sailboatdata catalina 25

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• Sailboat Guide

Catalina 25

Catalina 25 is a 25 ′ 0 ″ / 7.6 m monohull sailboat designed by Frank V. Butler and built by Catalina Yachts between 1978 and 1994.

• 2 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 3 / 105 Tulsa, OK, US 1988 Catalina 25 $6,000 USD View
• 4 / 105 Smith Mountain Lake, VA, US 1988 Catalina 25 $2,990 USD View
• 5 / 105 The Bronx, NY, US 1979 Catalina 25 $5,000 USD View
• 6 / 105 Gordonville, TX, US 1989 Catalina 25 $900 USD View
• 7 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 8 / 105 Tulsa, OK, US 1988 Catalina 25 $6,000 USD View
• 9 / 105 Smith Mountain Lake, VA, US 1988 Catalina 25 $2,990 USD View
• 10 / 105 Tulsa, OK, US 1988 Catalina 25 $6,000 USD View
• 11 / 105 Gordonville, TX, US 1989 Catalina 25 $900 USD View
• 12 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 13 / 105 Tulsa, OK, US 1988 Catalina 25 $6,000 USD View
• 14 / 105 Smith Mountain Lake, VA, US 1988 Catalina 25 $2,990 USD View
• 15 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 16 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 17 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
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• 22 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 23 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 24 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 25 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
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• 27 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 28 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 29 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 30 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 31 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
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• 34 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
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• 36 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 37 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 38 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
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• 40 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 41 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 42 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 43 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 44 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 45 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 46 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 47 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 48 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 49 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 50 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 51 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 52 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 53 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 54 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 55 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 56 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 57 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 58 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 59 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 60 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 61 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 62 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 63 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 64 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 65 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 66 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 67 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 68 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 69 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 70 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 71 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 72 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 73 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 74 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 75 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 76 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 77 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 78 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 79 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 80 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 81 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 82 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 83 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 84 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 85 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 86 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 87 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 88 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 89 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 90 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 91 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 92 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 93 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 94 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 95 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 96 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 97 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 98 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 99 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 100 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 101 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 102 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 103 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 104 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 USD View
• 105 / 105 Pigeon, MI, US 1979 Catalina 25 $8,500 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 most popular sailboat (in this size range) ever built in the US. Dimensions shown here are for the standard rig (pre-1988). A swing keel version was also available. Draft (max.) 5.0’ (min.) 2.0’ Wing keel version: 2.83’/.86m TALL RIG: I: 31.0’ J: 10.5’ P: 27.66’ E: 9.58’

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Which Sailboat?

Catalina 25 Review

The Catalina 25 is a good racer/cruiser for inland and coastal waters available on the used market at very affordable prices.  This sailboat benefits from a large user base, active owner’s forum, and easy availability of spare parts.

Designed by Frank Butler of Catalina Yachts  in Hollywood, CA, over 6,000 Catalina 25s were built from 1976 through 1990, and all in the U.S.  She is designed as an inland and coastal racer/cruiser within budgetary reach of any American.  She is well suited to her purpose in terms of design and build quality although some owners have sailed their Catalina 25s through the Caribbean ( like this fellow ), to South America, and even to Hawaii.  The Catalina 25 was one of the most successful and longest running production boats ever built, and continues to have a strong following and interest.  The standard rig with swing keel configuration is the most popular.

The Catalina 25 has a huge user base, a very active owners’ association with racing, and a plethora of information available about maintenance on their forum (located here ).  Unlike many builders of used sailboats on the market today, Catalina has remained in business and continues to manufacture and source parts for the Catalina 25.  Catalina owners benefit from Catalina Direct , which makes buying many Catalina 25 specific parts  very convenient.  As an aside, note that Catalina Direct is a dealer for Catalina Yachts and is not run by Catalina, the manufacturer.  Many owners of the Catalina 25 report that the plethora of information available on their very active owners forum and the multitude of users eager to help, that the manufacturer was still in business, and that spare parts were readily available, were key points influencing their decision to purchase a used Catalina 25.

The Catalina 25 is a masthead sloop with a modern but conservative design, resulting in a boat that continues to have a relatively modern appearance.  She has a modern canoe underbody and broad transom.  With a waterline length of 22’2”, her length on deck to waterline ratio is equally modern.  Other design elements include a traditional sheer line, a slightly raked bow, a plumb stem with stern hung rudder, and the standard well-known Catalina cabin trunk and port configuration.  Like other Catalina sailboats built during this time, the earlier aluminum trimmed salon ports were later updated to smoked plexiglass.

CONSTRUCTION

Construction quality is good for the Catalina 25’s intended purpose as a racer/cruiser in protected and coastal waters.  The hull is constructed of solid fiberglass and the deck is wood cored.  No reports of oil-canning, hull flexing, or other structural problems exist for the Catalina 25.  The deck is joined to the hull by a shoebox-type flange, sealed with polyester putty, and mechanically connected with self-tapping screws or through-bolts.  The interior is a liner set into the boat before the deck is installed, which is a standard for Catalina and other production builders in the industry.  Although liners reduce access to the inside of the hull, Catalina 25 owners report it is of little consequence on a boat this size as most areas can be accessed by some angle or another.

Minor blistering was an issue on some earlier Catalina 25s, but not all.  Due to the long production run and improvement of fiberglass technology during this time, blistering issues were reduced in each successive year, and were nearly non-existent by the end of the run.  A 1987 Catalina 25 hauled after years of neglect and very few blisters were present.

  Despite the wood coring, soft decks are not a common problem on Catalina 25s.  Catalina 25s rarely have core rot after years of neglect.

The mast is deck stepped on a stainless steel tabernacle with a keel-stepped wooden compression post.  The tabernacle allows the mast to be raised and lowered, which owners report takes about five minutes after learning how.  The mast has one set of spreaders and is supported by three sets of shrouds, two sets of lowers and one set of uppers.  Catalina 25s were rigged with high quality stainless steel.  Jib car tracks are outboard, but due to the relatively narrow side decks, this likely does not compromise sheeting angles significantly and makes going forward easier.

Catalina offered some variation in rigging.  A standard rig and a tall rig were offered.  To provide increased sail area, the tall rig mast is approximately two feet taller than the standard and the boom is attached to the mast approximately one foot lower than the standard.  Some Catalina 25s came from the factory with internal halyards while others are external.  Some came with an adjustable backstay while others did not.  Some lacked a boom vang.  All came with hank on foresails although many owners have retrofitted roller-furling systems.  Early Catalina 25s appear to have lacked backing plates for deck hardware while later boats came from the factory with backing plates installed.  Either way, most owners of earlier Catalina 25s have installed backing plates where they were lacking.  All running and standing rigging components continue to be available from Catalina Direct.

The Catalina 25 came in three keel configurations, initially a swing or fin keel, and later a shoal draft wing keel that replaced the swing keel model.  The keel bolts on the fin keel were not originally stainless steel and were prone to rusting, but stainless steel was used in later models.

The fin is a relatively modern fin type design, deep but not too long, drawing 4’, connected to the hull by five  bolts, and providing a very respectable ballast-to-displacement ratio of 41%.  Although not as short or deep (high aspect) as more modern designs, the longer design (lower aspect) permits a stronger connection to the hull that better withstands groundings and other stresses unlike more aggressive high aspect designs.

The fin keel was originally cast iron, but in the early 1980s the design was improved so that the core of the fin was cast iron, which was then encased in lead, and then encased in fiberglass.  Earlier boats with cast iron keels should have protective anodes installed if not already done.  Many owners have encased their cast iron keels in barrier paints to stave off rust, which efforts appear to be largely successful.

The wing keel is roughly as long as the fin, but reduces draft to 2’10” and gives a very respectable ballast-to-displacement ratio of 40%.  Fin-to-wing keel conversion kits are no longer manufactured but continue to be available on occasion.  Some stiffness is lost when converting to a wing keel.

The swing keel model deserves a separate discussion.  Ballasted swing keels have been relatively rare designs, especially as their contribution to the overall ballast of the boat increases.  However, a dedicated following for ballasted swing keel performance cruisers continues to enjoy the boats built by Southerly Yachts  in England for the premium blue-water boat market.  Also, Jeanneau Shipyard  in France has just launched a ballasted swing keel in their Sun Odyssey line which may indicate a return in interest to the advantages of a ballasted swing keel boat.

