32’ 6”
34’ 4”
10’ 4”
10’ 4”
2’ 4"
2’ 4”
3’ 3”
3’ 1”
~13,000 Lbs.
~12,000 Lbs.
166 Gallons
166 Gallons
21 Gallons
21 Gallons
19 Gallons
19 Gallons
20 Degrees
20 Degrees
8’ 9”
8’ 9”
10’ 9”
10’ 9”
Yacht Certified
Yacht Certified
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Average Sailboat Mast Height
Sailboat masts are known to be quite tall, but how tall do they get? The answer varies on rig type, boat size, and design attributes.
Small sailboats, under 20 feet in length, rarely have masts taller than 20 ft or shorter than 8 ft. Sailboats between 20 and 30 feet have masts up to 30 feet tall, and large 40+ foot sailboats often have masts that exceed 50 feet in height.
In this article, we'll cover the average mast height of various sailboats based on length, and we'll also provide a typical height range. Additionally, we'll compare mast height by rig type. Finally, we'll cover the benefits and disadvantages of tall and short masts.
We sourced the information used in this article from sailboat design guides and the sailing community. Additionally, we analyzed several boats from each length category to determine average mast heights.
Table of contents
If you spend enough time around marinas, you'll undoubtedly notice the numerous masts that tower high above seemingly minuscule boats. Some are tall and thin, some are short and fat—and many are somewhere in between. So why do sailboat mast heights differ so much?
There are a lot of factors that contribute to mast height, not the least of which is boat size. Obviously, boats need a sail plan proportionate to their length, beam, and displacement in order to be efficient. The type of sail plan varies based on what the boat is used for.
Different rigs use different mast heights, even if the boat underneath is exactly the same. Let's assume we have two identical 30-foot boats. One has a tall mast and a triangular Bermuda rig, while another has a shorter mast with a four-sided rig.
The four-sided sail has a much greater area per foot of height than the triangular sail, so the mast doesn't need to be quite as high. Additionally, shorter masts can be thicker and stay within the same weight limits as a taller mast, so they can be thicker and stronger.
Now, we'll look at the average mast heights of sailboats by their overall length. We're not considering rig type beyond the fact that the majority of modern sailboats are Bermuda-rigged sloops—we'll get into that later. Here are some averages based on popular sailboats.
As you can see, the average mast height is highly dependent on the length of a sailboat. Most vessels have triangular rigs, which require a taller mast. It also seems as though mast height isn't usually far from the overall length of the boat, at least on tall single-masted vessels.
Racing sailboats are known for their crazy mast heights and long, thin sails. There's a very simple reason for this, and it has to do with efficiency and drag. A taller and thinner sail is much more efficient for speed than a shorter and fatter sail. The same goes with the dimensions of the hull, as fast boats tend to be long and slender.
The science behind sail design is ancient and fascinating. In the 21st century, where the boat market values speed and agility, tall masts with thin triangular rigs are becoming increasingly popular. Short-masted vessels, once a key component of working offshore, are more durable but less common.
Having multiple masts has distinct advantages, especially for cruising. Multi-masted sailboats are some of the best offshore cruisers ever built, and they are also remarkably durable. One of the main benefits of having multiple masts is that it adds a level of redundancy and increases your ability to finely control the vessel.
Multi-masted sailboats almost always have shorter and thicker masts when compared to similar single-masted vessels. Sailboats with four-sided mainsails, such as many classical schooners, are a particularly extreme example of this.
Gaff-rigged schooner masts are significantly shorter than triangular rig masts, sometimes more than 10 to 20% shorter. It's often the case that these vessels have a topmast that can be raised or lowered to add a triangular topsail, further increasing the area of the large four-sided sail plan.
Bermuda rigged sailboats (also known as Marconi rigged sailboats) are the most common tall-masted boats. Triangular rigs are tall because their sail area decreases as it moves up the sail, so they make up for it by adding height.
Fully-rigged ships also have very tall masts. These are the traditional sailing ships that are quite literally called 'tall ships' in the sailing community. They have multiple sails on each mast when fully deployed, and they usually have three or more masts and multiple headsails.
The gaff rig is a common and classic sailboat rig that uses traditionally shorter masts. The gaff rig uses a square mainsail, which has more lateral area than a triangular mainsail. These vessels often deploy a topsail with or without a mast extension called a topmast.
The lateen rig is also famously simple and short-masted. It uses a triangular sail with spars that fly at an angle to the mast. It is an ancient sailing rig that was extremely common in the early days of civilization, and it served workboats across the world for centuries.
Short masts can be stronger, but they aren't always. It depends on the design of the craft and is more dependent on rig type than the size of the mast itself. The strongest masts are found on gaff-rigged vessels. They are usually short and thick and traditionally made of wood.
The strength of the mast isn't so important when everything is working properly. It begins to matter in the event of a failure, like a broken stay.
A gaff-rigged vessel with a typical mast has a good chance of surviving a snapped stay as the mast can support itself. A Bermuda-rigged vessel, more likely than not, could lose its mast immediately after the standing rigging goes down.
