– Feels much larger than it is
– Freedom to move below deck
The best trailer sailor for your adventures will depend on many factors. Like any boat, whatever you decide on will be a compromise – boats always are. But there are plenty of choices out there, no matter what size your tow vehicle is and no matter what sailing adventures you have in mind.
Even large yachts are routinely transported by towing across land, so the question is more of how big a sailboat can you tow? Your tow vehicle will be the limiting factor. The upper limit for most large SUVs and trucks is usually a sailboat around 26 feet long.
Sailboats are generally very heavily built, with ballast and lead keels. Sailboats specifically made to be trailer sailers are lighter. They may use drainable water ballast tanks instead of fixed ballast and have fewer fixtures and amenities.
To find the best trailer sailer, you need to balance the total tow weight, the ease of rig setup at the boat ramp, and the boat’s draft. Shallow draft boats with centerboards are the easiest to launch and retrieve.
No. The Hunter 27 is a one of those fixed-keel larger boats built from 1974 to 1984. The boat’s displacement is 7,000 pounds, not including trailer and gear. That alone makes it too heavy to tow by all but the beefiest diesel trucks.
Furthermore, the fixed keels had drafts between 3.25 and 5 feet, all of which are too much for most boat ramps. In short, the standard Hunter Marine 27 is too big to tow for most people.
On the other hand, Hunter has made several good trailer sailers over the years. For example, the Hunter 240 and 260 were explicitly designed for trailering. They have drainable water ballast and shallow keel/centerboard drafts less than two feet.
Yes, the Catalina 22 is easily trailerable and makes a wonderful weekend sailboat. In fact, there were over 15,000 Catalina 22s made and sold over the years.
The boat’s displacement is 2,250 pounds, which means your total tow weight with trailer and gear will be under 3,000 pounds. This is within the capabilities of most mid to full-size SUVs and light trucks. Be sure to check your vehicle’s towing capacity, of course.
The centerboard on the Catalina 22 is another factor in its easy towing. With the board up, the boat draws only two feet. This makes it easy to float off the trailer at nearly any boat ramp. You should avoid fixed keel versions of the 22 for towing unless you have access to extra deep ramps.
Matt has been boating around Florida for over 25 years in everything from small powerboats to large cruising catamarans. He currently lives aboard a 38-foot Cabo Rico sailboat with his wife Lucy and adventure dog Chelsea. Together, they cruise between winters in The Bahamas and summers in the Chesapeake Bay.
Can someone tell me why no other manufacturer makes pop tops? Those who have them, love them. Makes sense for head space with a trailerable boat too. Catalina stopped making them decades ago, yet people still swear by them. So, why isn’t there any newer models?
MacGregor put pop tops on many of its trailerables
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Dragonfly trimarans for sale.
Dragonfly 25.
Dragonfly 28.
Dragonfly 32.
Dragonfly 40, dragonfly trimarans for sale in the us.
Dragonfly Trimarans are built in Denmark to extremely high standards by Quorning Boats. The current Dragonfly range extends from the trailerable 25 and 28 footers, up to the larger 32 and 40 foot models. All Dragonfly Trimarans employ their hallmark “swing wing” system for retracting the floats for docking or in the case of the 25 and 28 for easy trailering. One feature of this system is that the floats remain in the vertical orientation, which is an advantage when keeping the boat in a slip because it eliminates the issue of fouling of the outside surfaces of the floats. Another hallmark of Dragonfly trimarans is their attention to detail in the interior design and finish, creating a beautiful comfortable place to spend time inside the boat. If you are looking for a Dragonfly Trimaran for sale, Windcraft Multihulls is a US dealer located in the Southeastern United States. Contact us for more information.
Click here to read more about why you should buy a Dragonfly Trimaran.
On August 30 Dragonfly announced to the public a brand new trimaran model, the Dragonfly 36. With a design [...]
You are invited to experience the Dragonfly 40 Ultimate at the Newport International Boat Show September 12-15. Carsten Steenberg [...]
We have several locations around the country where you can try out a Dragonfly trimaran. Please call or email us [...]
Corsair 760 video
DRAGONFLY 28 – FAMILY CRUISER & RACER
Dragonfly 28 is the ultimate trailerable trimaran. jens quorning calls it the ‘swiss army knife’ of his range; compact, versatile and multifunctional. as a result it is our most popular model, with almost 250 built..
DF 28 is available in Touring and Performance versions, but the accommodation is the same in both. However Performance has a taller carbon rig and more powerful floats, which offer a more dynamic sailing experience. As a result, each boat is optimised to its owner’s wishes.
Dragonfly 28 trimaran is for the modern sailor, who demands multiple roles from his boat. It’s as happy gliding up to your favourite beach for a family picnic as it is exhilarating on the race course. Separate cabins, a generous galley and an enclosed heads with marine WC all ensure your family are comfortable and have privacy when cruising.
The Swing Wing system allows it to fold quickly to access a single marina berth or the road trailer. This is operated from the cockpit in less than 1 minute per side, and without any tools. The kick-up centreboard and rudder allow Dragonfly 28 to float in knee-deep water, for easy access to your favourite beach. In addition, huge lockers in the floats accommodate extra sails, inflatable paddle boards, folding bikes etc.
“It’s the most exhilarating sailing I’ve done since a ride on an Extreme 40 cat last year – and I enjoyed it as much”
“The fastest touring boat in the World under 30ft”
“For the life of me, I cannot understand why multihulls aren’t more popular in the UK. Here is a 28ft yacht that charges around at 15 knots without any effort. She is as close-winded as a monohull, she doesn’t heel more than 15 degrees and has bags of stowage”
“DF 28 was as good as I had hoped, beautifully designed and sailed very well. I am glad that I chose the Touring version, which is right for the solo-sailing I want to do”
“Even with the log reading speeds in the mid-teens, I didn’t need my oilskin trousers”
“ During our test sail we topped 18.7 knots without even trying – this is a seriously quick cruiser-racer”
Technical spec.
PERFORMANCE | |
---|---|
8.75 m | 8.75 m |
9.99 m | 10.30 m |
6.50 m | 6.50 m |
2.54 m | 2.54 m |
0.40 m | 0.40 m |
1.70 m | 1.70 m |
2,100 kg | 2,180 kg |
750 kg | 750 kg |
90 L | 90 L |
60 L | 60 L |
15 hp | 15 hp |
12.1 m alloy | 13.6 m carbon |
37m2 | 43 m2 |
18.5 m2 | 21.5 m2 |
37m2 | 45 m2 |
60 m2 | 83 m2 |
1.60 m | 1.90 m |
3,500 kg | 3,500 kg |
5 | 5 |
7 | 7 |
Yes | Yes |
DOWNLOAD TECHNICAL SPEC FOR THE DF28
DRAGONFLY 28 PDF Brochure
European Yacht of The Year Nominated – 2009/2010
YACHTING MONTHLY Read the article
YACHTING WORLD Read the article
For enquires please call 01243 370707
Or email us via our Contact Form
Tel: 01243 370707 Email: [email protected]
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Solo sail, family fun or race with mates.
