catalina 320 sailboat review

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Tuesday, May 3, 2016

Buying a catalina 320 - part 1.

Catalina 320 Review and Known Issues

•   The Aft cabin - Having the Aft cabin really makes a huge difference in the amount of space onboard for accommodating guests. It also offers more privacy than other boats without this feature.   At the 2015 boat show in Annapolis, I toured the current models. The 315, which Catalina considers an equivalent new model to the discontinued 320, does not have the same size aft cabin. You need to move up to a 355 to get a similar aft cabin now.
• It's competitive compared to other models - I am continually amazed how I can hang with larger boats when out sailing. Boats that should have a speed advantage due to sail area and waterline length, yet I can keep pace with them.
• The Cockpit is comfortable and roomy for entertaining, and the large wheel makes it easy to sit outboard and see around the cabin while steering the boat. Bonus - the walk-through transom.
• A full shower in the head - This is my first boat with a shower and it was a huge selling point.
• Side-loading aft berth - Whoever sleeps closest to the door to the aft cabin will be disturbed when the other person needs to get up in the middle of the night for any reason. Unfortunately, in this size vessel, there's no other way to design an aft berth this large.
• Cabin Storage Space - There is limited storage space on the boat. Due to the location of the batteries and sewage tank, the starboard settee is not very useful for storing things. I would never put food in there and you really shouldn't pile a lot of stuff around the batteries.
• Sail handling locations - When single-handing, the helmsman will need to leave the helm completely to tend the main sheet due to its location on the cabin roof. I recommend that every C320 owner make it a priority to properly rig the reefing set-up and practice using it so they can do it efficiently when needed. I recently discovered that my traveler control lines are long enough to reach back to the helm area. When things get heated, I make a point of making sure the traveler lines are led all the way aft where I can reach them from the wheel. This makes it easy to dump the main in a gust and keep things under control. I generally don't like Hunters but one of the things I've admired about them is the arch with the main sheet right at the helm station. The same comments apply to the Jib sheets. The primary winches need to be about 2 feet further aft for handling by the helmsman.
• She rounds up easily - Due to the very wide aft cross-section, when the boat heels too far, the rudder loses effectiveness, causing the boat to round up, often resulting in an unexpected tack. Especially troublesome when considering the other problem regarding sail handling. If single-handing, you cannot dump the sails quickly while also tending the wheel. The solution is keeping heel angle under control through sail trim, and reef early. See my note above about keeping the traveler lines handy.
• Early models of the C320 did not have solid fiberglass in the deck around the chain plates to protect the core from water leaks. Sometime later, they started doing solid Fiberglass in these areas. Nobody has been able to definitively state when that change was made, so exercise caution here and address chain plate leaks ASAP.
• Stemhead fitting – There is a known flaw in the design of the original stemhead fitting which could lead to rig failure if a crack develops. The stemhead fitting on all C320s should be examined closely per the article here. It might be wise to share the following information with your surveyor. http://www.catalina320.com/filemgmt_data/files/Stemhead%20Article.pdf
• Sewage tank vent design flaw – Catalina uses a 5/8” vent fitting on a ¾” hose. The vent is too small and the screen often clogs. Easy to fix, but this can cause all kinds of holding tank problems due to poor venting of tank. See the association site for a fix to this issue.
• Older 320's may need a fuel tank replacement. If you search the 320 forum, you'll find discussions of fuel tank leaks over the years. Consensus seems to be 15-25 years is about when the failures start in Catalina aluminum tanks. Replacement tanks are available and they DO fit in and out of the boat without cutting any fiberglass.
• Slow water leak from Aqua-Lift muffler box - You'll need to have your mechanic check for this during the sea-trial. Not a huge amount of water, but it can contribute to an exhaust odor in the cabin over time.
• Recent reports of failed refrigerators have revealed that there is a possibility of the fridge compressor being damaged by rainwater leaking from the propane tub above. Be sure to closely inspect the compressor - located on a shelf in the aft port locker.  If you find any signs of rust or water drips, be sure to look carefully at the propane tub and the connection points where wires and hoses pass through it. Also, make sure the water drain pipe of the propane tub is not clogged. When the propane tank is present, it takes only a small amount of water to fill up the propane tub and then it overflows.
• Port List – Not every boat, but many C320 owners have noticed a slight list to port. This could be different from one boat to the next depending on installed options like air conditioning, or extra batteries.
• 1996 and older models do not have a molded toe rail aft of the cabin. This is a safety issue and I have already nearly gone overboard twice because my foot slipped right off the boat. This issue was rectified with the 1997 model year.
• Early models (1995 and older) had a shallow bilge. The deeper bilge is more desirable if you can find one.
• Rudder depth - On the shoal-draft (wing keel) models, the rudder depth is the same as (some claim it is deeper than) than the keel. Nonetheless, if you have the shoal-draft (wing keel) model, be very protective of the rudder in grounding situations. Rather than powering through, it would be advisable to try and back off any grounding you encounter.

2 comments:

Thank you Doug, This post was very helpful, I have been looking at the C320 for some time comparing it to the 34 and 36 along with other brands, like the Jeanneau 361. For the price it seams like the best all around boat, since I have 7 grand children cock pit size and comfort is the most important to me, normally I have 4 or 5 at a time with me. I sail on a friends J 105 and was thing on moving the traveler in front of the wheel as long as it is not older the a 97 98 when the put the hatch in the back cabin. I also am considering adding a second set of winches near the wheel to make handling sails when sailing short handling. Once again thank you for your input. Sincerely Michael

If you add an auto pilot everything falls into place, pretty much where ever it's located.

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Catalina 320 MKII

• By Mark Pillsbury
• Updated: May 18, 2007

After 13 years and a thousand or so hulls, Catalina Yachts design guru Gerry Douglas figured it was time to tweak a few things on his venerable 320, a boat that over its production run has been a hit with cruisers and club racers around the world.