Masts are made of many different materials. Traditionally, wood was the mast material of choice. It was strong and lasted a very long time if maintained. Through the production sailboat era, when boatbuilders switched from wood to fiberglass for hulls, sailboat masts were mostly made of aluminum.
Today's high-tech racing sailboats have many more options to choose from. Composite materials, such as carbon fiber, are increasingly common due to their astounding strength-to-weight ratio. Alloy masts are also fairly common. Steel masts exist, but their use is usually confined to small sailboats and dinghies.
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Daniel Wade
I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.
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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.
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 |
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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.
This article was first published December 16, 2015 and has been updated
Best, detailed, comprehensive review that I can recall reading. Thank you so much!!!
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Eastern’s 248 Center Console offers the kind of powerful hull you’ll see around town docks along the Maine coast. They’re all weather “island boats,” perfect for hauling people, groceries and other necessities to island cottages.
HIN/IMO: SCG24107J415
A strong 150-hp outboard, half what her competitors require, is all you need. She can run efficiently at a wide range of speeds, thanks to her Downeast workboat hull with flat run aft and keel. The skipper can throttle up in calm water or back off for comfortable running in slop. This is a well maintained, one owner 248 CC that is perfect for family outings on the bay or a day fishing.
Key Features
LOA: 24' (7.32 Meters)
Type: Power- Used
Beam: 8' 6''
Fuel Type: Diesel
Hull Material: Fiberglass
Fuel Tank: 90 Gallons (340.69 Liters)
Dry Weight: 2495
The company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change or withdrawal without notice.
Listing MLS by Yachtr.com
Yacht broker.
Upon his return to Maine in 2013 he opened a satellite office for a brokerage based in Newport at Handy Boat Service in Falmouth. Here he oversaw the sale of both new and used boats with an emphasis on cruising sailboats. In 2017 Rob joined the team at East Coast Yacht Sales in their Yarmouth office where he continues to develop and hone his abilities to coordinate custom boat builds and facilitate smooth transactions for both buyers and sellers on the brokerage market.Â
The Andros Offshore 32 is a fuel efficient, soft riding no compromise quality hull like none other. This boat a culmination of two years of R&D with the most prominent naval architecture firm in world (Michael Peters Yacht Design) and input from the most respected fishing professionals. The Offshore 32 takes center console fishing boat design to a new level in performance, fishing features, creature comforts and style.
The Offshore 32 is the perfect size for offshore and long-range adventures with over 530 miles range at a 35kt cruise. It’s easily trailer able and maneuverable making it suitable for fishing families, charter fishing operations and tournament anglers. A ride to the outer Bahamas, or deep battles with large pelagics, the Offshore 32 is designed and built for harsh saltwater environments. The Offshore 32 maximizes size for an efficient twin-engine boat and its performance is unmatched.
1.7 mpg average cruise @ 38 mph, standard features.
Structural/ Design
10-year transferable structural hull warranty
Premium 7-year guarantee gel coat
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Stainless steel rub rail (white base w/ 1/2″ insert)
Shutoff valves on all thru hulls under the water line
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The 36-foot sailboat started taking on water and left them both stranded.
The United States Coast Guard has rescued a man and his dog as Hurricane Helene fast approached them when his boat became disabled and started taking on water 25 miles out to sea, officials said.
The sailor and his dog were on a 36-foot sailboat on Thursday when the boat started taking on water, leaving the man and his canine stranded in the ocean approximately 25 miles off of Sanibel Island with no help or support nearby, according to a statement from U.S. Coast Guard Air Station Clearwater released early Friday morning.
“Coast Guard crews responded to the boater’s distress call and rushed to the man’s location, approximately 25 miles offshore from Sanibel Island near Fort Myers,” authorities said. “A successful rescue attempt was made and the unidentified sailor and his dog were saved and brought back to land.”
Officials have not disclosed why the man was out to sea while small craft advisories and hurricane warnings had already been issued in the area as Hurricane Helene was expected to make landfall.
More: 3rd house collapses in 4 days on north carolina coast.
Hurricane Helene has officially made landfall in the Big Bend region of Florida as a major Category 4 storm with 140 mph winds late Thursday night, with the storm touching down near Perry, Florida, just east of the mouth of the Aucilla River.
Hurricane Helene marks the first Category 4 hurricane to make landfall in Florida's Big Bend Region since at least 1859.
Just after Hurricane Helene made landfall over Florida, the number of customers without power crossed the 1 million mark and outages have extended into neighboring Southern states with over 46,000 customers without power in Georgia and over 12,400 customers without power in North Carolina, according to powerouttages.us.
Georgia Gov. Brian Kemp confirmed that two people were killed during Hurricane Helene's passage into Georgia overnight, bringing the storm's total death toll to three.
Kemp said he and his family were "saddened to learn of the loss of two lives in Wheeler County this evening. As we join their families in mourning their deaths, we urge all Georgians to brace for further impact from Helene, remain vigilant and pray for all those affected."
Earlier, Florida Gov. Ron DeSantis said in a press conference late Thursday that one person was killed on the I-4 highway near Tampa when a sign fell on a car.