The Corsair 760 offers a incredibly versatile platform that can be folded away and transported by trailer to your favourite destination, but unfolds to provide space, speed and stability when sailing. Optimised for short handed sailing, it’s ideal for a solo adventure to a remote location, or a great way to teach the kids how to sail while having fun…but when racing season starts, you will be always at the front of the fleet with incredibly efficient apparent wind performance only a trimaran can offer.
The Corsair 760 folds up to standard trailer width and with a total weight under 2 tonnes with a double axle trailer, it can be towed by most regular 4WD vehicles and stored in a cost effective manner. The mast raising system makes it easy to raise and lower the rig and launch the boat using just the winch from the trailer.
Sufficient cabin space will comfortably accommodate a family or a group of friends. While LED mood lighting and white interior create an image of larger space contrasted by the colour cushions. The centre table is supported by the daggerboard case and can be lowered to create a double bed in the salon or can be simply stowed away. The forward section in front of the daggerboard case is occupied by a double berth. A deck hatch provides natural light and airflow through the interior.
FROM JUST $1,500 PER MONTH (WITH 30% DEPOSIT)*
Take advantage of affordable finance packages with loans available from just $1,500 per month based over a 7 year period based on a 30% deposit. Other options are also available. *Conditions apply.
Introducing Corsair Marine’s newest pocket cruiser, the Corsair 760. This new trailerable trimaran is destined to bring trailer sailing to the next level. Originating from the ever-popular 24 and 750 range this new model has received a radical redesign by our French partners at Perus Yacht Design. The Corsair 760 offers sailors more comfort, performance and safety than our previous 24ft trimaran range. This has been achieved by cleverly designing high volume and wave-piercing floats. Because of this offers additional buoyancy and significantly increasing the vessels righting moments and safety margins. The 760 offers a comfortable cruising interior with compact galley and pop top. This compact cruising trimaran has been designed to comfortably sleep couples for weekend getaways. Or with the addition of an optional collapsible dining table will sleep up to 4. The 760 a performance cruiser the whole family can enjoy.
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1300 852 620
Multihull Central - Sydney Multihull Central Marina 20 Chapman Road Annandale, NSW 2038
02 9810 5014
Multihull Central - Gold Coast The Boat Works North Yard | 199 Beattie Rd Coomera, QLD 4209
07 3393 5550
Multihull Central - New Zealand Unit 25/25 Baffin Street Marina Building, Port Opua-Bay of Islands, New Zealand
+64 274 542 242
Astus 20.5: Fast, fun and affordable trailable trimaran
For fast yet undemanding sailing, easy trailing and simple camper-cruising, the Astus 20.5 trimaran is likely to find wide appeal says David Harding
The Astus 20.5 is taut and responsive to sail. Credit: David Harding
Price as reviewed:.
Boats that are small and light enough to keep in your driveway and trail to where you want to sail make a lot of sense.
One drawback, however, is that they tend to be slower than bigger boats – especially if they’re of a size and weight that allows them to be easily managed short-hand, both afloat and ashore.
If you want to sail from Poole to Weymouth for the weekend in a 20ft trailer-sailer, for example, it might take a while.
This is where speedy trailable trimarans like the Astus 20.5 come in.
When I sailed its predecessor, the 20.2, about 10 years ago, we regularly hit 15 knots on a reach without breaking sweat and maintained an easy 6.5 knots upwind.
This 20 footer can match 50 footers for speed. Credit: David Harding
You can cover a lot of ground at those sorts of speeds.
I first met the Astus 20.5 at the Düsseldorf Boat Show in 2019. Since it’s a newer boat and designed by no less a design team than VPLP, I had high hopes that it would offer even more than the 20.2.
Quite apart from the sailing potential, the trailing is as simple as can be with a boat like this.
If you choose the resin-infused hull, the Astus 20.5 weighs under 500kg (1,100lb), or just over 500kg with the standard solid laminate.
The lighter weight means you can use an unbraked trailer , saving money, maintenance and yet more weight, so you can trail it behind a normal hatchback vehicle.
Getting somewhere fast under sail is one thing. Having somewhere to sleep when you arrive is another.
The Astus 20.5 is simple to sail for two people. Credit: David Harding
Though its cabin is smaller than on a monohull of similar size, the Astus provides seating, stowage and space for a companionable couple to be able to stretch out.
Then of course you have the trampolines each side on which you can rig a tent for more sleeping space.
The opportunity for a sail on the Astus 20.5 finally came when Hein Kuiper of Boats On Wheels brought his first demonstrator to the UK.
In fact we went out twice – first for a photo session in Poole on a brisk winter’s day and then a few months later in Chichester Harbour.
Since the boat arrived in Poole on its trailer, I was able to see how it went together.
Pulling out the hulls is pretty straightforward: their aluminium beams slide in and out of the fixed beams on the main hull. You can do that ashore or afloat.
There’s nothing complicated about raising the rig, either, and it can all be done singlehanded .
The whole process, from arriving with the trailer to sliding the boat into the water, took Hein a couple of hours or so the first time or two (comparable with a monohull of similar size, he reckons) but would undoubtedly get quicker with practice.
Continues below…
Not even Alex Thompson aboard his Hugo Boss rocket ship can sail to windward at 60 miles an hour. As…
Producing a boat that planes under power and sails like a thoroughbred has been an elusive quest for decades. Has…
Whether you choose the standard or the Sport version, the mast is the same height.
The difference is that the latter comes with a square-top mainsail to give appreciably more sail area.
If you want to save as much weight as possible and make raising and lowering the mast easier, you can have it in carbon. A wing mast is another option.
The rig and hardware don’t appear to be modified in any way as a concession to the boat’s trailer-sailer nature.
Here and there, the odd ready-made loop or strop would save fiddling around with bits of line.
It is basic down below but there’s seating and sleeping space for two people. Credit: David Harding
All that is forgotten as soon as you’re under way.
On our second outing, once the electric outboard had pushed us out of Northney Marina – where the boat proved to be surprisingly manoeuvrable with the centreplate fully down – we headed off on a beam reach at 12.5 knots in 12-15 knots of wind.
In most boats, 12.5 knots would be going some. In this 20-footer, it felt perfectly relaxed.
Over the course of the following couple of hours we covered every point of sail including, of course, reaching under spinnaker.
With the gusts rarely exceeding 16 knots in the flat water of the harbour, we didn’t quite manage to break 15 knots.
It wasn’t a bad speed-to-effort ratio nonetheless.
The boat felt rock solid the whole time, and I knew from the photo session in Poole that she could carry the kite on a beam reach in appreciably more wind than we had in Chichester.
It is easy to reduce the beam of the Astus 20.5 for marina berthing. Credit: David Harding
It’s hard to imagine that 20 knots wouldn’t be perfectly achievable.
Upwind we maintained between 7 and 8.5 knots most of the time.