On the Catalina 25, the swing keel is cast iron, and pivots from a down position to an aft-and-up position on a 1” diameter cast bronze rod hung between stout cast bronze hangers mounted to the underside of the hull.  When down, the keel provides a 5’ draft, which is deep for a boat of this size.  The keel weighs three quarters of a ton and serves as all of the ballast for the boat, giving these models a modern ballast ratio of 36%.  The heavy weight of the keel prevents many of the annoying banging noises associated with unballasted swing keels.  The keel can be raised by way of a simple and reliable manual winch system located below the companionway steps.  Little effort is required to operate the winch.  When the keel is fully raised to its horizontal position, the Catalina 25 has a draft of only 2’8”, which is of course handy for gunkholing or if the water gets shallow when exploring.  In the event of a grounding, the keel gently swings back and away rather than getting damaged or causing damage to the hull as can happen with fixed keels.

When the swing keel on the Catalina 25 is fully lowered, the keel orientation is high aspect and has a symmetrical foil shape, similar to modern race boats, so that the boat points to weather extremely well and tacks on a dime.  When completely raised, only a small part of the keel is enveloped in the hull, with the rest protruding.  So therefore when the keel is fully raised, the keel orientation is very low aspect, essentially a full keel configuration, enabling the boat to track well with little helm attention, even when sailing downwind.

Catalina recommends that Catalina 25 swing keel hardware be inspected every two years if in a salt water environment, and allows for longer if in fresh water.  However, some owners in fresh water environments report never inspecting their swing keels after thirty years of use and have no problems.  Catalina also recommended a retrofit be performed on earlier Catalina 25s to reduce the side-to-side movement of the keel along the pin, which could cause the keel to wear through the pin.  If not already done, owners should perform or have this retrofit performed and a kit is available from Catalina Direct.  Despite the swing keels being cast iron, Catalina did not typically install a sacrificial anode on Catalina 25s at the factory.  Catalina 25s should have a sacrificial anode installed, especially if in salt water, although owners of fresh water boats without sacrificial anodes have reported little corrosion.  Sacrificial anode kits, including the drill bit necessary to go through the cast iron, are available from Catalina Direct.

Interestingly, the swing keels themselves were cast in Mexico and shipped to Catalina.  Some keels have the word “MEXICO” cast into their side, which is not usually apparent if the keel has been faired.

The Catalina 25 came with a transom hung unbalanced spade rudder.  The rudder draws 2’10” so that it is somewhat protected by the keel, even the swing keel when raised fully.  The unbalanced rudder can require some effort if sail trim is not correct, or when racing or in rough weather.  Some Catalina 25 owners have upgraded to a balanced rudder, which they report enables steering with just one finger.  Balanced rudders are available from Catalina Direct.

SAILING CHARACTERISTICS

All three keel configurations sail well on any point of sail and owners consistently refer to the boat as “forgiving”.  Catalina 25 owners disagree as to whether the fin keel or the swing keel point to weather better.  Racing ratings indicate that the fin is the best performer with the swing keel close behind.  The masthead sloop configuration means a headsail is required for best performance.  With both the approximately 16:1 sail-area-to-displacement ratio of the standard rig and the approximately 17.75:1 ratio of the tall rig, in either configuration the Catalina 25 easily achieves hull speed in anything but the lightest of airs.  The relatively flat canoe body and beam carried aft cause Catalina 25s to have good initial stability.  The 36-41% ballast-to-displacement ratios mean Catalina 25s are stiff, and if knocked down, quickly right themselves.  The swing keel configuration is the stiffest, followed by the fin keel, and then the wing keel.  Many Catalina 25 owners report preferring to reef when winds reach above 15 knots.  The original mainsail provided by Catalina is a little baggier, even when new, than many sailors would prefer.  This was reportedly done intentionally by Catalina to improve Catalina 25 downwind performance to the slight detriment of windward performance.

AUXILIARY POWER

Most Catalina 25s are powered by an outboard motor on an adjustable mount.  Most Catalina 25 owners prefer a motor close to 10hp, which easily drives the boat at hull speed, even in rough conditions.  Some owners report 6hp is sufficient in calm waters.  A long shaft outboard with a shaft length of at least 25″ is preferred to keep the prop in the water in rough conditions.  Roughly 150 Catalina 25s were delivered from the factory with an inboard diesel, which was located behind the companionway steps beneath the cockpit sole.  Engine access for the inboards is expectedly cramped, but decent from the quarter berth and the companionway steps.  A few Catalina 25s appear to have factory-installed sail drives, or perhaps undocumented refits to sail drives by previous owners.  Catalina 25 owners who are active in racing prefer the outboard motor because the increase in PHRF rating, which is not always given by a race committee, is not typically enough to offset the drag caused by the inboard’s prop.  Outboard motor mount kits for owners upgrading 2 stroke motors to heavier 4 stroke motors are available from Catalina Direct.

The Catalina 25 was partially marketed as a trailer-sailer.  All three keel configurations have been pulled on trailers regularly by their owners, but the swing keel model is by far most popular for trailering.  However most Catalina 25 owners do not report trailering their boats with great frequency, likely due to the boat’s weight requiring a substantial tow vehicle and dual-axle trailer.  Some owners report their total trailering weight to approach 8,000 lbs, considering the weight of the boat itself, the trailer, and the equipment, gear, and supplies stowed on the boat.  In addition, stepping the mast is more complicated than a day sailer, requiring the use of a special rig to handle the large mast, which is available from Catalina Direct or can be built at home by an owner with designs available on the Catalina 25 forum.  (For a more trailerable Catalina, see the Catalina 22 .)

A pop-up cabin top was an option on early models and later became standard.  The pop-top is another interesting Catalina 25 feature that deserves its own discussion.  The pop-top raises head room in the salon to 6’4″, improves ventilation mightily, and enables a 360 degree view of the outside of the boat while standing below.  The Catalina 25 can be sailed with the pop-top up, but only in light airs because it requires disconnection of the boom vang.  Some Catalina 25 owners report raising the pop-top partially so that they have standing head room below but have protection from rain.  An optional pop-top tent allowed the pop-top to remain up while keeping the salon protected from the elements.  However, the pop-top does introduce an element of risk if the boat were turtled, but a boat designed for inland and coastal waters is not likely to see conditions that would cause turtling.  If one intended to take the boat beyond coastal cruising, a model without a pop-top may be preferable.

Fit and finish of the Catalina 25 is not luxurious but is better than expected at this price-point.  Wood trim is solid teak and bulkheads are teak-veneered marine grade plywood.  Accommodations are typical but very good for a boat of this size due to its moderate freeboard and beam carried well aft.  The original Catalina 25 marketing materials indicate the boat sleeps five, although one owner reported regularly sleeping with his wife and five children on the boat, as well as two guests on one occasion.  The accommodations should be acceptable for any average-sized couple or typical family.

The Catalina 25 cabin sole is the pan liner and has a respectable wood-like look modeled into it, patterned after a teak and holly sole.  The settee and berth cushions are 3” foam, which some owners have upgraded to 4”.  The original cushion covers vary from the what would now be considered hideous, patterns of the late 1970s and early 1980s, to the more acceptable patterns of the late 1980s and 1990s.  The ceilings have an unobtrusive pattern molded into the fiberglass.  No pattern is molded into the sides of the hull.

All lights installed in Catalina 25 by the factory were an inexpensive grade product designed for the RV industry rather than marine use.  Many of these lights are still in use on Catalina 25s, but many owners have replaced these lights with marine grade equipment, in part because their domes were prone to crack and because replacement domes are no longer available.  Several options for direct fit Catalina 25 replacements are available from Catalina Direct.

Forward is the v-berth, which has the typical central insert so that either more maneuvering room or more bed space can be had.  This berth can sleep two average-height adults.  One Catalina 25 owner reports having three children sleep here comfortably.  Catalina installed one light on the port side.  Fresh air is provided by the large opening hatch, which can be tightened in place partially opened to enable air flow but prevent young children from wandering about on deck unsupervised.  Additional natural light is provided by a port light just aft of the anchor locker.  A huge space beneath the v-berth is accessible from hatches beneath the cushions and in some boats, a door in the bulkhead supporting the aft end of the berths.  Some boats also came with a shelf in the bulkhead supporting the port side of the v-berth.  Many Catalina 25 owners use the space below the v-berth for storage or additional systems or tanks.

Immediately aft of the v-berth is the head.  Some Catalina 25s came from the factory with an accordion door fitted between the v-berth and the head.  Other Catalina 25s have been retrofitted with this additional privacy feature by owners.  The head does not afford standing room but is comfortable for sitting so that a shower is not a good upgrade (although some owners install cockpit showers).

Catalina 25 heads came in varied configurations, with a portable toilet or real marine head to port, and a sink or locker to starboard.  There is a platform on which both toilets would sit, which elevates a portable toilet to a comfortable height and enables easy access to the plumbing of a marine toilet, making maintenance of the marine toilet or conversion from a portable to a marine toilet straightforward.  Most Catalina 25s had a large deep shelf along the inside of the port side of the hull behind the toilet and some had hanging storage above the shelf.  If the sink was fitted, Catalina installed a light, a Whale flipper-type faucet for cold water only, an opening cabinet below the sink, and typically a shelf above the sink along the inside of the starboard hull.

