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

From the April, 2020 issue of 48° North

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

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

Decidedly Modern with Traditional Elements

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

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

Easy and Impressive Under Sail

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

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

Familiar Feel On The Helm

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

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

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

Space to Spare

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

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

Clever and Comfortable Interior Design

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

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

Headroom is NOT an Issue

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

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

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

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

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

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Catalina 30 Review: Features, Performance and Tech Specs

7th feb 2024 by john burnham / samantha wilson.

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

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

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

Catalina 30. Rightboat seller photo. 

Catalina 30 Key Features 

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

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

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

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

Catalina 30 Performance

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

Catalina 30 Why Buy It  

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

Galley and saloon of Catalina 30. Rightboat seller photo.

Catalina 30 Technical Specifications

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

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

Check out all the Catalina boats for sale

Written By: John Burnham / Samantha Wilson

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

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

More from: John Burnham / Samantha Wilson

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Catalina 42 Mkii – Boat Review and Video Tour

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

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

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

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

About the Catalina 42 Mkii

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

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

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

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

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

Pros and Cons of the Catalina 42

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

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

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

This Boat in Our Journey

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

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

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

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

Catalina 42 vs Catalina 42 mkii

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

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

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

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

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

What Do You Think About This Sailboat?

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

Leave a comment below.

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

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

Such a nice boat!

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

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

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

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

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Which Sailboat?

Catalina 22 Review

The Catalina 22 is the most commercially successful sailboat of all time and is one of the 5 inaugural members of the American Sailboat Hall of Fame.  Frank Butler of Catalina Yachts  designed the Catalina 22, which was Catalina’s first production boat.  Since 1969, Catalina Yachts has built and sold over 16,000 Catalina 22s.  Catalina continues to manufacture this boat to meet continued sprightly demand.  Continued market demand and production of a family cruiser and racer of this size contrasts with the next two models up in Catalina’s line, the Catalina 25  and the Catalina 27, which are no longer produced.

The Catalina 22 is an excellent day sailer, racer, and weekender.  She has classic Catalina lines and port light configuration that many sailors find timeless.  Although Catalina has updated the Catalina 22 throughout its production run, early boats remain modern-looking and attractive by today’s standards.  Many sailors will prefer the lines of the earlier boats over the lines of the most recent.  With its light displacement and available swing keel, the Catalina 22 can truly be considered a trailer-sailer by any modern standard.

Unlike many builders of sailboats available on the used boat market today, Catalina remains in business, and continues to manufacture and source parts for the Catalina 22.  Catalina 22 owners benefit from  Catalina Direct , which makes buying many  Catalina 22 specific parts  very convenient.  As an aside, it’s worth noting that Catalina Direct is a dealer for Catalina Yachts and is not run by Catalina, the manufacturer.  With the vast majority of Catalina 22s still afloat, the boat has a huge user base and a very active owners’ association with racing, the Catalina 22 National Association .  Many owners of the Catalina 22 report that the plethora of information available from other owners, that the manufacturer was still in business, that a version of the boat continues to be manufactured, and that spare parts were readily available, were key points influencing their decision to purchase a Catalina 22.

EVOLUTION OF THE CATALINA 22

Catalina produced the original Catalina 22, called the Mark I, until 1995.  In 1973, a fin keel was offered in addition to the swing keel.  In 1976, a stronger heavier mast was introduced.  In 1986, Catalina introduced the “New Design”, which saw revisions to the rigging but not to the sail dimensions, aluminum trimmed port lights replaced with smoked plexiglass, interior layout changes, addition of a separate fuel locker and battery compartment, moving the forward hatch aft of the foredeck to the cabin house, and addition of an anchor locker.  In 1988, a wing keel option was offered in addition to the swing and fin keels.  In 1995, Catalina introduced the Catalina 22 Mark II, which included revisions to the hull above the waterline, cabin house and port lights, interior layout, pop-top, and offered additional interior options.  In 2004, Catalina introduced the Catalina 22 Sport.   For the Catalina 22 Sport, Catalina redesigned nearly the entire boat except for the hull, keel, rudder, and sail plan, which were left the same so that these boats could compete in one-design racing.

Catalina introduced an additional 22 footer, the Catalina Capri 22, in 1984. This boat has a different underbody from all of the above Catalina 22 boats and is not eligible for Catalina 22 one-design racing.  Catalina continues to manufacture this boat, today called the Catalina 22 Capri .

CONSTRUCTION

The build quality of the Catalina 22 is good for its intended purpose as a daysailer and weekender for inland and protected waters.  The hull is solid hand-laid fiberglass.  Some Mark I models had plywood stringers, which can rot.  The deck is fiberglass sandwich with a plywood core.  The hull-to-deck joint is Catalina’s preferred shoebox design, but only fastened with screws and chemical adhesive which are sufficient for the boat’s intended cruising grounds.  Interior fit and finish is excellent for this size and class of production boat.  The interior is a molded fiberglass liner.  Interior woodwork is an attractive and durable marine ply with teak veneer with some solid teak pieces for structural loading.