As you would expect, you need to keep the bow down a little to maintain full power.
You also need the purchase of the 6:1 mainsheet to maintain sufficient tension in the upper leech. It makes a big difference.
You won’t need more than two people to go out and have fun on the Astus 20.5. Credit: David Harding
Tacking was pretty positive provided we had adequate boatspeed going into the tack, and leeway appeared minimal.
All told the Astus 20.5 was great fun to sail and easy to manage two-handed.
There was little for a third person to do except enjoy the ride or contribute to the righting moment by joining the helmsman on the windward trampoline.
If you were racing, you could use a longer tiller extension and fit toe-straps to maximise the advantage.
Beating our way back up the harbour, we demonstrated the windward ability of the Astus 20.5 by sailing straight past a 15m (49ft) monohull.
David Harding has been testing boats for decades and is also a sailing photographer
Above decks the Astus offers a vast amount of sitting and lounging space thanks to the trampolines.
Down below, the hull’s narrow beam makes things cosy but you still find a seat either side, space for a chemical toilet under the aft end of the berth and a fair amount of stowage beneath and to either side of the companionway.
The centreboard is offset to port to leave the middle of the boat clear.
The finish is simple and uncomplicated, largely to save weight. There would be plenty of scope to fit a slide-out galley and devise lightweight stowage solutions to make better use of the space.
More than anything else, this boat is tremendous fun.
She feels taut and responsive to sail. I found that it took an hour or so to begin to find her sweet spots, but after that she just makes you want to sail her.
She inspires confidence and is easy to handle, too. In most conditions you could manage perfectly well single-handed and for cruising you won’t need more than two.
The Astus 20.5 has less accommodation than a monohull of similar size
Then there’s the speed. No matter whether or not you’re in a hurry to get anywhere, it’s easier to slow down in a fast boat than to speed up in a slow one.
Speed is fun in itself, and it’s hard not to enjoy sailing straight past a monohull more than twice your length.
Niggles are relatively few.
I thought the rudder blade could do with a touch more balance and I wasn’t sure that the fixed end of the 2:1 jib sheet was quite far enough aft on deck.
Other than that, it all works.
Hardware is mostly from Harken and the spars are by Sélden, so there’s no skimping in these departments.
The Astus 20.5 will attract attention. Several people stopped for a chat and to admire her back in Northney having seen her on the water.
If you’re a dinghy sailor moving up but not ready to slow down, this is a good choice.
Just as much interest is coming from big-boat sailors moving down or wanting a second, smaller boat that still has a good cruising range. Few boats of this size go so fast with so little effort.
The Astus 20.5 is ideal for exploring harbours, estuaries and rivers
As for the inevitable monohull-versus-multihull debate, there are trailable, family-friendly boats of this size with one hull that sail very nicely.
I have clocked over 12 knots in one or two, but only under spinnaker, with good sailors on board and not for sustained periods.
As long as you’re prepared to accept that sailing regularly at double-figure speeds means sacrificing some interior volume, the Astus could suit you perfectly. And for exploring harbours and estuaries, camper-cruising and nudging into the beach, it’s absolutely ideal.
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Dragonfly 28
Great fun and easy handling - accommodating 5 people. The Dragonfly 28 is for the modern sailor, who requires multiple possibilities from his vessel. This boat is all about possibilities, fun - and above all, excellent sailing abilities. The Dragonfly 28 comes in two versions - the Touring version represents the trailerable family cruiser, whereas the Performance version is the trailable In- and Offshore Racer with a wavepiercing float design that calls for the ultimate performance.
The Dragonfly 28 sets the standards for leisure and flexibility on the water and on wheels. The Dragonfly 28 has been a lifelong dream of Jens Quorning, who designed and developed this complex boat with his co-designer Steen Olsen. The development took almost 2 years and is the ultimate combination of design and function.
The Dragonfly 28 is a foldable and trailerable 28 ft trimaran, that provides you with all the benefits and features from a trimaran on the water - allowing speeds up to 22+ knots, shallow draft and high comfort while sailing, as the boat is barely heeling.
Below deck, the boat is quite spacious and with a lot of well thought solutions, that provides volume and makes the boat very functional. The companionway ladder can be positioned in the middle for easy access from the cockpit, you can slide it to port or starboard for better access in the galley, or it can be raised to give you access to the large double berth in the aft cabin. Forward there is access to a double V-berth and the main cabin offers an easily set-up foldable berth - offering accommodation for five adults in total. All berths are full size comfortable berths of each 2 m+ long.
The Dragonfly 28 has a standing headroom of 1.85 m in the main cabin as well as a generous galley space on each side. The spacious dinette offers a nice view outside, like on a deck saloon yacht.
Stowage space is of course limited in a boat of this size, but ideal to avoid overloading. On the other hand, light, bulky objects like fenders, empty jerrycans or similar can be stowed away in the floats, each of which has an access hatch.
The Dragonfly 28 appeals to both family sailing and racing - just hit the cruising speed that makes you all smile. Compared to monohulls, a trimaran is so much more comfortable to sail. Further, you have a much longer range on the water, or you get to your destination in a shorter time.
With a draft of 45 cm only, you can anchor into any bay, jump into knee-deep water, sail the boat up on a sandy beach or even let it fall dry. You can ask your kids for their approval - they will love it! The big double trampolines offer extra deck space, and they are the perfect spot for sunbathing and sundowners.
On the trailer you can average 45 knots - launch and rig the boat yourself with a set-up time of 40 minutes. This boat offers you independence. You can launch and rig the boat without paying for lifts and you can cruise for a weekend, a week or even a season wherever you like, delivering and collecting the boat by road.
The boat is easy to sail even single handed - all in all a multifunctional multihull and an ultimate versatile performer.
Reviews, articles & awards.
Voile Magazine test sailing the Dragonfly 28
Yacthing World - October 2009
Feeling a bit jaded with sailing? Tired of visiting the same old places?
Yachting Montly - July 2010
Text and photos: Chris Beeson
Yachts & Yachting - April 2010
Text and photos: Jeremy Evans
Multihulls World - January 2010
Text and photos: Gilles Ruffet
Die Yacht - 14/2009
Text and photos: Fridtjof Gunkel
(Test in German)
Yacht Revue - 11/2009
Bådmagasinet Sejl - June 2009
Text: Øyvind Bordal / Photos: Per Heegaaard
(Test in Danish)
Bådnyt - June 2009
Text: Morten Brandt & Henrik Hansen /Photos: Henrik Hansen
Practical Boatowner - August 2009
Text and photos: David Harding
Båtnytt - January 2013
Text and photos: Lars Guditz
(Test in Swedish)
Segling - August 2012
Text and photos: Emma Hammenstig
Navigator - 2015
Text: Lauri Kurvit - Photos: Nele Tasane
(Test in Estonian)
Navtika - October 2015
Text and photos: Julijan Visnjevec
(Test in Slovene)
Waterkampion - March 2014
Text and photos: Bertel Kolthof
(Test in Dutch)
TM - July 2016
Text and photos: Tönu Ojala
Die Yacht - November 2018
Text and photos: Martin-Sebastian Kreplin
Biggest Slovenian nautical magazin Val navtika awarded our Dragonfly 28 Sport as a Boat of the Year 2016, winner in the multihull category.
