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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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International Catalina 30/309 Association

Home of the Catalina 30 and 309 Community

Catalina 30 Review

Used Boat Review By Jack Horner

Several weeks ago I was preparing a survey of a Catalina 30 for a client and found myself looking for other Catalina 30s for sale to help me establish an approximate value. I quickly found more than 75 for sale and was again reminded of the remarkable popularity of this cruiser/racer. Quite frankly, I found myself a little surprised that I hadn’t included a review of the Catalina 30 earlier in this series. Better late than never and perhaps even more appropriate now because 1998 celebrates the 25th year of production of the Catalina 30.

Introduced in 1974, as the big brother to and natural step-up from Catalina’s popular 27 footer, the original design remained nearly unchanged for 20 years. In 1994, Catalina introduced the Catalina 30 Mark III with some subtle changes in styling to give the boat a more “Euro” look. The hull was widened slightly from about station seven (70% of the waterline length) aft in order to incorporate a transom boarding platform and ports were added to the hull sides.

Since 1974, the principal dimensions have remained the same at LOA 29′ 11″, beam 10′ 10″, displacement of 10,200 lbs. and standard draft 5′ 3″. From 1977, shoal draft was offered as an option first with a fin keel drawing 4′ 4″, which was replaced with a winged keel design drawing 3′ 10″ in 1988. The displacement and ballast of shoal draft boats are 100 lbs. greater than the standard draft versions to compensate for the higher center of gravity of the ballast.

By the end of 1997 more than 6,400 Catalina 30s had been built. This is an impressive number, but it becomes even more remarkable when looked at in perspective. Consider that you could combine the production of ten of the most popular 30′ model sailboats built in the US over the last 25 years and still not approach the number of Catalina 30s built. Catalina literature boasts this is the most popular 30′ boat worldwide, a claim that would be hard to argue.

Catalina utilizes a standard lay-up of various types of fiberglass cloth and plastic resin in the construction of the hull. Deck construction includes either balsa wood or plywood sandwiched between fiberglass laminates. The deck is fitted over the hull in a shoe box fashion with a sealant in between. An aluminum rub rail and stainless steel self-tapping screws on about 3″ centers secure the deck and hull together. The keel is external lead fastened with stainless steel bolts. The rig is a simple deck-stepped masthead sloop with single upper shrouds and spreaders, double lower shrouds and split backstay.

Some of the more common problems encountered include deteriorated deck cores, compression fatigue at the mast step, failed wooden spreaders, failure of lower chain plate attachments on older model boats, and leaks and separation at the keel to hull joint. There is also sometimes delamination and damage along the vulnerable deck to hull joint caused generally by minor docking incidents over the years.

The engine of the Catalina 30, upgraded from 11 hp to 23 hp, is located midship beneath the dinette seat. This is, in fact, the best location for an engine in terms of weight distribution; however, it complicates the installation of the engine exhaust, leaves the machinery more vulnerable to bilge water and makes sound insulation more difficult. Except for sound insulation, these drawbacks can be overcome with careful maintenance.

The accommodation plan of the Catalina 30 has been so popular that even though it is one of the easiest modifications for a builder to accomplish, the layout has remained unchanged for 25 years. The companionway opening is exceptionally wide, which, when open, makes the cabin appear even bigger than it is. A cockpit dodger or awning is a must with this design for adequate ventilation of the cabin in inclement weather.

A combination of wide beam, good ballast/displacement ratio of .42, and relatively low sail area/displacement ratio of 15.1 makes the Catalina 30 a very stiff boat under sail. This is a feature many sailors find comforting. Other than developing considerable weather helm as she heels, the Catalina 30 doesn’t have any particularly disturbing characteristics under sail. She is likely a bit slower than some of her contemporaries, such as the Pearson 30 or Ericson 30. If you’re planning on racing, you may want to consider the optional tall rig which increases the sail area by 60 sq. ft. and the SA/D to 17.1. This should result in a much more lively and competitive boat.

There are a number of construction and design features of the Catalina 30 that, in my mind, restrict recommended usage to coastal areas, lakes and bays, but then this is true of many production boats in this class. On the other hand, Catalina founder and president Frank Butler has been quoted as saying that the company goal is to provide its customer with “as much boat for the money as we can.” Size-for-size and feature-for-feature the Catalina 30 is tough to beat. Selection is plentiful, and prices range from the mid-teens to the mid-seventies.

Jack Hornor is an Annapolis-based marine surveyor and naval architect. He can be reached at 410-451-8133 or  [email protected]

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Catalina 545: Best Full-Size Cruiser Over 55 Feet

• By Herb McCormick
• Updated: December 9, 2019

So here come the Big Boys: the four finalists in the BOTY Class of 2020 vying for the title of “Mightiest Monohull” of them all. It would not be a cut-and-dry choice, however, as all four contestants were so radically different from one another.

Unfortunately, due to the extreme and unusual weather during the sea-trials portion of the contest (see “A Little Bit of Everything,” page 67), the yacht with perhaps the greatest sailing potential—the Beneteau First Yacht 53—went untested on the water. The 53 is a departure for Beneteau, which is betting big on attracting the performance-cruising segment of the market. So the judges were left to ponder the boat’s fate based on their dockside inspections.

