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Owner's Review of the MacGregor 26 Sailboat Models

There is some confusion about all of the different MacGregor 26 models and some controversy about their sailing abilities.

The MacGregor 26 evolved after the Venture 22 and the MacGregor 25, which had been built from 1973 to about 1987. The M25 had a weighted centerboard keel like other trailer able sailboats but featured positive flotation, a low price, easy trailer ability and a comfortable interior with an enclosed head (porta-potty). These features carried forward into M26 models and helped make MacGregor one of the bestselling sailboats.

Differences in MacGregor 26 Models

• The MacGregor 26D (daggerboard), built from about 1986 to 1990, introduced water ballast to replace the weighted keel. When the water was drained for trailering, the boat weighed only 1650 lbs, making it even more attractive for towing with a regular automobile. The daggerboard, like a keel, helps prevent the boat from being blown sideways but could be lifted up for shoal water and trailering.
• The MacGregor 26S , 1990 to 1995, replaced the daggerboard with a swing centerboard (which kicks up in an accidental grounding) and made other smaller changes. Together, the 26D and 26S are often called the "classic" MacGregor 26, and sometimes the 26C. Owners of these earlier models tend to refer to them as "the real sailboats" prior to the changes coming with the MacGregor 26X.
• The MacGregor 26X , 1996 to 2004, marked a major change from the earlier "classic" M26 models by allowing a relatively huge outboard engine that essentially turned the 26X into a powerboat with a mast. Earlier models typically carried outboards as low as 5 or 6 HP (max. 10 HP), but the 26X now took up to 50 HP. For comparison, many thirty-six foot sailboats of this era, displacing more than five times the M's weight, had inboard engines of 25-30 HP. The water ballast could be drained of power, allowing the M26X to come up on a plane like a speedboat. The outboard well had to be moved to the centerline, with twin rudders to each side, and steering changed from tiller to a small powerboat-type steering wheel. The cabin height was increased for greater room inside and the boat is said to sail less well than the earlier 26.
• The MacGregor 26M (motorsailor), 2005 to present, continued the 26X's trend, now allowing up to a 60 HP outboard. The swing centerboard was replaced with a daggerboard to free up more space below and the second tier of windows was added with standing headroom. The boat is advertised to motor at 24 MPH. In addition to the water ballast, there are 300 lbs of permanent ballast, likely needed for stability with so much windage and the high weight of the engine. At 2550 lbs dry (excluding engine), it now needs stronger vehicle and tow package.

Risks and Precautions

Many traditional sailors joke about MacGregors because of the light fiberglass construction (the hull can "oilcan" flex in places if you push hard against it) and its powerboat characteristics since 1996. Many say it is not a "real sailboat." Most misunderstood, however, is the water ballast that has been a hallmark of all twenty-six models.

The water ballast tank is horizontal and only a foot or so beneath the surface, unlike a vertical ballasted keel or centerboard that extends much deeper. Some have even questioned how water, weighing the same as the water displaced by the boat, can be called ballast at all. The ballast tank has been well engineered, however, and does provide righting moment the same as a keel when the boat heels over, because the weight of water far out from the centerline on the "uphill" side (in the air once heeled over) does pull the boat back down the same as a weighted keel.

This does mean that the boat is more tender, or tippy, initially. A story has been told about a sailor on one edge of the deck who grabbed the mast when the boat heeled, and his own weight pulling on the mast that far above the waterline caused the boat to capsize all the way over. Whether true or not, the story illustrates a common perception of how tender the MacGregor is.

It is true that an M26 with 10 people aboard capsized with two fatalities -- most likely due to uneven distribution of the human weight on the boat.

Safely Sail the Water-Ballast

In normal conditions, however, careful sailors can safely sail the water-ballast M26 by following standard precautions:

• Reef sails when the wind is blowing.
• Maintain good balance with crew weight balanced against heeling.
• Prevent accidental gybes.
• Keep the ballast tank full and well-sealed.
• Maintain steerage control at all times.
• Heave to or take other storm action in high wind or waves.
• Don't drink and sail.

The larger safety issue is that for many owners, the M26 is a "starter boat" and they may not have the experience or knowledge to avoid possible problems in time. The bottom line is that anyone who goes sailing needs to be fully aware of the limitations of their boat and practice all safety guidelines.

Experience With the MacGregor 26S

Having owned and sailed a 26S extensively for three years, it indeed sails fairly well and lives up to its reputation of being a roomy and easily trailered pocket cruiser. This sailboat can meet most budgetary needs and has room enough for a family of three to cruise for up to a week at a time.

It is a light boat, but with sailing experience and caution, trouble in winds to thirty knots can be easily avoided. The fiberglass is thin but you can avoid running into rocks. Thousands of MacGregor owners have had experiences where they thoroughly enjoyed sailing.

Keep in mind that it's a light boat and always take the precautions listed above. For powerboat owners of the 26X and 26M, the boat should be as safe as any powerboat but do not hit a rock or another boat at 24 MPH.

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Cruising Boat Spotlight: The MacGregor 26M

By: Pat Reynolds Sailboats

Generally speaking sailors are an opinionated bunch but, as a baseline, are okay with any boat you choose because at the end of the day, you’re still sailing and that’s a good thing. Oh, except for one boat – the MacGregor 26M. That boat can start a fight. What do you mean? It’s just a little day sailor with twin rudders, retractable keel for easy tailoring and a relatively spacious cuddy cabin, perfect for overnighting – how on earth could that annoy anyone? We’ll get into it, it does.

None of this makes immediate sense, but the mention of a MacGregor 26M makes eyes roll… in slow motion… all the way around. There are cases of sailors going to the emergency room from rolling there eyes too hard when someone mentioned the MacGregor 26M – that’s how severe all this is. Oh, and to make things a bit more confounding, it’s the best selling cruising sailboat there is – the company (that has now closed it’s doors when owner Roger MacGregor retired) sold over 38,000 boats. So, let’s get down to it. What is the issue?

That outboard!

The MacGregor was designed and marketed to non-sailors or would-be (sort of) sailors. It seems the company gave deep consideration towards something of a fictional demographic – a group of people who didn’t have any great knowledge of sailing but who like the idea of it. They assumed these people would probably not embrace the low speeds associated with traditional sailing – might be a deal breaker, so they slapped a big fat outboard on the transom and that problem was solved! Some MacGregors have engines as large as 70-HPs and can top 20-knots. MacGregor critics have said many times: “ If you try and make something that’s both a powerboat and a sailboat, you’ll end up with the worst of both. ” This may be true, but it’s safe to say most MacGregor owners don’t care. They just dropped the main and took off to beat the rain and get home for dinner. To this critique many M26 sailors will say, “ enjoy that squall while I enjoy my medium rare Porterhouse! ”

High freeboard

Another characteristic that bothers traditional sailors about the MacGregor 26 M is the design or “lines.” There are none. It’s really more of a powerboat blueprint but the boat does have some innovative elements like, for instance, a water ballast system that compensates for the lack of a keel, a rigging system that helps get the boat rigged in around 15-minutes, a rotating mast and a sliding galley that provides for accommodating more passengers. The high freeboard design isn’t sexy, but it does allow for a surprising amount of room down below. The little boat sports two large double berths/two singles, a dinette, galley, six-feet of headroom and a fully enclosed head.

Cheap or inexpensive?

This is another area where new MacGregor boat owners rejoice and critics scoff. A new boat, loaded, was around $35,000 in 2013 when they stopped producing them, but now used M 26M’s can be found for $20K or less. The scoffers believe there is no price point that will ever tempt them into stepping foot on a MacGregor 26. The boat, for some, represents a cheapening of the sport – a stripping away of the elegance and dignity that sailing withholds, leaving us with a mutant powerboat that wants to call itself a sailboat when the mood strikes. Not a pill purists will swallow.

Like them or not, one thing that is indisputable about the MacGregor 26 M is they have brought many non-sailors into the sailing universe. More than a few owners have gotten the sailing bug because they could afford it and then moved towards boats that were designed expressly for sailing.