Thankfully, Catalina changed the port lights on each side of the head to a version that opens, both of which are fitted with bug screens.  Catalina 25 owners report that with the v-berth hatch and both ports open, there is excellent ventilation when performing necessary business.  Owners also report that due to the angle at which the port and starboard ports are situated, water can collect in them.  Although leaking is not typically an issue and replacement gaskets are readily available from Catalina Direct, water can splash down into the head if these ports are opened after a recent rain.  Parts for the plumbing and marine toilet are available from Catalina Direct, including everything needed to install a marine toilet with holding tank in a Catalina 25 previously without one.

Aft of the head is the main salon, if a Catalina 25 could be said to have a main salon.  Almost all Catalina 25s came from the factory with an accordion door fitted between the head and the salon.  There is standing headroom in the salon for below average-height  adults, and for anyone shorter than 6’4” on pop-top models with the pop-top raised.  Newer Catalina 25s had the cabin sole lowered a few inches, increasing headroom.

The salon area came in three configurations, one traditional-type with a settee to port and starboard and a fold-down drop-leaf table, and the two other dinette-type configurations with a dinette to port and a settee to starboard.  All three interior configurations have a galley area in the aft and port corner of the salon.  All three configurations have a starboard settee running the full length of the salon with a shelf built into the side of the hull behind the back of the settee, which is long enough to double as a berth for an average sized adult.  The fresh water tank is located forward beneath this settee and the dual battery box is located beneath the aft end.

On the traditional layout model, the port settee and shelf behind built into the hull are a little shorter than the starboard settee, to enable space for the galley area.  This settee can double as a berth for a child, teen, or person of below average height.  The drop-leaf table can mount to the forward bulkhead when not in use, freeing up space in the salon.  Many Catalina 25 owners report leaving the table down but with the leaf closed which enables passage fore and aft on the starboard side of the salon while leaving a convenient table for one or two on the port side.  Owners also report that a Catalina 25 specific retrofit offered by Catalina Direct is required to keep the table from tipping over when used in this manner.

There is a difference amongst the dinette models in that some had the older fore-and-aft seating arrangement while others had a more modern L-shaped arrangement.  In both cases the table lowered to create an additional berth.  Both the more traditional dinette and L-shaped configuration also benefited from having a shelf built into the inside of the port hull like with the traditional interior layout.

In all configurations, the black water holding tank is located beneath the port settee or dinette seat.  Catalina typically installed one light above each shelf along the hull.  Some Catalina 25 owners have cut holes into the backs of the settees to create additional storage space.  Swing keel models with the traditional layout have a narrow wooden box about one foot long at the fore end of the salon which houses the keel trunk, and which most owners report using as a coffee table.  In swing keel models with the dinette interior, the keel trunk is concealed beneath the forward dinette seat.  There are bilge access hatches in the cabin sole.

The Catalina 25 galley area has slightly more head room than the rest of the salon due to the cabin sole being lower there than elsewhere so that an average height male can nearly stand up.  Catalina 25s came from the factory with a two burner pressurized alcohol stove dubbed by owner’s as the “curtain burner”.  Most alcohol stoves have been replaced with a newer and safer appliance.  The space allotted for the stove is outboard to port and large enough to support a gimbaled multi-burner range and oven, or a medium sized microwave oven.  Aft of that space is the ice box, roughly 5 gallons in size, and which can keep a 10lb bag of ice for two days.  Some Catalina 25 owners have upgraded the insulation around the icebox or installed refrigeration kits.  Inboard of the icebox is a single sink.  On all Catalina 25s, the factory installed a light above the ice box, and Whale flipper type faucets for cold water only.  Some owners have upgraded to pressurized and hot and cold water.  Replacement parts for galley equipment and all interior plumbing are available from Catalina Direct.

Aft of the sink on the bulkhead is the fuse panel, switches, and battery selector.  Accessing the wiring to this panel is relatively easy through the lazarette.  Some Catalina 25s were equipped with shore power from the factory, and if so, the alternating current switch is typically located here as well.  Shore power is another popular upgrade by Catalina 25 owners, with kits available from Catalina Direct.  Replacement electrical components are available from Catalina Direct.

Aft of the starboard settee is the quarter berth.  This berth is long enough to sleep even the tallest adult.  If the boat is equipped with an outboard, then there is extra space to stretch out where the inboard motor would otherwise be located.  Many Catalina 25 owners use this space for storing long items, such as boat hooks, spinnaker poles, tents, etc.  At the aft end of the quarter berth is a self built into the transom.  There is also a transom inspection port near there.  Catalina installed a light above the forward end of the quarter berth.

VENTILATION

Ventilation is extremely good on the Catalina 25 due to the already discussed opening hatch and ports, and is especially good with the pop-top cabin models.  However, even owners without the pop-top models report being able to sleep in comfort, even in warm climates, by using a Windscoop in the hatch in the v-berth, or by running a box fan in the hatch in the v-berth, both of which can funnel air through the entire boat.  Some Catalina 25 owners report an additional box fan is necessary in the hatch way to improve the funnel effect, especially in the aft quarter berth.  Other owners have installed marine air conditioning, while others have installed simple inexpensive household window air conditioners in the bulkhead between the aft quarter berth and the lazarette – they open the lazarette when running this setup in order to circulate air to the air conditioner, and the air conditioner’s condenser simply drips into the lazarette and into the bilge.  Many Catalina 25 owners have installed solar-powered ventilation fans in the v-berth hatch or in the head to ventilate the boat when not in use.

Up the four steps from the salon through the large companionway is the Catalina 25 cockpit.  For an inshore boat, the large companionway is nice.  The relatively large companionway makes it possible for someone to stand in the salon and be connected to the goings on in the cockpit, and provides additional light and ventilation to the salon.  At the base of the companionway is a respectably sized bridge deck to prevent down flooding into the salon.  Catalina 25 owners report that the rake of the companionway can enable rainwater to leak onto the companionway steps and the salon sole.  Many have canvas or other covers over the hatch boards when away from their boats or during rain.

The cockpit of the Catalina 25 is large for a boat this size.  Six can sit comfortably in the cockpit and eight can squeeze in.  The benches are comfortably broad with decent backrest coamings.  The coamings are wide enough to install additional cleats and winches, cup-holders, and bimini covers or cockpit awnings.  A bimini kit specific to the Catalina 25 is available from Catalina Direct.  Many Catalina 25s came from the factory with open cubbies installed in the coamings and many owners have installed cockpit stereo speakers.  A retrofit is available from Catalina Direct for Catalina 25s without these cubbies.  The benches are long and wide enough for an adult to sleep comfortably under the stars.  The rake of the cabin trunk at the forward end of the benches makes for a comfortable backrest when lounging.  Cockpit cushions are available from Catalina Direct as well as other suppliers.

For safety, the Catalina 25 cockpit is self-bailing.  Early models had the scupper drains in a horizontal position in the cockpit sole, which as in other boats were prone to clogging with leaves and other debris.  Later Catalina 25s were updated with drains oriented vertically in the transom at the level of the cockpit sole, which do not clog.  A stainless steel rail surrounds the cockpit.  Lifelines extend forward of the rails.  The lines open on either side at the forward end of the cockpit.  A stainless steel swim ladder hangs from the stern, and can be lifted out of the water when not in use.

All Catalina 25s came with a tiller, and the cockpit is setup well for tiller use with two benches that run the length of the cockpit.  Racers will appreciate the feedback of the tiller steering, but some more cruising oriented Catalina 25 owners have retrofitted wheel steering with relative ease due to the short distance from the cockpit to the rudder and easy access to necessary spaces beneath the cockpit.  The tiller on most Catalina 25s can be raised out of the way when not sailing, although some boats came with two bolts connecting the tiller to the rudder, in which case most of those owners simply removed one of the bolts so that the tiller could still pivot up and out of the way.  Replacement tillers specific to the Catalina 25 are available from Catalina Direct.

Most Catalina 25s have their halyard winches at the aft end of the cabin top, which cannot be reached by the helmsman without a tiller extension, but which are well situated for crew to operate.  Some earlier boats had their halyard winches mounted to the mast, although many owners have reconfigured their boats so that all lines lead aft.  Many owners have fitted the Tiller Tamer available from Catalina Direct, which allows them to leave the tiller unattended while moving forward.  Not all Catalina 25s have Jib sheet winches but if they are installed, are typically found on the cockpit coamings within very easy reach of the helmsman.  The mainsheet is also within very easy reach of the helmsman.  The Catalina 25 cockpit is large enough for crew to operate both the mainsheet and the jib sheets without interfering with the helmsman.