Biggest Polish sailing magazine Zagle awarded our Dragonfly 28 Sport as Yacht of the Year 2018, winner in the category special sailing yachts.
Dragonfly 28 Touring, Sport, and Performance
To inform and illustrate recommended service, maintenance, and refitting on an older Dragonfly, we have drawn this general information sheet. Rough elements, like strong winds and wave conditions, strong saltwater and UV do have some impact on the boat after a long sailing life.
We strongly recommend servicing and changing vital parts on your boat according to our recommendations. This information overrules any other former information you may have, as the following is based on updated knowledge.
Dragonfly 28 Touring and Sport (built since 2009)
The above listing of exchange intervals is the recommendations from the Dragonfly yard, and it is not an extension of the 2-year warranty committed from when the boat was new.
From January 2024 we engrave all terminals on structural wiring such as waterstays, side stays and diamond cables, to make it easier for you as a customer to follow the above recommended exchange intervals.
Visual check of all cables is still required when changing the rigging. When trailering the boat, we strongly recommend focusing on side stay cables, as these easily bend when stepping the mast. Bended side stay cables near the terminal may cause the side stay cable to break.
On all Dragonfly’s, please regularly check the forestay cable in the top by the terminal. When furling, the spinnaker halyard may block the forestay, which can cause failure of the forestay.
On all Dragonfly’s, we recommend re-stitching (sewing) along the seams of the trampolines every 6-7 years (in climates with strong UV, every 5 years). Normally, our clients change their trampolines after 10-12 years use.
The white 5 mm Teflon pad rings on the float deck need to be changed every 13-15 years – this is neither critical nor structural. For easy change of these pads/rings, you just bolt off the floats from the wings.
Over the years, Quorning Boats has used the riggings links, so-called Quick-Links, in the Dragonfly production. When replacing these, it is of utmost importance to purchase links of same high quality or similar products carrying same strength (working load). Many products look the same, but do not carry the same strength.
The above picture shows a Quick link from Peguet that is used on all Dragonfly’s.
Caution for all painted surfaces on the boat and mast
Painted surfaces may not be covered with Plastic or other non-breathable materials, as water and condensation cannot be lead away from the painted surfaces, and these are not able to dry.
When water is stuck between the Paint and a non-breathable or non-ventilated material, blisters can occur between the paint and the gelcoat or the carbon sections of the mast.
Due to these circumstances, the permanent use of Ex. Matt-Fenders cannot be recommended, as water and Condensation can also get stuck between these and the hull, and lead to blisters in the Paint.
Quorning Boats cannot be held responsible for Blisters in the paint occurred due covering the painted surfaces with non-breathable materials.
Original parts can be ordered at Quorning Boats at [email protected]
Common spare parts can be shipped within two weeks, whereas special parts and/or custom-made parts usually are served within 6-8 weeks.
Parts ordered at Quorning Boats Denmark, will be produced in originally designed materials. Should you choose to order from other suppliers, please check that the same kind of materials are used – especially on the waterstays and other rigging parts, where stronger Dyeform cables are needed.
Please click here to see the Owner’s Manuals of the Dragonfly 28
Length sailing | 9.00 m | 9.00 m |
Length folded | 9.99 m | 10.40 m |
Beam sailing | 6.50 m | 6.50 m |
Beam folded | 2.54 m | 2.54 m |
Draft, board up | 0.40 m | 0.40 m |
Draft, board down | 1.70 m | 1.70 m |
Weight of standard boat, sails and engine | 2,100 kgs | 2,180 kgs |
Payload max., incl. crew | 750 kgs | 750 kgs |
Water tank | 90 l | 90 l |
Holding tank (optional) | 60 l | 60 l |
Engine, outboard | 15 Hp | 15 Hp |
Mast section total, excl. antennas | 12.10 m | 13.60 m |
Mainsail | 37 m | 43 m |
Jib furling | 18.5 m | 21.5 m |
Code 0 furling | 37 m | 45 m |
Asymmetric spinnaker | 60 m | 83 m |
Bowsprit length | 1.60 m | 1.90 m |
Trailer weight, steel | 3,500 kgs | 3,500 kgs |
Max. No of persons, CE-Category B | 5 | 5 |
Max. No of persons, CE-Category C | 7 | 7 |
Unsinkable | Yes | Yes |
Check out the other dragonflys.
Dragonfly 25
Dragonfly 32
Dragonfly 40
Dragonfly newsletter.
Find your local dealer
Skærbækvej 101 7000 Fredericia Denmark
+45 7556 2626
VAT No DK 18 88 83 78
Dragonfly 36
Since 1985 the Corsair 31 has been a familiar trimaran on the racing and cruising scene. At yards in Australia and California, 303 of that model were built, with subtle design tweaks over the years. This year, the Corsair Cruze 970 replaces the 31 — and it’s all for the better.
Longer amas, as well as bows that are more plumb and hull forms with less rocker, add 20 percent more buoyancy to this boat, while retaining similar beam dimensions. The result is a more stable platform. The keel and rudder for the original 31 had been optimized for boat speeds between 3 and 10 knots. Incorporating the lessons from those 300 boats, today’s 970 features much thinner, higher-aspect-ratio foils that are optimized for speeds in the teens and higher. (A note to those who haven’t sailed Corsairs before: Those boat speeds are real. Try it!)
Living spaces, both inside and out, are improved in the 970. Boat of the Year judge Mark Schrader was a dealer for Corsair years ago and raced the boats many miles. “They’ve added two very comfortable park benches in the cockpit,” he said of the 970. On the 31, he said, “there wasn’t really any place for more than four people to sit, stand or do anything without hugging each other.” The 31 was offered with either an aft cabin or an aft cockpit arrangement; the 970 deftly manages to make space for both, while also adding headroom in the cabin. Using careful building techniques, including vacuum bagging, Corsair has added more furniture in the cabin yet kept the weight the same.
As with other Corsairs, the amas of the 970 can be folded inboard for trailering. The well-refined mechanisms for doing so are the same as in the previous versions.
We sailed the 970 in light air. With the screacher up in 8 to 10 knots of breeze, we posted 6.6 knots just above 60 degrees apparent, then cracked off and made 7.6 knots. Steve Marsh, a Florida-based Corsair dealer, said you can sail 15 degrees closer to the wind with the blade jib. Propulsion on the boat we sailed is a Yamaha 9.9-horsepower outboard on the transom, with a steering arm affixed to the 970’s tiller and remote engine controls in the cockpit. The 970 offers no inboard option.