We say live and let live. If you want to buy tarps and a dowel at Home Depot and fasten them to a canoe, that’s cool with us – as long as it’s safe. Although we’ll admit, when it comes to the MacGregor 26M, we’d much rather see you raise the sail and feel that heel than see you fire up that 70 h.p. and pull the waterskier around the lake. Besides, it’s cheaper to sail!

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MacGregor 26 Boat Reviews

Boat Review Date: June 2010 Author: Mike Brown Overview

Here is one trailable sailing boat whose most distinctive attraction is not its ability to sail. Instead it is its great ability as a fast power cruiser. That it sails well too and has a mass of clever features seems almost like a bonus.

Unlike the vast majority of US imports, the MacGregor 26 with its 2.34m beam is also trailable without restrictions, and its trailing weight of 1400kg (plus motor) makes it an easy pull. Its accommodation is so spacious and well laid-out that it would make a very acceptable caravan. The idea of touring Australia with free accommodation and the ability to cruise anywhere there is enough water is very attractive. A price of $45,000, again plus outboard motor, is attractive too.

The point of the plus-motor reservation is that the power range of this boat is from 5 to 60hp, or nothing at all of course. Five will give the sort of performance usually acceptable in an auxiliary, and 60 is good for 22 knots. For a long weekend at Rottnest you might decide to leave the mast at home and be a powerboat. Or when the wind fails you, you do not have to go home at idling speed.

The trick to this is a hull shape suited to planing, coupled with low weight. To get the necessary weight in the right place for sailing, the MacGregor relies on water ballast, 520kg of it, to add to the 136kg of permanent ballast. The water is taken on by opening a transom valve, and drained either by getting over eight knots under power or when back on the trailer.

The weight is of course entirely within the hull so the righting moment is not as great as a ballast keel would give, but seat of the pants on review day said stiffness was acceptable. Keel area is given by a daggerboard that increases draught from 0.3m to 1.75m.

Rigging proved to be a one-man job. A hand winch is provided for raising the mast, but there is so little weight involved it is not vital. Forestay and two pairs of shrouds, one on swept-back spreaders, support the mast without the help of a backstay. It is a rotating mast, giving better airflow to the mainsail.

The sail area, main and genoa, is 37sqm, which is pretty effective on this light boat. We had only around 7 to10 knots of wind, yet saw a best boat speed of five knots. On the wind speed dropped of course, but the MacGregor showed itself to be closer winded than I expected.

Steering is by wheel – inevitable when it needs to control both a pair of kick-up rudders and the motor. When sailing, the motor disconnects from the steering and locks amidships with a very quick and neat gadget. The wheel, mounted on a pedestal carrying the electronics, is powerboat sized but required very little effort in sailing mode.

All the control lines lead back to the cockpit where a pair of winches is mounted. There is nothing complicated about the layout, and a converting power boatie would soon get the hang of things. There is no doubt that the big market for this boat lies more with him than with the traditional sailors.

Below the boat seems huge. All but a few inches of its length is devoted to living space and, with the absence of side decks, the same applies to the beam. A toilet lives between two partial bulkheads, but otherwise it is all open space. A mirror covering most of one bulkhead makes the space visually larger.

There are permanent double beds at each end and two part time singles amidships. At other times they are a dinette and a couch. An ingenious sliding galley moves to wherever is convenient at any moment. An icebox is below one of the dinette seats, and general storage under everything else that is not taken up by foam flotation. Moving around is unhampered, and requires no bending in the main part of the cabin.

Up top is uncrowded too. The cockpit is big enough to seat half a dozen comfortably, and would even take a couple of al fresco sleepers. The lack of side decks is no handicap to movement: stanchions and guard wires protect the pathway over the cabin top. The foredeck has a substantial pulpit and good anchoring arrangements: the anchor is stowed powerboat fashion, and the lidded anchor well has capacity for plenty of cable.

The fuel capacity of 90L in portable containers under the cockpit seats would give useful range purely as a powerboat, and practically limitless as a motor sailer. With extra fresh water containers on board, a week’s cruise for four could be contemplated – quite something for such a modestly priced boat.

Price without motor           $45,000

Length overall                   7.87m

Beam                               2.34m

Draught, board up              0.30m

Draught, board down          1.75m

Sail area                            37sqm

Fuel capacity                      90L

Fresh water                        19L

Boat weight                        1156kg

Trailing weight                    1400kg (plus motor)

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Venture 21 Used-boat Review

The vintage macgregor is a good example of a budget-friendly boat..

Maybe this has happened to you: You’re on a country road, driving to a wedding (or family vacation or business conference), and you pass a sailboat on a trailer with a “For Sale” sign. It’s not a big boat. It’s not a small boat. But it’s just about right for launching a small adventure with your young family, or maybe you’re looking to downsize. You can’t resist stopping for a closer look. Incredibly, the sign reads “$600,” including a nearly new trailer and an old 4-horsepower, two-stroke outboard that “runs like a top.” You write down the number and drive away, thinking: “Somebody is giving away a perfectly good boat.”

Chances are that “steal of a deal” is a Roger MacGregor-designed Venture 21, and if not, it’s probably one of the many copycats riding the trailer-sailer boom that MacGregor’s little boat ignited. The Catalina 22, the Santana 21, and the San Juan 21 are just some of the boats that followed closely in the wake of the Venture 21’s introduction.

The concept for the Venture 21 came out of MacGregor’s master’s thesis in the Stanford University MBA program. The first hull was introduced in 1965, but full-fledged production didn’t begin until 1967. Several thousand hulls later, the last MacGregor 21 (the boat was renamed in 1980) rolled off the line in 1986 at the MacGregor factory in Costa Mesa, Calif. Today, with some 36,000 sailboat hulls behind it, the company builds just one boat, the hybrid sailboat/powerboat MacGregor 26x.

Although MacGregor sold fewer Venture 21s than its successor—the Venture 22, which later became the pop-top Venture 22-2—the 21’s easy trailerability and affordable price helped it maintain its popularity throughout the 1970s. Capitalizing on the fiberglass revolution in boatbuilding, MacGregor’s business-school project sparked a pivotal marketing shift that helped bring recreational sailing to mainstream America.

While the trailer-sailer boom is far behind us, the Venture 21 and its many look-alikes have renewed relevance today. With their discretionary spending sharply cut, younger sailors are taking the Craigslist-route into sailing, scouring the classified ads for boats that don’t require dock space but still have room for a family sail. Meanwhile, many owners of 30-plus-footers are considering downsizing to a boat that doesn’t require mooring fees and a hefty maintenance bill each spring. For better or for worse, in the dim light of a recession, a back-to-basics giveaway boat on the roadside begins to look awfully enticing. For these and other reasons, PS decided to take a closer look at the Venture 21, which, in many ways, is the epitome of “the boat with a price I couldn’t refuse.”

The Venture 21 was designed to be affordable, easy to trailer and launch, and fun to sail, with enough room below for storing gear, napping, or even spending a night at anchor. It was principally aimed at new sailors, but it also appealed to those who wanted to step up from an open daysailer. Its size, sail area, and hull design were tailored for lakes and bays with fickle breezes of less than 15 knots.

Seaworthiness and performance were important considerations but pragmatism and aesthetic appeal were the driving force behind its design features.

Although the boat’s low headroom and Spartan interior would not qualify it as a weekender today, it was initially marketed as a “cruising” sailboat. A sleep-aboard sailboat that could be hauled around the country behind the family station wagon seemed perfectly in tune with the wanderlust of the 1960s.

While the Venture 21 is regarded as one of the first modern trailer-sailers, no single design element stands out as particularly revolutionary or unique. Instead, MacGregor incorporated proven features that would not only appeal to serious sailors, but also would remain consistent with the public perception of what a good boat should be and look like. In the yacht market, the Cruising Club of America boats were still the aesthetic model. Carl Alberg’s popular Ensign, launched by Pearson in 1962, is a good example of a small boat that clung to the CCA philosophy and aesthetic.

The Venture’s heritage is more closely aligned with two daysailers that were enjoying a surge of popularity on the East Coast in the early 1960s: the 17-foot Day Sailer, designed by George O’Day and Uffa Fox in 1958, and, to a lesser degree, the Phillip Rhodes-designed Rhodes 19, first offered by O’Day in 1959. Both were built by the nascent O’Day Group of Fall River, Mass. The similarities in the three boats are most apparent above the waterline. All have a relatively flat sheer line and spoon-like bow overhang (or spoonbow), elements that predate the modern yachting era.