All standing rigging is stainless steel.  Catalina 22s built before 1977 had a lighter, weaker mast, and lighter gauge standing rigging.  These early boats were not designed to carry a headsail greater than a 110%.  A few of these earlier boats suffered mast failures when carrying a larger genoa. In 1978, Catalina fixed this issue on all new Catalina 22s by installing a stronger, heavier mast and heavier gauge rigging that could support the greater loads associated with larger headsails.

Minor blistering was an issue on some earlier Catalina 22s, which was a common issue for boats manufactured during that period.  Hull blistering issues are hit and miss, with some Catalina 22 owners reporting never having any.  Due to the long production run and improvement of fiberglass technology during this time, blistering issues were reduced in each successive year, and were nearly non-existent by the mid-1980s.

As with all early Catalina boats that had aluminum trimmed port lights, leaking is a common problem.  Catalina Direct offers a Catalina 22 specific  kit to reseal these port lights.

On Mark I boats, the electrical panel was installed on the side of the aft dinette seat where it can be damaged by kicking when moving about the cabin and by water intrusion between the hatch boards.  Some owners install kick plates over the electrical panel to protect the switches.  Due to the relatively simple electrical systems on the boat, moving the electrical panel to a better location is only a small project.  For the New Design, Catalina moved the panel to the shelf in the port side of the hull.  Catalina moved the panel again for the Mark II model, placing it beneath the companionway steps, which returned it to the same location issues as the Mark I boats have.

Early Catalina 22s came from the factory with through-hull plumbing fittings secured only by single hose clamps, instead of two.  This is of course easy to fix if not done already.  Early boats also had gate valves installed for through-hulls, which was common at that time.  Gate valves should be replaced with proper seacocks.

The Catalina 22 is a masthead sloop with a sail-area-to-displacement ratio of around 18 (depending on keel), which puts her traditionally in a medium-cruiser class.  The mast is deck stepped with a compression post below decks to support the mast.  The mast is supported by one set of spreaders and one set of upper shrouds, and two sets of lower shrouds.

Some Catalina 22s came equipped from the factory with boom vangs, while others did not.   Catalina 22 specific boom vang kits are available from Catalina Direct.  All boats came with an adjustable mainsheet traveler.  The jib car tracks are very short, but this is not likely an issue for the vast majority of sailors who will rarely adjust the location of their jib cars anyway.  A small winch and clutch is installed on each cockpit coaming to manage jib sheets. No halyard winches were installed from the factory, but clutches were typically installed at the aft end of the cabin house so as to be accessible from the cockpit.

Catalina has deliberately never changed the dimensions of the rig during the entire production run so that any Catalina 22 regardless of year can compete in Catalina 22 one-design racing.

KEEL AND RUDDER

The vast majority of Catalina 22s were delivered with a swing keel.  Over the production run, Catalina introduced two additional keel options, a fixed fin and a fixed wing.  The fin keel has a draft of 3′ 6″ and provides 765 lbs. of ballast.  The wing keel has a draft of 2′ 6″ and provides 708 lbs. of ballast.

The Catalina 22 swing keel warrants its own discussion.  On earlier boats, the swing keel was cast iron and in later boats, cast lead. Beginning with the Mark II model, all swing keels were encapsulated in fiberglass.  The swing keel weighs 452 lbs. and serves as all of the ballast for the boat. The heavy weight of this swing keel prevents many of the annoying banging noises associated with unballasted swing keels. The keel can be raised by way of a simple and reliable manual winch system located below the companionway steps. Little effort is required to operate the winch.

The swing keel pivots from a down position to an aft-and-up position on a 1” diameter cast bronze rod hung between stout cast bronze hangers mounted to the underside of the hull. When down, the keel provides a 5′ draft, which is very deep for a boat of this size.  When the keel is fully raised to its horizontal position, the Catalina 22 has a draft of only 2′, which is of course handy for gunkholing or if the water gets shallow when exploring. In the event of a grounding, the keel gently swings back and away rather than getting damaged or causing damage to the hull as can happen with fixed keels and vertically lifting (not swing) keels.  When the swing keel on the Catalina 22 is fully lowered, the keel orientation is high aspect and has a symmetrical foil shape, similar to modern race boats, so that the boat points to weather extremely well and tacks on a dime. When completely raised, only a small part of the keel is enveloped in the hull, with the rest protruding. Therefore when the keel is fully raised, the keel orientation is very low aspect, making for nearly a full keel configuration, enabling the boat to track well with little helm attention, even when sailing downwind.

Catalina recommends that Catalina 22 swing keel hardware be inspected every two years if in a salt water environment, and allows for longer if in fresh water. However, some owners in fresh water environments report never inspecting their swing keels after thirty years of use and have no problems.  Catalina also recommended a retrofit be performed on earlier Catalina 22s to reduce the side-to-side movement of the keel along the pivot pin, which could cause the keel to wear through the pin.  If not already done, owners should perform or have this retrofit performed.  A retrofit kit is available from Catalina Direct.