And so new molds were built, tooling created, the aft end of the cabin windows were squared off for a more stylish look, a few inches were added to the V-berth, cockpit coamings were pushed outboard 18 inches to give crew more room to lounge, a new Edson helm pedestal was borrowed from the recently introduced Catalina 309, and deck hardware was revamped to include ball-bearing blocks and a neat new traveler from Garhauer Marine that has control lines that are both adjustable from its port side.

What didn’t change, though, was the hull, sail plan or weight distribution, which means the new MkII can go up against its older brother maño-a-maño on the racecourse and gain immediate acceptance with the brotherhood of owners represented by the Catalina 320 International Association.

I was lucky enough to get a tour of the new boat, hull number 1,104, from Mr. Douglas himself one morning on the dock at the Miami Strictly Sail show and then got ample time to sail and get the feel of the MKII one afternoon and evening a few days later on Biscayne Bay and the mansion-lined mangrove creeks nearby. I say lucky, because Gerry was able to point out several construction details he designed into the second-generation boat that could have been easily overlooked. Let’s start at the transom, which is where we climbed aboard, across the swim platform and open stern. By changing the way it built the molds for the MKII, Catalina has incorporated the transom into the hull, rather than as a part of the deck. This means there’s no seam or joint on the radius of the transom, some of which is below the waterline. While the immediate benefit is obvious-a water-tight surface-an added benefit is that there’s no seam to be filled, glassed and faired on the shop floor.

Another change made at the stern was to locate the folding swim ladder so it can be deployed by someone in the water-a small, but welcome detail to be added to the safety side of the ledger.

Decked out with an optional folding wheel, traffic flows well through the cockpit. A large under-seat locker to port includes plenty of room for a refrigeration compressor; there’s a conduit leading from it to the galley in case an owner wants to turn the ice chest there into a second fridge. Under the seat to starboard is an escape hatch for the aft cabin that helps make the boat CE compliant and the space below more airy.

On deck, all hardware is mounted on pads (so it won’t sit in puddles when wet) above glassed-in aluminum reinforcement plates into which fasteners can be tapped. The boat comes with a double-spreader Selden rig and full-batten main, although about 70 percent of the boats these days leave the factory with the optional in-mast furling. Schaefer roller-furlers are standard equipment for headsails. Catalina also employs a mast-step system that ensures metal-to-metal contact between the mast, deck step, compression post below, and grid.

Below decks, rich teak, an off-white liner and lots of light pouring in through hatches and ports make for a cheery saloon. At the base of the companionway ladder, the galley’s to port with its double sinks, two-burner propane stove and oven, and refrigeration unit. Floating above the counter is a glass rack and shelf that doubles as a handhold. To starboard is the door to the aft cabin, with its double berth running athwartships. Light enters this cabin through ports on either side of the cockpit, which means the foot of the berth is about as bright during the day as the head of it-another Douglas touch.

Forward of the aft cabin is a one-piece head and shower unit that’s lowered into the boat during construction. Since there are no seams or joints in the corners, there won’t be leaks or the need to re-caulk later, says Douglas. A dinette dominates the starboard side of the saloon with its tear-shaped table wrapping around the mast’s compression pole. The table folds down to make a double berth and the settee across would make a dandy single. Between the galley and settee is the nav station, which uses the latter for its seat. A hanging locker and double berth are found all the way forward. Overhead, the molded liner is asymmetrical, with a flange running along the starboard side for AC ductwork.

Under way, the 320 Mark II is a nimble performer even with its shallow (4-foot, 4-inch) winged keel (a 6-foot 3-inch fin is also available). Leaving the dock, the helmsman demonstrated this by doing a donut in the relatively tight confines of the adjacent piers. I took the wheel as we motored toward Biscayne Bay, cruising at about 6.5 knots with the 27-horsepower Yanmar turning at 3,000 rpm. Maxed out (3,800 rpm), we pushed it to 7 knots. Even in the hot Florida sun, I didn’t break a sweat setting sails and trimming them home. Closehauled we made a little better than 5 knots over the ground (according to my Garmin Geko GPS) in about 12 knots of breeze, and the boat tacked through about 100 degrees. Later, off the wind on a beam reach, we managed to breeze along at just over 5 knots in about 7.5 knots of wind. Seated outboard, I was comfortable driving, and visibility was good for both telltales and traffic. Standing behind the wheel felt a little cramped and I might prefer to leave the removable transom seat off.

Elsewhere in the cockpit, coamings provided a good backrest, although I found leaning back against the cabin for longer periods would have been enhanced with a pillow or cushion.

Straightforward on deck and appealing-but not overly lavish below-the 320 MKII reflects Douglas’ approach to boat design. With only so many dollars to work with, put them towards structure and gear that’ll make the boat sturdy, safe, and fun to sail. This new 32-footer seems to do all three and might just make a few older 320 owners consider an upgrade.

Catalina 320 MarkII Specs

LOA: 34′ 3″ (10.44 m.) LWL: 28′ 00″ (8.53 m.) Beam: 11′ 9″ (3.58 m.) Draft (shallow/fin): 4′ 4″/6′ 3″ (1.32/1.91 m.) Sail Area (100%): 520 sq. ft. (48.3 sq. m.) Ballast (shallow/fin): 4,400/4,000 lb. (1,996 kg.) Displacement (shallow/fin): 11,700/11,300 lb. (5,307 kg.) Ballast/D (shallow/fin): .38/.35 D/L (shallow/fin): 238/230 SA/D (shallow/fin): 16.2/16.5 Water: 51 gal. (193 l.) Fuel: 19 gal. (72 l.) Mast Height: 47′ 7″ (14.5 m.) Engine: Yanmar 3YM 30 Designer: Gerry Douglas Price: $115,000 Catalina Yachts, (818) 884-7700, www.catalinayachts.com

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Catalina 320, Over rated?

• Thread starter WKW
• Start date Apr 17, 2018
• Forums for All Owners
• Forum Help (Site Talk)

justsomeguy

Caveat emptor, huh?  