It received high marks. Judge Ed Sherman said: “This is a very interesting boat. It’s actually an outlier in terms of the electrical system in that it’s still using 12 volts, while almost everyone else seems to be evolving to 24 volts. There’s some real innovation happening here. They get kudos for the in-house digital-switching control system they’ve designed, which is pretty slick and enables the owner to control the system with their cellphone, or even remotely via the internet with the onboard Wi-Fi.”

Like the Beneteau, the year’s largest entry, the Hanse 675, comes with a price tag of over $1 million, a major topic of discussion in the final deliberations for the class. And while the judges did get aboard the boat for a test sail, the conditions were so calm that, again, decisions were based largely on the dockside visit. And it also generated positive reviews.

“Mechanically, the systems were very well-done,” judge Ralph Naranjo said. “The idea of using hydraulics for the anchor windlass was great, though I thought the capstan and chain size were quite small. Under sail, we didn’t have a fair evaluation because of lack of wind. But the sails, running rigging and so on were splendid. Under power she did very well, making better than 10 knots at the high end. And she backed down well either way.”

The second of two Bavarias to be introduced in the United States this year was the stout C57. “In terms of installations, the systems are very similar to the C50,” Sherman said. “I’d say Bavarias in general have achieved a point in their construction expertise where they’re on par with Groupe Beneteau boats—they’re all in the same league in terms of the craftsmanship it takes to install commonly requested marine systems.” Naranjo added, “They’ve done an interesting thing with the 57, as they have several different draft versions from which to choose, and the engineering is solid in that they change the ballast with the different draft options.”

That left the 56-plus-foot Catalina 545 , which—spoiler alert—not only was named Best Full-Size Cruiser Over 55 Feet , it also was named the overall Boat of the Year .

“I liked it as soon as I got on it,” judge Dan Spurr said. “I like the looks of it. I like the cockpit layout. The designer and builder, Gerry Douglas, did an excellent job explaining how he put the boat together and the choices that he made. I was impressed by the overall layout abovedecks and below. We didn’t have a ton of wind when we sailed it, but it acquitted itself nicely. It seemed like a pretty straightforward rig that my wife and I could handle pretty comfortably. In other words, it wasn’t complicated. Pricewise, in this category, it was in the same range as the Bavaria but considerably less than the Beneteau or Hanse, which I think is important. It represents good value. It’s a simple boat but one that’s handsome and well-thought-out.”

“The little things did it for me,” Sherman said. “The rigid stainless-steel handrails and the great toe rail. Really chunky stuff. I love the drain down the side of the deck. It was slippery in pretty light air. I mean, we got it up to 5 or 6 knots without any effort at all. I really loved the interior layout too. That forward stateroom with the little daybed was great. And the furniture in the main saloon is solid wood, not laminated stuff. It’s seemingly a minor thing, but it’s actually pretty major in terms of maintaining the value of the boat down the line.”

Many decades ago, Catalina Yachts was launched with the name of the prominent island off the coast where the company was founded. Fittingly, the Catalina 545, the latest and perhaps greatest of all the models that came before it, is an island unto itself.

See All Winners:

2020 Boats of the Year

Other Winners:

• Overall Boat of the Year
• Best Performance Cruiser
• Best Midsize Cruiser Under 45 feet
• Best Full-size Cruiser
• Best Full-size Cruiser Over 55 Feet
• Best Midsize Cruising Catamaran
• Best Full-size Multihull
• Best Charter Boat
• Most Innovative
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• Sailboat Reviews

The Catalina 25

Like most catalinas, the 25 represents good value for the money, but sailing performance and construction quality are average at best..

[Updated December 6, 2018]

The Catalina 25 is not exceptionally fast, stylish, or spacious compared to newer widebody models, and while the construction and workmanship are adequate, they too are not exceptional. But because of the builders strict adherence to a philosophy of offering a relatively spacious design, relatively well made, at a reasonable price, and backing up the product with generally good customer service, the Catalina 25 has turned out to be one of the most successful small cruising sailboats ever built, with 5,332 boats sold between 1976 and 1990, when the company ceased producing the model as demand tailed off.

The Catalina 25 Design

During those 14 years of production, the design went through a complete metamorphosis, starting out as a very simple and inexpensive trailerable swing-keel design, and ending as a relatively sophisticated minicruiser. As vice-president and chief designer Gerry Douglas says, The last boats we built had diesel inboards, hot and cold pressure water systems, and extremely complex electrical systems. They were like little Catalina 34s. It was what people wanted in the late 1980s.

If you consider all model years, you can find Catalina 25s with five different keel configurations: cast iron swing-keel, cast iron fixed keel, cast lead wing keel, cast lead fin keel without glass jacket, and in later boats, a lead keel encased in fiberglass. In the later boats there was a choice of fin keel, wing keel, or swing keel, and standard rig or tall rig. However, the swing-keel model, with a board-up draft of 2′ 8″, accounted for well over half of total production. Most Catalina buyers over the years have been cruisers rather than performance-oriented racers, and for many cruisers, the attractiveness of a boat suitable for shoal waters and trailering is undeniable. Relatively few Catalina buyers are avid racers, it seems. If the hundred or so owners who answered our survey request are an indicator, only a small percentage rate as important either the fin keels much more efficient foil shape and lower turbulence, or the greater light-air efficiency of a two-foot longer tall rig mast that increases sail area by almost 10 percent.