Several years ago Australia-based Seawind Yachts purchased the Corsair brand. These days both lines are built at a single factory in Vietnam. The construction quality is quite good — better than the California-built 31s, observed Schrader. The company offers a five-year warranty on the structure, as well as manufacturers’ warranties on installed hardware.
Schrader summed up the pleasures of this boat: “You can park it on the beach. You can run around on the trampolines. You can get into a foot and a half of water. It’s your platform to go park in some little lagoon somewhere.”
And yet, all that idyllic parking doesn’t account for even half the fun. Because in getting there, you’ll learn what boat speeds of 20-plus knots feel like.
Click here to see more images of the Corsair Cruze 970.
Tim Murphy, a CW editor at large and a 2014 Boat of the Year judge, is the co-author of Fundamentals of Marine Service Technology (ABYC, 2012).
Farrier International
a Division of Daedalus
The F-22 is a new design that has been developed in New Zealand by Farrier Marine (NZ) Ltd. The production F-22 is now available and is being built in the United States.
2017 production f-22 specifications and options.
The F-22 was initially available in plan form for those who wished to build their own, but the production version is now readily available, so plans have been withdrawn from sale in order to concentrate on ramping up production.
Folding trimarans are more complex craft and difficult to build at low cost, particularly when combined with the desired low weight. Some trailerable multihulls are available for much less, but can often be no more than two or three very narrow fiberglass hulls, with little or no room, all tied together with a couple of basic aluminum or fiberglass beams.
Value is hard to find with many such boats, and the quality or configuration frequently does not justify the expense to buy, or the time required to build. In some cases it is surprising that they can cost so much when one gets so little. The F-22™ is intended to solve this problem, as a brand new entry level design, and intended to be a light weight, roomy, low cost trailerable trimaran, which is available as a full production sail-away boat.
The F-22 comes in two basic models, the full cabin cruising version as per current production version, with a standard rig, or taller racing rig.
Overall, the main design object was to achieve just the right balance between room, performance, and safety. Like all Farrier designs, the F-22 is a true and practical cruiser, but one that also happens to perform very well. The other main requirement was to keep both cost and building time low, and, to help achieve this, many aspects of the F-22 from design and building to marketing are being done quite differently.
General Background
The F-22 is intended to be a modernized version of the Farrier Trailertri 680/720, which pioneered the folding trimaran concept back in the seventies and eighties. Hundreds of such Trailertris were built from scratch, by many who had never built a boat before, and these first generation Farrier designs proved that the trailerable trimaran had a great future.
The production F-27 then followed, this being the first ‘second generation’ design and represented a major leap forward in hull shapes with its low rocker, and planing center hull, while retaining the same basic well proven beam structure and folding system. Construction also advanced significantly with round bilge hulls and foam core becoming standard. It was also one of the first production boats in America to use extensive aerospace vacuum bagging techniques for most parts, along with significant use of carbon fiber.
The F-22 features an even more integrated and further improved third generation beam and folding system, as developed for the F-32 and F-33. It retains the current and well proven hull lines, with evolutionary improvements, coupled with many detail upgrades.
Design Overview
The F-22 has been designed as a very versatile boat. It has more usable room the F-24 due to the many design refinements, and being a light and very simple boat, it is also towable by a 4 cylinder car, a very important factor with high fuel prices.
Hulls: Main hull lines have been optimized further with a higher displacement being achieved, but with a lower wetted surface area, while it has a slightly flatter bottom with less rocker so it will plane earlier. More interior room has also been created by optimizing main hull ‘underwing’ shape to exactly match the folded float sides.
Floats : These are significantly larger , with much more buoyancy lower down and further forward, for the maximum performance, and a lower heel angle.
The extra buoyancy in the bows is very important for today’s taller rigs, as just adding a larger rig onto an older hull design can generate bad habits and control problems. In comparison to the older F-24, besides having greater buoyancy overall, the F-22 floats have 43% more buoyancy in the first 200mm (8″) of float bow immersion for significantly greater fore and aft stability.
Floats are also flangeless as with the F-32 and F-33, for a cleaner, smoother look, along with less drag. Flangeless floats have significant structural advantages with the join seam being loaded under compression, rather than shear or peel, which means that water pressure will actually supplement the join seam glue, holding it together, rather than trying to break it apart as is shown by the following comparison:
More Details On Float Options
Deck: The cockpit is very long and a little wider than earlier designs, for a more spacious feel. The usual cockpit mid-bridge is to be eliminated by some careful engineering, and replaced by a removable compression strut for when needed (such as racing). This will leave the aft mounted traveler as the only obstacle across the cockpit, but one that is well out of the way.
The cabin roof camber and edge rounding have both been reduced to make cabin top more user friendly, safer to walk on, and easier to build. For lower weight and cost, only one winch will be required on most models, and this will be able to control all sheets and halyards.
Beams: The new F-33 style third generation beams and folding system are probably the biggest difference over earlier designs, with slimmer, more curved beams, that are set significantly higher. Beam tops are wide and relatively flat, for convenient and safe walking areas, while the wide overlapping flanges deflect any spray down, and cover lashing gap along wingnet edges, eliminating any chance of feet going through this area.
Folding struts are anchored directly to the beams (no metal brackets), but using an even simpler system to keep costs low. The shorter beams are mounted externally to the cabin, for more interior room, and give a significantly lower trailering height with less windage when towing (less fuel required).
Compared to the F-24/C24/Sprint750, still the best benchmark for this size boat, the F-22 beams have 18% less frontal area, are higher off the water (see drawing further below), and are significantly lighter at only 10kg or 22lb s each. This, coupled with the F-22’s larger floats, all add up to a faster, and much drier boat.
Rig: This is very simple, with rotating mast, all synthetic shrouds – turnbuckles and all metal parts have been eliminated wherever possible.
Sails: Three sails are standard, for simplicity and ease of use, these being main, jib, and a larger screacher. Mainsail is boomless, to save both weight and cost (and sore heads), while the longer luff of the boomless main is more efficient, and gives a lower center of effort. A roller furling boom is also optional if desired. Jib tack and/or furler (if used) is mounted partly below foredeck, for a deck sweeping jib for maximum efficiency, while also keeping sail area low down where it should be. Screacher mounts to the end of the aluminum bow pole, which can be pivoted up when needed.
The standard F-22 performance level is quite high due to the light weight, but not scaringly so due to the efficient low profile rig. This rig is designed to be very suitable for the average cruiser, and not over powering as can be the case with some more extreme designs. However, for experienced sailors who like to sail more on the edge, the F-22R with its taller racing rig is optional, and this is even faster than the F-24, and competitive with the much longer F-82 (26′ 10″).
The F-22 has more beam and more buoyancy further forward than any other Farrier design, and while this makes the F-22 very safe, it should be noted that the 35.1′ (10.7m) F-22R mast is very tall, and with a very powerful sail plan, so the F-22R is not a good choice for cruisers in heavy wind areas.
