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• Sailboat Reviews

Catalina 42 Mk I and Mk II

One of the most successful large boats ever built, the catalina 42 offers good looks, comfortable accommodations, and decent sailing ability at a low price..

Under the guidance of Frank Butler, who founded the company in 1969, Catalina Yachts’ philosophy is to offer “as much boat for the money as possible.” The boats are relatively well made and reasonably contemporary in their designs.

Butler is able to build boats that are less expensive than similarly sized vessels by focusing on several areas: a) economy of scale; because it builds so many boats, Catalina can get a better price than smaller builders on diesel engines and just about any other equipment; b) a refusal to spend money on advertising, which can translate to a 5% to 10% savings in the cost of each boat, and c) installation of less expensive gear than is found on other boats. It’s likely, too, that the Southern California labor pool works for less than workers in, say, the Pacific Northwest or Northeast.

Catalina’s objective is to price its boats 15% to 20% below its major competitors—Hunter and Beneteau. All three are high-volume builders that move boats through the production line as quickly as possible, hence the opportunity for glitches here and there, most of which are seldom serious, but can be vexing.

The Catalina 42 In the words of Gerry Douglas, Catalina’s chief engineer and designer for the past 24 years, “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.”

Introduced in 1989, the Catalina 42 was originally envisioned as a 40-footer.

“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,” he said.

“One objective was to build a three-stateroom boat,” the first of its size introduced by an American production builder, Douglas said.

Two versions of the Catalina 42 have been built, each in a two-or three-stateroom configuration. The Mark I (hulls #1-477) was produced until February 1995, when the Mark II, which is still in production, was introduced. More than 670 have been built, evenly divided between the two- and three-stateroom models.

“The design of the Mark II was influenced somewhat by the Europeans,” Douglas said, referring to the contemporary, rounded stern and modifications to the cockpit.

Just about everything else—the hull, deck, accessories, auxiliary engine and standing rigging—are virtually identical in both the MK 1 and MK 11.

Though marketing literature indicates that the Mark II, which displaces 20,500 lbs. on a 36′ waterline, is 2,500 lbs. heavier than its predecessor, that apparently isn’t the case.

“Our mistake,” Douglas said. “The Mark I was not that light (18,000 lbs.).”

“Two requirements,” he said, “were that the shape have lots of volume but still be slippery. She’s finer forward than her predecessors, has a straight run aft and is relatively flat at the keel. The skeg is reminiscent of that on the Catalina 34 and 36.”

Owners say that they feel the skeg improves tracking and stiffens her while pounding to weather.

The keel is trapezoidal—parallel at top and bottom. The first shoal draft boats have a wing on the 4′ 10″ keel and a rather short rudder. Later models have a 6′ fin keel, but the same rudder. Ballast in each is 8,300 lbs.

When the MK II was launched, it was given a deeper, high-aspect, semi-elliptical rudder. Owners who retrofitted the deeper rudder reported improved handling and less pressure on the helm.

“Some owners mistake the pressure on the wheel with the shorter rudder as being weather helm but it’s really only more pressure on the rudder and skeg,” Douglas said.

In any case, owners recommend the deep rudder.

The high-aspect ratio sailplan carries 797 sq. ft. of sail. The mast is an anodized NG80 Isomat with double spreaders that are swept aft 17°.

Standing rigging is 3/8″ wire for the backstay, forestay, upper and lower shrouds, and 5/16″ wire for the lower shrouds. Running rigging includes halyards that are 1/2″ braid, and the mainsheet and genoa sheet are 1/2″ Dacron. Owners of 10-year- old boats report the rig and rigging to be in good condition.

Early boats were equipped with a Seafurl 3250 furler. Newer models are equipped with a Schaefer 3100.

As one dealer told us, “The benefit of the rig is that it’s simple. Once it’s up and tuned, it can be ignored.”

The rig was not designed to be tuned while underway.

“The addition of an adjustable backstay to increase headstay tension reduces the tension on the shrouds created by the spreaders, and could result in the mast failing, though we’ve never had that occur,” Douglas said. Running backstays could counterbalance the risk, “but that’s more equipment than our owners want.”

Several owners surveyed have added inner forestays for offshore use. “There’s no downside to that except the possible need to add running backstays,” Douglas said.