Kings Gambit

It can be frustrating and stressful shopping for a "new" preowned boat. So many fine ones out there that have been neglected to the point of no longer offering the promise of sailing enjoyment. The clear message. Boats require a lot of work and money to maintain, which few among us appreciate and are willing to pay or do. Knowing the history of the various models in their respective years of production is good knowledge. Research, look; research more, look more; then maybe pull the trigger on the right deal/purchase. Don't be fixated on a particular model or manufacturer. Find the best boat at the best price and then go sailing. Avoid rescue operations (projects) if you want to be on the water. Should be looking at value, not price only. If 320 owners are too proud of their yachts to let 'em go, find another who actually wishes to sell his!!  

There is a funny phenomenon when any boat goes into the 'benign neglect' phase with its owner. Usually the 2nd or 3rd, they simply stop seeing things that they would/should fix, and then describe the boat in 'sail-away condition'. Couple that with what are now 20+ year old boats, and you never know what you're going to find when you show up.  

Yes, this was one of many boats I've seen with issues. It was listed for a fair price as most/all the electronics were not working. I thought maybe this would work out for me as I could add and install them myself and have upgraded electronics. Big disappointment, as I may miss another sailing season here in NY. I Shouldn't have sold my O'day 272 last spring thinking the upgrade would be easy....paying more for a bigger, younger boat doesn't mean I'm getting more. What's a real kick in the ass is the first 32 footer I checked out was a impeccable 2002 Catalina 320, full upgraded electronics with radar and new auto pilot, white leather(like) interior... asking price, $59,000 by owner...I thought I should look at other makes like Beneteau before deciding. It sold in a week! Now, we know we're sticking with Catalina and the same 2002, 320's as described above are going for over $70,000.  

Well said, I was thinking as the PO's get older maybe the funds run a little low too.  

Economy's up. Obviously, the best time to buy is when most everyone else is selling in a bad economy. Just like homes.  

If you want to upsize a little more and spend some more, there's a 2003 Catalina 350 for sale near me (Ithaca, NY). Freshwater boat sold on Lake Ontario and sailed on Cayuga Lake. It's at the local boat yard here and has been out of the water for at least the last year, likely the last 2. Not sure how firm the 98k price is. Boatyard tells me it's in nice condition. Ad states 280 hrs on engine.  

"Sometimes you gotta kiss a lot of frogs before you find a prince" On the 320 org website is a build history, invaluable for shopping for a 320, it tells when various mechanical features were changed. I looked at about 10 boats between San Diego and Los Angeles, bought one in San Francisco. What you are complaining about is a boat that has held it's value remarkably well, might be a valid reason for that. Don't waste time on any boat that shows poorly or with inoperable systems, if a seller hasn't maintained something obvious like instruments they haven't done anything else either. Also check for anybody on the 320 org selling their boat, most appear to maintain their boats well.  

Stu Jackson

Kings Gambit said: which few among us appreciate and are willing to pay or do. Click to expand

Kings Gambit said: Knowing the history of the various models in their respective years of production is good knowledge. Research, look; research more, look more; Click to expand

Kings Gambit said: Don't be fixated on a particular model or manufacturer. Click to expand

Kings Gambit said: Avoid rescue operations (projects) if you want to be on the water. Click to expand

Stu Jackson said: We spent an entire year looking for our C34, and ONLY C34s. It took a while but it sure was worth it. Click to expand

I think I'll stick with the Catalina....Moving up from an O'day 22 to an O'day 272 and now hoping to get a Catalina 320. I like moving up 5 feet at a time and this being my first boat with a diesel, I would like it to be younger than my last two boats (which was easy to pop a new outboard on for dependable motoring) . I may have to forget about my 5 foot plan and consider the Catalina 34 MK II which happens to be priced about the same as the C320. I looked at an abused 1990 C34 and found the aft cabin to be a little cramped. I'm hoping the 1998 C34 MkII I see available has a larger aft cabin than the 34 MKI. I'm thinking/hoping to fit my wife and I, plus our 2 adult kids with their significant others for a few Overnight trips...hopefully this season.  

Not overrated. Any boat of the age you describe will have problems if abused and/or neglected. Even good ones. The 320 has a great layout. Huge and usable cockpit. One of the stoutest sail rigs I've seen in this size, even on offshore boats. Faster than most in the category. Wide side decks. Good quality for a high volume production boat. Nice looking. Just wait for yours. You'll know it when you see it. Patience pays big. Spend the extra for a well maintained and equipped boat. Zero regrets. And good resale if you keep it up like the previous owner did.  

I sm not sure that an abused Catalina 320 warrants a bashing thread. What the previous posters have said...  

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• Sailboat Reviews

Catalina 320

Frank butler's 25-year-old company updates its image with a scoop transom, modern appendages and an innovative layout, but he still likes a solid fiberglass hull..

Catalina Yachts has carved a reputation in the production boat world by producing yachts that make owner feedback sound like a mantra. Typical comments are, “They provide real value for the dollar,” “This is not a Swan,” “A lot of boat for the money,” or, “They sail well enough, considering that most owners are cruisers.”

Since January 1993, owners of the newest model in the line, the 320, have added a new mantra: “This boat is really fast, and is surprisingly spacious.”

Based on our test sail and factory visit in Southern California, they are correct, especially considering the performance characteristics of earlier models.

Frank Butler opened the doors of the factory in an abandoned aircraft facility in 1969. Since our first review of a Catalina, we’ve been making the point that the company has grown to its position as the largest producer of boats in the country by consistently offering boats that meet the needs of a priceconscious marketplace. Designs have typically carried high-aspect ratio mainsails and large overlapping genoas that powered the boats at reasonable speeds while offering owners comfortable accommodations belowdecks.

The 320 stands apart from earlier models because design modifications have dramatically altered sailing characteristics while increasing the living areas belowdecks and improved crew comfort on deck.