Foils: Daggerboard or centerboard options are available. The daggerboard is the simplest and most efficient and its case helps to support the mast. The centerboard can be more convenient, its offset case taking up less room in the cabin, plus it will kick back should it hit bottom. Tapered foils are being used, as these can be longer with less wetted surface area – or more efficient. Daggerboards are never used in the floats as these have major drawbacks, including being twice as complex, and heavier. They also do not save any interior space compared to an offset centerboard, which is much more practical and simpler.
Directional control is via the latest transom mounted retractable daggerboard rudder system, for maximum efficiency and simplicity.
Auxiliary : An outboard of 4 to 8 HP is recommended, and this is mounted on an offset pivoting bracket, forward of the stern, to minimize cavitation.
The basic interior layout is very similar to the F-24, with a double forward and two single berths on each side, which will also extend down the cockpit sides as quarter berths.
Galley expands out into cabin for when used, and can folded away when not in use, for more cabin room (full details in Specifications). Head can be located as shown and a full width screen across cabin center can give basic privacy when needed. An additional aft berth is also be possible under the cockpit for those who don’t mind limited headroom (plenty of width). A future aft cabin option will however make the aft berth very comfortable.
Cabin sides have been moved outboard to be more parallel to centerline than earlier designs, which creates more interior storage room. The early Trailertri designs had wing berths, which work well, except there was no storage underneath. Thus, when one loaded up the boat, gear tended to be thrown on the wing berths, and this then ended up on the floor or settees when sleeping, creating a very messy boat. To overcome this on later designs, the wing berth areas were turned into dedicated storage areas while the settees were used for berths, and this has worked out far better.
There is standing headroom under the large pop-top. This can also slide forward for quick cabin access, have the aft end only lifted to act as a dodger, or lift completely up to considerably increase comfort and room below. Sides can then be fully enclosed/screened.
The new externally mounted beams increase the interior room significantly, and a good example of this can be seen with the forward beam bulkhead opening. This is now a min. 6″ (150mm) wider than earlier models (at 4′ 4″ or 1.32m), giving a very spacious feeling to the cabin, and making the forward double berth area noticeably roomier.
Folding and Trailerability
The F-22 uses the well proven Farrier Folding System™, easily the most popular folding system world wide, and now further improved with the new ‘third generation’ beams and folding system. Besides making building easier, the new configuration uses shorter beams and eliminates the ‘nuisance’ beam recesses in the main hull deck of earlier designs, improving safety, while giving a much cleaner look.
Early designs, including the F-27, always had longer beams than necessary, with more hold down beam bolts than required structurally, in order to provide a ‘fail safe’ folding system. The beams actually ended near the center line, and took up as much interior room as telescopic beams. Double or even triple beam bolts were also used which made the beams strong enough on their own, even if the primary structural member (the lower folding strut) failed. This ‘fail safe’ factor was very important to help reassure early buyers that this totally new type of craft would be strong enough, but this is no longer a factor.
The Farrier Folding System has now proved itself beyond doubt, and there has never been a single failure of any lower folding strut, in over 30 years. Thus it was possible to begin eliminating beam bolts and shorten the beams, as with later designs such as the F-24 and F-31. The F-22 goes even further, with beam length set at the minimal optimum, with no interior intrusion at all. The resulting short beams, braced by the lower folding struts, are the most efficient beams available for a trailerable trimaran.
The F-22 third generation beams are shown above. These are much cleaner, with a lower trailering height, plus they eliminate the nuisance recesses into the cabin as shown below (F-24/Sprint 750). This gives the F-22 more room inside, plus any need for awkward covers as are sometimes used is eliminated. Such covers also tend to get in the way when folded, and are easily broken.
The old style beams also have the join flanges along the lower edge, and any spray from wave tops hitting the beam fronts is deflected upwards. The F-22 join flanges are instead on the top, where they can trap any such spray, and deflect it downwards, away from the crew, giving a much drier boat.
The wider deck of the F-22 can also be seen, with less rounded corners, which gives a safer walking area forward beside the mast, as well as more room inside. The rounded corners seemed a good idea for the F-24 at the time in 1991, but proved to be a mistake, as walking along the deck became more difficult and riskier, particularly when on the trailer. The F-27 was always right on the mark here, with its flatter roof with smaller radius corners, and thus it was decided to use this again for the F-22. Similarly, the F-22 beam tops are flatter making them significantly more comfortable to both sit and walk on.
The F-22 beams and folding struts have also been lifted higher than earlier designs, with lower folding struts now being anchored inside the beams. The struts are thus even higher, and this will help eliminate any nuisance spray that can come from folding struts on occasion at high speeds. The differences are shown by the following comparison drawing of the F-22 and the F-24 design (blue lines).
The significant improvement with the F-22 can be clearly seen, along with the F-22’s wider overall beam, and larger floats.
More information on the many advantages of the Farrier Folding System can also be seen at:
Farrier Folding System Advantages
For ease of use, everything is being designed so that rigging and launching can be done single-handed. The target setup time from arriving at ramp and having boat rigged, and in the water, is 25 – 30 minutes.
The F-22 was initially available only in plan form, but is now only available as a full production sail away boat. This will come as a ‘boat in a box’, that can be shipped anywhere around the world and can be assembled by anyone, or by a local boat builder for those without the time or inclination to do it themselves.
The production F-22 will be marketed differently from earlier designs, with enthusiastic owners being sought, who are willing to buy their own boat, and then use it for demonstration sails, and/or local promotions, in return for a commission on sales. This could become a very enjoyable part time business for those interested, and may be eventually be setup as full time F-22 franchise opportunities.
An Important Note On Performance
Like all Farrier designs, the F-22 is intended to be a comfortable, safe cruiser, and one that can also be fast, but the performance is achieved by efficiency, not excessive power. However, many competitors over the years have put a great emphasis on performance and race results, with very tall rigs and minimal room. It would be easy to make the F-22 faster than the F-31 for instance – just eliminate most of the room, and put on a big rig. But what is usually not mentioned with such boats is the greater danger of capsize or pitch pole, with wind capsize speeds that can be lower than 25 knots.
Such boats have very little practicality, are scary to sail, their crews soon get tired of the lack of comfort, lack of room, and the need to rent a nearby motel when participating in race events away from home. They also get tired of the hours trying to assemble them, or the hassles in retracting the floats.
Others have found that if they really want to go fast with no comfort, a cat with a couple of slender 30′ (10m) hulls with a tall mast is better value (eliminate the center hull altogether), and such a cat may be able to at least sleep two in each hull instead of just two in one. However, while such boats can be cheap, they are not good all round performers, and remain very impractical for cruising or safe family sailing. One currently available appears to have a wind capsize force of less than 15 knots, and capsized during a recent race in only 14 knots. Not a good feature and any multihull that needs such a big rig to compete is not a very safe or efficient boat.
All Farrier designs (except racing versions) use a minimum wind capsize speed of 30 knots or more, to ensure safety for crew and families, plus provide both room and performance. Even racing ‘R’ versions seldom use a wind capsize speed of below 25 knots. A few good race results are just not worth the extra risk and discomfort.