Despite the early swing keels being cast iron, Catalina did not typically install a sacrificial anode on Catalina 22s at the factory.  Catalina 22s should have a sacrificial anode installed, especially if in salt water, although owners of fresh water boats without sacrificial anodes have reported little corrosion.   Sacrificial anode kits , including the drill bit necessary to go through the cast iron, are available from Catalina Direct.  Catalina 22s produced from 1995 onward had the cast iron keel encapsulated in fiberglass, which further reduced potential corrosion issues.

The Catalina 22 has a transom hung rudder commanded by a tiller.  Mark I boats came with a kick-up rudder that may avoid damage if grounded, and can also be secured up when in shallow waters using the factory-installed rudder rigging.  New Design and later, boats were delivered with a solid rudder instead of the kick-up model.  The solid rudder can provide better sailing performance but can be damaged when the keel is raised in shallow waters because the rudder extends beyond the depth of the raised keel.

SAILING CHARACTERISTICS

The Catalina 22 has a very flat canoe body and beam carried well aft resulting in excellent initial stability, and low wetted-surface area contributing to speed.  The boat has a relatively deep forefoot, which prevents the flat body aft from pounding.  Catalina 22s are stiff, and if knocked down, right themselves quickly.  The swing keel is the least ballasted of the boats and is the most tender.  The fin keel is the most ballasted and most stable version.

All three keel configurations sail well on any point of sail.  Catalina 22 owners consistently refer to the boat as “forgiving”.  The swing keel performs the best to windward due to its deep and high-aspect orientation when lowered.  Due to its extremely low-aspect when raised, the swing keel can also perform the best running with the wind.  The fin keel performs better on all points of sail than the wing keel.

The Catalina 22 easily achieves hull speed in light-medium airs.  Many Catalina 22 owners report preferring to reef when winds reach above 10 knots, while others report never reefing even with much higher wind speeds.  The boat has a tendency to round up into the wind when over canvassed, which can count as a safety feature.

Unlike smaller day sailers, the cockpit of the Catalina 22 provides a very secure and dry ride.  The cockpit is large (larger than its bigger sister, the Catalina 25 ) with a moderately deep sole and wide benches.  Leaning against the bulkhead at the forward end of the benches provides an excellent lounging position facing aft.  The coamings are moderately high, which add to a sense of security when seated.  The benches are long enough for sleeping when overnighting or weekending.

On Mark I boats, the cockpit sole slopes forward so that scuppers are necessarily located at the forward end of the cockpit.  On any boat with cockpit scuppers located in the sole, keeping the scuppers free from debris, especially when the boat is not being used, is a common maintenance concern.  Clogged scuppers can lead to cockpit flooding in heavy precipitation, and eventually flooding below decks.  The scuppers drain through plumbing connected to a y-fitting and then a through-hull fitting beneath the companionway steps.  Catalina Direct offers a kit to install additional scuppers in the transom of the boat to aid the factory installed scuppers.  With the New Design, Catalina began installing scuppers that drain through the transom.

Beneath the port cockpit bench is a relatively large lazarette, accessible from a hatch at the aft end of the port bench.  The lazarette is not big enough for sail storage but works well for storing lines, bumpers, and other equipment.  On Mark I models, this lazarette also functions as a fuel locker, which is functional because the locker is not open to the interior of the boat or the bilge.  The lazarette is vented to the outside by cowlings on the side deck.  The sole of the lazarette slopes downward to forward so that fuel fumes can accumulate in the lazarette.  Some Mark I owners report that fuel fumes can seep through the bulkhead at the forward end of the lazerette into the cabin.  For the New Design, Catalina improved this design so that the fuel tank was separated from the lazarette and vented to the cockpit.  Some Catalina 22s came equipped with a manual bilge pump mounted in the port lazarette, with the pump handle accessible from the cockpit.

A boarding ladder hung from the transom on the starboard side was optional.  While boarding ladders are an easy fit to most any boat, a Catalina 22 specific boarding ladder is available from Catalina Direct.

Moving forward from the cockpit, the side decks are necessarily narrow.  For a boat of this size, the side decks are excellent.  Many boats of this size eliminate side decks all together, especially newer designs, requiring sailors to cross over the cabin house to access the foredeck, which is disastrous in appearance.  Butler maintained the boat’s good lines and proportions by keeping side decks, even if narrow.  Some owners remove their lifelines, which generally looks attractive, and in this case makes moving along the side decks easier.  Considering the limited effectiveness of the lifelines due to their low height, their removal may add to safety aboard on any Catalina 22 unless small children will be aboard.  Due to the size of the boat, there is always some rigging to hold within arms’ reach.

The foredeck is a good size for managing a foresail and includes a sufficiently secure bow pulpit.  On Mark I boats, there is a large hatch in the center of the foredeck, which opens to the v-berth below.  On New Design boats, this hatch was moved aft to the forward end of the cabin house, which improves the foredeck for sail handling.  On Mark II boats, this hatch was changed from solid fiberglass to smoked plexiglass.  Due to the rising sheer line of the forward end of the deck, the plywood core in the foredeck is prone to rot if the watertightness of the foredeck fittings is not maintained.  Many owners have addressed rotted cores with various techniques that involve removing the rotted core from below decks.  Addressing this issue from below leaves no adverse blemishes on the foredeck.