While the Rhodes 19 still carries fairly deep V-sections well aft, making it a capable performer in the chop typical of its New England home waters, the Day Sailer flattens out, particularly at the stern, giving it fast, near-planing speeds off the wind. Fox and O’Day later refined this feature, earning Fox a reputation as the innovator of the planing dinghy. With a modest V-shape and a relatively fine bow, the Venture 21 lies somewhere between the two Rhodes 19 and the Day Sailer.

The Venture’s swing keel gives it 5 feet, 6 inches of draft—even more than its popular big brother, the Venture 25—and retracts to allow the boat to float in about 15 inches of water. (The brochure says 12 inches.)

Although the original design called for a fractional rig with a 22-foot mast, this was later changed to a masthead rig, giving it quite a bit of horsepower for its era. At the peak of its production in the late 1970s, the Venture 21 enjoyed popularity as a racing boat, with fleets springing up on the Gulf Coast, the Great Lakes, and the Northeast, as well as its home waters of Southern California. Although some owners have gone to the trouble of re-routing running rigging, fairing the keel, adding travelers and vangs, and replacing the pinned turnbuckles with threaded turnbuckles, we’d encourage someone inclined toward performance to look at a more modern hull with an active racing fleet.

One of the most notable features is the boat’s 7-foot cockpit, as big as that found in the much larger and heavier Catalina 22. However, unlike the Catalina 22, the San Juan 21, and the successively longer Ventures (V-22, V-23, V-25) that widened the cabintop to provide more interior space, the Venture 21 preserves enough sidedeck for crew to move forward . . . with care. Many V-21s, like the one we sailed, never had lifelines; others have had their lifelines removed. The standard single lifelines—low and poorly supported by widely spaced stanchions—offer a modicum of safety, but these are still less than ideal. In our view, lifelines are not a deal-breaker on a 21-foot daysailer, but if you have small children, a boat that is equipped with lifelines with a supporting pushpit and pulpit would be preferable.

The cockpit has a small lazarette, presumably to store fuel for the small bracket-mounted outboard, but this leads directly to the bilge, a bad idea that presents a potential fire risk. The original boats came equipped with top-grinding winches with short T-tracks for the jib. The boat we sailed had only a single fixed-point for the jib sheet. The end-of-boom mainsheet has a 4:1 purchase that spreads the load to each corner of the stern, a basic setup that limits trim options. Some owners modified the leads and added a mainsheet traveler, although this entails either raising the traveler over the tiller, or moving the sheet forward on the boom; both are compromise solutions.

A modest 18- by 18-inch fiberglass bow hatch allows ventilation down below, as well as a place for sails to be passed down. There is no anchor locker or chain pipe. The boat we sailed had an 8-inch diameter screw-on PVC deck plate that was apparently used as a chain pipe.

Overall, the deck has a functional layout, fine for its primary mission, which is to enjoy some time on the water with very little hassle.

Accommodations

The biggest drawback to the Venture 21’s emphasis on trailerability and a 1960s aesthetic is the lack of headroom below. By keeping the cabintop and topsides profile low, MacGregor produced a boat that, in our view, is better looking than the slab-sided models that followed. However, the end result is a very cramped interior. The VW-camper-inspired pop-top on the Venture 22-2, which came shortly after the Venture 21, offered a compromise that was adopted by a number of boats in this size range. Gradually, the intrinsic appeal of a low profile gave way to market demands. (MacGregor’s current and only model, the M26x, is a classic example of the wedding cake look that eschews traditional aesthetics for the sake of comfort below.)

With two quarter berths and a V-berth, the Venture 21 technically could sleep four, but this sort of arrangement probably would be brief and acrimonious. Although you could pack a lot of gear under the cockpit, actual locker storage is limited. Some ambitious owners have added sinks, small galleys, 12-volt systems, and port-a-potties below, but the boat’s cramped headroom restricts its suitability for more than a few days of cruising. For the 20-something adventurer with aspirations of camp-cruising on one of America’s many inland lakes, it will do just fine, but more than a couple of days aboard a boat this size will be a sure test of any marriage.

Construction

During the Venture 21’s 15-year production run, from 1965-1980, the materials and construction methods used for its deck, rig, structural components, and keel went through several changes. Construction of the hull itself, however, remained virtually unchanged. The hull was hand laid up with woven roven and mat. The layup schedule was a single unit of alternating mat and woven roven. Owners do report flexing in some spots, although we noted none on the boat we tested. The early boats are fairly resin rich, so hull thickness is not necessarily a reflection of strength.

The earliest Ventures had a stick-built interior, with bulkheads and bunks made of resin-coated cuts of plywood that were laminated in place. These earlier versions make it easier for owners to modify or rebuild an interior, and this is almost an inevitable project, given plywood’s propensity to rot and delaminate.

By the mid-1970s, MacGregor switched to a molded liner, which accelerated production and eliminated issues of rot, but added about 200 pounds to the total weight. Large sections of the boat are enclosed and filled with foam—a touted safety feature—but it is nonsense to consider the boat unsinkable, as some websites and blog posts suggest.

About 50 V-21s featured lead keels. The poured lead was anchored to a steel beam, and the entire construction sheathed in fiberglass. This process was not only expensive, but it also presented significant corrosion problems, as water eventually migrated into the fiberglass-encased keel.

Most models have solid iron keels; corrosion, however, is still a problem with these keels, but they can be removed, ground-down, faired, and sealed with an epoxy barrier coat to provide many more years of service. This is the biggest “problem” with the Venture 21, and any buyer should take a close look at the keel and the related components.

The original deck was plywood core, but this was later changed to balsa. In either case, rot is a potential problem (particularly in areas of the owner-installed deck hardware), but none of the 14 owners of Venture 21s who participated in our survey reported significant problems with deck rot.

The hull-to-deck joint was initially a bolted and adhesive-bonded shoebox joint, in which the lip of the deck flange fits over the hull just like a shoebox lid. This was later modified to an outward turning flange joint, with the hull lip turning outward to present a horizontal bonding surface for the deck. In both cases, the joint was bonded with a polyurethane adhesive sealant such as 3M 5200, bolted together, and then covered with an extruded aluminum and vinyl rubrail. Neither joint is as rugged as an inward-turning flange, but this is method is typical for a boat of this size.

Early versions of the Venture 21 were fractional rigs, but the majority were masthead rigs with overlapping jibs. An off-center backstay and upper and lower shrouds add support to the 22-foot mast. Early boats, like the 1969 model that we test sailed, did not have spreaders on the upper shrouds. In windy areas, where mast pumping is a noticeable problem, retrofitting spreaders—or looking for a more suitable boat—would be a good idea. The chainplates are through-bolted to the hull, eliminating the typically rot-prone attachment to plywood bulkheads found in some larger boats of this vintage. The original turnbuckles are the fixed-adjustment type that allow 1/8-inch adjustment intervals, making it hard to tune the rig at sea, but impossible to over-tighten, a common novice error.

The two biggest problems cited in our owners’ survey were the hand-crank keel winch and the keel-retaining bolt. Although the keel winches on later MacGregor models are braked mechanisms that will not spin freely under load, the one on the Venture 21 is a common ratchet-type trailer winch. If it is let go under load, the handle can whip around dangerously. Many owners have replaced this with a braked winch—a good idea, although these winches will require more maintenance. The keel-retaining bolt is a 3/8-inch diameter bolt that is slipped through a hole in the centerboard trunk and a corresponding hole in the keel. It is used to lock the keel in place when sailing in deep water, preventing the keel from flopping back into the hull should the boat capsize or surf down the face of a wave. The retaining bolts are commonly bent during a grounding, and any boat with a bent one should be inspected closely around the hull and keel trunk for other signs of damage.

Overall, the construction is light, but adequate for the boat’s designed purposes. If the deck isn’t too rotten, and the swing keel and keel box aren’t shot, most any other potential problem on the Venture 21 is easily remedied by someone who is handy and has the time.