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A fight centered on who owned the 121-foot ship carlos ghosn paid for with millions he is accused of illicitly taking from nissan.
Nissan just won the first round of its boat battle with disgraced former chairman and current indicted fugitive Carlos Ghosn . Basically, this fight was all about who owned the 121-foot pleasure cruiser Ghosn paid for with millions he is accused of illicitly taking from Nissan NSANY . Ghosn was ordered to give up the vessel to Nissan . On top of that, he, his wife, and a shell company they created to purchase the boat were ordered to pay $32 million in damages, according to the ruling by the British Virgin Islands High Court.
The Custom Line Navetta 37 built by Ferretti, an Italian boat maker, was christened “Shachou,” which is Japanese for “The Boss.” Carlos , that’s a little bit on the nose, isn’t it? It has seven bathrooms, five main cabins and four crew cabins. From Automotive News :
The yacht became a symbol of the alleged self-serving excesses at the crux of misconduct accusations against Ghosn, who was arrested in 2018 at the height of his power as chairman of the Renault-Nissan-Mitsubishi alliance, then the world’s biggest automotive group. The boat also featured in the final of four criminal indictments brought against Ghosn by Japanese prosecutors. Ghosn has yet to stand trial in Japan on the criminal counts. After 140 days of lockup on two separate stints in a Tokyo jail, Ghosn jumped bail and fled Japan to his ancestral homeland of Lebanon. He continues to live there with an Interpol red notice seeking his arrest. The British Virgin Islands court contest covered an alleged flow of some $32 million from Nissan’s CEO Reserve Fund through a complex chain of intermediaries, including a regional subsidiary, Nissan Middle East, into various entities controlled by Ghosn or his family members. Some of the money was traced to Shogun Investments, a California company owned by Ghosn and his son, and to Beauty Yachts Pty Ltd., the company incorporated in the British Virgin Islands to buy the yacht and later owned by Ghosn’s wife, Carole, according to the court’s Aug. 9 decision. “It is in the Court’s respectful judgment clear as a matter of fact that the sums paid away from Nissan/NME [Nissan Middle East] were for purposes other than the proper purposes of Nissan or NME; and the payments to Mr. Ghosn, Beauty Yachts and Shogun were made in order to benefit Mr. Ghosn or his nominees,” High Court Judge Gerhard Wallbank wrote in the 56-page judgment.
The 70-year-old denied any wrongdoing to AutoNews and said he was “obviously appealing” the decision. Neither he nor his wife attended the trial or were represented there.
Here’s a little more background on this whole boat saga and Ghosn’s legal issues:
Ghosn was arrested in November 2018 in a sting after he landed at Tokyo’s Haneda airport on a regular business trip. He says the charges of financial misconduct were concocted to block Nissan’s fuller integration with its longtime French partner Renault, a plan he was working on at the time. Nissan applauded the decision as confirming its claims that Ghosn misappropriated funds. “This is a part of Nissan’s efforts to recover damages suffered due to Carlos Ghosn’s misconduct, including the misappropriation of Nissan’s assets and etc. through legal proceedings including lawsuits in Japan and overseas,” the Japanese carmaker said in a statement. “Nissan will continue such efforts to make Carlos Ghosn accountable for his misconduct.”The British Virgin Islands case is one of several ongoing civil and criminal showdowns that continue to grab headlines as they grind through courts worldwide, nearly six years after Ghosn’s stunning arrest upended the Franco-Japanese alliance he spent two decades building.[...]French authorities issued an arrest warrant for Ghosn in 2022, alleging he diverted millions of euros from Renault for his personal gain through a scheme with an auto distributor in Oman. That charge mirrors a similar allegation made by Japanese prosecutors regarding Nissan.Ghosn is also fighting a ¥15.5 billion ($102.5 million) civil claim leveled by Nissan in a Yokohama court. And for his own part, Ghosn has filed suit against Nissan in a Lebanon court claiming $1 billion in damages and lost compensation.
Since December of 2019, Ghosn has been living in Lebanon after fleeing Japan in a dramatic dark-of-the-night escape while being hidden in an audio equipment case . Despite the fact he’s wanted in both Japan and France, he holds a Lebanese passport, and that country does not extradite its citizens.
A version of this article originally appeared on Jalopnik’s The Morning Shift .
Our free, fast, and fun briefing on the global economy, delivered every weekday morning.
The weight of a boat can vary a lot mostly depending on the length of the boat and the materials used for the boat. There are also many other factors such as size/amount of engines, size of the fuel tank, amount of gear on board, size of the cabin, and much more.
However, if we generalize based on length: small boats that are 17-22 feet weigh around 1,600-3,200 pounds. Boats 23-27 feet weigh around 3,600-4,800 pounds. Medium-sized boats 28-35 feet weigh around 5,800-13,500 pounds. And large boats 36-45 feet weigh around 15,500-29,000 pounds.