Performance Based on Douglas’ polar predictions, a 42 equipped with a fin keel, radial spinnaker and 155% genoa will have sluggish performance in winds of less than 5 knots, but still sail to her rating.

The polars indicate 4.5 knots of boat speed in 6 knots of wind sailing at 47° to true wind; in 10 knots of wind she should sail at 6 knots at 45° to true wind. Maximum downwind performance is in 16-20 knots of wind sailing at 120°-135°, when speed reaches 9 knots.

Most owners rate upwind and downwind performance as above average to excellent when compared to boats of similar size.

Both speed and pointing ability can be improved with the deep fin keel, higher-priced sails, and replacement of the furler with a headfoil.

The maximum sheeting angle is 11-1/2° degrees, which allows pointing to within 32° of apparent wind when hard on the breeze.

Perhaps one of the most functional additions to Catalina’s equipment lists are sheet stoppers, which allow halyards to be led aft to the bridge deck without having a winch for each line. This keeps crew off the deck at night or in heavy seas, and reduces the amount of deck clutter and amount of weight attached to the mast. The internal halyards run aft through Garhauer turning blocks to Garhauer sheet stoppers and two-speed self-tailing Lewmar 40 winches atop the bridge deck; winches were upgraded to Lewmar 42s with the Mark II model.

The 6:1 purchase mainsheet is on a traveler located forward of the main companionway, and controls for a solid Garhauer vang are led to the cockpit.

Genoa sheets are led aft through Garhauer turning blocks mounted on the toerail where they are out of the way and provide better sheeting angles for offwind sailing; a short section of T-track on the cabintop provides closer sheeting angles for small headsails. The primary winches are two-speed self-tailing Lewmar 54s, which replaced Lewmar 52s on the Mark I.

Two serious sailors, a singlehander in San Francisco and an owner who sails a fully crewed boat in Lake Pontchartrain, provided additional insight.

Bob Maher told us, “In 1997 the boat was the boat-of-the-year in the spinnaker class based upon a 12-race schedule, and the same year took first in the Lake Pontchartrain Racing Circuit Cruiser-Racer division with four firsts and a fourth. Typical conditions during the winter are 10-25 knots winds and 4-5 foot seas.

“On one Pensacola race we covered the distance of 101 miles in 12 hours and 15 minutes.

“In order to be competitive in the light air of summer we lengthened the spinnaker pole by one foot, which allowed for a larger spinnaker and genoa. This made the boat competitive in lighter air but under 5 knots we don’t do well against lighter boats like the Olson 30. Our PHRF is 96.”

In most areas, a stock Catalina 42 rates about 105.

Doug McClaflin finished first in the Singlehanded Farallones race, a 58-mile round trip event held outside the Golden Gate Bridge. Often sailed in a punishing northwester, this year’s race was held in 15- to 20-knot southerlies with 6′ to 8′ seas.

“She does well on reaches and in heavy air—18-plus knots, but she’s not good in light air racing,” he told us. Sailing with a fully battened Dacron mainsail and headsail on a furler, “I carried the 150% genoa up to 22 knots and averaged 8 knots over the ground.”

Most owners said they tuck in a reef when wind speed exceeds 18 knots, which balances the boat and eases the helm. All reported that she stiffens at 10°-15° of heel, and an oft-repeated comment was, “I can’t get the rail in the water.”

“With the sails properly trimmed she sails well with an Autohelm 6000, which doesn’t work very hard,” was a comment echoed by several owners.

One Seattle sailor, who owned Mark I hull #240 and now owns Mark II hull #498, said the primary difference between the two models is in the stern.

“The Mark II has a fatter section aft, and is more buoyant,” John Spring told us. “When I first started sailing the Mark II it seemed heavier to steer and the bow seemed to dive into the water. It doesn’t hobbyhorse. I’m just sitting higher than in the old boat, more like a center cockpit model, and it’s taken a year to adjust to the difference.”

Spring also replaced the factory sails with North 3DL sails, “which give me better shape and performance. My only complaint is that Catalina only gives a $1,000 allowance if a buyer doesn’t use factory sails.”