Performance

During its heyday, the Venture 21 was promoted for it speed. MacGregor touted its position as the first of the “hot retracting keel boats” and the “fastest of its type,” with “planing speeds at over 16 miles per hour.” In this age of ultra-light monohulls and multihulls with eye-popping sail area (see PS, September 2009 and May 2010), this sort of hype seems quaint, but if you compare the Venture 21 to other boats of its era, it is clearly no slouch (See “Venture 21 in Context,” page 11). Its sail area/displacement ratio puts it ahead of several contenders, and its hull form—as mentioned—does give it an ability to hit double-digit speeds in the right hands.

The boat we test sailed was handicapped by ancient sails and an outboard that could not be fully tilted out of the water. Although the boat had a masthead rig, the headsail was a fractional working jib. A 140-percent genoa, found on many boats, would have added about 25 percent to the total sail area. To windward, the boat tacked smartly through 90 degrees, although we’d expect a boat with good sails to point higher. The boat was initially tender on the wind, but once the full effect of the 400-pound keel exerted its influence, the boat settled into a comfortable heel. Despite the deep bellies in her sails, the boat handled gusts surprisingly well, and by adjusting the swing keel’s depth, testers could easily achieve a balanced helm. Off the wind in 12 to 15 knots of breeze, we were able to sustain speeds of 7 knots under working sails alone with the keel almost fully retracted. While not wind-in-your hair sailing by today’s standards, it meets our definition of fun.

Conclusions

After spending some time aboard the Venture 21, we were reminded how much and how little has changed since the boat was introduced more than 40 years ago. Most comparable modern “weekenders” with big cockpits and modest cabins, like the Precision 21 or Catalina Capris 22, offer much more in terms of safety, systems (limited as they are), and modern conveniences. And entry-level daysailers like the thermo-molded Hunter 216 offer more in terms of performance options, such as a sprit for the asymmetrical sail and rigging conveniences like a hydraulic lifting keel. If true small-boat performance with a potential for one-design racing is what you’re after, then a boat like the J/22 presents a more sensible choice.

While overall construction quality has improved over the past 40 years, most daysailer hulls (the Hunter 216 and the balsa-cored J/22 excepted) are still solid fiberglass and laid up by hand, an economical and forgiving method. Many daysailers with cabins are actually much heavier than the lightly built V-21, but they also have much better finish quality.

The bottom line with the Venture 21 is the bottom line. If you hunt around long enough, you are likely to pick up a sailaway boat with a trailer and outboard for less than $3,000­—about the cost of a new trailer. The boat we sailed sold for far less, including the trailer and 4-horsepower Evinrude. If you are really patient, you can probably find a fixer-upper that someone will give to if you promise to drag it off their property.

Is this 40-year-old, mass-produced boat still a viable option for the entry-level sailor, or someone looking to downsize? No question about it. The Venture 21 is not a boat we’d recommend for someone with offshore aspirations or in places like San Francisco Bay where heavy air and a stiff chop would render it wet, slow, and uncomfortable. However, if you plan some coastal or lake adventures and are limited by a 2,000-pound tow capacity and a recession-era budget, then the Venture 21 definitely deserves a look.

There is one key caveat: Because it is easy to underestimate the amount of work required to revive barn-found boat, we would strongly urge looking for a Venture 21 that is in sailaway condition, rather than a project boat. Dealing with the iron keel alone can be a time-consuming project, and despite the boat’s interesting history, this adds little or no to resale value. On the good side, however, should you decide to embark on the restoration of a Venture 21, you will not be alone. Plenty have done it before, and given the boat’s irresistibly low price tag, more will surely follow in their wake.

RELATED ARTICLES MORE FROM AUTHOR

What kind of Trailer did your boat have. Mine (1972) is a 4″ welded C Channel, Is this a factory style trailer or somebody’s back yard built. It has the right v notches for the C/B etc.

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         Macgregor Boats For Sale

Macgregor 26 boats for sale, macgregor 26 boat review.

Boat Review Date: June 2010 Author: Mike Brown Overview

Here is one trailable sailing boat whose most distinctive attraction is not its ability to sail. Instead it is its great ability as a fast power cruiser. That it sails well too and has a mass of clever features seems almost like a bonus.

Unlike the vast majority of US imports, the MacGregor 26 with its 2.34m beam is also trailable without restrictions, and its trailing weight of 1400kg (plus motor) makes it an easy pull. Its accommodation is so spacious and well laid-out that it would make a very acceptable caravan. The idea of touring Australia with free accommodation and the ability to cruise anywhere there is enough water is very attractive. A price of AUD $45,000, again plus outboard motor, is attractive too.

The point of the plus-motor reservation is that the power range of this boat is from 5 to 60hp, or nothing at all of course. Five will give the sort of performance usually acceptable in an auxiliary, and 60 is good for 22 knots. For a long weekend at Rottnest you might decide to leave the mast at home and be a powerboat. Or when the wind fails you, you do not have to go home at idling speed.

The trick to this is a hull shape suited to planing, coupled with low weight. To get the necessary weight in the right place for sailing, the MacGregor relies on water ballast, 520kg of it, to add to the 136kg of permanent ballast. The water is taken on by opening a transom valve, and drained either by getting over eight knots under power or when back on the trailer.

The weight is of course entirely within the hull so the righting moment is not as great as a ballast keel would give, but seat of the pants on review day said stiffness was acceptable. Keel area is given by a daggerboard that increases draught from 0.3m to 1.75m.

Rigging proved to be a one-man job. A hand winch is provided for raising the mast, but there is so little weight involved it is not vital. Forestay and two pairs of shrouds, one on swept-back spreaders, support the mast without the help of a backstay. It is a rotating mast, giving better airflow to the mainsail.

The sail area, main and genoa, is 37sqm, which is pretty effective on this light boat. We had only around 7 to10 knots of wind, yet saw a best boat speed of five knots. On the wind speed dropped of course, but the MacGregor showed itself to be closer winded than I expected.

Steering is by wheel – inevitable when it needs to control both a pair of kick-up rudders and the motor. When sailing, the motor disconnects from the steering and locks amidships with a very quick and neat gadget. The wheel, mounted on a pedestal carrying the electronics, is powerboat sized but required very little effort in sailing mode.

All the control lines lead back to the cockpit where a pair of winches is mounted. There is nothing complicated about the layout, and a converting power boatie would soon get the hang of things. There is no doubt that the big market for this boat lies more with him than with the traditional sailors.

Below the boat seems huge. All but a few inches of its length is devoted to living space and, with the absence of side decks, the same applies to the beam. A toilet lives between two partial bulkheads, but otherwise it is all open space. A mirror covering most of one bulkhead makes the space visually larger.

There are permanent double beds at each end and two part time singles amidships. At other times they are a dinette and a couch. An ingenious sliding galley moves to wherever is convenient at any moment. An icebox is below one of the dinette seats, and general storage under everything else that is not taken up by foam flotation. Moving around is unhampered, and requires no bending in the main part of the cabin.

Up top is uncrowded too. The cockpit is big enough to seat half a dozen comfortably, and would even take a couple of al fresco sleepers. The lack of side decks is no handicap to movement: stanchions and guard wires protect the pathway over the cabin top. The foredeck has a substantial pulpit and good anchoring arrangements: the anchor is stowed powerboat fashion, and the lidded anchor well has capacity for plenty of cable.

The fuel capacity of 90L in portable containers under the cockpit seats would give useful range purely as a powerboat, and practically limitless as a motor sailer. With extra fresh water containers on board, a week’s cruise for four could be contemplated – quite something for such a modestly priced boat.

Price without motor           AUD $45,000

Length overall                   7.87m

Beam                               2.34m

Draught, board up              0.30m

Draught, board down          1.75m

Sail area                            37sqm

Fuel capacity                      90L

Fresh water                        19L

Boat weight                        1156kg

Trailing weight                    1400kg (plus motor)

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Fell in love with the MacGregor 26M, but...