The 320 is pleasing to the eye, partially a reflection of a finer bow entry. While it has a modest overhang at the bow and almost none at the stern, with a waterline of 28′ it’s clearly the product of the nearly plumb bow/reverse stern thinking so prevalent in architectural circles these days.

One of the design objectives was to improve performance, so modifications were made to the sail plan, keel and rudder, reflecting tinkering that chief designer Gerry Douglas and Daniel Casal began in the early 90s. Casal told us that the primary motivation was to make the boats easy to handle, since they are often sailed as cruisers by middle-aged couples

who often struggle to manage overlapping genoas. As a consequence, the mast on the 320 has been moved forward, resulting in an increase in the size of the main and reduction in jib size. This makes it easier for the designer to balance the rig. This boat can be sailed similarly to a fractional rig, and depowered by furling the jib or changing to smaller headsails before reefing, and by easing the mainsheet when the wind pipes up (instead of flogging the jib). In a blow, trimming smaller headsails will be easier for the typical cruising couple, especially because the boats are equipped with Lewmar Ocean series self-tailing winches.

From a financial standpoint, Casal’s theory is that jibs are less expensive to replace than mainsails, and sailors will be more comfortable in the meantime. When forced to motorsail, more power will be derived from the mainsail, resulting in quicker trips and less fuel consumption. The flip side is that large mains can be cumbersome to reef and furl.

Underwater appendages were redesigned as well. Rudder size was increased and redistributed in an attempt to generate more lift per square foot of wetted surface. The new shape is deeper, has a shortened chord and elliptical trailing edge, changes that result in a higher aspect ratio. Keels, a fin or optional shallower version with winglets, were reduced in size as well. The new design is significantly narrower at the top so has less drag, and a lower center of gravity.

Increasing crew comfort also was a criteria in the design of the 320, so the hull tapers outward at a gentler angle at B max (maximum beam), which is located just aft of station six. The payoff is a comfortable, spacious cockpit that has drawn positive comments from new owners, and increased living space belowdecks.

The result of the sail plan reconfiguration, which carries roughly the same sail area as the Catalina 34, and redesign of the appendages, are higher pointing angles and better balance at the helm. Coupled witha finer entry and hull design, performance is improved, which even the most casual cruiser should appreciate.

Construction

With more than 25 years in business, Butler has overseen the construction of thousands of the 22′ to 42′ boats he’s designed, including more than 15,000 Catalina 22s, which was among the first boats inducted into the Sailboat Hall of Fame last spring. It is reasonable to assume the company knows how to properly lay up a hull, though it is continually exploring methods that will reduce cost without compromising structural integrity. A change in material from woven to knitted mat was included in the 320, for instance, in an attempt to increase hull strength while reducing displacement and simplifying fabrication.

The hull of the 320 is solid fiberglass, nine alternating layers of 1.5-ounce mat and 21.7-ounce roving. Vinylester resins are used on exterior skins above and below the waterline, so the hull is guaranteed for five years against blistering. Seven additional thicknesses of mat, roving and 2415 Promat are laid up in the bottom of the hull until a thickness of 1″ is reached. Layers of 1208 Promat, and 2-mm Coremat reinforce the transom and sections where hull and deck are joined.

The hull-deck joint is a shoe box arrangement with a vertical deck flange extending downward over the hull, which results in a joint having both vertical and horizontal mating surfaces. Additional support is provided by a wood section inserted between the hull and liner, all of which are bonded with a putty consisting of filled polyester resin before being through-bolted with stainless steel fasteners located on 7″ centers. It is a strong joint.

The deck is cored with plywood sections, and the cabin top with end-grain balsa.

In typical Catalina fashion, the interior of the boat consists of molded fiberglass liners tabbed to the hull that add strength but make life difficult when dealing with a problem such as occurred with some of the first 320s: Inadequate wiring runs were buried beneath the pans during the layout, and chafe and breaks occurred. Those boats were rewired and retrofitted with PVC conduit; subsequent boats were redesigned to eliminate the problem. As we toured

the factory and saw boats in varying stages of production, we were impressed by the level of attention to detail, even on surfaces that would ultimately be covered by the liners. Nonetheless, the wiring problem supports our bias against liners which restrict access to some parts of the hull.

The bilge in early models also proved to be too shallow, so new owners often found water sloshing about amidships. Those boats were retrofitted with baffles, which helps alleviate the problem. Later, the molds were retooled to create deeper cavities below the floorboards. We didn’t notice any problem during our test of the boat.

The mast, a tapered doublespreader section constructed by Sparcraft, is stepped on deck. However, to avoid stress problems in the deck, loads are transferred directly to a compression post, which is a hardcast anodized tube attached belowdecks to 4″ x 8″ beams laminated to a fiberglass structural grid system.

Wire standing rigging is attached to deck plates that connect stainless tie rods located in the main salon to an L-shaped aluminum bar laminated into the hull that acts as a chainplate.

The 320 is designed specifically for the cruising market and accommodations reflect the designers’ intent to enhance performance without compromising on creature comforts.

The most noticeable characteristic of the space belowdecks is that the boat feels bigger than a 32- footer. In fact, at 11′ 9″, it is beamy. One owner, who considered purchasing similarly-sized boats offered by two competitors, and the Catalina 36, told us that

he purchased the 320 because he didn’t feel there was any compromise on space belowdecks, and the boat could be easily doublehanded by he and his middle-aged wife. He says he added a lot of cruising gear with the money he saved.

The immediate impression upon stepping below is of lightness reflected from the varnished ash battens that line the hull, teak bulkheads and hand rails, and a teak and holly sole. Non-wood surfaces are white, accented by suede-like cushions on two settees. Sunlight filters into the boat from two Lewmar hatches and 10 portlights, four of which open to provide ventilation. Overhead lights are scattered throughout. The companionway steps are rounded up at the ends, making it easier to use when the boat is heeled.