Boat Type | Boat Weight (lbs) | Trailer Weight (lbs) |
---|---|---|
Fiberglass Bass Boats | 1,800-2,900 | 500-1,200 |
Aluminum Bass Boats | 1,100-2,650 | 500-1,200 |
Bowriders | 2,000-10,350 | 800-2,300 |
Pontoon Boats | 1,500-3,350 | 950-1,900 |
Sit-down Jet Skis | 650-1,000 | 200-300 |
Stand-up Jet Skis | 300-550 | 200-300 |
Ski boats | 3,195-3,550 | 1,100 |
Wake boats | 4,300-7,350 | 1,100-1,900 |
Deep V Fishing Boats | 1,350-2,800 | 500-1,100 |
Small Center Consoles (16′-25′) | 1,570-6,300 | 500-1,650 |
Large Center Consoles (26′-40′) | 7,100-21,700 | 1,700-2,000+ |
Small Sailboats (15′-25′) | 400-5,000 | 500-1,800 |
Large Sailboats (26′-40′) | 6,000-30,000 | 1,700-2,000+ |
Cuddy Cabins | 2,000-5,300 | 800-1,800 |
Small Cabin Cruisers (30′-40′) | 11,100-25,200 | NA |
Large Cabin Cruisers (41′-50′) | 27,000-46,800 | NA |
Small Yachts (55′-70′) | 87,000-150,000 | NA |
Large Yachts (75′-90′) | 157,500-235,500 | NA |
These calculations were found by taking many examples of boats within each boat category. However, If you want a more precise answer that considers lengths and material, continue reading to the “ Boat and trailer weight based on the type and length of a boat ” sub-heading.
It’s important to note that boats made from aluminum tend to be around 300-1,500 pounds lighter than similarly sized fiberglass boats.
Table of Contents
Before getting specific with all the different boat types, knowing these terms will help you understand the data better.
If you’ve ever tried finding the weight of a boat, you’ll notice that manufacturers use a lot of different wordings. These may include dry weight, wet weight, curb weight, package weight, gross trailer weight, actual boat weight, and more.
Understanding the difference between these is important, especially if you plan on reading the rest of the article. So let’s get into it:
Dry weight is the most common weight statistic you will find on a manufacturer’s website that states the weight of their boats. It means the weight of a boat without any engines, fuel, water, or accessories. In other words, the weight of a boat straight from the factory.
Some manufacturers may include engines in dry weight, but if they do so, they will usually tell you.
Unfortunately, this number isn’t the number boat owners need; however, it’s usually the only number provided. I usually assume that the wet weight of a boat is around 300-1,500+ pounds more, mostly depending on the amount/size of the engines and the size of the fuel tank.
Wet weight, also known as curb weight, is the weight of a boat including engines, accessories, fuel, oil, and any other liquids. It does not include the weight of passengers or cargo.
This is one of the most important terms you’ll need to know for your boat as it will help you find your needed vehicle towing capacity, boat lift weight capacity, and other miscellanies things.
Package weight, also known as gross trailer weight (GTW), is the wet weight of your boat plus the weight of your trailer. This is the weight you need to know for towing.
Most trailers weigh around 600 pounds for small 17′ boats to 1,900 pounds for larger 26′ boats. Most boats over 30′ are not trailerable unless you opt for an oversized load.
Actual boat weight means the wet weight of your boat plus any equipment, people, or cargo on board your boat. If a lot of people are on board or if you have a lot of heavy fishing equipment, it will significantly raise the weight of your boat.
Besides the size of a boat, there are some other factors that go into how much it will weigh including:
Most of these are accounted for in the averages I’ve provided, but if you are trying to estimate the weight of your boat and you know you have an abnormally heavy or high quantity of these things, make sure to account for it.
There are many different boat types, all of which have different weights. Below I’ve listed the weights, trailer weights, and gross trailer weights (wet weight of boat plus trailer weight) of many different boat types. Click on the boat type below to be directed to which one you want to see.
There are two popular materials used to build bass boats, fiberglass and aluminum. Fiberglass is much heavier than aluminum, so I decided to split up the two in order to give more precise averages. So:
On average, fiberglass bass boats weigh around 1,400-2,200 pounds. Aluminum bass boats weigh around 700-2,000 pounds. Their gear, fuel, and engines generally add another 400-700 pounds and their trailers generally weigh around 500-1,200 pounds.
Length (ft) | Dry Weight (lbs) | Engine, Gear, & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
16 | 1,400 | 400 | 500 | 2,300 |
17 | 1,500 | 450 | 600 | 2,550 |
18 | 1,650 | 500 | 800 | 2,950 |
19 | 1,900 | 600 | 900 | 3,400 |
20 | 2,000 | 700 | 1,100 | 3,800 |
21 | 2,200 | 700 | 1,200 | 4,100 |
Length (ft) | Dry Weight (lbs) | Engine, Gear, & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
16 | 700 | 400 | 500 | 1,600 |
17 | 850 | 450 | 600 | 1,900 |
18 | 1,200 | 500 | 800 | 2,500 |
19 | 1,500 | 550 | 900 | 2,950 |
20 | 1,800 | 600 | 1,100 | 3,500 |
21 | 2,000 | 650 | 1,200 | 3,850 |
Related Article: How Much Do Bass Boats Weigh? (17+ Examples)
On average, Bowrider boats weigh around 1,500-8,750 pounds mostly depending on their length. Their gear and fuel generally add another 500-1,600 pounds and their trailers generally weigh around 800-2,300 pounds.