The corsair f-24 mk i cooks up a budget-friendly taste of fast..
In May 1999 Practical Sailor reviewed the then-new Corsair F-24 Mark II trimaran. Nearly 20 years later, were here to follow up with a focus on the Corsair F-24 Mark I, a boat that can represent a good value today since many newer designs have entered the market.
The late Ian Farrier (1947-2017) designed fast, trailerable trimarans for more than 40 years. A New Zealander, his first production success was the 18-foot Trailertri. His 19-foot Tramp was Boat-of-the-Year in Australia in 1981. In 1983 John Walton (of the Wal Mart family) founded Corsair to build high-performance multihulls, lured Farrier to Chula Vista, California, and the result was the very popular F-27 ( PS September 1990 ). Almost 500 have been sold since it went into production in 1985. It has since been superceded by the F-28.
In 1991, Corsair added the F-24 Sport Cruiser. This abbreviated version of the F-27, with a starting price more than 30 percent lower than the F-27, was designed to be affordable.
While she remained sharp in the performance department, her accommodations were even more spartan. We spoke with Ian Farrier several times about anchoring and cruising; it was pretty clear that his heart was in racing and he even suggested we were probably better in tune with the needs and practicalities of small multi-hull cruising than he was. Still, he designed a cabin that can handily do both, if you can accept the compromises.
The deck layout is similar to the typical 24-foot monohull, except that it is wide-18 feet-with wing trampolines on both sides. In addition to providing stability, this gives lounging space in fair weather and greatly increases safety in rough weather. Though lacking railings and lifelines-other than a pulpit and wrap-around stern rail-its hard to fall off the F-24 if jacklines and tethers are used. A single large Lewmar foredeck hatch provides ample ventilation. The cockpit will easily seat six, but three is more comfortable for vigorous sailing.
The cockpit is equipped with four Lewmar 16 winches (the jib winches are one-speed self-tailers, the reacher winches are standard two-speed), two multi-line jammers, and ten cam cleats. All essential sail controls, including halyards, are accessible from the cockpit, making for easy single-handed sailing.
The mainsail furls by winding around the boom; fast, convenient, and very gentle on the typical Mylar/carbon laminate sails. Reefing requires a quick trip to the mast to crank the boom around and attach the down haul, but that is it. The set up makes a vang impractical but few multihulls use them anyway, preferring to control the boom with the traveler.
The bow anchor locker holds two anchors and two rodes, so long as they are folding designs. Trimarans are best anchored using a bridle; the test boat uses a 20-foot Dyneema bridle that is retracted onto the wing nets when not in use.
The typical 6 horsepower outboard delivers about 5.3 knots at 1/3 throttle and about 6.5 knots wide open. The side mount provides decent performance in chop, pitching less than transom-mounted engines.
The portable fuel tank is protected from the sun and solar heating in an under-seat locker. It is wide is open for venting (but sealed from the cabin) and drains out through the open transom, safe and out of the way.
Since the emphasis was fast cruising and racing, storage and amenities are sparse. In the cabin there is storage behind the seat backs. The large rectangular top-opening lockers in the galley counter and under the seats can be fitted with hanging bags for easier access.
The head compartment has sufficient space for toilet paper and cleaning supplies. There is a large bottomless locker in the cockpit that also provides access to under cockpit areas. Lockers in the amas (outriggers) can hold light, bulky items.
There is sitting head room and ample seating for four on the starboard settee. An Origo alcohol stove and sink with rocker pump provide a minimal galley. A large cooler slides easily under the companionway. The forward V-berth is quite long, though a little pinched at the foot. The settee converts into a twin-sized bed using filler boards that slide neatly into storage slots under the companionway.
A portable head sits in a well behind a curtain, and is typically moved into the cockpit at bedtime for better privacy. Some owners rate the interior as poor, but most call it camping-out comfortable, suitable for an overnight or weekend.
Everyone wants to know how fast the little trimaran will go. To windward it points as well as most monohulls, thanks to a deep centerboard. Shell tack through less than 90 degrees if you pinch, though it’s faster if you bear off just a little. Keeping up with 40-foot cruisers is easy on any point of the sail, and you quickly chase them down on a reach.
With the wind free, expect to match true wind speed up to about 12 knots, after which you may reef or bleed power, depending on your mood. In lighter winds, pop out the reacher and you’ll get a whole new gear, easily exceeding wind speed.
In stronger winds, bear off until the true wind is on the quarter, and you’ll see 14 knots or more, although handling requires sharp attention if you haven’t reefed.
Compared to the Stiletto 27 (see PS July 2016), it is more weatherly, tacks faster, can safely handle more wind, but is slightly slower off the wind (though not as scary).
Upwind reefing begins at about 15 knots true for those who like fast sailing, but there is no reason not to reef a little earlier and enjoy more relaxed, but still spirited sailing. Maximum angle of heel is about 15 degrees.
With two reefs and the jib rolled up a little, shell take quite a lot of wind, perhaps 30 knots, without much excitement. Upwind in 20 knots is fun with the right reefs in, and that’s pretty good for a 24-foot boat. Farrier designed these conservatively, with windy conditions in mind. They are quite popular on San Francisco Bay, an area known for strong breezes.
The Mark II was touted as the new and improved version of the Mark I. By replacing the centerboard with a daggerboard, weight was reduced, and a rotating mast increased power, making the Mark II noticeably faster. The Mark I has more usable cabin space, since the centerboard case is hidden inside the settee, and the Mark I cockpit is also several feet longer, a boon to fun daysailing.
The centerboard is also a blessing in shoal water, automatically pivoting up if it smells the bottom, instead of breaking things when you find a sandbar at 15 knots. The Mark I has a kick-up rudder fitted into a cassette, keeping it under the boat, while the Mark II has a transom hung rudder. The Mark I works as a day sailor and weekender, while racers prefer the Mark II.
As with any multihull, there is always the capsize canard. Sailed poorly, any sailboat can capsize, says Farrier. My designs are not immune to this. With over 1,000 Farriers now sailing, even a low 1 percent capsize ratio would mean 10 capsizes a year. However, the capsize rate actually appears to be averaging .03 percent.
Large ocean-going monohull yachts are foundering annually, sometimes with loss of life. The basic safety difference is that the monohulls ultimate stability is resting on the bottom, while the multihulls is floating on top.
Reef appropriately and the risk is truly small. F-27s have completed successful transpacific and transatlantic crossings, and even the first circumnavigation of the North Pole under sail. Finally, the F-24 can’t sink. Built-in foam flotation, light construction, and multiple crash tanks in the amas and foam-filled akas (cross beams) make this impossible.
The F-24s main hull is fine, with a V-entry forward, U-sections mid-ships, and a relatively flat transom to damp pitching and provide lift for planing. Going to weather, most of the weight is on the amas, with fine V-sections that cut nicely through waves. Powering through short chop is not a strong suit among multihulls, but she has demonstrated considerable ability in choppy waters such as San Francisco Bay and the Chesapeake.
