I would like to sail one across the Pacific to Australia and possibly even circumnavigate. My research suggests the PDQ 36 is a good quality, fast cat offering decent live-aboard space for ...
Now I find that PDQ has closed shop on power offerings, and is running with a 44' sail catamaran being built in Brazil. Lucky for me, before closing Canadian operations, they had built a fair amount of the PDQ 34's and I am hoping someone here has experience with what appears to be a fine little pocket cruiser.
If you increase the speed to 14 knots she burns 5.5 gal per hour for a range of about 400 NM. On one engine at 6.5 knots, the range becomes about 1100 NM. The PDQ 41 carries 350 gal of fuel of which about 320 gal is safe to count on as usable. At 18 knots she burns 10.5 gph which gives you a range of about 550 NM.
Gross Weight: --. Fuel Capacity: 184 gals. Model Years: 2000—2007. Draft: 2'4". Beam: 16'10". Water Capacity: 80 gals. Waste Capacity: 38 gals. Length w/ Pulpit: --. The PDQ 34 (called the PDQ 32 until the hulls were lengthened in 2003) is a distinctive catamaran trawler whose stable ride and exceptional fuel economy made her a popular boat ...
While searching cats we've seen a number of posts discussing the Tomcat 9.7 / 970s "not sure what the difference is" and the PDQ 32. One seems to be widely regard as a coastal boat only.. something like the Gemini which we've already looked at locally and felt its interior was a bit claustrophobic. While the PDQ 32 seems to be mentioned on this ...