Beneath the port bench is a very large lazarette for a boat this size.  One Catalina 25 owner reports being able to easily store a 110% working jib, 135% drifter, and a 155% genoa in this locker along with his shore power cable, fenders, a throwable life preserver, and many miscellaneous items along the shelf built into the starboard side of the hull.  He particularly appreciated not having to clutter up his v-berth, which he and his wife actively used, with sails as is done on many boats.  The Catalina 25 lazarette can be secured with a padlock to prevent theft or a pin to prevent down flooding in a knockdown.

All Catalina 25s came with a manual bilge pump, which was mounted in this lazarette so that the pump handle when installed, protrudes from the side of the left cockpit bench.  Access to this pump is easy from inside the lazarette.  The manual pump is not self-priming and is of little use except in emergencies.  Many owners have upgraded to electric bilge pumps running in tandem with the manual.

The earliest Catalina 25s had the fuel tank situated in this lazarette, but later the aft end of the lazarette was divided into a separate fuel locker which is accessible beneath an additional hatch under the aft end of the port bench.  The problem with having the fuel in the lazarette as in the original design is that the lazarette drained to the bilge enabling a possible build-up of explosive fumes on boats equipped with outboard motors and lacking bilge blowers as inboard boats have.  In the updated Catalina 25 design, the fuel is in a raised locker that vents to the outside and has no connection to the bilge.

Beneath the aft end of the starboard bench is a storage compartment not specified by Catalina for any particular use.  This compartment has a rubber gasket, and so some owners use it for dry storage while others use it for a cockpit cooler, large enough to hold ice and a 6 pack.  Some Catalina 25 owners report using this compartment for live bait.

Almost always, cockpit instruments are mounted in the aft cabin trunk bulkhead.  Owners report replacing and installing new instruments is straightforward due to easy access.  While typical and practical for boats of this size, if the cockpit is full, crew and guests can block the captain’s view of these instruments, and he or she must ask the person seated closest to them about readings.

Going forward, the side decks of the Catalina 25 are necessarily narrow, but not uncomfortably so.  The lifeline stanchions are at the low height of 22” typical for a boat this size, but are functional if one pulls up on the lifeline when holding on, which plants feet firmly on deck.  Most Catalina 25s have handholds running the entire length of the cabin house top.  The shrouds are placed directly in the middle of the side decks so that going forward requires a little navigation although owners seem to move forward with ease.  Replacement life lines and stanchions specific to the Catalina 25 are available from Catalina Direct.

The bow is a nice space for working with a sturdy pulpit surrounding the anchor locker.  Catalina 25 owners report this is a nice rail on which to lean while hanking on jib sails in a chop.  The anchor locker is large enough to hold an appropriately sized Danforth anchor and plenty of rode.  The anchor locker drains overboard and can be secured with a padlock or pin.  Replacement bow pulpits and stern rails specific to the Catalina 25 are available from Catalina Direct.

In 1990, the Catalina 25 was discontinued and the Catalina 250 was introduced shortly thereafter.  While the Catalina 250 is also a good boat, it began Catalina’s shift toward day-sailers in this size class.  The Catalina 250 used water ballast with a centerboard to improve trailering ability, but a wing keel model was also offered for sailors interested in a more traditional setup.  The Catalina 250 also lacked a number of the liveaboard-type cruising features of the Catalina 25, but did benefit from a better enclosed head.  Catalina produced the Catalina 250 for a number of years, but later moved entirely to day-sailors for this size class of boat.

Catalina 25s can be found on the used boat market typically ranging anywhere in price from $4,000 to $15,000, mostly depending upon condition, installed equipment and upgrades, and interior updates.  However, derelict project boats occasionally pop-up for much less.  Due to the ubiquity of the Catalina 25, it is always easy to find one for sale on Craigslist, Sailboat Listings , Sailing Texas , and other venues, and there are a plethora on Yacht World .  If shopping for a Catalina 25, make sure all swing keel maintenance has been performed or be prepared to do it.  Check early boats with aluminum trimmed windows for leaks, which was common but easily repairable.  Check for blistering, which was a hit and miss problem on earlier boats.  Otherwise, nothing is special to consider with these boats that one would not for any other boat.

Special thanks to Scott Bond, Steve Milby, Frank Oliver, Dave Bristle, and Kyle Koeper for their contributions to this article.

ADDITIONAL RESOURCES

Catalina 25, 250 & Capri 25 International Association

Catalina 25 Specific Parts Available from Catalina Direct

Catalina 25s for Sale on Yachtworld.com

COCKPIT VIEW VIDEO OF CATALINA 25 SAILING ON CALIFORNIA DELTA

CATALINA 25 CLASS RACING

VIDEO TOUR OF A CATALINA 25 WITH POP-TOP, TRADITIONAL LAYOUT, AND SWING KEEL

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8 thoughts on “ catalina 25 review ”.

A big thank you for your blog post.Really thank you! Really Cool.

Yep thanks from me too! I’ve never heard of these things, believe it or not. Just found one in Sydney and am doing some googling… turns out they’re a great, much loved boat lol. This comprehensive article is evidence for sure. Such a nice, clean shape that really hasn’t aged. Maybe newer designs are wider in the tail but that’s about it. This experience feels like when I bought a boring old Subaru and discovered that there were heaps of web sites and forums run by people who love them.

I like the catalina 25 sailboats

enjoyed this article. I would like to know if you can totally beach a swing keel so that the weight of the boat rest atop of the swing keel.

Hello DAB and thanks. The swing keel Catalina 25 was not designed to be beached or grounded. When fully lifted, the keel remains mostly below the hull. If the boat were beached, the keel could put more stress on the fiberglass keel trunk and slot in the hull than the design could accommodate.

The C-25 boats with inboard was factory installed with standard stuffing box not a saildrive. Had my ’86 ten years. We loved her. She never let us down.

“Check early boats with aluminum trimmed windows for leaks, which was common but easily repairable. ”

mine is early and has leaky aluminum windows. Can you point me to resources (or the source of your info?) for easy repairs? My understanding was that gasket/window replacement was a complete pain, but maybe that was for later boats.

Hello Smosh! The link below will take you to the Aluminum Window Reseal Kit available from Catalina Direct. The kit includes the materials you need to make the repair, and includes instructions. http://www.catalinadirect.com/index.cfm/product/1055/aluminum-window-reseal-kit-c-25-c-27.cfm

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Catalina 25

The catalina 25 is a 25.0ft masthead sloop designed by frank butler and built in fiberglass by catalina yachts between 1978 and 1994., 5866 units have been built..

The Catalina 25 is a light sailboat which is slightly under powered. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a day-boat.

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CATALINA 25

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Catalina 25

The Catalina 25 is an American trailerable sailboat, that was designed by Frank Butler and first built in 1978. The boat was built by Catalina Yachts in the United States, between 1978 and 1994. It is the most popular sailboat in this size range ever built in the US with 5866 examples completed.

The Catalina 25 is a small recreational keelboat built predominantly of fiberglass with wood for structural support and trim. It has a masthead sloop rig, a transom-hung rudder, and a fixed fin keel, fixed winged keel, or swing keel. The fin keel model has a displacement of 4,550 lb (2,064 kg) and carries 1,900 lb (862 kg) of ballast. The wing keel version has a displacement of 4,400 lb (1,996 kg) and carries 1,750 lb (794 kg) of ballast. The swing keel version has a displacement of 4,150 lb (1,882 kg) and carries 1,500 lb (680 kg) of ballast.

The boat has a draft of 4.00 ft (1.22 m) with the standard keel fitted and 2.83 ft (0.86 m) with the optional wing keel. The swing keel version has a draft of 5.00 ft (1.52 m) with the keel extended and 2.66 ft (0.81 m) with the keel retracted into the keel slot, which allows operation in shallow water and easier ground transportation on a trailer. There is also a tall rig version with a mast about 2.00 ft (0.61 m) higher.

Internal accommodations have two layouts, one with a traditional double settee and fold-down table, and the other a "dinette" table arrangement. There is a forward "V" berth and a double berth under the cockpit. The galley is located on the port side just forward of the companionway ladder. The galley is equipped with a stove, ice box and a sink. The head is located just aft of the bow cabin and includes a sink. Cabin headroom is 66 in (170 cm).

The boat is normally fitted with an outboard motor of 4 to 9.9 hp (3 to 7 kW) for docking and maneuvering. The higher horsepower outboard is useful for motoring in a current or offshore. A few of the later models were offered with inboards.

The design has a PHRF racing average handicap of 225 and a hull speed of 6.3 kn (11.7 km/h).