Construction The hull is solid fiberglass. The ABS-approved lamination schedule consists of skin coats of 2-ounce mat and 7.5-ounce cloth. From the centerline to 6″ above the molded bootstripe are eight alternating layers of mat and roving in weights ranging from 1.5 to 21.7 ounces, all of which are overlapped 6″. Additional support on the centerline is provided by a 50″ wide strip of 24-ounce Promat running the length of the hull.

Above the waterline are 11 overlapping layers of mat, roving and Coremat in 1.5- to 21.7-ounce weights.

Douglas says hull thickness at the keel is 1-3/8″ to 1-1/2″, 5/8″ to 3/4″ at the turn of the bilge, and 1/2″ to 9/16″ at the sheer.

Since 1995 the company has been using vinylester resin in the barrier coat to protect against blisters, but has nonetheless suffered its share of blister problems.

Less than 10% of survey respondents reported blisters. One said minor repairs were made to “six to seven pimple-sized blisters repaired at a cost of $30 each.” Another reported blisters covering 60% of the bottom. Because osmotic blistering is covered on a prorated basis under the Catalina warranty, most repairs were made at factory expense.

The deck lay-up schedule is similar to the hull, though it is cored with a combination of 1/2″ marine plywood (where deck hardware is installed) and 3/4″ end grain balsa.

Hull rigidity is provided by a fiberglass pan bonded to the hull at the sheer by 1/2″ thick, four-ply marine plywood glassed between the hull and liner, which is C-clamped in place until cured. The pan also incorporates the cabin sole and berth foundations. Butler, one of the early proponents of pans, credits this development with dramatically reducing construction costs.

The hull-deck joint is an external flange bonded with fiberglass-reinforced polyester, then through-bolted on 8″ centers with 1/4″ stainless steel fasteners. The seam is covered by an aluminum rubrail attached on 3″ centers that is covered with a vinyl insert. Only one survey respondent reported a leak at the hull-deck seam.

Though we advocate the use of motor mounts that are through bolted or threaded into steel plates, Douglas defends the use of lag bolts.

“We bed the engine bolts in a 3/8” thick molded glass pan that is filled with hardwood, and use 6″ long screws to secure the engine. I don’t think that the engine bed would fail if the boat was upside down. We’ve never had a problem,” he said.

Depending on who you query, Catalina yachts are either a) cheap, or b) a good value.

Jerry Edwards, a Seattle surveyor with Reisner, McEven and Associates, Inc., who is familiar with the 42 told PS, “I think the construction of the 42 is better than some of the other Catalina boats and superior to many other production builders.”

Catalina owners understand they are buying the boating equivalent of a Chevrolet; a typical comment is: “We know we’re not buying a Swan or Hinckley.”

On Deck Aside from the change in the transom, the primary difference between the MK I and MK II is the size and arrangement of the cockpits.

The Mark I’s cockpit seats are 6′ 8″ long. Neither seat opens to access spaces belowdecks. In the aft starboard corner there is a 40″ wide and deep compartment that will hold an inflatable dinghy and miscellaneous gear. The port corner has a propane bottle locker that vents overboard.

The swim platform incorporates a five-step stainless steel ladder lashed to the stern pulpit; it extends into the water a long way, farther than most, which is good.

The Edson pedestal and 44″ stainless steel destroyer style wheel are mounted well aft, so are not impediments to movement about the cockpit, except when entering or exiting via the cutout in the stern rail.

The cockpit in the Mark II, by comparison, presents more comfortable lounging arrangements and better access to stowage.

Its seats are the same length as the MK I. There are two “observation seats” fitted into the corners of the stern pulpit.

A 48″ drop-leaf table is mounted in the center of the cockpit forward of the binnacle. A stainless steel frame provides a sturdy home for the table and a footrail for crew to brace their feet when heeled. Though it’s a nice touch, we’d rather have a removable table and wide open cockpit when underway, especially when jibing a spinnaker.

Stowage in the port and starboard seat lockers are large enough to hold a deflated dinghy, dock lines and miscellaneous gear; the starboard one also has a large shelf that holds an outboard motor, barbecue and the like—a much-preferred arrangement to hanging them off the stern pulpit. A propane locker is located in the deck aft of the primary winches.