Length (ft) | Dry Weight (lbs) | Engine, Gear, & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
16 | 1,500 | 500 | 800 | 2,800 |
17 | 1,650 | 550 | 850 | 3,050 |
18 | 1,900 | 600 | 900 | 3,400 |
19 | 2,250 | 650 | 1,000 | 3,900 |
20 | 2,900 | 700 | 1,100 | 4,700 |
21 | 3,100 | 700 | 1,200 | 5,000 |
22 | 3,400 | 700 | 1,400 | 5,500 |
23 | 3,600 | 750 | 1,500 | 5,850 |
24 | 3,800 | 750 | 1,600 | 6,100 |
25 | 4,100 | 800 | 1,650 | 6,350 |
26 | 4,400 | 800 | 1,700 | 6,700 |
27 | 4,800 | 800 | 1,800 | 7,100 |
28 | 5,800 | 900 | 1,850 | 8,550 |
29 | 7,800 | 1,100 | 2,000 | 10,900 |
30 | 8,200 | 1,300 | 2,100 | 11,600 |
31 | 8,750 | 1,600 | 2,300 | 12,650 |
On average, pontoon boats weigh between 1,600-2,400 pounds (726-1,089 kg), including the motor. However, some weigh up to 5,000 pounds (2268 kg). Pontoon boat trailers weigh between 1,000-1,700 (454-771 kg) pounds on average. Other weight factors to consider include gas, passengers, and gear.
Length (ft) | Dry Weight (lbs) | Engine, Gear, & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
16 | 1,150 | 350 | 950 | 2,450 |
17 | 1,250 | 400 | 1,000 | 2,650 |
18 | 1,350 | 450 | 1,050 | 2,850 |
19 | 1,550 | 500 | 1,150 | 3,200 |
20 | 1,650 | 550 | 1,250 | 3,450 |
21 | 1,800 | 600 | 1,400 | 3,800 |
22 | 1,950 | 650 | 1,600 | 4,200 |
23 | 2,100 | 650 | 1,650 | 4,400 |
24 | 2,225 | 650 | 1,725 | 4,600 |
25 | 2,350 | 700 | 1,750 | 4,800 |
26 | 2,450 | 700 | 1,850 | 5,000 |
27 | 2,650 | 700 | 1,900 | 5,250 |
Related Article: Pontoon Boat Weight: Can You Tow Them? (75+ Examples)
Sit-down jet skis weigh around 650-1,000 pounds, and stand-up jet skis weigh around 300-550 pounds. This includes the jet ski’s weight plus the weight for fuel and gear. Jet ski trailers weigh around 200-300 pounds, and double trailers weigh around 350-500 pounds.
Check out the weights of every new jet ski on the market in this article: How Much Do Jet Skis Weigh? (Plus Trailer Weight)
On average, ski boats weigh around 3,100 pounds. Their gear and fuel generally add another 250-600 pounds and their trailers generally weigh around 1,100-1,900 pounds.
There aren’t many true ski boats on the market anymore as they are being taken over by wake boats, however here are the weights of the top 3 on the market.
Boat | Length | Boat & Engine Weight (lbs) | Gear & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|---|
MasterCraft ProStar | 20′ | 3,300 | 250 | 1,100 | 4,650 |
Ski Nautique | 20′ | 2,945 | 250 | 1,100 | 4,295 |
Malibu Response TXi | 20′ 6″ | 3,100 | 250 | 1,100 | 4,450 |
Related article: How Much Do Ski Boats Weigh? (17+ Examples)
On average, wake ski boats weigh around 4,000-6,700 pounds. Their gear and fuel generally add another 250-600 pounds, and their trailers weigh around 1100-1,900 pounds.
Length (ft) | Boat & Engine Weight (lbs) | Gear & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
20 | 4,000 | 300 | 1,100 | 5,400 |
21 | 4,700 | 350 | 1,200 | 6,250 |
22 | 5,300 | 400 | 1,300 | 7,000 |
23 | 5,500 | 500 | 1,450 | 7,450 |
24 | 5,800 | 600 | 1,600 | 8,000 |
25 | 6,500 | 600 | 1,800 | 8,900 |
26 | 6,700 | 650 | 1,900 | 9,250 |
On average, aluminum deep V fishing boats weigh around 1,000 to 2,100 pounds. Their engines, gear, and fuel generally add another 350-700 pounds, and their trailers weigh around 500-1,100 pounds. Fiberglass equivalents generally weigh 400 more pounds.
Length (ft) | Dry Weight (lbs) | Engine, Gear, & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
16 | 1,000 | 350 | 500 | 1,850 |
17 | 1,350 | 400 | 600 | 2,350 |
18 | 1,600 | 450 | 800 | 2,850 |
19 | 1,800 | 500 | 900 | 3,200 |
20 | 2,100 | 700 | 1,100 | 3,900 |
In general, center console boats weigh between 1,100 and 8,500 pounds depending mostly on their size. Their engine, gear, and fuel add another 470 to 2,000 pounds, and their trailers weigh around 500 to 2,000 pounds.