Mark I Catalina 22s have no anchor locker.  Many Mark I boats are fitted with an anchor holder mounted on the bow pulpit.  For any Catalina 22 not already outfitted with one, anchor holders are available from Catalina Direct.  Catalina introduced an anchor locker with the New Design.

The Catalina 22 has Catalina’s traditional wide companionway with three hatch boards.  With the hatch boards removed, the interior of the boat is greatly opened.  This companionway is an excellent place to stand while under sail from which all operations of the boat can be observed and guests in the cockpit tended with food and beverages.

Headroom is limited at 4′ 4″, which owners report is great for their children.  In 1973, Catalina began offering the pop-top as an option, which swings up on 4 stainless steel struts and increases headroom to 5′ 7″.  Catalina modified the pop-top for the Mark II model, replacing the struts with a hinge at the forward edge, making it easier to raise.

Below decks, there is a wide but short v-berth forward with a removable central insert at the aft end.  On Mark I, New Design, and Mark II boats, beneath the central insert is a large storage area open to the salon.  Many owners keep port-a-potties in this space and some install marine heads.  Some Catalina 22s were delivered from the factory with marine heads installed in this space.  Also beneath the v-berth are two smaller storage areas.  The aft end of the v-berth can be enclosed with the factory-installed curtains, which offers some privacy if used as a head area.

On the New Design models, there is an icebox to port a centerline sink between the aft end of the v-berth and the forward dinette seat back.  To starboard there is a two burner stove and a drawer beneath.  Some owners remove this stove, leaving a deep shelf for storage.

Aft to starboard is a settee long enough for sleeping.  On the Mark I models, aft to port is the dinette, which can seat two adults and two children.  Outboard of the starboard settee, and the dinette to port, are shelves built into the hull.  There is storage beneath the starboard settee, the dinette seats if on the Mark I model, and the port settee if on the Mark II model.  On the Mark II model, the port settee continues aft beneath the cockpit, making the port settee long enough for sleeping.  Aft of the starboard settee is the “Captain’s Quarter Berth”, which is uncomfortable as a berth due to low headroom.  Most owners use this space for storing whisker poles, boat hooks, camp stoves, oars, and similar long and flat gear, or mounting radios and other equipment.  The aft most end of this quarter berth is accessible from a hatch in the cockpit.

For Mark I and Mark II boats (but not the New Design boats), Catalina offered a galley that would slide out from under the quarter berth for use.  On Mark I models, the slide-out galley included a sink, two burner stove, icebox, and storage drawer.  On Mark II models, the galley was smaller, and only included a sink and single burner stove.  The icebox was moved to and became an integral part of the companionway steps.

For the Mark II models, Catalina made the interior more spacious by widening the hull above the water line and widening the interior by 10″.

VENTILATION

The Catalina 22 has no opening port lights, but none are necessary.  Ventilation on the Catalina 22 is excellent.  The large forward hatch funnels air into the cabin when under sail.  At the dock, owners report that a box fan can be placed in this hatch to effectively force air throughout the cabin.  The pop-top opens the entire salon dramatically. The large companionway contributes to this openness as well.

AUXILIARY POWER

The Catalina 22 is powered by an outboard motor hung on the port side of the transom on an adjustable mount.  Long shaft motors are preferred.  A 5 h.p. motor is more than adequate for pushing the boat even in rough conditions.  Many owners report having Catalina 22s equipped with less powerful motors without issue.

With a maximum displacement of 2490 lbs. or less depending on keel model, the Catalina 22 is easily pulled without a powerful truck as a tow vehicle.  The light weight also enables the Catalina 22 to use a single axle trailer, although the trailer wheels should be of the 5-lug type.  The swing keel and relatively flat bottom also mean that many powerboat trailers can be easily modified to support the Catalina 22.

USED CATALINA 22 MARKET

Catalina 22s can be found on the used boat market typically ranging anywhere in price from $2,000 to $22,000, mostly depending upon age and condition, installed equipment and upgrades, and whether or not a trailer is included in the sale. However, derelict project boats occasionally pop-up for much less. Due to the ubiquity of the Catalina 22, it is always easy to find one for sale on Craigslist, Sailboat Listings, Sailing Texas, and other venues, and there are a plethora on Yacht World. If shopping for a Catalina 22, make sure all swing keel maintenance has been performed or be prepared to do it. Check early boats with aluminum trimmed windows for leaks, which was common but easily repairable. Check for foredeck core rot, stringer rot, and hull blistering, which were hit and miss problems on earlier boats. Otherwise, there is nothing special to consider with these boats that you would not for any other boat.

Special thanks to Jeremy Smith for his contributions to this article.

ADDITIONAL RESOURCES

Catalina 22 Mark II Brochure

Catalina 22 Sport Brochure

Catalina 22 National Association

Catalina 22-Specific Parts Available from Catalina Direct

Catalina 22s Available for Sale on Craigslist, Nationwide

FAMILY CRUISING (SAILING AWAY) ON A CATALINA 22

https://www.youtube.com/watch?v=4u18jt3hq6Q

CATALINA 22 RACING

LAUNCHING A CATALINA 22

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6 thoughts on “ catalina 22 review ”.