A removable seat in the transom replaces the cutout in the Mark I, though one can step on and over it to get to the swim platform.

Even with a dodger, movement forward is unobstructed on the 24″ sidedecks. The 6’ teak handrails on the cabintop have been replaced with stainless steel handrails.

The anchor windlass is located in a locker so the only potential toe stubbers forward of the mast are three Lewmar hatches.

Accommodations Even with a 36′ waterline and 13′ 10″ beam, Douglas has crammed an impressive amount of living space in the 42. Many owners indicated that the downside to the large interior volume is a dearth of stowage.

The two-stateroom model has an aft stateroom in the starboard quarter, a smallish head forward of it that’s about 38″ square, a galley in the port quarter, opposing settees amidships, and a nav station to starboard with swing-out seat and large table.

The master stateroom in both models has a Pullman-style berth forward of the saloon. The berth measures 72″ on the centerline, 52″ wide at the shoulder and 43″ at the foot. The skipper’s head is in the bow. It is 6′ 5″ long and 6′ 2″ wide at counter height, and has 6′ of headroom.

In the three-cabin arrangement, there are two mirror-image aft staterooms and the galley is amidships opposite the dinette.

The navigator is shortchanged in the three-cabin arrangement. He faces aft on a much smaller working surface while seated on the end of the port settee.

Each of the aft staterooms have 6′ of headroom, a 7′ long double berth, reading lights mounted on the hull, and a hanging locker. Light and ventilation are provided by ports in the hull and in the cockpit footwell.

The primary advantage of the two-stateroom model is the additional storage in the galley and in the port quarter behind it. This cavernous space is equipped with shelves large enough for installation of a heater, inverter, refrigeration and for other stuff such as tools. It also provides good access to the steering system.

Regardless of its location, the galley provides large working surfaces on countertops now constructed of fiberglass GraniCoat, a Corian lookalike. Early models had Formica-type coverings.

Though working surfaces are nearly the same size, galley stowage on the three-cabin model has been reduced significantly by the loss of the pantry. It will be a challenge to find space for larger pots and pans. The two stateroom model also has a small hinged countertop.

Both models have a three burner Princess Stove with oven and broiler, twin stainless steel sinks, and Groehe faucets for hot and cold water.

The dinette in both models seats six to eight adults, and converts to a 80″ x 66″ double berth.

The cushions are mounted on plywood boards covering storage areas below the settees, which prompted one skipper to complain that they are heavy and cumbersome. They are especially risky if they should come loose with the boat heeled, which one owner said was a problem.

Other Considerations As the boat has evolved during its 10-year production run, a number of small improvements have been made. Articulating halogen lights in the saloon have replaced cheaper fixtures. Doors and drawers that flew open underway on older models have positive latches and roller bearing slides.

The boat is well ventilated and lighted by Lewmar hatches located in all living areas and in the heads, and hatches and fixed portlights are covered by bug and privacy screens.

The 39-gallon fuel capacity is adequate for short cruising but distance cruisers have added tankage below the cabin sole. Two plastic water tanks are located below the sole, and there are plastic holding tanks under the aft berth and the Pullman berth. Except for the aft holding tank, they are easily accessible.

The engine is accessible from four sides. A small hatch in the starboard cabin leads to the oil filter. The companionway stairway reveals the front, and removable panels in the galley access the port side and aft end of the Yanmar 50.

Wiring is color coded, and newer boats have tinned connections.

Conclusion The well-maintained Mark I’s we inspected looked as good as the newer Mark IIs. There were no signs of gelcoat crazing. Owners we talked to were less concerned with performance and more interested in the design and decor below.

Most owners are very satisfied with quality of construction, though one owner complained that his hull flexes in 4’ seas and has had numerous problems with electrical and plumbing installations.

Douglas says the company has been unfairly criticized.

“We may not use Harken, but Garhauer guarantees its gear for 10 years, and Bill Felgenhauer returns phone calls. You’ll find Lewmar, Perko, Rule, Schaefer and Yanmar brands on our boats, for example, not some knock-off product manufactured overseas.”

A late model Mark I sells for $120,000-$130,000, a newer Mark II for $140,000-$145,000 depending upon equipment. Base price of the new Mark II is $151,000-$171,000 including engine and sails, depending upon cabin configuration and factory installed options.