Source: Wikipedia . Image Credit: Wikipedia

LOA: 25.00 ft LWL: 22.17 ft Beam: 8.00 ft Draft: 4.00 ft Displacement: 4550.00 lbs Ballast: 1900.00 lbs Hull type: Fin w/transom hung rudder Hull construction: FG Rigging type: Masthead Sloop

Catalina 25 for sale in the last 12 months

Below you'll find the latest Catalina 25 listings for the last 12 months. We compare the listing price with boats listed in the past and the color coding indicates if the price is good (green = below the average listing price) or more on the expensive side (red = seller is asking more than the average listing price).

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Catalina 250

A relatively recent entry in the class of water-ballasted trailer sailers, the catalina 250 is an adequate overnighter best suited to avid trailer sailors..

The Catalina 250 is one of a group of relatively lightweight, shallow-draft trailerable cruising boats that appeared in the mid-1990s, utilizing water ballast to provide stability. These boats—notably the C-250, the Hunter 26, and the MacGregor 26—all are of very modern design, are relatively inexpensive, and feature workmanship and materials of generally serviceable but by no means superior quality. Their sailing qualities and accommodation plans make them suitable for daysailing and casual overnighting, rather than for serious cruising.

Such boats tend to attract mainly first-time buyers, the budget-conscious, and those who give a high priority to the mobility and self-storage that goes with trailerability. We believe that most experienced sailors—generally folks who like to go cruising for more than a few days at a time, occasionally find themselves offshore in unpredictable weather, and prefer a boat that looks like a boat in the traditional sense—will find that the new crop of water ballasted boats are not suited to their needs.

At first glance, utilizing water ballast would seem to be ideal for trailering. Afloat, the weight of the water (in theory at least) provides stiffness under sail. And when it’s time to hitch up the trailer, the ballast water is drained, lightening the hull and thus making it easier to tow.

However, there are problems: (1) the depth of the ballast, which cannot be very low if the shallow draft so desirable for launching a boat from a ramp is to be maintained; (2) the need to spread it out into the ends of the hull in order to attain enough weight to be effective; and (3) its density, which by necessity is the same as the medium in which it is immersed— less than 1/11th the density of lead, the most popular ballast material. Without getting into a complicated discussion of metacentric heights and centers of buoyancy versus centers of gravity, suffice it to say that the deeper the ballast the stiffer the hull, the heavier the ballast the stiffer the hull, and the lighter the ends of its hull the faster the boat. These are the facts of life, and so far no one, including Catalina, has come up with a way to get around them.

The C-250’s ballast tank is basically a slab-like box inside the bottom of the hull. It measures an average of only about 6″ high, and is shaped in plan view something like a smaller version of the waterline of the boat, extending close to 14′ from the stem to just aft of the companionway ladder along the keel, and outward to the hull skin along the sides. This provides a compartment of a little less than 19 cubic feet, containing 1,200 pounds of water. That may sound like a lot, until you consider that the same volume of lead would weigh 13,284 pounds, and the ballast is concentrated less than 18″ below the waterline with the boat floating level. The result is that the boat is not as stiff under sail as its lead-ballasted keelcenterboard cousins, such as the Precision 23.

Looking beyond the technical aspects of design, we see a boat that does not match our traditional ideas as to how a sailboat should look. However, this is a subjective matter, so we leave it to the reader to decide what looks good and what doesn’t.

Performance and Handling

The C-250’s cockpit-mounted outboard, full-battened main, and relatively small (110%) jib all contribute to relatively easy handling. In fact, the owner of our test boat frequently singlehands. However, he discovered it’s a nuisance to tack by himself, since the jib sheet winches are nowhere near the tiller. To tack, he has to abandon the tiller, move to the forward end of the cockpit, uncleat the lazy sheet, pull it off the winch, then move back to the helm before the boat strays too far. When it has passed through the eye of the wind, he again leaves the helm, grabs the new sheet, gives it a couple of turns around the new sheet winch, then trims. This activity isn’t helped by the fact that (A) neither winch handle can be cranked through 360 degrees without crushing your knuckles against the nearby lifeline stanchion (which is less than 9″ away from the winch centerline), (B) the jib sheet lead runs from its winch to a Harken cam cleat, mounted very close to the winch drum, and (C) the lead from the cleat runs across the boat, rather than aft. We’d rather see the winches moved a foot or so forward on the cabintop, and the direction of hauling switched to straight aft, so a singlehander can trim from farther back in the cockpit. A longer tiller or a telescoping tiller extension could help alleviate the problem.

The C-250 has a relatively easy motion, characteristic of a more heavily ballasted boat, no doubt due to the spread-out water ballast. As another boating writer pointed out, the C-250 “doesn’t bob and pitch like a lightweight.” One tends to think of this characteristic a big plus, until one remembers that the slower rhythm of the pitching is at least partly the result of the boat’s spread-out water ballast, making its heavy ends act like twin pendulums, thereby cutting its speed through waves. Where boat speed is concerned, it’s well to remember that “bobbing and pitching” isn’t all bad.

Under power, our test boat was easily controlled, and made close to 6 knots in flat water with the engine wide open. The owner’s Honda 8-hp. Outboard was about the right size, though a 6-hp. Unit might have done as well, assuming no more than three or four passengers and a normal payload. A long shaft engine is required, and an extra long shaft (XLS) is recommended by the manufacturer.

We sailed the test boat in a light breeze of 4 to 8 knots, with puffs to 10, and virtually no chop. With three aboard, all sitting to leeward to test stability, we got the boat to heel to 20° in about 7 knots of breeze, close hauled. With the same crew complement redeployed to weather, we figure the boat could stand up to winds of 12 knots or so without heeling more. Above that angle, even considering that the stock 110% jib is relatively small, it probably would be time to reef the main.

We didn’t attempt to reef the main, but we could see that it would be a bit difficult, given the way the controls are rigged. The single reefing line leads from a bail on the boom, up to the leech cringle, then down to the boom again and forward, then up to the luff reefing cringle, then down toward the deck. But rather than the conventional lead, descending all the way to the deck, reversing direction through a deck block, then rising to a cleat on the mast, on the C-250 the lead is directly from the reef cringle down to the cleat. Adding the extra block on deck would allow easier handling, thereby improving the reefing system significantly, at little additional expense.

Actually, reefing the main at sea would be virtually impossible, given the way the test boat was delivered, with no topping lift on the main boom. The owner added it later.

Sails that come with the boat are “Catalina” brand, constructed of soft-lay Dacron, and we judged them to be serviceable but not high-performance quality. Our test boat pointed within 45° of the wind, and on a reach, sailed at about 5 knots in the puffs. We figured the boat could probably add a half knot on at least some points of sail if it was given a suit of sails with a bit flatter shape and less curl at the leech. We’d also like to see sacrificial UV edge panels on the roller-furling jib, rather than UV-treated Dacron as supplied. Without them, a separate sock (not supplied by Catalina) is required to ward off accelerated deterioration of sailcloth due to the sun’s ultraviolet rays.

Downwind performance would also be improved if the acutely swept-back shrouds (chainplates 24″ abaft the mast) were repositioned, so the boom could swing farther forward.

Our test boat was equipped with a tiller rather than the optional Edson wheel. We recommend against a wheel for this size and type of boat, for many reasons: It’s easier with a tiller to feel when the boat is balanced under sail; it’s faster to turn with a tiller; and a tiller is over a thousand dollars less expensive.

Steering on the C-250 was relatively light and balanced, though directional stability was not great, probably a result of the fin-like centerboard and tall, narrow rudder. Thus, even with the sails trimmed perfectly, we found we couldn’t let go of the helm for more than a few seconds before it began to wander up into the wind in the puffs, or bear off in the lulls.

Nevertheless, we were surprised at its relatively good balance, considering the sailplan, underwater profile, and lead. The lead, of course, is the horizontal distance between the sails’ center of effort (CE) brought down to the waterline, and the center of the underwater profile (excluding the area of the rudder), or center of lateral plane (CLP), brought up to the waterline. The rule-of-thumb for the lead of a well-balanced sloop is usually about 14% to 19% of the designed waterline length, with the CE always forward of the CLP. For the C-250, the CE is only about 6″ aft of the mast; by the above rule-of-thumb, the CLP should be about 3′ to 4′ feet aft of the mast. The profile drawing on the brochure indicates that the center of area of the full-down centerboard (virtually at the same location as the CLP) is practically in line with the mast—way too far forward. Normally this would mean a very hard-mouthed helm, with the boat constantly trying to head up into the wind—yet that didn’t happen in the light wind in which we sailed. We were sorry the wind didn’t pipe up more during our test, which would show for sure whether or not the C-250’s design was a rare exception to the lead rule.

In discussing this situation with Gerry Douglas, Catalina’s vice president and chief designer, we learned that the sail plan/profile in the latest sales brochure (dated January, 1995) is incorrectly drawn, in that the board’s full-down position is swept back about 15°, rather than being vertical as shown. But even then, the CLP is nowhere near 3′ to 4′ feet aft of the mast.