Had no idea that a Catalina was that affordable! Definitely going to get a yacht someday soon!

Excellent review. The only suggestion that I can make is that a matrix that compares the various features and problems of each model and age boat would be extremely helpful. I will use this review as my guide for the purchase of a Catalina 22. Congratulations on a very professional job.

Jim Vaughan Grass Valley, Ca

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Great informative article! Thanks for sharing your wealth of knowledge!

Great review that I will keep going back to for more research on things I had to skip over. I’m a senior age guy and have spent my life boating and commercial fishing but never sailing. I’m definitely going to buy a Catalina 22. This boat was recommended to me by my sailing instructor Gary of Outercape Sailing in Wellfleet Massachusetts. I live in Provincetown Massachusetts with a great harbor and Cape cod Bay. I’m so thankful for all this information. Thanks Peter Cook

Thanks for all the help. I am looking to purchase one right now but on all sites they are minimal at best. Can’t blame the people for not wanting to get rid of one unless trading up. Thanks again.

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The Catalina 34 Used Boat Review

Posted March 28, 2017

When it comes to affordable, family oriented sailboats no builder in the world matches Catalina Yacht’s numbers. Since production of the first Catalina 22 in 1970, the company has more than 68,000 boats to its credit. When you consider these mind boggling numbers and Catalina reports that more than 40% of Catalina owners are on at least their third Catalina sailboat, it does’t take a genius to figure out they’re doing something right. Catalina’s designs target the family cruiser, and when there’s an opening in this market they can be certain to provide a product to fit the need. 

In 1996, Catalina introduced the Catalina 34 MkII. This newly styled model is reported to have exactly the same principal dimensions as the earlier model and, from the side, is very similar in appearance to the earlier model. In fact, the deck and hull mold were modified considerably, and the width at the transom increased by more than 2’. The new design provides a much more roomy cockpit and larger boarding area. 

Getting a handle on just how the Catalina 34 is built is a bit difficult. The hull is single piece fiberglass construction with no core materials, and the deck utilizes a balsa core. The hull and deck are joined in a shoe box fashion and fastened with a flexible adhesive and stainless steel screws.  Like many of today’s production boat builders, Catalina makes considerable use of modular fiberglass liners and structural grids. These make it difficult, if not impossible, to thoroughly inspect structural components of the vessel. According to Catalina’s literature, the 34 is built with "an engineered stub sole structural system with stainless steel tie rods, a molded structural hull liner, and a stainless steel truss". Having never visited the factory or taken a boat apart, I must admit I’m not quite sure what this means. I can say that older Catalina 34s have held up well to the uses and abuses they experience sailing in and around the Chesapeake Bay. 

Accommodations have always been a strong selling point for all Catalina models, and the 34 is no different. Most Catalina 34 owners have something good to say about the roominess of the interior. The layout features a V-berth cabin forward followed by the main saloon with starboard side dinette and port side settee. The galley is aft along the starboard side, and there is a good sized head along the port side next to the companionway. The master cabin is aft along the starboard side and features an athwartship double berth tucked below the cockpit. On the negative side, the galley has very little working counter space and there is no decent sea berth. 

Auxiliary power on most Catalina 34s was provided by a 23 hp Universal M-25 diesel engine although the 30 hp M-35 was fitted in some boats, and some of the new models are now coming equipped with Yanmar engines. The smaller engine option should provide enough power for most situations, although some owners have chosen to install three blade propellers in order to improve motoring performance. My personal opinion is that three blade props can’t make up in motoring efficiency what they cost in increased drag and loss of performance under sail. If you plan to motor more than sail, and performance under power is more important, it would be better to look for a model with the larger engine and stick with the two blade prop. 

My experience has been that the 34 sails well on all points of sail and has posted respectable results on the race course when sailing to her handicap, although most Catalina 34 sailors I have spoken with prefer the standard keel to the wing model for all around performance. Like many of the Catalina models, the 34 was offered with standard or tall rig sail plan of 528 or 554 square feet of sail area respectively. This seems to be a rather small difference, but it results in an increase of the sail area to displacement ratio of nearly a full point--15.6 to 16.4. For light air conditions the extra sail should be welcome. Owners seem to be about evenly divided into three camps: Those that prefer the tall rig, those that prefer the standard rig, and those that don’t feel there is much difference. If I have any particular fault with the 34’s sailing characteristics, it’s that weather helm is a little more than desired when the wind picks up. 

With more than 1400 boats on the water, Catalina 34s are quite common on the used boat market. I can’t recall any Catalina owner ever feeling that he or she didn’t get good value for his money, and that’s a tough record to improve upon. If your plans call for extended cruising, the Catalina 34 is a bit short on storage space, and I think the rigging and construction may be a little light for extended offshore passages. However, for the sailor looking for a comfortable, affordable boat with coastal cruising, weekending and daysailing in mind, the Catalina 34 would be an excellent choice. 

Reviewed in the March 1999 issue of SpinSheet by Jack Hornor

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Catalina 22: The most successful cruising yacht ever designed

• August 31, 2021

Built as the Jaguar 22 and Alacrity 22 in the UK this Frank Butler design has been in continuous production since 1969 with over 18,000 units sold, writes Rupert Holmes

Photo: David Harding/SailingScenes.com

When he launched this modest ballasted centreboarder in 1969 Frank Butler is reputed to have said he would consider it a success if he built 100 boats.