Contact- Catalina Yachts, 21200 Victory Boulevard, Woodland Hills, CA, 91367; 818/884-7700.

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CATALINA 42

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• Sailboat Guide

Catalina 42 MK II

Catalina 42 MK II is a 41 ′ 10 ″ / 12.8 m monohull sailboat designed by Gerry Douglas and built by Catalina Yachts starting in 1995.

• 2 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 3 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 4 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 5 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 6 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 7 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 8 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 9 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 10 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 11 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 12 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 13 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 14 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 15 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 16 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 17 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 18 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 19 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 20 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 21 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 22 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 23 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 24 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 25 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 26 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 27 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 28 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 29 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 30 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 31 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 32 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 33 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 34 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 35 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 36 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 37 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 38 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 39 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 40 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 41 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 42 / 49 Fairhaven, MA, US 1998 Catalina 42 MK II $120,000 USD View
• 43 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 44 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 45 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 46 / 49 Marina del Rey, CA, US 1989 Catalina 42 MK II $105,000 USD View
• 47 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 48 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View
• 49 / 49 Miami, FL, US 1995 Catalina 42 MK II $99,900 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

Shallow draft wing keel version: 4.92’/1.5m It is thought that more than 1000 CATALINA 42’s (including the MKII) have been built making it one of the most popular sailboats in this size range ever!

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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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• Catalina 42

The Catalina 42 MkII Sailboat Specs & Key Performance Indicators

The Catalina 42 was introduced in 1989 under the watch of Gerry Douglas, Catalina’s chief engineer since the 1970s.

The boat was development of an earlier racing hull designed by Nelson/Marek, with a new deck, coachroof, interior, and rig. The design 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. The Catalina 42 found more than 1,000 owners during her 22-year production run.

an alternative version, the Catalina 42 Mark II, was introduced in 1995. The Mark II featured a contemporary, rounded stern, modifications to the cockpit, extra cockpit stowage, a new rudder design, and the option of a two-stateroom layout.

Published Specification for the Catalina 42 MkII

Underwater Profile:  Fin keel & spade rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  41'10"  ( 2.8m)

Waterline Length:  36'0"  ( 11.0m)

Beam:  13'10"  ( 4.2m)

Draft:  6'8"  ( 2.1m) *

Rig Type:  Masthead sloop

Displacement:  20,500lb (9,299kg)

Designer:  Gerry Douglas

Builder:  Catalina Yachts  (USA)

Year First Built:  1995

Number Built:  300

* A s hallow draft wing keel version was also produced drawing 4'11" (1.5m).

Published Design Ratios for the Catalina 42 MkII

1. Sail Area/Displacement Ratio:  17.1

2. Ballast/Displacement Ratio:  40.5

3. Displacement/Length Ratio:  196

4. Comfort Ratio:  25.4

5. Capsize Screening Formula:   2.0

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Catalina 42 MkII

Based on the provided design ratios, the Catalina 42 sailboat would theoretically have the following sailing characteristics:

• Sail Area/Displacement Ratio (17.1): This ratio is within the range of 16 to 20, indicating reasonably good performance. The boat should have a good balance of power and weight, allowing it to sail efficiently in various conditions.
• Ballast/Displacement Ratio (40.5): This ratio is above 40, suggesting that the boat is stiff and powerful, able to stand up to the wind effectively. However this ratio doesn't account for the location of the ballast. A boat with its ballast in a shallow draft keel would be less stiff than the same boat with much of its ballast in a bulb at the foot of its keel.
• Displacement/Length Ratio (196): This ratio falls within the range of 200-275, indicating a moderate displacement. This suggests that the boat has a good balance between speed and stability, but it might require a larger sail area to reach its design hull speed.
• Comfort Ratio (25.4): This ratio falls within the range of 20 to 30, indicating a motion associated with a coastal cruiser. This suggests that the boat should provide a comfortable ride in most coastal cruising conditions. However, it might not fare as well in the more demanding conditions encountered in bluewater cruising.
• Capsize Screening Formula (2.0): This value is at the upper limit of suitability for ocean passages. While the boat might be capable of bluewater cruising, it would be less stable than boats with a lower capsize screening value.