With the four-part vang (included as standard equipment), we didn’t miss the absence of a traveler, since we were able to employ vangsheeting. Garhauer supplies most of the deck gear for the C-250, including the vang, blocks and chainplates. Hardware quality seemed uniformly serviceable, though not fancy. Cabintop jib winches are little Lewmar #6s, okay for the 110% jib but not for a larger headsail.

We found it quite awkward to move back and forth between the cockpit and the forward deck, especially with the boat heeled and the main hatch open. The smoked Plexiglas main hatch, if closed, might have made it easier to move around, but the boat’s owner was concerned that it might get scratched. An extra set of stanchions midway between the existing ones would help.

The C-250 sales literature lists “halyards led aft to the cockpit” as a standard feature. This is not accomplished in the conventional manner—turning blocks at the mast base, and rope clutches at the aft end of the cabintop. Instead, the turning blocks are combined with cam cleats right at the mast, and the halyards are cleated at long distance. This simplifies rigging and derigging at a launching ramp, but caused a problem on our test boat: The projecting blocks and cleats can foul a flailing jib sheet during a tack. Also, with sails flying, there is no obvious out-of-the-way place to store the lengthy halyards. Consequently, we’d prefer the more conventional arrangement despite the slightly greater effort required to rig and unrig.

Construction

The deck is cored with plywood for stiffness, and the cabintop is cored with end-grain balsa to minimize weight high up. The hull is a solid laminate, using knitted fiberglass fabric and a vinylester skin. Catalina says the boat has a “blister-resistant gel coat” and the company offers a limited 5-year gelcoat warranty.

The C-250’s hull-deck joint is a modified shoe box type, with a vertical deck flange fitted over the turned-out rim of the hull, creating a joint with both vertical and horizontal mating surfaces—a strong configuration. Before fitting, all surfaces of the joint are swabbed with glue (in this case a bonding putty made with filled polyester resin), and are held together with pop rivets on roughly 3″ centers while the glue hardens. The rivets are left in place, but probably contribute little if any mechanical support to the joint. A C-shaped rubrail covers the line of pop rivets. The arrangement is neat and strong, but the effect from the exterior is not very salty.

The interior hull liner is very extensive, dressing up the cabin nicely, but at the same time almost totally thwarting any efforts to access the inside of the outer skin to make repairs or run electric wires. Still, there is a 1/4″ to 1/2″ space between the liner and hull, if you can find a way to get to it. It is joined to the hull along the sheer flange, and is tabbed at seatbacks and seat risers.

The early Catalina brochures announced that the C-250 had positive flotation, meaning the boat would float when holed. But before production started, the designers decided that flotation space would carve too much living space out of the cabin. So in the production version, there’s no special flotation.

The rudder is of composite construction, with a fiberglass skin covering a rigid foam core. Its crosssection appears to be an efficient foil shape with asquare trailing edge about 3/16″ wide (considered good design). Strangely, the standard rudder is fixed rather than a kick-up type. Because the rudder is by far the deepest part of the boat, and therefore vulnerable to damage, we’d purchase the optional kick-up rudder (we think it should be standard). Otherwise, as one owner noted: “The specified 1′ 8” draft with the board up is with the rudder off, [making] the boat unsteerable!”

The foil-shaped, fiberglass centerboard has a 3/ 16″ thick stainless steel reinforcing structure and some lead in the lower section. The board weighs about 90 pounds.

The cockpit is designed for comfort, with fairly high coamings and seat dimensions to suit most people. However, the cockpit seats are 17″ wide, great for sitting but not for sleeping under the stars. Sleeping on the cockpit floor is a possibility, since it’s 26″ wide—but you’d better be short, as it’s length in the clear is only 68″. Visibility from the helm is good.

We liked the convenient location of the outboard motor controls, with the motor head accessible without having to reach over the stern. We also liked the fact that a manual bilge pump, located in the port footwell wall, comes standard; and that the cabin table can be set up in the cockpit for al fresco dining.

The cockpit seemed reasonably safe to us, despite the open transom. Any water that washed in over the sole (not protected from big following seas by even as much as a toerail) would be stopped from entering the cabin by a full bridge deck forward, and would drain out quickly via the same opening. Warning: Be careful not to drop anything that rolls onto the cockpit sole, and if the wash from a passing powerboat comes at you from astern, lift your feet quickly off the sole!

Stowage in the cockpit, in small (10″ x 12″ x 30″) under-seat lockers, is sparse. So is the so-called “fuel locker” (the molded fiberglass box just forward of the rudder) which, according to the owner’s manual, is supposed to hold a 6-gallon fuel tank. We don’t see how; in the test boat, at least, the opening in the top of the 13″ deep box is only 12-1/4″ x 18-5/8″ with two of the four corners cut off by trim. A 6-gallon Tempo plastic tank measures 22″ x 14″; even a standard portable metal Yamaha tank has a footprint measuring 12-1/2″ x 18-1/2″, and won’t fit. We tried. The owner of our test boat uses a plastic 3-gallon tank from Honda, which does fit.

The anchor locker at the bow, a triangular compartment with a fiberglass hinged lid, is a little too small. The owner’s manual states it is big enough for a 13-pound anchor. However, when we tried to insert a 13-pound U.S. Anchor (a Danforth type), it wasn’t wide enough for the 21″ stock; the premolded notch in the locker is only 18″ wide.

Some anchors rated at 13 pounds will fit. For example, the test boat’s owner happened to have a small (FX-7) Fortress aluminum anchor which fit perfectly. And there is 7″ of space below the anchor, enough for at least a hundred feet of neatly coiled 3/ 8″ line. Be sure to check the dimensions before buying an anchor.

The layout below is similar to many other modern sailboats under 30′: A single bright and airy cabin; Vberth forward, extending aft to twin settees forming a U-shaped dining area around a table supported by the mast compression post; an enclosed head compartment complete with a solid teak plywood door; small galley; and a big aft berth behind the companionway ladder, under the cockpit.

In our opinion, Catalina does a workmanlike job of decorating interiors on a tight budget, and the C- 250 is no exception. We liked the minimal use of teak—just enough to keep the cabin from looking like the proverbial bathtub. We also liked the hull lining from berth-top to sheer clamp, a molded white plastic “ceiling” meant to look like painted wood strips, but much easier to maintain. A teak trim strip, meant to look like a sheer clamp, helps to break up the allwhite plastic upper half of the cabin.

Unfortunately, cabin headroom is only 4′ 6″, both at the galley and in the head. That’s considerably less than the C-250’s arch competitor, the water-ballasted Hunter 26.

Catalina claims the main hatch on the C-250 is a “pop-top,” but in our opinion, this hatch is not a “pop-top” in the usual sense. We think that, by definition, a true pop-top hatch can be moved upward by rods at all four corners, resulting in a raised roof which is horizontal, or nearly so. Such a pop-top does not materially affect visibility from the helm if canvas side-curtains are not erected, nor does it usually interfere with operation of the mainsail or boom, and therefore in most situations may be used underway. In contrast, the Catalina hatch is hinged at its forward end, and when the aft end is raised, slightly improving headroom aft, forward visibility is reduced too much to safely attempt navigation.

Ventilation is adequate except for the hottest days. The forward hatch is solid fiberglass (no translucent top), and measures 18-1/2″ x 20″. When closed, it is sealed by a polyurethane foam weather strip— probably effective, but not elegant. The sliding main hatch, a slab of 3/8″ smoked acrylic, is big—38″ x 33″. It slides into the hinged, so-called pop-top.

The fixed portlight in the head has a 4″ x 10″ opening-port insert, which adds only minimal ventilation. An overhead hatch, cowl or Dorade vent would be better.

Light, like ventilation, is adequate for most conditions. During the day, there is plenty of natural light even without a translucent forward hatch. At night, a battery, recharged by the alternator presumed to come with whatever outboard engine the owner decides to buy, supplies the lighting system. Besides a complete set of running lights, steaming light, and anchor light, the battery powers four 5″ dome lights and two small spots over the dining table. It’s enough light for eating, but if you like to read in bed, you’ll need to add lighting.

We liked the cloth upholstery on the settees and forward V-berth—a blue suede-like material. Oddly, the aft berth cushion on our test boat was different, a light colored contemporary cotton print. The 3″ cushions were comfortable, but a heavy person might disagree.

The V-berth measures 75″ long, 68″ across the wide end, and 10″ across the narrow (bow) end—enough space for a very friendly medium-sized couple. The big berth aft has more horizontal space for two, being 76″ front-to-back, 72″ across the forward end and 56″ across the end nearest the transom. For most of its width, however, the overhead is only 17″ above the cushion top.

In early models, the dining table could be lowered to form an extension to the forward sleeping area, transforming it into a “giant berth.” Though it seem to us like a sound idea, this arrangement has been discontinued.