Six years later the 5,000th boat left his Catalina Yachts factory and the model has remained in continuous production for more than 50 years, albeit with many improvements during that time.

The Catalina 22 is by far the most popular ballasted sailing boat with accommodation ever, with total numbers thought to be over 18,000.

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Butler also licensed the Catalina 22 design to other builders around the world, including in the UK, where it was marketed as the Alacrity 22 and Jaguar 22 and some 1,500 boats were produced for the UK and European markets.

There’s accommodation for four or five in a bright open plan layout, although the boat is too small for standing headroom. Today the Catalina 22 makes a good, inexpensive coastal cruisers.

Catalina 22 / Jaguar 22 specification

LOA: 6.55m / 21ft 6in LWL: 5.9m / 19ft 4in Beam: 2.34m / 7ft 8in Draught ( keel up): 0.6m / 2ft 0in Draught (keel down): 1.5m / 5ft 0in Displacement: 1,130kg / 2,490lb Ballast: 250kg / 550lb Current market value: £1,500-£6,500 / $2,000-$9,000

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Catalina 36 MK II

This recent update of an extraordinarily popular 18-year-old design is a good all-around boat. owners’ main complaint is with interior woodwork..

Now the largest manufacturer of sailboats in the US, Catalina Yachts was formed in 1970, two years after founder Frank Butler was fired by the company to which he sold his first boatbuilding business.

Butler was the owner of a machine shop that provided parts for the aircraft industry when he began sailing at age 30. In 1961 he got the boatbuilding bug and formed Wesco Marine, soon changing the name to Coronado Yachts.

He successfully introduced the Coronado 25 in 1964, and sold the company to the Whitaker Corp. in 1968. A year later he was unemployed, and prohibited by a no-compete agreement from forming another company for two years.

With the expiration of the agreement in 1970 he established Catalina Yachts; introduced the Catalina 22, of which more than 15,500 have been sold; and began a steady ascent to the top of the industry.

The company’s 700 employees occupy more than 500,000 square feet of manufacturing space at two plants in California, and a third in Florida, purchased from Morgan Yachts. Butler still manages the daily affairs of the company, and continues to act as “warranty coordinator.” He is assisted by chief designer and engineer Gerry Douglas, and Sharon Day, director of marketing, both of whom are now co-owners.

Catalina’s model lines range from the 8-foot Sabot to a well-developed line of Catalina and Expedition daysailers to boats with cabins that run the gamut from the Capri 22 to the Catalina 470. The company also builds Nacra catamarans.

Design Like most of the company’s boats, the Catalina 36 was designed by the in-house design team under the direction of Douglas.

“The target market for the 36 is couples and families who primarily weekend and vacation cruise but may be planning some extended cruising,” said Douglas. “They want a boat that is comfortable, offers reasonable performance, and is stable and predicable to handle. The boat suits their budget, and they can add gear for bluewater cruising.”

Like most modern production boats, the 36MKII has a fairly flat sheer, low-profile cabin and short overhangs. Beam is carried well aft to accommodate the double berth in the aft cabin.

“The hull shape has remained the same, since a basic tenet was that the boat would sail in a one-design fleet,” Douglas said. As a consequence, changes to appendages have had little affect on the PHRF rating, which is 140-150, depending upon local fleet handicappers.

The standard fin keel is the same design as on hull #1, though two shoal draft keels have been offered. An optional Scheel keel, which enjoyed limited success, has been replaced by a shoal draft wing keel. On new boats the rudder has been reconfigured as a semi-elliptical blade.

Three different decks have been manufactured but, as Douglas said, “most of the changes are cosmetic or ergonomic and have gone unnoticed. Maybe a customer said that a radius needed to be softened or I noticed things on my boat that I wanted to change.”

The MKII was introduced in August 1994 with hull #1368. Hull #2038 was launched last March.

Construction Catalinas are assembled from three principal moldings—the hull, deck and an interior liner that incorporates the cabin sole and much of the “furniture.” Butler was an early (possibly the first in the US) proponent of this time-saving method.

The hand-laid hull is solid fiberglass. Vinylester resin is used on the outer plies, underneath the gelcoat, because it better resists osmotic blistering than polyester. The balance of the laminate consists of alternating layers of 7.5-ounce cloth, 24-ounce roving and 1.5-ounce chopped strand mat (CSM).

“There’s more knitted than woven roving in current models,” Douglas said, adding that this improves structural integrity.

Hull thickness is 1″ at the centerline and 5/8″ on bottom panels.

The liner is bonded to the hull at all intersections using X-mat tape. Bulkheads are bedded in 3M 5200 and bolted or screwed to the liner.

The hand-laid deck is cored with Baltec AL 600 end-grain balsa; decks on earlier versions were cored with plywood.

The hull/deck joint is an overlapping flange bonded with a fiberglass-reinforced polyester mix and secured with 1/4″ bolts on 6″ centers.