• Thread starter SailFan1
• Start date Oct 21, 2020
• Macgregor Owner Forums
• Ask A Macgregor Owner

Hello there! I am new to this forum and new to sailing too! My husband and I have a (new to us) 1971 Venture 21 in great shape we are doing some small things to to get it on the water here in a few days. BUT, I've had my eye on the Macgregor 26M for the ability to do overnighters, haul to different locations and sail, etc. I like the space and the interior. However, the man doing some repairs on our Venture says he has sold Macgregor 26M's and he is not a fan. He says it's dangerous, he's seen some actually sink (he says the hull is very thin), and also that it tips (keels) way too easily as in a dangerous way. I do see that the owners here are very passionate about these boats which gives me hope! I have not actually seen one in person, yet I have really researched and read and viewed many articles on this boat. What can you MacGregor 26M Owners say to me about his assessment? I am very interested! And, thank you in advance.  

Don S/V ILLusion

This is just my opinion and hope it doesnt offend anyone but - buy a real sailboat. This thing is a powerboat with a mast, isn't very sturdy or sea-kindly and doesnt sail well. We had one on a lake in college many years ago.  

None of the "likes" you mentioned pertain the M's motoring (power sailing) ability. Is that important to you? Have you looked at a classic Mac26? Dagger or Swing centerboard? I had a 26S for 10 years.  

In all honesty, the Mac 26M is pretty awful. Sails like crap. The venture 21 is a bit smaller for sure with mush less room but it is a real sailboat and trailerable.  

What @Justin_NSA said. Look for a Mac 26S or 26D or even a Mac 25 (if the keel is in good shape). Other water ballast boats worth considering are the Catalina 250 as well as the Hunter 23.5, 26 and 260. The Mac 25 is very similar to the V21 you have... it has a cast iron swing keel...but the interior is more like the Mac 26S or 26D. The other boats I mentioned (as well as the Mac 26M) are water ballast boats. You dump the ballast at the ramp to make it light enough to trailer. They feel very different when sailing. The first 5 degrees of heel is essentially a free fall with no counter righting moment. So the boat "jiggles" a lot when not under sail. After it heels about 5 degrees it starts to stiffen up and feel more similar to a "real" ballast boat. I have owned a Mac V21 and a Mac V22. I now own a Hunter 26. I have also sailed on a Mac 26S as well as a Mac 25. If you like the way the Mac 21 feels under sail, the Mac 25 will feel the most familiar and is probably the stiffest of the boats I mentioned. BUT you will need a hefty tow vehicle to pull the Mac 25 around. I love my H26 but it is difficult to launch for a day sail. The Hunter 23.5 is surprisingly large for a 23.5 foot boat. You might also want to consider a Rhodes 22 for a small boat that is surprisingly large inside.  

I've been working on a spreadsheet (Excel) for comparison of these models - except I didn't put the Ventura in there. But I will. If the OP will PM me, I'll send her the spreadsheet after I shore up the Mac section. There are SBO links to reviews of these models. We are not allowed to post spreadsheets - for a good reason. To PM hover over my user name.  

SailFan1 said: Hello there! I am new to this forum and new to sailing too! My husband and I have a (new to us) 1971 Venture 21 in great shape we are doing some small things to to get it on the water here in a few days. BUT, I've had my eye on the Macgregor 26M for the ability to do overnighters, haul to different locations and sail, etc. I like the space and the interior. However, the man doing some repairs on our Venture says he has sold Macgregor 26M's and he is not a fan. He says it's dangerous, he's seen some actually sink (he says the hull is very thin), and also that it tips (keels) way too easily as in a dangerous way. I do see that the owners here are very passionate about these boats which gives me hope! I have not actually seen one in person, yet I have really researched and read and viewed many articles on this boat. What can you MacGregor 26M Owners say to me about his assessment? I am very interested! And, thank you in advance. Click to expand

I really am appreciating all of your feedback gentlemen!! Your input is all very helpful. I am open to other boats, but we do have the concern and limitation with our car only able to tow 3500 lbs., maybe just a bit more.I’d love to be able to consider some of these other larger or heavier boats, but maybe down the road. I will respond to each of you as I go thru your responses. Truly, thank you!!  

SailFan1 said: he says the hull is very thin Click to expand

SailFan1 said: I really am appreciating all of your feedback gentlemen!! Your input is all very helpful. I am open to other boats, but we do have the concern and limitation with our car only able to tow 3500 lbs., maybe just a bit more.I’d love to be able to consider some of these other larger or heavier boats, but maybe down the road. I will respond to each of you as I go thru your responses. Truly, thank you!! Click to expand

Tedd said: People are often surprised when they see how thin the wings and fuselage of a light airplane are, too. But they confuse bulk with strength. In reality, the situation is more complex. As with an airplane, each bit of weigh savings reduces loads in other areas leading to further possible weight savings. (And it works the other way, too, of course: Each unnecessary weight gain increases loads in other areas resulting in further weight gain.) For example, when the bow hits a wave the resulting forces are directly proportional to the mass of the boat because they are the result of the wave trying to decelerate the boat, and F=ma. Keeping the hull light allows less sail area, which allows lighter rigging, which together allows less ballast and, in the end, you have a boat that's much lighter and therefore experiences much less force when it hits a wave. Combine that with vacuum bagged, oriented fiber construction (rather than the chop fiber used on a lot of older boats) and you have a hull that seems thin and flimsy to someone accustomed to those older boats, but is plenty strong enough for its intended purpose. Nobody would claim that a Mac 26 is a blue water boat, but they're plenty strong enough for how they're meant to be sailed. Click to expand

SailFan1 said: ...we do have the concern and limitation with our car only able to tow 3500 lbs., Click to expand

rgranger said: You would be getting close with a Mac 26M. The specs show the empty boat at 2550. Now add an O.B. (350lb) gear, cooler, anchor, spare anchor, chain, food, stores and you are pushing your limit if not over already. If you go with a Mac 26s or 26d your empty weight is 1650 and your O.B. is in the 90lb range. Click to expand

I have towed mine with an AWD 2007 Equinox LT. It was rated at 3,500 towing capacity. It made the 28 mile round trip, and got the boat up the ramp; but I never used it to tow again. It was significantly overloaded. My boat is not heavily modified, and I never have over about 10 gallons of gas. All of that to say, at 3,500 towing capacity, don't plan on going far, towing a 26m - based on my experience. The 2008 Trailblazer with the 4.2 6 cyl, towed it fine. My 2016 Silverado crew LT tows it fine. You will need a higher tow rating to pull an M to really travel and enjoy it. If you aren't planning on a new tow vehicle, you need to be looking at a lighter boat.  

Jackdaw said: The lighter/cheaper/better story that Roger Mcgregor spun to newbies is simply not true. Quality/weight/cost. Click to expand

SailFan1 said: ...our car only able to tow 3500 lbs. Click to expand

Jackdaw said: You mention vacuum-bagged construction. Pretty sure they never did that. Click to expand

Tedd said: I don't think Macgregor ever claimed these boats were better than other sailboats in some general or global sense. He said that making them lighter and cheaper (and, yes, he did achieve both) made them better in specific ways. Better because easier to tow, launch, and recover which, for these boats, were critical requirements. Better because being easy to tow, launch, and recover means they can be kept at home, saving moorage cost and making maintenance far easier. And better because more affordable is always better, if the design meets its requirements. Your quality/weight/cost triad is true when low weight is achieved using more expensive materials and processes. But, again, that's not what Macgregor claimed, nor is it how they went about keeping weight low. Macgregor counted on building a relatively large number of boats from his investment in capital equipment to keep the manufactured cost low, rather than using exotic materials or processes. And, because the design kept the boat very light (DLR under 100, in imperial units), smaller sails and lighter rigging could be used, leading to further weight and cost reduction. Macgregor didn't deceive anyone. Sure, he portrayed his boats in the most positive way he truthfully could in his marketing material. Who doesn't? But the claims are all true, and the boats do perform as advertised. Click to expand

MacGregor 26 (newer model) - Practical Sailor

Sorry @Tedd . Going to have to lean more toward @Jackdaw on this one (with regard to the 26m - I have not fully experienced an S). I love my 26m. It does what I want, at a price point I can afford. It is an odd combination. I'm an odd guy. You can't compare build quality of a Mac with offshore boats, or higher dollar boats. The quality and price point were compromises. Roger was a marketing/sales guy through and through. I'm an engineer, and I know marketing when I step in it. All companies selling products do it to the best of their ability and Roger was among the best. The Mac boats meet their design objectives. Use them for their intended purposes, and enjoy them for what they are. If you own one, develop a thick skin. They are one of the most (if not the most) vilified boats in the industry. If you can't take the criticism, buy something else. The fact that so many people hated them and basically said "they are so dangerous, you will die if you even walk past one on the trailer" intrigued me. It was such a sharp contrast to the majority of actual owners who really enjoyed them. One test sail/motor later, I owned one. Perfect boat? No. Perfect for my current needs? Check. Can I take criticism? All day long.  