The galley, located to port, has a double stainless sink, Groehe faucets, laminated surfaces, a 5-cubicfoot Adler-Barber refrigerator with 4″ insulation, and a Hillerange two-burner stove/oven. A dry locker, three large overhead cabinets, and a pot and pans cupboard aft of the ice box, offer adequate storage space for cruising.

The head, located to starboard at the foot of the companionway, has adequate lighting but seems to increase in size with the light from a skylight and mirrors that cover a bulkhead. It is not spacious, but has a sink, toilet, and shower with its own sump pump. Access to head hoses is facilitated by removing the back panel of the medicine cabinet; three through-hulls are located in a cubby near the wet locker.

The saloon has comfortable seating for four people at a table, mounted on a post, that converts to a double berth, and for others on a port settee, the front of which doubles as seating for the navigator.

The nav station table is adequately-sized, but the boat’s electrical panel is located in a spot that would be a better candidate for loran, GPS and other instruments. A shelf located above the panel offers a great spot for books but could better have been utilized for electronics. One owner, who had added instruments, radar and autopilot to the boat, was forced to buy a second panel.

The forepeak is large enough to sleep two adults, and has storage bins port and starboard, and two drawers. A unique touch is that the main panels of the bulkhead separating the forepeak from the saloon  are removable, adding to the sense of spaciousness by creating view corridors as well as improving air circulation between the cabins.

The master stateroom is amazingly spacious, considering this is a 32-footer. Accessed to starboard at the foot of the companionway, it is furnished with a queen-size berth and has standing headroom. It has a hanging locker, the only one on the boat (on wet trips, the head might have to be utilized for additional hanging space), and a small bookshelf. Natural light and ventilation are provided by three cockpit portlights.

Another owner, who described himself as being 6′ 2″ and weighing 230 pounds, shared the berth with his wife during a month-long cruise and told us he was very comfortable. Because it’s located below the cockpit, there’s the possibility it will be noisy when sailing through the night,.

The engine is located aft of the companionway steps, and is accessed most easily from the stateroom. While it is well insulated and easily accessible when changing lubricants and filters, we wondered about the potential for odors. However, two owners, each of whom have spent extended periods aboard, reported neither odors nor noise problems .

Deck Layout

Owner feedback after 340 boats indicates that the size and design of the T-shaped cockpit is appealing to cruisers and dockside loungers. It’s 8′ 9″ long, 5′ 7″ wide, and has 17″ wide seats with 13″ high, ergonomically- designed backrests, and good storage capacity under the seats.

The helmsman can handle a conventionally mounted 40″ Edson wheel from a seat mounted on the stern, or take a position on either rail. Access to the rudder post for an emergency tiller is aft of the binnacle, which means that the emergency tiller will be steered “backwards” from the stern.

There’s comfortable seating for six in the cockpit, and two additional “observation seats” mounted on the stern pulpit. The helmsman’s seat is removable, which allows a section of the stern to be removed to reach the swim platform and ladder.

The port lazarette was designed to provide cruisers with adequate space for two 26″ bicycles, or

sailing gear. A removable tray in this compartment has space for electrical cords, winch handles and the like. A second self-contained storage compartment with an overboard vent houses a propane tank, hoses for which are installed in runs along the hull at the factory. Further aft, batteries are stored in a small compartment at the stern. A lazarette to starboard is large enough for stowage of a dinghy or life raft. Water and fuel fillers are on the corner of the stern, so spills should not slop into the cockpit.

Standard equipment includes four Lewmar winches. The primaries are self-tailing 44s, with self-tailing 30s mounted on the cabin top for halyards, the mainsheet and traveler controls. This arrangement will work well until owners opt to add a spinnaker, at which point two additional winches will be a must.

Halyards are led aft to sheet stoppers on the cabin top located just aft of the main traveler; controls for the solid vang and topping lift were not, a common complaint among owners not anxious to begin drilling holes in their new boats. Because the mainsheet and vang are the only controls for the fully-battened main, performance-oriented sailors are adding a Cunningham and adjustable backstay, options we feel cruisers should consider as well. One owner said he felt the sail track was inadequate for racing, so upgraded to sturdier gear.

Unlike more performance-oriented designs, the Schaefer 2000 roller furler has been mounted above the deck, which may reduce the efficiency of a genoa, in exchange for improving visibility. The tradeoff, though, is a uniquely designed anchor well with two molded areas for lightweight-type anchors and a third for a plow, plus room for rode, which is attached to an electric winch mounted below.

Performance

We tested the boat in 10-12 knot breezes in the Pacific Ocean and also solicited comments from other 320 owners. The boat moves effortlessly under power from the three-cylinder Yanmar that is now standard equipment. It is responsive, turns on its keel and, in the words of one owner, “could be steered backwards through a slalom course.”

The 320 tacks easily, and points to within 40-45 degrees of apparent wind. One owner reported that the addition of sail controls improved pointing ability by five degrees, but since our demo boat had only the mainsheet and vang, we couldn’t achieve higher angles. Purpose-built sails instead of a furler-mounted genoa also would improve performance.

Once into the 2′-4′ ocean swells, we found the motion to be seakindly, though the helm is so wellbalanced it takes time to find a proper sailing groove. Sitting behind the wheel made it difficult to see the telltales, and finding a comfortable spot on the rail was difficult because the cockpit is so wide. When we hit the groove, however, the boat buried its shoulder and rewarded good helmsmanship with squirts forward, sailing best at about 15 degrees of heel. We are not sure if it would have more feel and sail more efficiently with a tiller, or whether we just needed more time at the wheel.

We discovered the boat has a turn of speed when we overtook two 35-38-footers cruising in the same sailing lanes. One owner, who formerly sailed a Catalina 30, reports that the boat is significantly faster than the 30 or 34, and another won his cruising division the first year on the race course, sailing with a provisional PHRF handicap of 150.

Our only time downwind was spent with just a genoa; we suspect it will need a cruising or conventional spinnaker to improve performance when sailing deep jibe angles.