As the design developed over time, features changed enough so that in a number of respects the early boats are very different than 1987 and later model years. As a consequence, its imperative for prospective buyers to know what model year theyre looking at when shopping for used boats. Prices can vary from less than $5,000 to more than $16,000, not only dependent on condition, but also model year and features.

For example, at various times there was a choice of two different interiors: a dinette arrangement, and opposing settees. A flip-top (Catalinas version of the pop-top), which provided standing headroom, was a popular feature that was optional until 1987, at which time it became standard. In fact, in 1987 the entire boat underwent a major design change, yielding among other things a more contemporary deck and a more refined interior, with less teak and more fiberglass.

Performance and Handling of the Catalina 25

The Catalina 25, with a PHRF rating of around 228 for the standard rig or 222 for the tall rig, is not especially fast for its size. In fact, the swing-keel version, which is noticeably slower upwind than the fin-keel version, probably deserves an even higher time allowance than its been given. The fin keel is generally acknowledged to sail close to its rating, at least once the breeze pipes up to 10 knots or so. The swing keel is not as hydrodynamically sleek, and the keel lifting cable is out in the open where it causes extra drag, intensified if seaweed gets hung up on it.

The boat (especially the keel version) balances relatively well, tracks satisfactorily, and is quite maneuverable if sails are properly trimmed; it can be unforgiving if they are not. Several owners com plained to us of a heavy weather helm in a breeze.

The tall rig is a bit more tender than the standard rig, but definitely adds speed in light air. One just reefs a little earlier to maintain helm balance. But despite its virtues, the tall rig has a drawback mentioned by several owners: Unless you have a sailmaker chop off the bottom 12″ of the sail, the boom swings too low over the cockpit. This, however, may be the fault of some sailmakers; the consensus is that Catalina-supplied sails were not as well-made or well-shaped as those obtained from other sailmakers.

Under power, the Catalina 25 will make about 5- 1/2 knots with a 6-hp. outboard, and you can coax an extra 1/2 to 3/4 knot or so out of the boat with an 8- hp. or 9.9-hp. engine. (Theoretical maximum hull speed in ideal conditions is around 6.3 knots.)

The outboard is mounted on a fold-up transom bracket mounted off center to accommodate the outboard rudder. Some owners complained that the motor is difficult to raise and lower. Others observed that, in rough seas, when the boat pitches, an ordinary 20″ shaft outboard prop has a tendency to ventilate, particularly if the auxiliary is used under sail and the boat heels away from the side on which the engine is mounted. The owner consensus is that a 25″ extra long shaft largely solves that problem.

An inboard diesel engine would also solve the problem, but is not recommended; an owner of a 1986 model equipped with a 10-hp. Universal engine reports his boat is very slow under power, at least with the two-blade prop hes currently using. A three-blade prop might help, but would also significantly increase drag under sail.

Another disadvantage of the transom-mounted outboard is that its difficult for the helmsman to control. One owner who told us hed rigged remote engine controls in the cockpit said, Its the best thing weve done.

The boat needs to be reefed in 15 knots of wind (a jiffy reefing main was standard in later boats, though a roller furler for the jib was not). Above 15 knots, weather helm becomes very heavy if the main is left unreefed; one owner observed that she tends to round up in strong winds, or if heeled more than 15 degrees.

A short traveler is integrated into the stern pulpit, and although this works well while cruising, and

permits use of a bimini to protect crew from too much sun, mid-boom sheeting and a mid-cockpit traveler work better for single-handed daysailing and racing. Consequently, many owners have added the inboard traveler, some with a snap-on mainsheet block so they can switch back and forth.

A peculiarity of the design is that the distribution of the boats components evidently caused listing, in some boats to starboard, in others to port. For example, in the 1981 dinette model, owners complained that the dinette, engine, fuel tank, galley, and head were all on the port side, causing the boat to list noticeably to port. Catalina evidently took these complaints to heart, but the results were not totally effective; an owner of a 1982 model complained that batteries, holding tank, and outboard on the starboard side produced a list in that direction.

Other owner responses to our questionnaire included the following:

The absence of a bridge deck is a possible safety hazard when sailing offshore in a big following sea.

Narrow (7″ wide) sidedecks make going forward somewhat difficult. So do the 22″ high stanchions when the boat is heeled, impeding passage forward on the high side; shorter stanchions would help, but wouldnt be as safe.

The lifelines don’t lead to the top of the bow pulpit, but instead run to the deck at the bow to provide a slot for a deck-sweeping genoa. This can make the foredeck area insecure in adverse weather conditions. Bails on the top of the pulpit and pelican hooks on the lifelines would be an improvement, since it would then be possible to raise the lifelines in heavy weather or when a high-clew jib is being used.