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• Sailboat Guide

Macgregor 25

Macgregor 25 is a 25 ′ 0 ″ / 7.6 m monohull sailboat designed by Roger MacGregor and built by Macgregor Yacht Corp between 1973 and 1987.

• 2 / 5 Marina del Rey, CA, US 1984 Macgregor 25 $5,800 USD View
• 3 / 5 Marina del Rey, CA, US 1984 Macgregor 25 $5,800 USD View
• 4 / 5 Marina del Rey, CA, US 1984 Macgregor 25 $5,800 USD View
• 5 / 5 Marina del Rey, CA, US 1984 Macgregor 25 $5,800 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)

The first version was called the VENTURE 25. With relatively few changes, it became the MACGREGOR 25 (around 1980). With more than 7000 boats sold, it’s one of the most popular models from this builder.

Masthead Rig: I: 28.3’ J: 9.75’ P: 24.5’ E: 10.5’

Photo of Venture 25 courtesy Adam Hunt.

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Broker’s Best: MacGregor 65 Pilothouse

The 65 has that low racer’s coachroof and twin foresail rig too, but with the addition of a pilothouse. The pilothouse is a unique cruiser’s touch for this racer that will probably be appreciated in the Pacific Northwest during the wetter winter months.

Anecdotally, MacGregor Yachts once reported that a 65 averaged 10.5 knots for 1,150 miles in generally upwind conditions and hit top speeds of over 25 knots during a Los Angeles to Puerto Vallarta race. Those are some pretty great numbers.

There’s currently a 1990 model with an inboard Yanmar diesel engine listed from Oak Harbor, Washington-based Bristol Yachts Northwest. If you’re looking for an arrow of a boat that should be able to take home regatta wins for a price less than a new J/Boat half its size, the MacGregor 65 Pilothouse beckons. Listed at $149,000.

Norris Comer

Norris Comer is an award-winning writer and the former Managing Editor of Northwest Yachting magazine. He was raised in Portland, Oregon and got his BS in Marine Science at Eckerd College in St. Petersburg, FL where he lived aboard a 1973 Catalina 27 before moving to Washington and an Albin Vega. He has worked as a commercial fisherman, wandered aimlessly around the world, studied oil spills, and was a contestant on the Norwegian reality TV show "Alt for Norge."

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Beckoned by a MacGregor 26D

Posted by Carol Severson | Boat Reviews , Reviews

New sailors outfit an old boat for a future of adventures.

My husband, David, and I have always loved the outdoors and water. We have been avid sea-kayakers and snorkelers. We have owned powerboats, but we tire easily of going up and down a river and filling a fuel tank. For decades, David has wanted a sailboat but was turned off by the prices of new sailboats. But with retirement around the corner, his urge to own a sailboat became a priority. So, for our 36th wedding anniversary, I surprised him with a 25-year-old 1990 MacGregor 26D — it’s the first sailboat we’ve ever owned. But I didn’t choose it.

David made the saloon table, which carries the maritime theme he and Carol chose for Seabreeze

David delivers for a trucking company. On one of his runs, he noticed the MacGregor for sale outside a house near DeKalb, Illinois. He stopped to look at it, but the owner wasn’t home. I figured he’d forget about it. I was wrong. A few weeks later, David said he’d seen the boat and wanted me to see it. All I could see was a dirty boat with water leaking into all her storage compartments and lockers. Then David told me how much fun it would be to teach our grandkids to sail.

In addition to using Seabreeze as a grandchild sail-training vessel in our retirement, we planned to enjoy long sailing trips. Both these goals meant we needed to make our boat safe and comfortable. We still had much to learn, so David contacted a local sailing club for help. That’s how we met Good Old Boat contributing editor Allen Penticoff.

It just so happened that Allen is a sailing instructor and also owns a Macgregor 26D. He took us out for a weekend and taught us the basics of how to sail one. Everything aboard Seabreeze was original, and Allen recommended many changes and upgrades. We had a lot to do.  

Before Carol and David set to work on Seabreeze, her interior was tidy but bland

Our beautiful boat was yellowed, chalky, and covered with bird-poop stains. Streaks of rust highlighted the many fittings that had been installed with non-stainless-steel screws and bolts. While David worked on repairs, I attacked the yellow and grime and rust with every product ever made. And we replaced all the fasteners with quality stainless steel fasteners.

We degreased the outboard motor and painted it with motor paint from a local boat shop. When we applied original stickers we found on eBay for $8, it looked almost like new.

New cushions, throw pillows, and a mahogany companionway ladder made by David brightened it up considerably. New cushions in the cockpit elevate the comfort level

Finding leaks

One of our top priorities was to make Seabreeze watertight. We discovered that rainwater was entering the cabin around the screws under the old and brittle rubrail. After removing the rubrail, we rebedded all the screws with silicone and installed new rubrail. (Hint: it takes two people to install new rubrail, one pulling and working it into the groove and one using a heat gun to keep it flexible enough.)

Another source of leaks was the cracked hose on the cockpit drain, which kept storage areas below it wet and ripe for mold. Replacing this hose was simple, but that wasn’t the end of the leaks, so we kept searching. Ultimately, removing and rebedding all the chainplates and stanchions finally gave us a dry cabin.

The lifelines, terminated with pelican hooks, can be dropped to allow easy access to and from the dock

Because I’m relatively short, I don’t find it easy to climb over the lifelines when boarding the boat or to make the sometimes necessary leap onto the dock. So we replaced the lifelines and terminated their aft ends with pelican hooks that I can easily open to drop the lifelines and resecure them.

With our sights set on sailing the Kentucky lakes or Florida Keys for weeks at a time without having to pay for a berth every night just to plug in and charge our batteries, we needed more power on board. I like to play my iPod through a Bose speaker, and we planned to install cabin fans. We would also need power for charging iPads and phones, and perhaps to run a portable DVD player so we could watch movies on rainy nights.

Our first step toward increasing our available power was to reduce consumption. We changed all the interior and navigation lights to LEDs.

We also looked into using solar panels or a wind generator. Wind generators require too much maintenance and have a reputation for being noisy, so we decided to go with two 40-watt solar panels, a controller, and a meter. With this charging capability, we find that we can go out for three or four days, run all our power-consuming devices, and still come back with fully charged batteries. And we can even walk on our panels, as they’re flexible and not slippery.  

For water tanks, David installed two jerrycans on the V-berth aft bulkhead and plumbed them to the hand pump in the galley

We knew we would need to carry water aboard for washing up and doing dishes. Dave came up with the idea to install two 5-gallon jerrycans on the V-berth aft bulkhead and plumb them to the hand pump at the galley sink. The jerrycans are easy to fill, and if we are watching our weight, we can take one out.

The sails stow on a hammock over the V-berth, leaving room for grandkids to sleep beneath them

Allen strongly recommended we replace the decades-old original sails, which had lost all their stiffness and shape. I wanted to make sure the replacement sails were the right ones. In this respect, Blue Water Yachts in Washington state was a godsend. They have everything MacGregor. So, for Dave’s birthday, I ordered him a new mainsail, genoa, and spinnaker. The new sails made a huge difference in Seabreeze’ s performance.

The only place we had to stow sails we weren’t using was the V-berth, but they left little room for the grandkids to sleep. To solve this problem, Dave installed a removable hammock. It raises the sails above the bed, leaving plenty of sleeping room beneath them.