The sailaway price of a 320 as we tested the boat, including fully-battened main, 135% genoa on a Schaefer furler, 3-cylinder diesel, and assorted other equipment, is $70,975. We agree with owners who say they are receiving good value. During a tour of the factory, we had the opportunity to see several boats in various stages of production, and consider quality control to be well-above average. The design is well thought out, and the performance better than we’veexperienced with other Catalina models. The average weekend cruiser will be able to step aboard and spend enjoyable time afloat, but those planning extended cruises will find themselves reorganizing stowage and creating spaces and methods for hanging gear.

Racers should plan on expenditures for sail controls and well-cut racing sails.

Owners we talked to said after-sale service was excellent; one mentioned that when he has a problem he simply “calls Frank.”

We liked the boat, and think it bears close inspection.

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CATALINA 320 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 320. Built by Catalina Yachts and designed by Gerry Douglas, the boat was first built in 1993. It has a hull type of Fin w/bulb & spade rudder and LOA is 9.91. Its sail area/displacement ratio 16.58. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

CATALINA 320 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 320 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, contributions, who designed the catalina 320.

CATALINA 320 was designed by Gerry Douglas.

Who builds CATALINA 320?

CATALINA 320 is built by Catalina Yachts.

When was CATALINA 320 first built?

CATALINA 320 was first built in 1993.

How long is CATALINA 320?

CATALINA 320 is 8.53 m in length.

What is mast height on CATALINA 320?

CATALINA 320 has a mast height of 11.58 m.

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• Sailboat Guide

Catalina 320

Catalina 320 is a 32 ′ 6 ″ / 9.9 m monohull sailboat designed by Gerry Douglas and built by Catalina Yachts starting in 1993.

• 2 / 28 Portland, ME, US 1995 Catalina 320 $46,000 USD View
• 3 / 28 LaBelle, FL, US 1995 Catalina 320 $31,950 USD View
• 4 / 28 Newport, RI, US 1996 Catalina 320 $54,900 USD View
• 5 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 6 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 7 / 28 Portland, ME, US 1995 Catalina 320 $46,000 USD View
• 8 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 9 / 28 LaBelle, FL, US 1995 Catalina 320 $31,950 USD View
• 10 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 11 / 28 LaBelle, FL, US 1995 Catalina 320 $31,950 USD View
• 12 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 13 / 28 LaBelle, FL, US 1995 Catalina 320 $31,950 USD View
• 14 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 15 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 16 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 17 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 18 / 28 LaBelle, FL, US 1995 Catalina 320 $31,950 USD View
• 19 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 20 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 21 / 28 LaBelle, FL, US 1995 Catalina 320 $31,950 USD View
• 22 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 23 / 28 LaBelle, FL, US 1995 Catalina 320 $31,950 USD View
• 24 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 25 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 26 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View
• 27 / 28 Cape Coral, FL, US 1993 Catalina 320 $31,500 USD View
• 28 / 28 Bloomington, IN, US 1994 Catalina 320 $49,900 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

Draft for winged keel vers: 1.3m/4.25’ Updated MARK II version introduced in 1999.

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Looking to Purchas a Catalina 320

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My wife and I are looking to purchase a late model Cataline 320. Does anyone have any comments? Any present owners who would like to express their opinions? We have owned another Catalina previously (25) and just loved it. We are now looking to move up to a Catalina 320. I am anxious to hear any comments that others mya have. We will be living in the North Carolina area. And i fact, if anyonbe knows of a loate model 320 for sale pleae advise. Glenn Druhot  

drummer4813, I own a 2000 Catalina 320 purchased new in late 1999. It's a great boat. I've been completely satisfied with it and have to date had no maintenance problems whatsoever. I think it's a beautiful boat (the best looking boat in the marina). I highly recommend this boat. It has an excellent layout, dependable engine, good equipment, and is a pleasure to sail, both singlehanded or with crew. The class organization ( www.catalina320.org ) is very active and supports the boat well, so if you ever have problems, there's a knowledge base readily available. While they encourge people to join the organization, you can visit the website and participate in their forum list (just sign up for the list on the website) without being member of the organization. I do not know of any C320's for sale, but suggest you join the forum/list at the Catalina320.org and ask on that website. You may be able to deal with a owner directly. The Catalina dealer that I bought my boat from is Carolina Wind, Washington, NC. In buying my boat from them, they did everything that was agreed, and since I didn't have any problems, I don't know how that would have gone if there had been any problems. Carolina Wind might have a lead on some resale C320s, or a new one. In Oriental, NC, there is St. Barts...a Beneteau dealer, but sometimes they have C320's listed. I keep my boat in Washington, and at the present time, I think there are three on this creek, each at a different marina. Good luck on your search. I don't think you will be disappointed.  

Check out this link to 11 owner reviews. Didn't read them all but it seems they generally like their boat with some minor complaints. I believe you can also search this link for folks who previously owned one. If you could find info from them, you might get some even (more objective) better info. CatalinaOwners.com  

My wife and I considered a C320 when we were boat shopping last year. For a couple or family with smaller kids I think its a great boat. The layout is really spacious for a 32' footer, but there is not a lot of storage for stuff like clothes and foulies in the cabin. Fortunately, the cockpit storage is huge and you can stash a lot of stuff, that might otherwise be in the cabin, out there. If they would add some more cabinet/drawer type storage the boat would be even more impressive. We didn't get to sail one but understand they are good performers for a production crusing boat. With the shallow draft, good performance and excellent accomodations for a couple or young family, I'd think it would be a great choice for the NC sounds and coastal crusing. Since our goal in changing boats was to allow us to bring our friends along, we opted to go a bit older and bigger and went with a C36 Mk1.5, so like you, we are Catalina fans. When we were looking, there were several nice C320's around the Chesapeake. If that's still the case its pretty easy and not prohibitively expensive to get a delivery captain, if you can't take time to move the boat yourself.  