The removable cabin table is 37″ x 34″, with rounded corners to prevent hip and thigh bruises. It is 3/4″ thick, with a durable melamine surface, and is well braced by the 2-1/4″ anodized aluminum compression post, as well as by a pair of folding legs.

When the forward “giant berth” extension was discontinued, a permanently fixed small cocktail table, 14″ x 25″ with a teak veneer surface, was added under the removable table. It’s occasionally handy when the big table is not in place, but is too small and low for most purposes.

The galley is small, meant for weekending. Consequently, equipment is minimal: The stove is a single burner Princess gas model, fed through a hose from a butane canister (ABYC allows just one 8-oz. canister below deck at a time).

There are a few cabinet doors and drawers, but nothing like most sailors would want on a long cruise. Aft of the sink and stove is a space under the galley counter for a large (48-quart) portable Coleman ice chest, suitable for no more than short cruises. And the water tank under the sink contains a minuscule 5 gallons.

Neither the galley sink nor the head sink uses a through-hull on the drain. Yes, we realize the throughhull fittings (white plastic stubs) are located approximately 7″ above the waterline when the boat is floating level. And yes, we know how expensive seacocks are. We still think they should be fitted to avoid seawater backing up when the boat is heeled. Plus, plastic tends to degrade in UV.

The 5-gallon plastic water jug under the galley sink is very difficult to remove for filling or cleaning, due to the maze of hoses and other paraphernalia. Consequently, it’s best filled in situ with a garden hose, which we judge to be somewhat of a nuisance.

The 12-volt battery, according to the owner’s manual, is a 90-amp-hour, marine-grade, deep-cycle model. We found it next to impossible to check due to its awkward position in line with the keel and far aft, behind a hatch in the bulkhead at the aft end of the under-cockpit berth. It sits inside a plastic case in a molded fiberglass tray, strapped in place with only a few inches of space between it and the deck. There is not enough space to add a second battery without destroying the built-in tray and relocating it.

The head compartment contains a portable toilet (a nuisance compared to a permanent head, in our opinion), a tiny sink with cabinet under, and a small hanging locker, handy for stowing wet foul weather gear.

The owner of our test boat, who likes shallow-water cruising, was attracted not by the mobility of a trailerable boat, but instead by its very shoal (20″) draft. He purchased his C-250 without a trailer, so we didn’t get to check out either the trailer or the ease of rigging, launching, retrieving, and unrigging.

For the record, a properly equipped trailer costs about $2,500 to $2,700, including galvanizing, surge brakes, winch, trailer ladder, and car-sized wheels. Brand name and features depend to some extent on which dealer you use.

In any case, the relatively easy trailerability of the C-250 cannot be denied. The boat, empty and dry, with the spars tied down on deck, weighs 2,400 pounds. Add to that the weight of a trailer (about 1,300 pounds), outboard motor and fuel, water ballast not drained, personal gear and supplies, etc., and you have, probably, another 2,000 pounds, bringing the total to about 4,400 pounds at the towbar. That weight puts the C-250 in the capacity range of a large cars, sports-utility vehicles, and vans, including, for example, the Buick Roadmaster wagon, Chevy Caprice,

Ford Crown Victoria, Olds Custom Cruiser, Ford Aerostar, and Mazda MPV, when properly equipped with a trailer-towing package.

However, one of the biggest strains on a tow vehicle is when it’s pulling a boat and trailer up a steep ramp during haul-out. Unfortunately, with a gravity-drain of the water ballast, such as on the C- 250, not all of the 144 gallons will have been drained on the ramp, since it takes 7 minutes to empty the tank with the boat level and on dry land—more time when the boat starts out at an angle and the tank outlet is still submerged. On crowded launching ramps with strict time limits or too many impatient boaters waiting in line, owners may have to pull the boat out with virtually all 1,200 pounds of ballast water still aboard. In that case, the tow vehicle would be pulling—up hill, possibly on wet, slick pavement— a load of not 4,400, but 5,600 pounds. Few of the vehicles mentioned above are rated to do that. So, before buying, give careful consideration to your intended tow vehicle. These considerations are not just peculiar to the Catalina 250.

The C-250 is a purpose-built boat, adequate for daysailing or overnighting. It comes with a passel of standard features, not the least of which is a 5-year hull structure and gelcoat blister warranty. (Early hulls did have some serious hull problems, including a leak that influenced Catalina’s decision to completely redesign the water ballast tank mold. But Catalina tells us the early hulls have all been retrofitted or are in the process of being corrected.)

Also included as standard are sails, mast carrier, pivoting mast step, boom vang, jiffy reefing gear (except for one key block), a three-step swim ladder hinged on the transom, pulpit, lifelines and stanchions, trailer bow eye, and other extras.

Catalina doesn’t publish an official list base price, and we couldn’t get an exact quote from the dealers we talked to, but by doing a few calculations, we estimated that the base price FOB factory (Woodland Hills, California) when we tested the boat in 1996 was about $15,800. If you’re on the East Coast, freight could add close to $2,000. Then there’s commissioning,which may be a nominal $100 to $200, or may escalate for bottom painting, electronics installation, and so on.

Fully equipped with trailer, engine, optional canvas, full electronics, and other goodies, we could expect to pay close to $25,000. This seems fair to us, even when compared to $12,000 for the MacGregor complete with trailer. The Catalina is just more boat. However, the sailaway prices we saw from two different dealers on the East Coast included an extra $2,500 for freight from California, and a whopping $1,500 for “commissioning, including bottom paint.” At that rate, we’d be tempted to buy a trailer and do the commissioning and painting ourselves—if not to pick up the boat at the factory and save the freight as well.

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It would be nice to see an update next time around on the C250 Wing Keel version. Based on what I read in the article, it seems like a completely different boat. My 2004 came from the factory with a Yanmar 1GM and a SD 20 sail drive, 53 Liter diesel tank, large water tank storage under the V berth (where the batteries are mounted as well) etc. A comparison between the sailing characteristics of the water ballast versus the wing keel would be interesting. Thanks – enjoying the magazine BTW.

Same here.. Geez… the possible improvements in the 2004 model would be unavailable to a reader. They are left with an unfavourable impression based on the earlier waterbalast configuration.. Perhaps there is much validity attached to this review..Sail cut, anchor locker size, placement , and capacity of winches, size of berth, running rigging controls are critical but ..perhaps some improvements in the later models, Full keel as well, may salvage some of the reputation Catalina has worked so hard to achieve as the Model evolved..I enjoy our trailerable wing keel model 2004 up here on the Great Lakes and appears to have many improvements over the earlier waterbalast 250.. Appreciate your magazine.. Alan Carlisle

I read through your report on the 1996 Catalina 250 and was very disappointed to hear how poor you rated the boat. I have owned a 1994 MacGregor 26S and seemed somewhat satisfied but was told by many sources that the Catalina 250 was a better boat. This was probably a subjective evaluation but now I am second guessing whether I should purchase a Catalina. For the money, is the Catalina 250 better value then the MAC 26s.

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Catalina 25 Wing keel

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• Last update: 25th March 2020

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Catalina 25's main dimensions, catalina 25's rig and sails, catalina 25's performances, catalina 25's auxiliary engine, catalina 25's accommodations and layout.