Length (ft) | Dry Weight (lbs) | Engine, Gear, & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
16 | 1,100 | 470 | 500 | 2,070 |
17 | 1,500 | 550 | 600 | 2,650 |
18 | 1,900 | 700 | 800 | 3,400 |
19 | 2,100 | 800 | 900 | 3,800 |
20 | 2,500 | 900 | 1,100 | 4,500 |
21 | 2,800 | 1,000 | 1,200 | 5,000 |
22 | 3,100 | 1,200 | 1,400 | 5,700 |
23 | 3,800 | 1,600 | 1,500 | 6,900 |
24 | 4,000 | 1,700 | 1,600 | 7,300 |
25 | 4,400 | 1,900 | 1,650 | 7,950 |
26 | 5,000 | 2,100 | 1,700 | 8,800 |
27 | 5,900 | 2,400 | 1,800 | 10,100 |
28 | 6,100 | 2,600 | 1,900 | 10,600 |
29 | 6,400 | 2,800 | 1,950 | 11,150 |
30 | 7,200 | 3,000 | 2,000 | 12,200 |
32 | 8,800 | 3,400 | NA | NA |
34 | 10,000 | 4,000 | NA | NA |
36 | 13,400 | 4,900 | NA | NA |
38 | 14,300 | 5,200 | NA | NA |
40 | 15,500 | 6,200 | NA | NA |
Related Article: How Much Do Center Console Boats Weigh? (10+ Examples)
There are many different lengths and types of sailboats including both single-hull sailboats and catamarans. So their weight of them changes drastically depending on the exact make and model. However, According to Lifeofsailing.com , here are the general statistics:
Sailboat size | Total Weight |
---|---|
Small Sailboats (15’ to 20’) | 400 to 2,500 pounds |
Medium Sailboats (21’ to 25’) | 2,500 to 5,000 pounds |
Cruising Sailboats (26’ to 32′) | 6,000 to 12,000 pounds |
Large Sailboats (35’ to 40’) | 12,000 to 30,000 pounds |
On average, cuddy cabin boats weigh around 1,500-4,500 pounds mostly depending on their length. Their gear and fuel generally add another 500-800 pounds and their trailers generally weigh around 800-1,800 pounds.
Length (ft) | Dry Weight (lbs) | Engine, Gear, & Fuel Weight (lbs) | Trailer Weight (lbs) | GTW (lbs) |
---|---|---|---|---|
16 | 1,500 | 500 | 800 | 2,800 |
17 | 1,650 | 550 | 850 | 3,050 |
18 | 1,900 | 600 | 900 | 3,400 |
19 | 2,250 | 650 | 1,000 | 3,900 |
20 | 2,900 | 700 | 1,100 | 4,700 |
21 | 3,100 | 700 | 1,200 | 5,000 |
22 | 3,400 | 700 | 1,400 | 5,500 |
23 | 3,600 | 750 | 1,500 | 5,850 |
24 | 3,750 | 750 | 1,600 | 6,100 |
25 | 3,900 | 800 | 1,650 | 6,350 |
26 | 4,200 | 800 | 1,700 | 6,700 |
27 | 4,500 | 800 | 1,800 | 7,100 |
Small cabin cruiser boats (30-40 feet long) weigh around 10,000-22,000 pounds. Larger ones (41-50 feet long weigh around 24,000-42,000 pounds. Their gear and fuel generally add another 1,100-4,800 pounds .
Length (ft) | Boat Weight Without Fuel (lbs) | Gear & Fuel Weight (lbs) |
---|---|---|
30 | 10,000 | 1,100 |
31 | 11,000 | 1,200 |
32 | 12,000 | 1,200 |
33 | 13,000 | 1,300 |
34 | 13,500 | 1,300 |
35 | 14,000 | 1,400 |
36 | 16,000 | 1,600 |
37 | 18,000 | 1,900 |
38 | 19,000 | 2,300 |
39 | 21,000 | 2,500 |
40 | 22,500 | 2,700 |
41 | 24,000 | 3,000 |
42 | 25,000 | 3,300 |
43 | 26,000 | 3,800 |
44 | 27,000 | 4,000 |
45 | 29,000 | 4,100 |
50 | 42,000 | 4,800 |
There isn’t an exact standard that defines yachts; however, in this article, I am considering them to be any recreational vessel over 50 feet long. It’s hard to find averages of boats this big as they vary a lot depending on the make/model. However, my data below is an average of three different models within each length, so it should at least give you an idea of how much a boat around that length should weigh.
On average, yachts that are 55-65 feet long weigh around 75,000-100,000 pounds, yachts 66-75 feet long weigh around 105,000-128,000 pounds, and yachts 76-90 feet long weigh around 137,000-205,000 pounds. Their gear and fuel add another 12,000-30,500 pounds.