Catalina 25 Interior

Compared to other boats available in the 1970s an early 1980s, the Catalina 25 is relatively spacious below, though some readers complained that the aft double is really only a single quarter berth and that the port side settee berth is not long enough for an adult. Newer beamier designs, of course, have the advantage of more elbow room below.

At least one owner improved sleeping accommodations by building a plywood platform which fits between the table on the port side and the settee on the starboard. The aft berth cushion, under the cockpit sole, was shortened slightly to fit on this platform. When in place, the platform results in an athwartships berth about 6′ 4″ long and 5′ 1″ wide, big enough for a double sleeping bag. When not in use, the plywood platform stows on the aft berth.

Light and ventilation below is very adequate, as long as theres a breeze from forward. Because the forward hatch slopes down the forward edge of the cabin trunk, when open it becomes a very effective windscoop. Boats with pop-tops have additional ventilation.

The pop-top was an extra-cost option, and a very popular one. Reader praise of the pop-top is almost universal, with comments from Buyer interest is much higher on boats with pop-tops to Contrary to what some folks say, this pop-top does not leak in the rain or spray. Headroom is 6′ 4″ with the pop-top raised.

Until the 1983 model year, when the company redesigned the icebox so it would, as one owner reported, keep block ice for three days, the icebox was severely under-insulated; many owners reported that it would only hold ice for less than a day. Another complaint was that the icebox drains directly overboard, and as a consequence, if the drain is left open when the boat heels, water enters the icebox. One reader killed two birds with one stone: We keep our trash in the built-in cooler where it is out of sight, and use an Igloo cooler which is bigger and works better.

Construction of the Catalina 25

The Catalina 25 has a full fiberglass hull liner, which makes it easier to keep the boat clean but at the same time can make repairs and adding owner-installed custom components more difficult.

Several owners judged that Florida-built Catalina 25 hulls, though adequate in strength, are not as well finished as the California-built boats. And several others commented on gel coat chipping and cracking, voids, pits, and crazing, particularly in stressed areas such as at sharp changes of direction in the cockpit, and corners of hatch covers, though these problems didnt seem to be a function of builder location.

Bottom blistering seems to have been a fairly common problem on Catalina 25s when an epoxy bottom coat had not been applied under the antifouling paint to prevent water incursion. Catalina now has a 10-year no-blister warranty, but during the era of the Catalina 25, the company had a five-year warranty with gradually diminishing payments during the period. Judging from reader response to our questionnaire, some owners were not entirely satisfied with that arrangement.

In the swing-keel version, Catalina used an ordinary galvanized steel trailer winch to hoist the keel, and although there are no doubt some 20-year-old boats that still have the original winch, many owners have had to repair or replace some or all of it, particularly when the boat is sailed in saltwater.

Another problem with early swing keel models involved breaking the pennant. At the lifting point on the trailing edge of the swing-keel there is a tapped hole on a flat area into which screws a stainless steel eye. A swaged fork fits over the eye and pivots on it as the keel swings up or down. The factory fixed the eye in place with Loctite, but over the years the eye could rotate, so that the clevis pin became parallel to the keel instead of perpendicular to it. Then it would bind, and eventually end up bending and then breaking the wire at the joint of the wire and the swaged fitting. To solve the problem, Catalina came up with a device to keep the eye from rotating, but some older boats may not be retrofitted. Owners and prospective buyers of older boats should examine the swing keel to be sure the eye is solidly fixed in place.

Several owners complained that there is no mechanical lock to stop movement of the swing keel,

which even at anchor can move laterally in its trunk, banging, thumping, and making it, according to one owner, hard to sleep through the night. Catalina offers a retrofit kit to alleviate the problem, composed of nylon or neoprene washers -but according to some owners, this cure is only partially effective.

The surface of the cast iron swing keel was said by some of the performance-oriented owners to be comparatively rough as it came from the factory. They advise filling and sanding fair and smooth for better sailing speed. We would add that the keel should be checked regularly for corrosion, and an epoxy barrier coat should be maintained on the surface to prevent excessive rusting and deterioration.

Deck and cabin hardware, while generally adequate, is considered sub-par by some owners, particularly on the early models. For example, the type of closed-barrel turnbuckles Catalina used are hard to inspect without disassembly, and as a result tend to corrode internally, sometimes freezing or completely failing. Later models have the open-barrel type, which is preferable.

The forward hatch for several model years was attached with self-tapping screws rather than throughbolted, causing the hatch to become loose in some cases. By 1983, bolts had replaced the screws. Other relatively common complaints include rusty screws on deck fittings, broken boom goosenecks, insufficient bow eye backing plates, tillers splitting (on one boat the tiller split twice), and problems with rudders delaminating and splitting along the edge.

A particularly common problem noted is that rudder gudgeons and pintles break or come adrift

from the transom. The repair involves installing a handhole inspection port on the inside of the transom to gain access to the fastening bolts. One reader said his lower pintle had broken under racing conditions, but that he had cured the problem by adding a third pintle and gudgeon halfway between the top and bottom fittings.

Several other readers reported that their boats had loose gudgeon bolts, stress cracks in the transom at the gudgeon attachment points, and transom leaks. One owner reported the transom cracked below the motor bracket because of lack of reinforcement behind the bracket.