The loads from the lower shrouds are transferred to the hull via tie rods fastened to the chainplates on top and to reinforced areas of the hull at bottom. A common complaint among owners responding to a PS survey is that chainplates leak and require annual inspection or rebedding.

Deck hardware is fastened with machine screws to drilled and tapped aluminum plates bedded in the deck laminate. This method produces a secure fit and avoids dimples on the ceiling of the interior.

The keel is lead with 2% antimony and installed with type 316 stainless steel keel bolts. The fin weighs 6,042 pounds, the wing keel 6,670 pounds.

On Deck Because the 36MKII was designed for cruising by couples and families with children, the deck layout is organized for shorthanded sailing.

The anodized mast is manufactured by Catalina. A Schaeffer 2100 furler is standard. The solid vang and most deck hardware are made by Garhauer Marine. Lewmar winches and hatches are standard. These lower-priced products are fine for their intended use.

The wire upper shrouds and stays are 5/16″; lower shrouds are 1/4″. A split backstay is equipped with adjustable turnbuckles. We would consider adding a backstay adjuster, which would have eliminated headstay sag on our test boat.

Standard running rigging on the boat is Dacron, strong enough and suitable for most owners, but we would consider switching to low-stretch rope.

Primary winches are self-tailing, chromed-bronze Lewmar 48s; halyard winches are self-tailing Lewmar 30s. Both were large enough for the heavy loads we encountered during our test sail.

The tracks for jib and genoa cars are located inboard, near the cabin sides, and outboard on the toerail. During our test sail we found the inboard track to be at least 1′ too short for sailing hard on the breeze with a double reef in the main and shortened headsail.

Standing rigging is led out of the way to the base of the cabin trunk, easing maneuvering along the 17″-wide decks. Coupled with a 1-1/2″ high toerail, and a stainless steel handrail running the length of the cabintop, we always found a handhold. However, stanchions are only 24″ high, 5″ lower than we prefer on an oceangoing yacht. Similarly, the mast pulpit is only 25″ tall.

A taller rig designed to improve performance in light air adds 24″ to the 44′ 9″ standard spar height and $860 to the purchase price, including the cost of larger sails — a deal worth grabbing, we think.

The anchor locker houses two 35-pound anchors and rode, and is designed for installation of a saltwater washdown hose. A Maxwell windlass mounted in the anchor locker is optional.

Ten-inch mooring cleats are located at the bow and stern.

We found the 8′ 8″ cockpit comfortable under sail and at dockside. Seats are 17″ wide and have comfortable 13″ backrests. Though a 42″-diameter destroyer wheel eases steering in heavy winds and seas, it impedes movement forward to the jib sheet or mainsail controls when singlehanding.

When the combination of wind and heel resulted in cushions being tossed around the cockpit, we stowed them below, only to discover that wet, slick cockpit seats make tending sail controls difficult when heeled more than 10°. A better non-skid surface would be safer.

Light and ventilation belowdecks are provided by Lewmar hatches located on the bow, amidships, and over the galley and nav station. The large hatch that vents the aft stateroom is covered by a hinged cockpit seat.

One old 36 we inspected had windows screwed to the outside of the cabin side. We prefer the current method of bedding ports in the cabin sides. However, the windows overlap the fiberglass to which they are bonded by 1-1/2 inches, and few owners reported leaks on newer boats.

A storage area spans the stern and provides access to the steering gear. A propane locker is located in the stern and vented overboard. The port lazarette has adequate space for the storage of deck gear, dock lines and, if properly stowed, an inflatable dinghy.

Belowdecks The accommodation plan is nearly 20 years old and is essentially unchanged, except for “minor changes in storage areas, especially where batteries are located,” Douglas said.

The saloon measures 13′ 4″ long from the companionway to the forward stateroom, and maximum headroom is 6′ 5″. The combination of light- colored composite countertops and wood cabinetry, opening ports and hatches, and two portlights in the hull contribute to a sense of spaciousness.

The galley is located to port at the foot of the companionway, aft of a U-shaped dinette that seats four. (An L-shaped dinette with fold-down table also is available.) Forward to port is the head, which can be accessed from the saloon or the forward stateroom. The V-berth measures 90″ wide at the head and 84″ on centerline.

A second stateroom below the cockpit is accessed from a door in the port quarter. The nav station sits opposite the galley, aft of two heavily cushioned seats located to either side of a 25″ x 30″ game table that can double as a dining table or be converted to a 6′ 2″ long berth. Each chair has storage in its base.

“That table has been part of the design since hull #1, and was the first of its type in the industry,” said Douglas. “It’s still a good use of the space.”

One owner complained that the dining table mounting bracket is so far off the center of the table that a large person thrown onto the inboard edge could break the table. Another owner added a hinged second leg.

A common complaint among owners concerns interior woodwork. Said one owner, “The joinery is only average, but this isn’t a Hinckley; it’s a production boat.” Cabinet corners frequently do not fit squarely, and one owner reported having to plane drawers until they fit properly.

The galley is an L-shaped affair with a Seaward two-burner propane stove. The counter is 60″ long and 18″ wide when wooden panels are placed over the double sinks. A 22″ deep dry locker would benefit from the addition of a shelf and storage containers.