Length (ft) | Boat Weight Without Fuel (lbs) | Gear & Fuel Weight (lbs) |
---|---|---|
55 | 75,000 | 12,000 |
60 | 91,000 | 13,000 |
65 | 100,000 | 17,000 |
70 | 128,000 | 22,000 |
75 | 134,000 | 23,500 |
80 | 145,000 | 25,000 |
90 | 205,000 | 30,500 |
The most accurate way to weigh a boat is to take it to a truck scale. Make sure it has all the gear and equipment in it that you need to have and weigh it. Also, note the amount of fuel that is in the boat as well. Gas weighs about 6 pounds per gallon, and boat fuel tanks can hold anywhere from 15 to thousands of gallons. You can then subtract out the weight of the trailer (which can be found by either weighing the trailer separately or just estimating using my averages).
Here’s what a truck scale looks like:
You can find these by just searching truck scale near me. Then try to contact them in advance or just show up at a location and they will most likely be happy to assist you if it’s within working hours.
If you’re unable to do that, most manufacturers will have the weights listed on their website; however, you may still have to do some estimating for engine, gear, & fuel weight as well as trailer weight. The data I provided above should also help you out with that.
Making sure you are using a capable towing vehicle is crucial for the safety of you and others on the road when you are towing a boat. You can see a vehicle’s towing capacity by searching the make and model of the vehicle and then typing “towing capacity” after in the search bar.
It’s generally recommended to have a vehicle that is capable of towing 1,000 more pounds than the total weight of what you are towing. So in this case, the GTW would be the total weight.
Depending on how much your boat weighs, there will be different vehicles that would fit you best. However, below are a few popular vehicles used for towing boats:
COMMENTS
Put simply, YachtWorld tends to classify vessels over 35 feet in length as yachts, particularly if they exceed 8.5 feet in width and cannot be towed by a car or truck without special permits. But it can get a bit more involved than that, so let's take a deeper look. Above: There is no doubt that the 361-foot superyacht KAOS by OceanCo is a ...
The answer is, it depends. When I started writing about boats over two decades ago, the Mason-Dixon line stood firmly at 80 feet. That was the length overall where we stopped calling a model a "boat" and switched to the term "yacht.". Editors, at the time, reasoned that once a boat owner hit 80 feet length overall, hiring a crew was no ...
1. Luxury Yacht. Yachts are normally classified as any watercraft that can be used for pleasure or sport and can range from 30 ft to over 100 ft. While a yacht can be as small as 30 ft. long, a yacht is often considered a cabin cruiser until it is 39 ft. or more, then it is considered a proper yacht.
The distinction usually becomes clear at around 33 feet, with yachts typically starting at this length. 40-100 feet: This range represents the sweet spot at which your vessel would undoubtedly be considered a yacht. As your boat approaches 100 feet, it might even start to qualify as a medium yacht.
Generally, a yacht is defined by its length, luxurious amenities, and purpose for leisure rather than work. While there is no universal definition, a boat is typically considered a yacht when it exceeds 33 feet (10 meters) in length. The length is a crucial factor in determining what size boat is considered a yacht.
While a 32 foot boat may not meet the traditional definition of a yacht, it can still offer a great boating experience depending on your needs and preferences. Remember, the term "yacht" has evolved over time and now encompasses a wide range of vessels. So whether you choose to call your 32 foot boat a yacht or not, what matters most is ...
Class 3: Boats measuring between 40 and 65 feet. This class includes yachts, sport fishers, catamarans, sail boats and go-fast boats. To operate this class of boat safely, you need to have: One approved Type I, II or III personal flotation device (PFD) for each person on board or being towed on water skis, etc. and one throwable Type IV device.
32 Feet: Cobalt 323 Boats in the 32-foot range, like the Cobalt 323, step up to twin engines, but they're still mostly the familiar gasoline stern-drives, which allow you to navigate shallower waters. Twin engines make for easier docking, which is good, since a 32-footer is beyond reasonable towing size. ... 48 Feet: Cruisers Yachts 48 ...
Find more information and images about the boat and contact the seller or search more boats for sale on YachtWorld. ... This roomy 32-footer is the flagship of the Sea Pro fleet, designed and built to tackle tuna, billfish, sharks and other bluewater gamefish. ... The line is built with South Carolina pride in a 200,000 sq ft facility in ...
Featuring a sleek hardtop with a full windshield and opening side vent windows for a sleek, sporty look, the coupe is also available with a retracting canvas sunroof. Standard Propulsion. Twin Mercury® MerCruiser® 6.2L MPI ECT Bravo Three X® with Joystick Piloting (T-300 hp / 224 kW) Fuel Capacity. 158 gal / 598 L. Length. 32'10" / 10.01 m ...
A proper-looking yacht with more freeboard (and therefore dryer) than other Folkboat-inspired yachts such as the Contessa 32 and Twister. A handsome boat with grown up gunwales and a proper long keel. Joinery was made to a very high standard and these up-market yachts were equipped with good quality seacocks and deck furniture. The Nicholson 32 ...