The hull-deck joint on some models used selftapping screws rather than through-bolts. Several readers experienced rain and spray leaks along the rail. Portlights also have been a source of leakage problems, as have cockpit scuppers, rudder gudgeons, and various pieces of dealer-installed deck hardware, mostly due, we guess, to inadequate bedding procedures and backup plates.

Trailering the Catalina 25

Despite the fact that a bare Catalina 25 weighs approximately 4,150 lbs., the boat plus trailer, loaded for a weeks cruise, can easily weigh over 6,000 pounds. That means its necessary to tow with a big pickup or van equipped with a towing package, and virtually eliminates prospective trailer-sailors who only have access to an ordinary passenger vehicle, no matter how powerful. (An exception: Big cars built before the advent of downsizing and integral frames. For example, one reader says he pulls his 6,000-lb. rig successfully with a 1973 Olds 98).

The Catalina 25s mast is deck-stepped on a hinge, but several readers complained that no factory method is offered to make mast-raising safer and easier. Still, some owners have devised their own systems, with which they seem to be satisfied. One who made extensive modifications figures it takes him a mere 45 to 60 minutes from the time he pulls into the parking lot at the launching ramp until hes sailing away-and only a little longer than that to reverse the procedure.

One reader pointed out that with the swing keel model the rudder is deeper than the retracted keel (unless its a folding rudder, which Catalina offered as an option in some model years), which can produce problems at the launching ramp under some conditions. Another owner feels that his fin-keel is as easy to ramp-launch as a swing keel, provided an extra-long trailer tongue extension is used. We think that might be true on some ramps, but not on others.

If youre shopping for a Catalina 25 already equipped with a trailer, check the GVWR (Gross

Vehicle Weight Rating) decal before you buy. It indicates the loaded weight of the trailer in pounds, i.e. the sum of the carrying capacity of the trailer plus the weight of the trailer itself. One reader ordered (from a Florida dealer) and paid for a trailer with a 7,000 lb. capacity rating. What he got was one rated for only 5,000 lbs. He was prompted to check the decal because, he says, The trailer looked skimpy. He weighed the combination with the boat stripped and it came to 5,620 lbs. The dealer claimed it was the same trailer they always use for this boat an the dealer passed me off to the Florida plant, who passed me off to the trailer manufacturer, who finally made good after Frank Butler got into the act-after seven months of hassling.

New or unseasoned sailors making their first or second foray into the boat-buying game may find that the Catalina 25 is an attractive choice. The boat is relatively easy to handle, can be single-handed without too much trouble, and while not fast in the racing sense, is fast enough to satisfy many cruisers. The interior is big enough for two to cruise in relative comfort, while the overall size of the boat is not daunting to most newcomers to the sport. Other advantages for new sailors are that Catalina, in most cases, does a good job with customer service, and theres a quarterly 100-page glossy publication for all Catalina owners (from 8′ Sabots to all the way to Catalina 42s) called Mainsheet which offers support and helps to keep communications open between owners.

Asking prices on used Catalina 25s range from around $4,000 for older (late 1970s) models that probably need some work, to around $16,000 for newish (late 1980s) models fully equipped and in like-new condition, probably with an inboard engine and a trailer included. A price of $7,000 to

$8,000 is typical for early to mid-1980s boats, though we noticed a wide range, presumably based on condition and accessories.

Prospective buyers should check for bottom blisters (which can be expensive to repair), evidence of problems around the keel bolts or pivot on the swing keel, rudder connection problems, cracks in turnbuckles or rigging terminals, leaks around windows and hull-deck connection, and other common (and correctable) flaws.

Also check for which of the many extra-cost options have been installed-options which many experienced sailors would say should have been standard: boom vang, genoa winches, pop-top with canvas enclosure (originally two separate options), basic electrical system with running lights and cabin lights, galley equipment, head, lifelines and stanchions, and sails. Check especially the brand of sails; many readers report that they have been dissatisfied with Catalinas own brand of sails.

Overall, we think the Catalina 25 is not fancy or fast, but is economical, a fair sailer, and roomy for its size-a good boat for non-racers who don’t have a big budget and for relatively new sailors who want to get their feet wet in the sport.

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12 comments.

Mr Nicholson,

Thank you for the report on the Catalina “25” I’ve Been searching for an older (less expensive) under 30’ single handed sailboat for the past several months and finally today someone posted a Catalina 25’ on buy, sell, or trade in the Destin Florida area. The elder gentleman wanted to restore it but a bad hip has preventing that, so he sold it to me. I started sailing about 20 years ago with a Balboa 27’ with a swing keel (what a life saver). Lost it in the divorce. There are many sand banks and shoals here in Choctawhatchee Bay and a swing keel is what a newbie needs. I don’t think this Catalina has a swing keel, at least I don’t see the crank in the cabin. The ships dimensions in your report help immensely. I have not done an inventory yet on board (they left a lot of stuff) I hoping the main is useable and I have already inspected and cleaned the storm jib, I don’t see a Genoa (Bimini) or any other jib sail hidden away. Anyways, thanks for your report I look forward to getting it under sail.