Cockpit shade

Although I love the wind in my hair and the sun on my face, as a fair-skinned blonde, I burn to a crisp in no time flat. On our second day out sailing, the air temperature was 98 degrees and even using sunscreen I just fried. I was so sick with heat stroke that I had chills and was shaking on the drive home. We ordered a bimini designed for the MacGregor 26.

Carol likes everything to have a place, and David provided that for the crockery, silverware, and galley utensils

We ordered cloth shades for privacy in the forward sleeping area and to cover the portlights in the cabin sides. To make the cabin more comfortable, we wanted new settee cushions. We took the old ones apart; using them as patterns, a local upholstery shop produced beautiful cabin cushions with vinyl sides and backs.

Refrigeration

We did our research and found Orca coolers that claim to keep ice for 10 to 14 days. We tested ours on a four-day trip. We left with food, frozen water bottles, and half a small bag of ice. We opened the cooler to take out meals, snacks, and cold water to drink. When we returned, it still held ice and the water bottles were still frozen.

We know now that finding Seabreeze was meant to be. We look forward to years of adventures aboard her, with our grandkids and friends.

Part of the boat owner’s learning curve is discovering useful products and helpful services. Here are some that Carol and David found.

• Blue Water Yachts for “everything MacGregor”: bwyachts.com
• Bass Pro Shops Rust Stain Remover: basspro.com
• Star Brite Instant Hull Cleaner: starbrite.com
• NewGlass2: newglass2.com
• Orca coolers: orcacoolers.com

About The Author

Carol Severson

Carol and David Severson bought Seabreeze, their MacGregor 26D, with the intent to sail off into retirement. Now that they have finished all the renovations, they want to share their ideas with others. They are currently putting together a website, sailingon seabreeze.com. The countdown to retirement begins.

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Why all the fuss about mcgregor 26's

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I am a new sailor having never sailed other than in the navy with no sailboat experience. Why all the fuss about Macgregor's? I have researched different designs on the net and it seems to be pretty good for an all around boat. That being said There seems to be an incredible hatred for it among regular sailboat owners. At first it seemed as though it was a dislike but the more comments I read it seems that there is an inherent prejudice against this boat. I am looking for my first boat and have a wife and three kids that I want to sail on the lakes here in Tennessee and to take to the caribbean. Is this a good choice? It seems to have everything I have been looking for plenty of room etc. Any advice would be appreciated  

Dfly... I think they have a bad rap because they were built very lightly and sold very cheaply. I would think one that surveyed well would be fine for Tenessee Lakes but I would NEVER take one offshore. Suggest you pay for a god survey before buying and have fun on the lakes before you get the right boat for the Caribe. Good luck!  

thanks for the info. I have not seen the Macgregor except online. I definately want a boat that is a capable and stable one. I am just now in the process of looking for a boat. What had attracted me was the roominess and versatility. Safety is paramoount and after hearing your comment I am leary of even considering one at all. I am not rich and what ever boat I buy will probably be the one that I have to keep for quit a long time. What I want is something that is trailerable if possible but big enough for a family of 5 to cruise the caribbean and the northern part of south america. (i.e a good blue water boat). It doesnt have to be trailerable necessarily by auto as I have a rig available if necessary. I.e flat bed long trailer. but it would be a last resort and only once a year or so. any advice or your personall preferences would be very helpful  

26 X I had a 1999 26x up until last Aug. I sailed it in the Gulf near Panama City, Fl. and then shiped it to Hawaii. This type of boat is like a cork on the ocean. It is more of a power boat than a sail boat. And, at that it is questionable. In a lake and small bays it sails OK. But again you have to motor mostly. The quality of materials are good, the workmanship is also good. The ability to modify the interior is very easy. But for the price you can find a better stronger boat. I would never have taken mine more that a mile or so from land. Again it was like being a cork bobbing around and not really moving in the right direction in the Gulf/Pacific Ocean.  

I too have been looking at the MacGregor powersailors for the last several years. I've had over 20 years in the coast guard reserves, and owned a 27' powerboat for 8 years, and still have a 17 duckboat. I've finally made the decision that they are a good boat for the money, and will be buying one late this season or early next season. I've spent hundreds of hours reading through owner's reviews and input, and one site that gives a good idea about traveling with 5 on board through the San Juans and Canada thru some nasty weather is: http://www.ddunn.org/ Select "our epic adventure", and spend some time. He has documented his travelings very well. Matt  

I don't know if you remember the movie, "The Flight of the Phoenix." It was about a plane crash in the African Wilderness and how a Toy Airplane Designer modifies the plane wreck's remnants into a flighable contraption(no more, no less). The tension/denounement comes from Jimmy Stewart, who is a seasoned pilot because he just doesn't get the theory of aerodynamics: Flight is about weight, lift and drag whether a toy or a C5A(much less the new Airbus: super plane). Macgregor floats because of buoyancy. How she handles seems acceptable to good from what I've read and she can make "incredible" speed for a a sailboat. It can't do everything, but it's comfortable and sailable and in a "perfect storm" it can get you the hell out of there. She can sail to Catalina or the Bahamas from Florida as long as you sail intelligently, which would seem to apply anytime you are in a boat whether sail or motorized. Not perfect, but an acceptable compromise, which seems especially acceptible to a novice earning their water-wings.  

I have a MacGrecor 2-24 and bought a Shaefer furling #500 (Snapfurl) Did anyone ever install one on his/her boat? ( Boat is from 1973 or there about) hull # 56. The fact that the eye of the jibstay and the shif(or block) of the halyard are side by side worries me a little. Info would be appreciated.  

they aren't ALL MacGregors but most are MacGregors - venture 22's, 24's, MacGregor 25's, 26's, and X's and M's (the powersailors). http://www.conchcruisers.net/ They take 'em to bimini and the Bahamas quite a bit. Both water and lead ballasted boats have made the trip across the Gulf Stream. It's neat 'cuz they can sail w/ the dagger or center board up, in <2' of water - and beach them on the remote beaches there. Way cool, crazy to see a sailboat beached like a powerboat. Check 'em out. Island Boy  

I sail a MacX, 1998, mostly on lakes, and a few times on San Francisco Bay. The boat handles well under sail up to about twenty knots of wind, and at that, under jib alone. Under fifteen knots, I am full mainsail and 150 genoa all the way, with ballast (water filled bottom tanks, 1400 lbs). At ten knots or less, no ballast, just a fast boat, not as fast as a HobieCat of course. I would never consider taking the boat to Hawaii or the Carib, it's too light. On the other hand, there are those with a 12 footer that did just that, so okay, I drive a Volvo. I will say that under power with ballast, the boat handles amazingly better than any other sailboats I've seen, in 40 knot blows. There is no record of a dismasting or sinking of a MacX, unlike any blue water boat. I've sailed past a three hundred thousand dollar sailboat on San Francisco Bay. I've motored past a Mastercraft ski boat towing a wakeboarder. I've taught my sons to wakeboard behind my boat. I have personally waterskiied behind my sailboat. Has the best living space and versatility of any sailboat at twenty-six feet. Period. See my videos at www.speedyrigger.com Jeff Stagg MacX2284F898 "Three Suns" Roseville, CA USA  

speedyrigger said: See my videos at Sailing videos, how to sail, learn to sail, rigging, sailboat rigging, sailing Jeff Stagg MacX2284F898 "Three Suns" Roseville, CA USA Click to expand...

Dfly:You said:I am looking for my first boat and have a wife and three kids that I want to sail on the lakes here in Tennessee and to take to the caribbean. ...and that you didn't want to buy a second boat after you've learned to sail.1. Living aboard a 26 foot lightly built boat with 5 people is not realistic. Most people could not live as a couple aboard a 26 footer but some do...adding 3 kids is just not realistic...you need somethinng 35-40 ft....with good tankage and space for people and things.2. The Mac26 is not suitable for the Caribbean. Today's forcast: 20 knots out of the East with 6-8 ft. seas...a typical beautiful day that would be VERY uncomfortable on a Mac with 5 people aboard. Wait till a WINDY day comes along! Suggest you alter your thinking to a bigger/heavier boat..or decide on a firstboat/second boat strategy instead.  