The 22″ x 26″ chart table is too small for full-sized NOAA charts but suitable for folded charts or chart kits.

The owner of our test boat echoed two common complaints about the heavily upholstered nav station chair, which is mounted on a swinging stainless steel bracket.

“The lock doesn’t always hold the chair securely under the table on a starboard tack,” he said, “and the chair blocks access to the aft stateroom and also intrudes into the passageway when occupied.”

“The nav station chair has been changed as a result of complaints about the stability of early models,” Douglas said. “Current boats have a bronze bearing on the seat swivel, and a stronger spring. And the backrest can be easily removed by those who are unhappy with the space it takes amidships.”

The nav station bulkhead is large enough for mounting a VHF radio, GPS, stereo and instruments. The switch panel is hinged; wires are easily accessible and color-coded.

Newer boats have a second electrical panel located at the nav station, equipped with a Perko master switch for the engine and DC power.

Headroom at the forward end of the aft stateroom is 5′ 10″, and elbow room is adequate. The stern bunk is a whopping 78″ wide and 80″ long. However, there’s minimal clearance betweenthe bunk cushions and the bottom of the cockpit—only 16”. A hanging locker is wide enough for four sets of clothes, and storage is in four tiny drawers.

The head is essentially unchanged from early models, other than the addition of a sump in the shower. It measures 50″ x 36″ and is furnished with a large cabinet and mirror. A shower seat is forward of the sink.

The diesel engine is accessed by removing the companionway steps and panels in the aft stateroom. Reaching the port side of the engine is a difficult chore. The fuel tank is under the aft berth. All of the tanks have inspection ports.

Performance We tested a three-year-old MKII with a tall rig on a blustery winter day on Puget Sound, and were impressed with its performance in winds of 15-30 knots.

The standard-issue sails showed signs of use, since this owner sails 60-70 days a year. The test boat was also loaded for cruising with two kayaks lashed atop the cabin, a towed dinghy, barbeque, propane tank, and outboard motor mounted on the stern rail.

In wind speeds of 16 knots true and a one-foot chop on the quarter, we sailed at 5.7 knots under full main alone. This was good speed, with a tacking angle of about 110°.

Then, sailing upwind with the full main and 135% genoa, boatspeed varied between 5.5 and 6 knots. When we reefed the main she flattened out to approximately 15° of heel, her best attitude, and speed increased to 6.2 knots. Our tacking angle with the genoa up was about 100° —not stellar, but not abnormal, either.

Next we tucked in a second reef in the main, shortened the jib to 105%, and with water coming over the bow we watched speed increase to 7.1 knots. At one point the speedo recorded 7.6 knots on the beat. She slowed to 6.2 knots when we pinched her closer to 40°. Footing off to a broad reach, our speed increased to 8-8.5 knots, a knot faster than theoretical hull speed.

With sails balanced, we also tested the Autohelm 4000 on a reach in 20-25 knots of wind and found that the boat tracks well.

The 36 MKII performs as well as owners say, but could be improved with better-cut standard sails and a backstay adjuster.

The standard engine is a four-cylinder Universal 35B diesel. Fuel consumption is estimated to be 0.8 gallons per hour at 2200 RPM. When we doused sails in 25-knot gusts the diesel easily held the boat into the wind. The boat responds quickly to the wheel under power, as we discovered while poking in and out of fingers docks in a marina.

Conclusions Based on input received from more than 60 Catalina 36 owners who responded to a PS survey circulated by Phil Herring at Catalinaowners.com, we consider them a savvy bunch who understand the strengths and shortcomings of their boats.

These owners consider their boats to be structurally sound, seaworthy, and “fast enough.” They don’t suffer from expectations of Hinckley quality. We note that three 36 owners have circumnavigated the world, without incident according to the company.

“They don’t mind not having that extra layer of varnish or wood plugs in holes,” as Douglas says, “and they like to tinker on their boats. I like to think that we’ve given them a stable platform on which they can safely sail.”

Our test boat gets more-than-average use by a family that includes three teenagers, and it still looks fit. The boat also suffers some of the shortcomings of joinery assembled in a large manufacturing facility.

An excellent 78-page owner’s manual includes schematics of all of the boat’s operating systems, locations of through-hulls, a complete parts list, even a section on cleaning stains on the upholstery. From an owner’s perspective, this makes working on the boat easier. From Catalina’s perspective, it reduces the number of telephone calls to the customer service department.

The warranty is five years on the structure, and five years for blisters with a depreciating schedule that reduces to 50% in the final year.

Considering the number of 36s built during its 18-year run, and the number of repeat customers among Catalina owners, we think buyers looking for a moderately priced production boat should definitely check out this retooled version.

Also With This Article Click here to view “Owner Comments.”

Contact- Catalina Yachts, 21200 Victory Blvd., Woodland Hills, CA 91367; 818/884-7700; www.catalinayachts.com .

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Catalina Introduces the 6 Series

• By Cruising World Staff
• September 4, 2024

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

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

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

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

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

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

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

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

Where to learn more: visit catalinayachts.com .

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