We’ve had a 1985 Catalina 25 swing keel since 2006. I’ve sailed a lot of different boats over more than fifty years. This boat has been a good investment for fun and reliability. I’ve never reefed in the near fifteen years sailing it on the Monterey Bay. We’ve burried the rails on more than one occasion and while it does weather helm in heavy winds, it’s easily managed and I’ve never been worried about a knockdown.

Have 1985 Catalina 25 swing keel, #K4978. I don’t know if it’s the standard or tall rig. Can I tell from the HIN#?

i am new owner of a 25ft 1981 catalina and i need 1 simple measurement .. height of wing keel from the bottom of keel to the bottom of the boat as i am building a trailer to get it home with..

sorry fin keel

I am looking to buy a fixed keel Catalina 25. The keel seems short ar 4 ft when I would have expected 5 ft for a boat this size. My question is does this make the boat more tender with ballast less lower in the keel. And how does this affect performance say against the swing keel model

Did you get to sail ‘er this summer? We have a 1980 fin keel and as long as your co-captain doesn’t mind 10 to 15 degree heel, you’re not afraid to reef the main in a blow and you’re not sailing in a hurricane, you’ll find that 4 feet of keel is plenty.

Hi Peter, We’ve had our 1986 C25 SR SK for four years now. Our mooring mates have an 81 TR FK and we oftentimes run them together. While the Tall Rig makes theirs a little tender, proper trim seems to mitigate most puffs. As for our Swing Keel, typically deployed fully, we notice we cannot point as high but routinely we are keeping up around 6kts. I do notice in the SK, with the other owners aboard, that we have gain positive comments for our sails so I guess that is where you have a tough time making scientific comparisons, lots of variables. We have an even less fair comparison, a C25 Capri who has newer nicer sails and a seasoned skipper who wins most regattas and that fin easily allows him to point with a larger sail plan. The more I write, the less I think this will help you; however, for a swing keel, we’re plenty happy from a non-competitive perspective and don’t have envy/regrets when looking on those with fixed.

We have a Catalina 25 from 1983. We are in a humid area. We love the boat! Our son wants to add an air conditioner of some form to make it more tolerable to sleep on hot nights. I do not want to overwhelm the interior where I sit at the table to prepare meals and do artwork. What suggestions might you have for our situation? Thank you!

Pardon it is an 89 not an 83 Catalina !

I have a 1985 22ft and the cable for the keel broke can this be loaded onto a trailer?

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Catalina (Capri) 14.2 Review

The Catalina Capri 14.2, known later as simply the Catalina 14.2, is an excellent sport sailboat and day sailer oriented toward family and youth use.  The boat was designed by Ted Carpentier and Frank Butler of Catalina Yachts .  Catalina derived the boat from the Omega 14 produced by Frank Butler’s Coronado Yachts prior to the formation of Catalina Yachts.  After the formation of Catalina Yachts, the Omega 14 design was modified by adding a foredeck and a cuddy beneath the foredeck to create the Capri 14.2.  Since 1983, over 5,200 Catalina 14.2s have been built.   Production continues .

While Catalina 14.2s are frequently used for family cruising, the boat can provide an exhilarating sailing experience due to its semi-planing hull and clearly sporting sail-area-to-displacement ratio of 36.  As a family sport boat and day sailer, the Catalina 14.2 is primarily composed of a large cockpit that easily holds 4 adults.  One owner reports sailing inland lakes and bays of the Outer Banks in the eastern U.S. with his wife and 3 children aboard, and with the cuddy and areas beneath the cockpit seats laden with camping supplies.  Forward of the dominant cockpit, a large cuddy cabin provides storage for day sail, picnic and camping supplies, batteries, and emergency equipment.  As expected for a sport boat or day sailer of this size, the cuddy provides no berths, head, or galley.  (If berths, galley, or head are important to you, consider the Catalina 22 , which is also easily trailered.)

The Catalina 14.2 benefits from its large production volume, long production run, that its manufacturer is still in business, and a plethora of parts continue to be available from the manufacturer and  Catalina Direct .  Active Catalina 14.2 class racing fleets and events exist but are limited compared to some other small sailboats such as Flying Scots, Moths, and Lasers.  Presumably, this is because of the boat’s intended purpose and reputation as a family sport boat and day sailer, rather than a class racing boat.

INDENTIFYING VARIOUS CATALINA 14.2 MODELS

Three models of the Catalina 14.2 have been produced since 1983.  The different models are popularly deemed “Mod 1”, “Mod 2”, and “Mod 3”.  The Mod 1 models have a single open space below decks and came from the factory with a marine plywood hatch to enclose the cuddy and the rest of the space.  The Mod 2 models, introduced around 1990, had a fiberglass box glued inside the entrance of the cuddy, which while preventing water intrusion into the cuddy and the rest of the hull in the event of a capsize, also made the potential storage space in the cuddy inaccessible and made maintenance of the inside of the hull more difficult.  Mod 2 models had a canvas covering over the hatch to hide the box.  Six years later in 1996, Catalina introduced the Mod 3, which removed the fiberglass box and included a water-tight bulkhead at the aft end of the cuddy, making for three nearly water tight areas in the hull, including the cuddy with the hatch installed and a space under each cockpit seat.  Mod 3 boats were delivered with a more durable and watertight plastic hatch for the cuddy.  Also on the Mod 3 boats, the wooden splash guards at the aft end of the deck where removed and instead the deck was simply rounded up from the forward end of the cockpit coamings.