Sailed a Mac 25 for many years on the Chesapeake Bay with wife and two youngsters. Sailed very well and great for "gunk holeing" in rivers and small bays. I never tried ocean sailing past sight of land. Always had good service from manufacturer, as a first boat could not be beat.  

Dfly. I am in the process of buying a mac m26. I have been to 3 dealers and everyone of them have sailed to Bahamas and the dry Tortugas in their boats.I will definitely take my boat across Lake Erie when I get it, and it can get pretty rough on that lake. Did you ask Macgregor for a dvd yet for the M26 It will give you a better idea on the M26. Just got to the Macgregor web page for a free dvd.Cockneyboy.  

I have an 89D model and have sailed it from New Orleans to Tampa and back on a couple of occassions. After hurricaine season I plan on taking two months off and sailing down to the Keys from New Orleans. I've had it in 3-5 foot seas on the Gulf of Mexico without problems. This boat was purchased from the original owner. Guess I can also add that I am female and the vacations to Tampa were done with 3 teenagers on board. Cee  

I think they get a bad rap because: A: They're not much to look at. B: They're pretty slow compared to many other designs. C: They were originally marketed as a sail boat that you can water ski behind with a 50 HP motor. I wouldn't own one because it doesnt suite my needs which is strictly racing. If I had a small family and needed to trailer a boat, I wouldn't hesitate. I know several people who own them and love the ability to Trailer to different areas. On a separate note Their is a 50-60' Mac in our harbor I'm trying to find out the model. Any thoughts?  

The MacGregor 65 is rated PHRF at -49, yep -49. It's a fairly narrow fast cruising boat that still holds some passage records. They're working on a new 70 footer to replace the 65. Production on the 65 stopped in 1995 so the plant could meet the needs of the 26X. For you folks posting up about the 25's and 26D's, those are totally different boats than the 26X/M's. The 26X and M's are designed as a powersailer with most of the emphasis on POWER. The draw of these boats is the huge cabin, trailerability and the fact that with a 50HP motor and a power speed of 22 knots, you can literally run away from weather. Try that in a regular saliboat. However, as a sailing platform, they are not very good, which is why many purist rag on them so much. Especially the racing crowd.  

Buy and older Mac 26 and charter the carribean I have owned a 1991 Mac 26 since it was almost new and I find it to be the best of all worlds for the trailer sailor. It trailers with no ballast so you can pull it with a smaller tow vehicle and you can tow in hilly regions of the country. The keel dissapears into the hull so launching and retrieving is easy. You don't have to back so far down the ramp like you do with a fixed keel. I'v seen a number of cars stuck in ramp slime because of that. I'v also seen many trailer wheels go off the end of the ramp because the boat needs 3 feet of water to float off the trailer. Also, a dissapearing keel makes beaching the boat possible. The water ballast keeps the boat stable. I've sailed in winds over 30 kts and have never been knocked down. If it takes too much wind, it rounds head to wind, even if you fight it. I've crossed all of the great lakes and sailed the coast of Maine to the Florida Keys (in segments) and never felt that the boat wasn't up to the task. I took my kids sailing with me (I'm harnessed, they in life jackets) on inland lakes since they were 3 years old. They tell me now that those were the best memories of their childhood. We swam off the boat,I cooked, I slept in the V berth, they in the aft berth. In short, I don't believe there is a better family sailboat. If a boat is difficult to tow, launch, retrieve, and sail, you won't go sailing as often.  

I recently purchased a 2004, 26M with a 50 HP 4 stroke Suzuki. As mentioned by someone earlier, the boat is lightly constructed (so it can be towed with a standard size vehicle), but it does use quality materials. The workmanship on my boat appears to be above average. When the water ballast is in, the boat is self righting, and there is enough floatation to make the boat unsinkable. Having downsized from a 32' full keel boat, I find it very desirable to park this boat behind my garage, rather than paying slip fees. With an eye on the weather, I would not hesitate to cruise the islands.  

bkohatl said: I don't know if you remember the movie, "The Flight of the Phoenix." It was about a plane crash in the African Wilderness and how a Toy Airplane Designer modifies the plane wreck's remnants into a flighable contraption(no more, no less). The tension/denounement comes from Jimmy Stewart, who is a seasoned pilot because he just doesn't get the theory of aerodynamics: Flight is about weight, lift and drag whether a toy or a C5A(much less the new Airbus: super plane). Click to expand...

It's a mammal thing, we're born xenophobes and we kill anything that is "different" just in case it might be a threat. Or edible. And the MacG is different, intentionally built that way to address some problems like launching ramps and easy transport. But there are an awful lot of people happy with them, and that's what counts. Thread drift: " "The Flight of the Phoenix." ...how a Toy Airplane Designer "" No no no! Speaking for the original version not the recent remake...the whole point--argued onscreen--was that the man designed *model* airplanes, not toys. A toy is a toy, he designed models that flew, and thus had to be designed according to the same aerodynamics as a larger ("real") plane. A very interesting classic movie which centers on human interactions, not special effects. Even if it sometimes is a bit plodding compared to a modern pace.  

Hi !!! I have a 1998 26x . I love this boat but it is not built for off shore sailing . For inland lakes and coastal cruising it is ideal. 5 people is too many for anything more than overnite. Great boat for a beginner , very forgiving. Very stable with water ballast full. Will not sink .Very affordable also . This boat needs all the upgrades and equipment you can provide , for comfort and safety .You also need some training , you and your family. Ken  

The MacGregor is not a an offshore bluewater cruiser by any stretch and being the owner of a 26M I would not recommend it. On the other hand it is a very affordable everyman's boat that performs very adequately in coastal waters and inland lakes, it's intended use. It is a very versatile, production, price point boat that apeals to the middle income earner who wishes to get in some weekend sailing and perhaps week long adventures. Being trailerable makes it even more versatile and affordable. It is good value for the price and most owners are very satisfied with them. They are extremely voluminous, sail fairly well and with a 50hp outboard they will get you through most tidal currents and passes without having to wait for slack tide. There are thousands of them out there and they are very popular, those many owners cannot all be wrong. They are ideal for the San Juans & Gulf Islands in the Pacific Northwest where I sail. They serve their intended use well but they are not intended for blue water cruising. The view from my cockpit is the same as the view from the bigger boats. The MacGregor is a great first boat to learn on and go for short cruises of several days to a week in protected coastal waters.  

I have the older Mac Venture 25 and don't feel at all at risk sailing the 30 miles to Catalina. That is actually what the boat was built for. The plant is here in Costa Mesa overlooking Newport Harbor and on a clear day from the roof of the factory you could see Catalina. I have had mine out is 4-6' seas with 1-2' wind waves and single handed it was no fun and I ran for home. Unfortunately I only make 6mph under power. none the less is a swell and moderate wind she is fine trailer sailor and I would put her anywhere I would put a Catalina 22 or Hunter 23. The Catalina 25 is a little better built than my boat. I have more than a dozen 25's 26D's and 26S and I don't see one that has significant signs of wear. Faded paint is the worst thing. Common sense is what you need most. You also don't really want more than two and maybe a small child on the 25 overnight. I would guess 2 adults and 2 small children for any of the 26s.  

I aquired a 2002 26x last May. This is my first boat. I learned to sail her on the Hudson River near The Tappan Zee Bridge all last summer. Like any small craft, under power she will get kicked around with an empty ballast in a moderate chop. Fill the ballast and drop the keel a little and she handles much better. My sailing experience has always been with a full ballast in a light to moderate wind (5 - 12 knots). Sometimes I wish I had a heavy larger boat however, when I compare the pros & cons of a Mac 26 I feel very satisfied with my purchase. It is economical to operate and maintain. Overnights with my wife are fun and romantic. We will cruise up river and tie up at a marina with facilities (shore power, showers. ect). I believe one must experience a Mac to know a Mac. If you don't experience one how can you make a judgement. I have had friends on my boat that are avid boaters. One is a sailor for over 40 years and the other a motor cruiser. They both thought the Mac was a great choice adn both had wonderful outings aboard. One other thing. If any of you are considering a new Mac26M, please compare the cabin and cockpit of the M to the older X. I did and found the X had a better cabin layout and a larger cockpit. Plus I bought a 4 year old boat and paid a little more than half of what is was new.  

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