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The advice given on this site is based upon individual or quoted experience, yours may differ. The Officers, Staff and members of this site only provide information based upon the concept that anyone utilizing this information does so at their own risk and holds harmless all contributors to this site. | | | | | | USA 5297 Posts     5866 boats built. Mine is 5032, perhaps they started numbering with 1001? Or numbered them in batches with discontinuous sequencing? USA 5880 Posts     Perhaps Catalina Yachts has published the number, or maybe Sailboatdata? Here�s what you get up there 5866 boats built. Mine is 5032, perhaps they started numbering with 1001? Or numbered them in batches with discontinuous sequencing? They started with hull #1, "Confetti," which is still in beautiful condition. USA 3319 Posts USA 835 Posts USA 4007 Posts USA 3398 Posts USA 1756 Posts     The Largo Fl plant opened in June of 1984 and sets of 22, 25 and 30 molds were sent here and the 25 was built at both plants thru 1994 when the 250 succeeded the 25 between 1994 -1995. As I recall, there were close to 6,500 C-25�s built over that span." For some period prior to 1984, C25s were being built not only at Woodland Hills, CA, but also at a Catalina plant at Ft. Walton Beach, FL. My 1981 C25 was built at Ft. Walton Beach. I took delivery of it from a dealer in Destin, Fl, who accepted my personal, out-of-state check for the full purchase price. My, how times have changed! USA 4291 Posts     FWIW -- "Sailboatdata.com" lists the number to be 5866. I agree, Catalina Yachts should have the most accurate numbers. More interesting is if the hull numbers ever differentiated where the boat was built after the 1984 addition of Morgan's Florida location. My boat is an '89 and is 5862. I believe I remember someone on this forum had a '91 and was in the 5900's or 6000's. Good chance I'm not remembering things correctly. :) BTW... I'm getting an Internal Server Error when I click on the photos or Boat Search links. Djibouti 9040 Posts     , USCG "sixpack" (expired), Now on Eastern 27 $+!nkp*+ USA 97 Posts     , and aircraft.     Dave, Your memory of that past discussion regarding production of Cat25s during the last years� it was produced helps explain what happened back then! Perhaps... But I've occasionally been accused of saying more than I know. , USCG "sixpack" (expired), Now on Eastern 27 $+!nkp*+ Australia 129 Posts Notice: The advice given on this site is based upon individual or quoted experience, yours may differ. The Officers, Staff and members of this site only provide information based upon the concept that anyone utilizing this information does so at their own risk and holds harmless all contributors to this site. CATALINA 25 Detailed Review If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of CATALINA 25. Built by Catalina Yachts and designed by Frank W. Butler, the boat was first built in 1978. It has a hull type of Fin w/transom hung rudder and LOA is 7.62. Its sail area/displacement ratio 15.78. Its auxiliary power tank, manufactured by undefined, runs on undefined. CATALINA 25 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about CATALINA 25 and decide if it is a fit for your boating needs. Boat Information Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the catalina 25. CATALINA 25 was designed by Frank W. Butler. Who builds CATALINA 25? CATALINA 25 is built by Catalina Yachts. When was CATALINA 25 first built? CATALINA 25 was first built in 1978. How long is CATALINA 25? CATALINA 25 is 6.76 m in length. What is mast height on CATALINA 25? CATALINA 25 has a mast height of 7.52 m. Member Boats at HarborMoor 204 COMMENTS CATALINA 25 The most popular sailboat (in this size range) ever built in the US. Dimensions shown here are for the standard rig (pre-1988). A swing keel version was also available: draft (max.) 5.0' (min.) 2.66'; ballast 1,500lbs; displacement 4,150 lbs. Catalina 25 The technical storage or access is strictly necessary for the legitimate purpose of enabling the use of a specific service explicitly requested by the subscriber or user, or for the sole purpose of carrying out the transmission of a communication over an electronic communications network. CAPRI 25 (CATALINA) LENGTH: Traditionally, LOA (length over all) equaled hull length. Today, many builders use LOA to include rail overhangs, bowsprits, etc. and LOD (length on deck) for hull length. That said, LOA may still mean LOD if the builder is being honest and using accepted industry standards developed by groups like the ABYC (American Boat and Yacht Council). Catalina 25 Catalina 25 is a 25′ 0″ / 7.6 m monohull sailboat designed by Frank V. Butler and built by Catalina Yachts between 1978 and 1994. Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts. The Catalina 25 Under power, the Catalina 25 will make about 5- 1/2 knots with a 6-hp. outboard, and you can coax an extra 1/2 to 3/4 knot or so out of the boat with an 8- hp. or 9.9-hp. engine. (Theoretical maximum hull speed in ideal conditions is around 6.3 knots.) Catalina 25 Review The Catalina 25 is a good racer/cruiser for inland and coastal waters available on the used market at very affordable prices. This sailboat benefits from a large user base, active owner's forum, and easy availability of spare parts. Designed by Frank Butler of Catalina Yachts in Hollywood, CA, over 6,000 Catalina 25s were built from 1976 ... Catalina 25 The Catalina 25 is a 25.0ft masthead sloop designed by Frank Butler and built in fiberglass by Catalina Yachts between 1978 and 1994. ... The data on this page has been derived from different sources but a significant part is attributed to sailboatdata.com. We thank them for their encouragements and friendly collaboration. CATALINA 25 Blue Water Surf Value Rank (BWSVR) 5518. Capsize Comfort Value Rank (CCVR) Catalina 25 Catalina 25 with jib roller furled.. The Catalina 25 is a small recreational keelboat built predominantly of fiberglass with wood for structural support and trim. It has a masthead sloop rig, a transom-hung rudder, and a fixed fin keel, fixed winged keel, or swing keel. [3] [4]The fin keel model has a displacement of 4,550 lb (2,064 kg) and carries 1,900 lb (862 kg) of ballast. Catalina 25 boats for sale Find Catalina 25 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Catalina boats to choose from. Catalina 25 Tall rig The Catalina 25 is a 25' (7.62m) cruising sailboat designed by Frank Butler (United States). She was built between 1978 and 1994 by Catalina Yachts (United States) with 5866 hulls completed. The Tall rig version displays a taller mast and larger sail area. The Catalina 25 is as well listed, on Boat-Specs.com, in Fin keel, Wing keel and Swing keel version (see all the versions compared). Catalina 25 Swing keel The Catalina 25 is a 25' (7.62m) cruising sailboat designed by Frank Butler (United States). She was built between 1978 and 1994 by Catalina Yachts (United States) with 5866 hulls completed. The Swing keel version adopts an appendage configuration without compromise between draft and performance. The only drawbacks are the space taken inside and the price of the system... Catalina 25 Sailboat values and recent boats for sale The Catalina 25 is a small recreational keelboat built predominantly of fiberglass with wood for structural support and trim. It has a masthead sloop rig, a transom-hung rudder, and a fixed fin keel, fixed winged keel, or swing keel. The fin keel model has a displacement of 4,550 lb (2,064 kg) and carries 1,900 lb (862 kg) of ballast. Catalina 25 sailboats for sale by owner. 25' Catalina 25' Rocky Fork Lake East Shore Marina, Ohio Asking $7,500. 39' Beneteau Oceanis 38.1 Portsmouth, Rhode Island Asking $256,000. 24' Pacific Seacraft Dana 24 Erie, Pennsylvania Asking $45,000. 34' O'Day 34 Milwaukee, Wisconsin Asking $15,000. 33' Crowther buccaneer for free New Paltz, New York Catalina 250 Catalina 250 Specs. The Catalina 250 is one of a group of relatively lightweight, shallow-draft trailerable cruising boats that appeared in the mid-1990s, utilizing water ballast to provide stability. These boats—notably the C-250, the Hunter 26, and the MacGregor 26—all are of very modern design, are relatively inexpensive, and feature ... Catalina 25 Wing keel The Catalina 25 is a 25' (7.62m) cruising sailboat designed by Frank Butler (United States). She was built between 1978 and 1994 by Catalina Yachts (United States) with 5866 hulls completed. The Wing keel version is offered with a short keel fitted with large winglets. This configuration provides an interesting draft / low center of gravity / upwind performance trade-off. Catalina Yachts Founded by Frank Butler. In sheer numbers sold, Catalina Yachts is certainly the most successful builder of sailboats ever in the US, and possibly the world. Time line extract from the company's website: July 1969-Catalina's first model, the Catalina 22, is built in North Hollywood, CA. Company owner Frank Butler hopes to build 100 boats if all goes well. March 1970-Catalina's second ... Catalina This web site is made possible by Catalina 25, Catalina 250, and Capri 25 sailboat owners who have joined this International Association. In order for us to continue our efforts to organize and promote ownership of these fine vessels, we need the support of all the non-members who use this web site regularly. Current membership is only $22.00 a ... Association Forum In prior years, the average was 718 per year. I'm guessing that the actual number of boats built per year was more based on demand and back-orders. According to sailboat data, the C25 was THE most popular production sailboat ever of this size. Of course, the most popular s production sailboat of ANY size remains the Catalina 22. CATALINA 250 LENGTH: Traditionally, LOA (length over all) equaled hull length. Today, many builders use LOA to include rail overhangs, bowsprits, etc. and LOD (length on deck) for hull length. That said, LOA may still mean LOD if the builder is being honest and using accepted industry standards developed by groups like the ABYC (American Boat and Yacht Council). CATALINA 25: Reviews, Specifications, Built, Engine Built by Catalina Yachts and designed by Frank W. Butler, the boat was first built in 1978. It has a hull type of Fin w/transom hung rudder and LOA is 7.62. Its sail area/displacement ratio 15.78. Its auxiliary power tank, manufactured by undefined, runs on undefined. CATALINA 25 has retained its value as a result of superior building, a solid ... catalina 25 Archives The technical storage or access is strictly necessary for the legitimate purpose of enabling the use of a specific service explicitly requested by the subscriber or user, or for the sole purpose of carrying out the transmission of a communication over an electronic communications network. Catalina 25 Swing Keel Operation Hi Friends, we just bought a 1980 Catalina 25 with a swing keel easy to crank up but I don't see a release to drop keel. Maybe you raise and it drops after reaching top, but I did not want to experiment and can't find online or in PDF manual. Help much appreciated. John catamaran gulet powerboat riverboat sailboat trimaran yacht