The Catalina 14.2 hull is solid hand-laid fiberglass.  The deck is also solid fiberglass laminate with a molded-in non-skid pattern.  The deck is attached to the hull in Catalina’s standard shoebox design.  Unlike larger Catalina boats intended for more rigorous sea conditions, on Mod 1 and Mod 2 models the deck is fastened to the hull only with chemical bonding – there are no mechanical fasteners.  On Mod 3 boats, Catalina also through-bolted the hull-to-deck joint.  Older Catalina 14.2s may suffer damage of the hull-to-deck joint so that the water-tightness of the joint is compromised.  After suffering such damage, many owners strengthen the joint with mechanical fasteners with relative ease, as the joint is easily accessible at the gunwale.

Due to the design of the Catalina 14.2’s gunwale and exposed hull-to-deck joint, installation of a rub rail can serve to protect the hull-to-deck joint from damage.   Installation is straightforward.  Several rub rails from Taco Metals in Miami, Florida work well, particularly this white flexible vinyl model with white flexible vinyl insert .

The hull is stiffened with several plywood stringers beneath the cockpit, which also support the cockpit sole, reducing flex under foot.  The seats normally flex under foot, which while initially unsettling, provides for a more comfortable ride.  Due to the more rounded and thus stronger foredeck and the additional bulkhead at the aft end of the cuddy, Mod 3 boats are stiffer than Mod 1 and Mod 2 boats.

While wood stringers could be cause for alarm, few Catalina 14.2s see enough water left in the hull to cause rot.  If rot is discovered, replacing the stringers can be difficult due to tight working conditions inside the hull.  A few owners with rotted stringers reported solving the problem by knocking out the old wood and pouring water-resistant closed-cell expandable foam under the cockpit sole and seats.  Depending on the density of the foam selected, positive buoyancy is an additional benefit of such a repair.  Water-resistant closed-cell foam is crucial for this application.  The  TotalBoat Liquid Urethane Foam Kit, 6 Lb Density, Closed Cell for Flotation & Reinforcement works well for this application, providing both structural strength and positive buoyancy.

As delivered from the factory, the Catalina 14.2 lacks positive buoyancy materials in the hull.  If the hull is allowed to fill with water, the boat will sink.  On Mod 1 and Mod 3 boats, securing the cuddy hatch board fast whenever underway is paramount.

Catalina fitted foam plugs in the end of the mast on later boats, intended to provide some buoyancy in the mast to prevent turtling if capsized.  However, the relatively broad beam of the boat limits the effectiveness of this design because most of the mast remains out of the water unless turtled.  Many owners fit Hobie Baby Bob flotation bulbs (available on Amazon) to the top of their masts so that if the boat is knocked down, the boat does not turtle.

KEEL CONFIGURATIONS AND RUDDER

The vast majority of Catalina 14.2s were delivered with a pivoting centerboard that kicks up if grounded.  The centerboard is held in place when down by a shock cord that is connected from the aft end of the top of the centerboard to the transom at the end of the cockpit.  The rudder also kicks up.  Earlier boats have a solid wood centerboard while later boats have a foam-cored fiberglass centerboard.   Rudders are wood or foam-cored encapsulated in fiberglass.   Solid HDPE rudders are available from Catalina Direct.   A medium-aspect fixed keel was also offered that added 200 lbs of ballast to the boat, which makes her slower but more stable, closer to an older-style traditional day sailer.  Catalina named the boats with the fixed keel the Catalina 14.2 K.

As a semi-planing boat displacing little water, the centerboard model requires no centerboard trunk.  The centerboard simply slides through a slot with only a few inches separating the floor of the cockpit from the water below.  With enough speed, water can spray up through this slot into the cockpit.  Catalina Direct offers a  canvas gasket  to surround the centerboard in the slot, which prevents this spray.

The Catalina 14.2 is rigged a as a fractional sloop with a self-tacking jib.  The mast is anodized aluminum and supported by a stainless steel headstay and single set of swept-back anodized aluminum spreaders with stainless steel shrouds.  The shrouds include adjustable brackets rather than turnbuckles that make rig adjustments quick if not entirely precise.  However, the headstay includes a turnbuckle which can be used to achieve precise rig tuning.  There is no backstay, which makes un-stepping the mast easier and frees up the cockpit under sail.  The rig is very light-weight so that one person can ease the mast down when un-stepping and push it up when stepping, although another person is handy to guide the mast with the forestay.  All other rigging hardware is stainless steel.  In 2012, Catalina changed to a Selden made rig.  From the factory, the boom has no uphaul so that when the mainsail is dropped, the boom falls into the cockpit.  Some owners install an uphaul, rigid boom vang, or boom kicker to prevent this.