midlifesailor said: My wife and I considered a C320 when we were boat shopping last year. For a couple or family with smaller kids I think its a great boat. The layout is really spacious for a 32' footer, but there is not a lot of storage for stuff like clothes and foulies in the cabin. Fortunately, the cockpit storage is huge and you can stash a lot of stuff, that might otherwise be in the cabin, out there. If they would add some more cabinet/drawer type storage the boat would be even more impressive. We didn't get to sail one but understand they are good performers for a production crusing boat. With the shallow draft, good performance and excellent accomodations for a couple or young family, I'd think it would be a great choice for the NC sounds and coastal crusing. Since our goal in changing boats was to allow us to bring our friends along, we opted to go a bit older and bigger and went with a C36 Mk1.5, so like you, we are Catalina fans. When we were looking, there were several nice C320's around the Chesapeake. If that's still the case its pretty easy and not prohibitively expensive to get a delivery captain, if you can't take time to move the boat yourself. Click to expand...

I’ve owned a Catalina 320 for two years and love the boat. It sails well, is easy to handle, and has much more room below than most boats of its size. The class organization is very helpful answering maintenance questions. We sail out of San Diego and have found that the C320 is a great boat for coastal sailing.  

The 320 is a nice boat; we looked at one, though we were a bit turned off because it hadn't been well maintained (we ended up getting a 350). If you like the 320, you might also consider a 309. I really like that boat. It seems that took everything that was good about the old 30 and 310 and made it better.  

Practical Sailor has a review of the Catalina 320 ( Catalina 320 ), which you can order individually or as part of their boat reviews books ( Practical Sailor ). I have the books because I was looking at several different models, so it was a better deal than individual reviews. I haven't read the C320 review in a while, but I recall it was generally favorable. You might want to check it out. Just FYI (no affiliation, just a consumer myself). -J  

We purchased our 2001 in February 2007. We originally considered a new hull, but discovered at the January '07 Toronto Boat Show that a cockpit redesign had left the benches so far apart that I could not brace against one while sitting on the other; a crew issue if you race. We thus decided to look for used. Our first boat was a 1981 Tanzer 8.5 acquired in 2002. With our next boat we were looking for a fully inclosed head, gas stove with oven, walk through transom with swim platform, wheel (in hopes my spouse would begin helming) and wide side decks. You get all of this with a C320. This boat added showers in the head and on the swim platform, refrigeration and hot/cold pressure water. This particular boat came with extras I found desirable. Canvas package and dodger have proven useful. The main/mast had been modified for Harken external cars and track which have made the deployment of the main easier and the dropping of the sail merely the controling the speed of the fall. The original pin positioned jib cars had been upgraded to infinite line adjustable cars controlled from the cockpit. These are worth their weight in gold when just the two of you are on the boat as it reduces the reasons to go forward; which is a good thing. We are an older couple sailing without children and the C320 has proved perfect for us. Space everywhere, but not designed for excess gear stowage unless as we have, you utilize the V-berth. She is a stable form and still races well with wind in excess of 25 knots if you furl and reef and keep an eye on the position of the traveler. The cockpit is large enough to comfortably handle skipper and active 4 man crew. Cruising is a joy. With large everything and a large separate aft cabin there is space for two with different internal clocks. The galley is first rate and time spent on the hook is comfortable as long as you have provided yourself with cockpit shade. Our solution here was a conestoga-style waterproof cover extending to the lifelines and 8' tall at the peak, supported by shock corded fibreglass poles supplying the shade we need and offering an all-weather outdoor room. The easy access to the water via the stern platform is pure gravy. The spouse is short with little upper body strength, but she has no interest in helming. She found the original 150% jib too much to handle and so we added a 135% which she finds easier to winch in on a tack. We also found it necessary to replace the head and did so with an upgraded Raritan model with a powerful flush action. The batteries also proved past their prime and the replacement was a 12V AGM start battery and a house bank of 4 6V AGMs. This latter, hooked in series/parallel yields 440AH of power, and unlike the 4Ds they replaced I can install and remove without assistance. For the sake of better performance we replaced the original fixed 3-blade prop with a feathering Kiwi model. There remains for this year the upgrading of the alternator to a Balmar 100 amp model and a combination charger/inverter. This upgrade, with the addition of a modest solar panel to trickle the start battery, should provide all of the power we need for cruising. Be aware that all vendors advertise their wing keel model as having a draft of 4'4''. This is not always the case. On or about 1998 Catalina deepened the bilge of the hull while continuing to use the same keel; resulting in a draft increase to 4'10''. In 2002 they replaced the original C320 wing with that used by the C310, bringing the draft back up to 4'4''. Our C320 was in excellent condition, and we bought her in Michigan sight unseen based on a surveyor's report. From this you should glean that a survey is necessary, and that you should not limit yourself to your local area when doing your boat search. Find the perfect boat first then calculate if the additional cost of transportation/taxes still makes it fair value. A survey is critical. A boat in "perfect" condition is only in that condition for its age. Do not expect a 6 year old boat to be in new condition and plan that some things will need replacing/upgrading and set aside dollars for it. Good luck. Brian  