It's important to note that these ratios are theoretical and based on certain assumptions. They provide a general idea of a boat's performance and comfort but may not fully reflect the actual sailing characteristics.

For example, the Ballast/Displacement Ratio doesn't consider the location of the ballast, which can significantly impact a boat's stiffness.

Similarly, Ted Brewer's Comfort Ratio favors heavy displacement, narrow-beamed vessels with long overhangs. Therefore, modern light-displacement, beamy cruisers with plumb bows might not score well on this ratio, even though they may have good bluewater capability.

Actual performance can also be influenced by factors such as hull shape, rigging design, and the skill of the crew. It's always recommended to test sail a boat to get a true sense of its characteristics.

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

Other sailboats in the Catalina range include:

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Catalina 42 mk ii

The catalina 42 mk ii is a 41.86ft masthead sloop designed by gerry douglas and built in fiberglass by catalina yachts since 1995., 300 units have been built..

The Catalina 42 mk ii is a light sailboat which is a reasonably good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a good water supply range.

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CATALINA 42: A Modern Classic

The Catalina 42 was introduced in 1989 and was one of the first mass-produced American boats to feature both a sugar-scoop transom with a swim platform and a three-stateroom layout with two aft cabins under the cockpit. It was very much a response to similar boats that first appeared in Europe in the mid-1980s, but unlike its contemporaries it stayed in production for over 20 years. Over 1,000 were built, making it one of the most successful cruising sailboats of its size ever created.

Boats like this have long dominated the mass-production market, but what distinguishes the Catalina 42 from more modern boats is its moderation. Where many contemporary mass-production boats now have rather exaggerated shapes to maximize interior volume, the Catalina 42 has a much more balanced form. Its bow is well raked and has a clean entry, but its waterline is not too short. Its beam is carried well aft, but not excessively so, and tapers quite a bit at the transom, so the boat does not gripe too much sailing hard to windward. Freeboard is not too high, the coachroof lines are crisp, and the boat has very clean, handsome profile.

Performance under sail is crisp but amiable. The Catalina 42’s original hull was based on an old Nelson Merek racing design, and the boat is just fast enough and closewinded enough to win club races if appropriately handicapped (a PHRF rating of 105 is typical. It is relatively stiff–-it normally doesn’t heel much past 15 degrees–and can be pressed hard if you like. Loafing along in cruising mode, the boat trims out quite nicely and doesn’t need a lot of fiddling to keep moving well. During a month I once spent skippering a Catalina 42 in the West Indies in moderate tradewind conditions, I found I didn’t have to work hard to keep the boat sailing around 7 knots.

Many Catalina 42 owners have raced their boats hard. Here’s one sprinting round the buoys in Sydney Harbor

There were two keels available–a shoal-draft (4’10”) wing keel and a deeper (6’8″) straight fin keel–and the deeper one, of course, helps the boat point and track better. There are also two different rudders, both installed behind shallow partial skegs. On earlier Mark I boats (477 were built between 1989 and 1995) the rudder is rather short, and on the later Mark II boats it was replaced with a deeper, more elliptical foil that improves handling. On some Mark I boats the deeper rudder has been retrofitted.

Aside from the rudder, the only real difference between the two versions of the boat is that the Mark II has a rounder transom and more cockpit storage, plus a fixed, rather than collapsible, cockpit table. Otherwise, the cockpit on both boats is quite roomy and comfortable with 6’8″ long seats that are great for stretching out on. The one drawback to the large cockpit is that the mid-boom mainsheet is led to the coachroof and cannot be reached by the helmsman. Without an effective autopilot, it is therefore not easy to singlehand this boat, though it is quite easy to sail doublehanded.

Example of a cockpit on a more recent Catalina 42

The Catalina 42 was very much a mass-produced boat and was constructed accordingly. The hulls are solid hand-laid fiberglass and though there have been some reports of blisters, both before and after Catalina started applying vinylester barrier coats in 1995, most blistered hulls were repaired at Catalina’s expense. The hull is stiffened with a large molded fiberglass liner/pan that incorporates furniture foundations as well as the cabin sole. The liner, as on many mass-produced boats, does limit interior access to the hull. Also some storage compartments are not segregated from the space behind the liner, so gear can get lost back there if you’re not careful.