The heart of Farriers designs is the patented Farrier Folding System. Refined over the years, the mechanism allows the akas to fold-up, which reduces the F-24s beam from 17 feet 11 inches to 8 feet 2 inches.
We kept our F-24 in a small boat marina for a time, folding after every sail; we did this while motoring in the channel, requiring only a few minutes of light effort by one person.
While the claim of trailering to sailing in 20 minutes may be true for seasoned crews that race every weekend, allow two hours for the transition if you do this only occasionally.
Although no single step is physically difficult for a single person, there are many steps and a second pair of hands makes for safer work. The engineering has proved very reliable, and now that the patents have expired, copies abound.
Performance multihulls built to their designed displacements are hardly ever built on production lines. Corsair has been the exception to that rule. Light weight is an essential if you want a cat or trimaran to sail up to its speed potential, but you’re not likely to achieve it with normal materials and common construction techniques.
Turning out an F-24 that weighs 1,800 pounds (1,650 pounds for the Mark II) is no simple matter. It involves almost 50 separate molded parts, considerably more than same-length monohulls.
Carbon fiber and Kevlar reinforcement, vacuum-bagging, double-biased fabrics, acrylic-modified epoxy resin, and NPG gelcoat are all elements you’d expect to see in a custom shop. They all go into the F-24.
Glass/resin control, published laminate schedules, a computer-generated production protocol, universally bonded top hat joints between hull and deck, barrier coats of vinyl ester resin, isopthalic resin throughout the rest of the laminate, and bulkheads tabbed in seven places to the hull makes for a light but sturdy boat.
The akas appear to be held in place by the anchor bolts inserted when unfolding, but the sailing forces are actually carried by strong pivot arms connecting the akas to anchor points near the waterline, anchored deep within the hull, and by compression blocks where the arms meet the hull at deck level.
After 20 years we’ve had a few minor issues related to failed bedding and damage to the balsa core, but nothing affecting the main structural elements.
Whether you’re downsizing from a cruising cat, or upsizing from the family Hobie, the F-24 offers the sports car of youthful dreams, on a budget.
Is it worth paying three times as much as you would for a 24-foot mono-hull with more room? Not if you’re looking for cabin space and need an enclosed head. On the other hand, if fun sailing is the goal, the dollar-to-grin ratio is very high. Market demand is dependable and you will get your money back. It’s not the best beginners boat.
You can’t just sheet-and-forget, and getting the best from her requires experience and attention. But if you have a beach cat or fast dinghy background, it’s a great way to gain weekender capability without losing any of the fun. If you need a little more comfort or more speed, look at the Corsair F-27. And if money is no object there’s a world of Farrier designs to choose from.
Cruising in an F-24 is a tiny step above camping, but for the bare-bones cruiser who wants to cover some ground quickly, it fits the bill quite handily.
1. An alcohol stove and a small sink serve the micro-galley. 2. The V-berth is tight, but the convertible settee in the main cabin makes a twin-sized bed. 3. The porta-potty sits under the V-berth. It is often moved to the cockpit at night while sleeping. 4. A folding table seats one for dining.
By far the most comprehensive review of the F-24 I was able to find online. Many thanks for the write-up, very informative and helpful.
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New Corsair 880 Trimaran. Fast, fun and stable the all-new Corsair 880 trimaran has been designed and built from the ground up by Corsair Marine. ... This is where the 880 is the revolutionary boat it promises - all of that comes in a folding, trailerable package well below the trailering weight limit of most passenger cars. In other words ...
We meet up with Matt Vance to look at the Farrier F22. If you love sailing, and either don't want to keep your boat moored or berthed, or want the freedom of...
Dragonfly 28 is the ultimate trailerable trimaran. Jens Quorning calls it the 'Swiss Army knife' of his range; compact, versatile and multifunctional. As a result it is our most popular model, with almost 250 built. DF 28 is available in Touring and Performance versions, but the accommodation is the same in both.
This new trailerable trimaran is destined to bring trailer sailing to the next level. Originating from the ever-popular 24 and 750 range this new model has received a radical redesign by our French partners at Perus Yacht Design. The Corsair 760 offers sailors more comfort, performance and safety than our previous 24ft trimaran range.
The Astus 20.5 has less accommodation than a monohull of similar size. Then there's the speed. No matter whether or not you're in a hurry to get anywhere, it's easier to slow down in a fast boat than to speed up in a slow one. Speed is fun in itself, and it's hard not to enjoy sailing straight past a monohull more than twice your length.
The Dragonfly 28 is a foldable and trailerable 28 ft trimaran, that provides you with all the benefits and features from a trimaran on the water - allowing speeds up to 22+ knots, shallow draft and high comfort while sailing, as the boat is barely heeling.
The sporty, foldable, trailerable Corsair Cruze 970 trimaran will routinely knock off double-digit boat speeds. Since 1985 the Corsair 31 has been a familiar trimaran on the racing and cruising scene. At yards in Australia and California, 303 of that model were built, with subtle design tweaks over the years.
Reviewed: Farrier F-22 Trimaran. You could be forgiven for not realizing the F-22 trimaran is, in fact, a first-rate pocket cruiser. The boat's narrow, plumb-bow entry, powerful amas, sleekly sculpted cabintrunk, expansive cockpit and powerful high-aspect rig all seem to speak to pure performance. A single glance belowdecks, though, is all it ...
Manufactured by a variety of yacht building companies, there are currently 149 trimaran yachts for sale on YachtWorld, with 50 new vessels for sale, and 99 used and custom yachts listed. These vessels are all listed by professional yacht brokers and boat dealerships and new boat dealers, mainly in the following countries: United States, France ...
The F-22™ is intended to solve this problem, as a brand new entry level design, and intended to be a light weight, roomy, low cost trailerable trimaran, which is available as a full production sail-away boat. Neil Wilkinson's plan/kit built F-22R (with cuddy cabin) at Team New Zealand's dock in Auckland. (Neil was the foil engineer with ...
The 2017 Corsair 760 is a folding trimaran built in Vietnam. The Corsair Sprint 750 was lauded by reviewer Zuzana Prochazka for being a "fast, versatile, trailerable trimaran built for the perfect day of sailing.". Now, Corsair has upped the ante with the new 760. Available in both cruising and racing versions, this folding trimaran ...
Trimaran sailboats are medium-sized, trailerable, sailing vessels usually used for time-honored on-the-water activities such as overnight cruising and day sailing. These boats can differ in size, with the shortest vessel currently listed measuring 17 feet in length, up to the longest vessel listed at 51 feet long. ...
In May 1999 Practical Sailor reviewed the then-new Corsair F-24 Mark II trimaran. Nearly 20 years later, were here to follow up with a focus on the Corsair F-24 Mark I, a boat that can represent a good value today since many newer designs have entered the market. The late Ian Farrier (1947-2017) designed fast, trailerable trimarans for more ...