As appropriate with a family sport boat or day sailer, all control lines are easily accessible from the cockpit.  The mainsheet is managed from a stout spring-mounted pivoting block and jam cleat in the center of the cockpit.  Jib sheets are managed from jam cleats on the side decks.  The side decks also include a jib car track and cars that allow precise adjustment of jib sheeting angle.  With sails of this size, no winches are necessary.

The cockpit of the Catalina 14.2 offers good sole depth, seat width, and coaming height for relative comfort in a sport oriented boat.  The coaming height and side deck height may be considered low for some less interested in an exciting sail, or more accustomed to day sails in a Flying Scot or a more traditional day sailer design.  The cockpit seats are long enough to sleep upon.  The relatively small surface area of the cockpit sole, cockpit seats, side decks, and forward deck are small enough to prevent much flex.

Forward of the cockpit above the cuddy is a solid deck which is handy when dealing with the jib although feels less than secure in rough water.  The side decks are reasonably wide as well.

The only brightwork on the Catalina 14.2 comprised splash guards installed at the front of the cockpit and above the hatch to the cuddy, only on Mod 1 and Mod 2 boats.  These boards are easily removed for complete refinishing if necessary.  Mod 3 boats had this brightwork eliminated.

The Catalina 14.2 can be a very exciting boat to sail.  Hiking straps were installed throughout the cockpit from the factory.  With its semi-planing hull, the boat achieves speeds great in excess of a displacement hull sailing boat.  Its relatively deep centerboard and rudder provide excellent grip for pointing to windward.  Riding close to the water, the boat’s occupants easily sense the speed at which they glide over the water.  Due to its semi-planing hull and small size (and like most small sailboats), the Catalina 14.2’s pointing ability suffers immensely with blown out or otherwise worn out sails.

AUXILIARY POWER

The Catalina 14.2 did not come from the factory with any auxiliary propulsion, but an outboard motor mount was an option.  Many owners use rowing paddles for auxiliary propulsion, but due to the beam of the boat and the orientation of the side decks, paddles are difficult to use.  Many owners install small outboards, 1-3 h.p. are more than adequate for propelling the boat.

Electric trolling motors are a popular choice for auxiliary propulsion with a battery installed at the aft end of the cockpit against the transom or in the cuddy.  Either way, the battery should be installed in a watertight battery box secured in place with mounting hardware.  Due to the easily-driven semi-planing hull, electric trolling motors are an effective means for auxiliary propulsion, with only the smallest 30 thrust-lbs models necessary for adequate propulsion.  For owners interested in sailing into a headwind off a beach or against a tide, auxiliary propulsion is paramount.

The Catalina 14.2 is easy to trailer with nearly any vehicle due to its light weight of 340 lbs.  Due to its light weight, trailers require only a single axle.  The relatively flat bottom and retractable centerboard make trailers intended for power boats work as an effective trailer.  Trailering is easy due to the boat’s simple rig – only the forestay must be disconnected to unstep the mast.

In addition to an excellent family sport boat and day sailer, the Catalina 14.2 also makes an interesting tender for the right liveaboard or cruiser.  With its weight of 340 lbs, the boat can be rigged for davits or simply towed if the sailor is not against towing a dinghy.  Despite being a semi-planing boat and having an open slot for the centerboard in the cockpit sole, the Catalina 14.2 with its wide flat bottom has more initial stability than most tenders and can be well laden with crew and supplies without shipping water through the slot.  However as the boat is laden, its ability to point to windward suffers greatly.  The same owner who reports sailing with his family, children, and camping supplies, also reports being unable to point better than a beam reach without auxiliary power as the boat was so overladen.  With a larger electric trolling motor, large battery installed, and combined with a solar panel for charging the battery, the Catalina 14.2 can power through adverse currents with excellent if not unlimited range.

Due to the excellent build quality and simplicity of the Catalina 14.2, the ready availability of spare parts, and that the manufacturer is still in business producing new Catalina 14.2s, resale values of the Catalina 14.2 remain high.  New boats sell for over $6,000.  Nevertheless, neglected Catalina 14.2s can be had on the used boat market at a steep discount, making the boat a potentially excellent value on the used market.  Prices vary widely between $1,500 and $4,500,  depending on the year of the boat, installed accessories like motors, condition of the sails, hull condition, the condition of the trailer if included with the boat.  Neglected boats can be made ship shape for a modicum of investment compared with larger boats and typical tenders.  At the time of writing, only two Catalina 14.2s are available on Yachtworld.com , but many making good options are available on Craigslist.

ADDITIONAL RESOURCES

Used Catalina Capri 14.2s for Sale on Craigslist Nationwide

Catalina 14.2 Brochure

CATALINA 14.2 UNDER SAIL, TACKING

CATALINA 14.2 RIGGING GUIDE

CATALINA 14.2 CLASS RACING

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2 thoughts on “ catalina (capri) 14.2 review ”.

• Pingback: 1988 Catalina Capri 14.2 sailboat for sale in Virginia | Boats & Yachts For Sale | Used Boats and New Boats For Sale

Great article – thanks! I believe I have heard that the Capri 14.2 Mod 1 had a hollow transom and that the transom was reinforced (made solid) on a later mod (2 or 3). Which mod was this, and do you know the specs of how much thrust or weight each mod can handle?

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