A true, versatile cruiser/racer, the Beneteau Oceanis 30.1 was named the year's Best Performance Cruiser. Jon Whittle . Sailed as part of the 2020 Boat of the Year sea trials, the 31-foot-3-inch Beneteau Oceanis 30.1 was the compact yacht best-equipped and spec'd out as a dedicated cruising boat, and not coincidentally, it was also awarded the title of Best Performance Cruiser for 2020.
Sundancer 320 OUTBOARD. The Sundancer 320 Outboard continues a bold new chapter in the Sundancer story, blending the values of a cruiser and a sport boat/bow rider in one compelling and harmonious package. Thanks to an inventive reexamination of deck architecture, the bow area is more usable than ever before; meanwhile, the cockpit affords ...
Hanse 360. With the new 360, Hanse Yachts continues its design partnership with Berret-Racoupeau, extending the line that began with the 460 and 510 (SAIL Top 10 Best Boats winners in 2023 and 2024, respectively).Many of the same features you'll find on this boat's big sisters are integrated into this 36-footer—that means quick, sporty sailing and rather jaw-dropping accommodations for a ...
The other three boats sleep four. The Regal 30 and 32 have mid-cabins that sleep two: The 32 has twin berths that can zip together to form a double; the 30 can be upgraded with an innerspring mattress. The 32 has a double berth forward; so does the Chaparral 310 Signature. She has a mid-cabin, too -- it's set up for seating, but converts to a ...
Tiara Yachts' new inboard cruiser, the EX54, is a robust, luxurious 54-foot ride that's nearly 16 feet wide, has 14 degrees of deadrise at the transom, and displaces 56,891 pounds when fueled up to run. What does EX stand for? According to the builder it's for "flEXible luxury and Endless EXploration."
Photos: World's largest sportfishing yacht powered by vegetable oil hits 32 knots. World's largest sportfishing yacht 'Special One' was delivered to Saudi Prince Turki bin Muqrin Al Saud ...
The 32-foot Aviara AV32 day boat is the fusion of progressive design and effortless comfort, the balance of ultimate control and freedom on the water. bowrider boat, luxury, cruiser, yacht, sport yacht, sport cruiser, luxury bowrider, pleasure boat, boat for entertaining, the best bowrider, sterndrive boat, outboard boat, mercury outboard, ilmore.
The answer varies on rig type, boat size, and design attributes. Small sailboats, under 20 feet in length, rarely have masts taller than 20 ft or shorter than 8 ft. Sailboats between 20 and 30 feet have masts up to 30 feet tall, and large 40+ foot sailboats often have masts that exceed 50 feet in height. In this article, we'll cover the average ...
The Scout 320 LXF: An Incredible 32-Foot Fishing Boat. Sleek, sharp, and sexy, the 320 LXF is the perfect example of Scout's dedication to comfort, luxury, and advanced engineering. From front to back, this 32 foot fishing boat is loaded with refinement, including top-quality materials, abundant fishing features, and a hull that creates one ...
2006 Sea Ray 320 Sundancer. US$69,900. ↓ Price Drop. US $531/mo. United Yacht Sales - Georgia, Florida -Jacksonville and St. Augustine Area | Palm Coast, Florida. Request Info.
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. ... 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 ...
More than just a support yacht, Catfish can double as an explorer vessel, offering an unmatched balance of opulence and adventure. It's equipped to carry a custom 61-foot sportfish, three bespoke tenders, a seven-person Triton submersible, and an EC135 helicopter, all operated from its state-of-the-art pad and hangar.
Here he oversaw the sale of both new and used boats with an emphasis on cruising sailboats. In 2017 Rob joined the team at East Coast Yacht Sales in their Yarmouth office where he continues to develop and hone his abilities to coordinate custom boat builds and facilitate smooth transactions for both buyers and sellers on the brokerage market.Â
The starting price is $57,950, the most expensive is $541,959, and the average price of $182,500. Related boats include the following models: 340 Sundancer, 240 Sundeck and 260 Sundancer. Boat Trader works with thousands of boat dealers and brokers to bring you one of the largest collections of Sea Ray 320 sundancer boats on the market.
The Andros Offshore 32 is a fuel efficient, soft riding no compromise quality hull like none other. This boat a culmination of two years of R&D with the most prominent naval architecture firm in world (Michael Peters Yacht Design) and input from the most respected fishing professionals. The Offshore 32 takes center console fishing boat design ...
The 36-foot sailboat started taking on water and left them both stranded. The United States Coast Guard has rescued a man and his dog as Hurricane Helene fast approached them when his boat became ...
The fish and wildlife commission has a boat team of 15 going to Franklin and Wakulla counties to assess storm damage, and a 16-man Florida State Guard team is headed to Pinellas County to assist ...
Nissan's disgraced, fugitive former chairman has to give the company $32 million — and a yacht A fight centered on who owned the 121-foot ship Carlos Ghosn paid for with millions he is accused ...
However, if we generalize based on length: small boats that are 17-22 feet weigh around 1,600-3,200 pounds. Boats 23-27 feet weigh around 3,600-4,800 pounds. Medium-sized boats 28-35 feet weigh around 5,800-13,500 pounds. And large boats 36-45 feet weigh around 15,500-29,000 pounds. Boat Type.