The deck is balsa-cored with plywood substituted in places where deck hardware is installed; the deck joint is of the shoebox type, bonded with adhesive sealant and through-bolted with stainless-steel fasteners on 8-inch centers. Quality overall is good compared to most other mass-produced boats. Though it was designed primarily for coastal cruising, several Catalina 42s have been used for bluewater cruising in tropical and middle latitudes. On many of these bluewater boats, aside from the usual systems upgrades, the only significant modifications have been the addition of extra fuel tanks and handholds below.

There are three different accommodations plans. The original three-stateroom layout, the only one installed in the first 238 hulls, can comfortably sleep three couples (or a couple and a large bunch of kids who don’t mind sharing double berths) for a reasonably long period of time. During my month-long West Indian cruise I shared this layout with five other people. We were a bit pressed for storage space, but we were definitely happy campers. Bulkier, more modern three-stateroom boats in this size range may offer the illusion of more space, but in practice it usually doesn’t amount to anything terribly useful.

The saloon looking forward on a three-cabin boat

Port aft cabin on a three-cabin boat

There are also two two-stateroom plans, one with a Pullman double berth forward (as in the three-stateroom layout), the other with a centerline island double. To my mind, the Pullman layout is superior. It affords more storage space and a larger forward head with a separate shower stall, plus the berth itself is a bit farther aft and can be fit more easily with a leecloth, thus is more likely to be habitable in a seaway. The biggest advantage of the two-stateroom layout, regardless of which forward stateroom you prefer, is the super-sized galley aft with a cavernous pantry space that is great for systems installations and serious gear storage.

The saloon looking forward on a two-cabin boat

Pullman berth in the forward cabin

Gerry Douglas, Catalina’s inhouse design maven, considers the Catalina 42 one of his better efforts, and I’m inclined to agree with him. It is one of the best cruising sailboats of its type ever produced in North America and represents an excellent value. The youngest examples compare well to current models and sell at a premium. Older examples are very attractively priced and make great project boats, both because the 42 offers a reasonably sound foundation on which to build and because Catalina, unlike many builders, works hard to support owners of older boats.

Specifications

LOA 41’10”

LWL 36’0″

Beam 13’10”

–Shoal wing keel 4’10”

–Deep fin keel 6’8″

Ballast (both keels) 8,300 lbs.

Displacement 22,500 lbs.

Sail area (100% foretriangle) 797 sq.ft.

Fuel 46 gal. Water

–3-cabin layout 131 gal.

–2 cabin layouts 111 gal.

D/L ratio 215

SA/D ratio 15.97

Comfort ratio 27.65

Capsize screening 1.95

Nominal hull speed 9.3 knots

Typical asking prices $85K – $230K

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Catalina 42 MKII - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for Catalina 42 MKII sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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Fin w/spade rudder

Specifications CATALINA 42

Home - Sailboat Listings 1989 - 41.86 ft / 12.76 m - Catalina Yachts (USA) - Nelson/Marek / Catalina

CATALINA 42 Sailboat Data

Hull Type: Fin w/spade rudder Rigging Type: Masthead Sloop LOA: 41.86 ft / 12.76 m LWL: 36.00 ft / 10.97 m S.A. (reported): 797.00 ft² / 74.04 m² Beam: 13.83 ft / 4.22 m Displacement: 20,500.00 lb / 9,299 kg Ballast: 8,300.00 lb / 3,765 kg Max Draft: 6.00 ft / 1.83 m Construction: FG First Built: 1989 Last Built: 1995 # Built: 477 Builder: Catalina Yachts (USA) Designer: Nelson/Marek / Catalina

Information from  sailboatdata.com .

Type Engine: Diesel HP: 44 Fuel: 39 gals / 148 L Hull Speed: 8.04 kn

Catalina 42 Fin keel

Sailboat specifications.

• Last update: 20th March 2020

Catalina 42's main features

Catalina 42's main dimensions, catalina 42's rig and sails, catalina 42's performances, catalina 42's auxiliary engine, catalina 42's accommodations and layout, catalina 42's saloon, catalina 42's fore cabin.

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1991 Catalina 42 Technical Specs

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