amirault said: We purchased our 2001 in February 2007. We originally considered a new hull, but discovered at the January '07 Toronto Boat Show that a cockpit redesign had left the benches so far apart that I could not brace against one while sitting on the other; a crew issue if you race. We thus decided to look for used. Our first boat was a 1981 Tanzer 8.5 acquired in 2002. With our next boat we were looking for a fully inclosed head, gas stove with oven, walk through transom with swim platform, wheel (in hopes my spouse would begin helming) and wide side decks. You get all of this with a C320. This boat added showers in the head and on the swim platform, refrigeration and hot/cold pressure water. This particular boat came with extras I found desirable. Canvas package and dodger have proven useful. The main/mast had been modified for Harken external cars and track which have made the deployment of the main easier and the dropping of the sail merely the controling the speed of the fall. The original pin positioned jib cars had been upgraded to infinite line adjustable cars controlled from the cockpit. These are worth their weight in gold when just the two of you are on the boat as it reduces the reasons to go forward; which is a good thing. We are an older couple sailing without children and the C320 has proved perfect for us. Space everywhere, but not designed for excess gear stowage unless as we have, you utilize the V-berth. She is a stable form and still races well with wind in excess of 25 knots if you furl and reef and keep an eye on the position of the traveler. The cockpit is large enough to comfortably handle skipper and active 4 man crew. Cruising is a joy. With large everything and a large separate aft cabin there is space for two with different internal clocks. The galley is first rate and time spent on the hook is comfortable as long as you have provided yourself with cockpit shade. Our solution here was a conestoga-style waterproof cover extending to the lifelines and 8' tall at the peak, supported by shock corded fibreglass poles supplying the shade we need and offering an all-weather outdoor room. The easy access to the water via the stern platform is pure gravy. The spouse is short with little upper body strength, but she has no interest in helming. She found the original 150% jib too much to handle and so we added a 135% which she finds easier to winch in on a tack. We also found it necessary to replace the head and did so with an upgraded Raritan model with a powerful flush action. The batteries also proved past their prime and the replacement was a 12V AGM start battery and a house bank of 4 6V AGMs. This latter, hooked in series/parallel yields 440AH of power, and unlike the 4Ds they replaced I can install and remove without assistance. For the sake of better performance we replaced the original fixed 3-blade prop with a feathering Kiwi model. There remains for this year the upgrading of the alternator to a Balmar 100 amp model and a combination charger/inverter. This upgrade, with the addition of a modest solar panel to trickle the start battery, should provide all of the power we need for cruising. Be aware that all vendors advertise their wing keel model as having a draft of 4'4''. This is not always the case. On or about 1998 Catalina deepened the bilge of the hull while continuing to use the same keel; resulting in a draft increase to 4'10''. In 2002 they replaced the original C320 wing with that used by the C310, bringing the draft back up to 4'4''. Our C320 was in excellent condition, and we bought her in Michigan sight unseen based on a surveyor's report. From this you should glean that a survey is necessary, and that you should not limit yourself to your local area when doing your boat search. Find the perfect boat first then calculate if the additional cost of transportation/taxes still makes it fair value. A survey is critical. A boat in "perfect" condition is only in that condition for its age. Do not expect a 6 year old boat to be in new condition and plan that some things will need replacing/upgrading and set aside dollars for it. Good luck. Brian Click to expand...

The 320 is qa great boat for weekending. We owned one for a couple of years or so. It is not a good boat for limited or f/t cruising. If you can come up with a bit more money, I would suggest the 36 mkii. That is an outstanding boat. I have spent a lot of time on both. I ended up spending a bit more and went with a 380 (at that time, I now own a 400). THe 36 is a much better performer than the 380, but the 380 is a better cruising boat. All in all, unless this is just a weekender or daysailor, I would push you toward a 36 mkii. If it is a weekender/daysailor, you will love the 320 and how she sails. Brian  

Thanks Brian for your comments. I may consider a 43 or 36 but want to stay with catalina. It has been nice over the years to order parts from Woodland Hills, CA. Glenn  

Glenn, Go to the C320 site at http://www.catalina320.com/ , galleries, and mine is on the 3rd page. The site is under construction but there is a LOT of INFO out there.  

Glenn, I don't have the most experience as an owner of a 320 (just purchased my '95 swing keel last September), but as you appearing to be doing, I did extensive research to identify the right boat for me, my budget and sailing area (also the Chesapeake). I concluded (obviously) that the 320 was the right boat--and the half dozen times I was able to get out on her in the fall has only reinforced that. I found very positive reviews--lack of storage space a common and accurate complaint. My boat sails beautifully, and while the 320 is clearly built for comfort I've been pleasantly surprised by her performance. She points well and have not yet found much of any weather helm (though I've not yet sailed in 20+ knot winds). So far, I'm a big fan (and am hoping that will continue as I get to know her better). If you end up with a 320 keep us posted what you think of it. Kevin  

Catalina 320 Thank you Kevin for your comments on owning a 320. I am surprised that they made a 32 foot boat with a swing keel. Glenn  

drummer4813 said: Thank you Kevin for your comments on owning a 320. I am surprised that they made a 32 foot boat with a swing keel.Glenn Click to expand...

Hey Glenn, Don't know if you've found your dream boat but I'm interested in a 320 MKii and came across this one that might fit your requirements: 2008 Catalina 320 Mark II***LIKE NEW COND*** For Sale In New Bern, North Carolina - BoatTrader.com Seems like a great deal...  

I am currently looking at two 2004 C 320's, one with in mast furling and the other without. They are both in very nice shape but was wondering if the one with the in mast furling would be the best choice. Has there been any issues with this system?  

Bill.. using your email address in plain form as a user id is not advised, it's an invitation to spam bots. PM me if you want to change it to something else. Regarding the inmast vs not... you'll get almost as many responses either way. Many prefer the sail shape and performance of a conventional mainsail, but truth be told you'd probably only notice if you were racing an identical, equally well (or poorly) sailed sistership. These systems work well for the most part, but the unavoidable fact is that if they do screw up you can have a real mess on your hands. You can't drop a partially furled sail if that suddenly became necessary. My personal choice/recommendation would be the conventional main, but lately I meet more 'converts' - ie; people who bought an inmast furling boat 'reluctantly' and find that they kinda liked it..  

...or find that they REALLY like it. Lots of pros and cons for in-mast furling vs. traditional. I have the in mast and think it is very good. Rather than state all the pros and cons, may I suggest that you look at a thread about that subject? Here are some places to start: http://www.sailnet.com/forums/learning-sail/263033-new-mast-furling-couple-questions.html http://www.sailnet.com/forums/seamanship-navigation/264762-mast-furling-slab-reef-2.html Good luck on finding the right boat. Scotty  

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