seaward 22 sailboat review

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Seaward 23 vs Channel Island 22 used boat review

In this month's used boat test we put these two small seminal cruisers against each other to see which one came out top

The Seaward 23 (pictured) and the Channel Island 22 are both small but well designed boats that have stood the test of time, but which one makes more sense for a second-hand buy?

Watch our used boat test video for a taster of our findings, or read the full used boat review in the January 2014 issue of MBM .

Buying a used Nimbus Commuter 9 motor boat

Why my motorboat will be the perfect boat for cruises to corsica, bavaria sport 400 coupé used boat review.

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• Sailboat Guide

Seaward 22 is a 22 ′ 0 ″ / 6.7 m monohull sailboat designed by Nick Hake and built by Hake Yachts (Seaward) starting in 1985.

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)

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No water, no problem, with this shoal-draft pocket cruiser

I like shallow-water sailing," said Nick Hake, president of Hake Yachts and builder of the Seaward 25. "I like to glide across the flats and nose in close to the beach before I drop the hook. That's gunkholing. That's sailing." It's not surprising that the trailerable Seaward 25 has a draft of just 25 inches. What is surprising is the level of quality lavished on this pocket cruiser. "Just because it's a small boat, don't assume that the Seaward 25 is targeted for the first-time buyer," Hake said. "Most Seaward owners are already experienced sailors. Some are downsizing from larger, more system-oriented boats and others just share our vision of what a boat should be." That vision is summed up in a brochure that describes the Seaward 25 as a "pocket cruiser for adult audiences."

Nick Hake began building boats more than 20 years ago in a dingy warehouse near the Miami Airport. He jokes that if he had gone into another business and worked as hard he'd be rich. "The problem is," he said with a wry smile, "I love boats."

Don't feel too bad for him though. Today, his modern facility in Stuart, Florida, is turning out boats at a rate of one a week. In addition to the Seaward 25, Hake Yachts also offers the 19-foot Fox, the Seaward 23 and the innovative 32-foot Eagle centerboarder. Production of the 25 far outnumbers the other boats. In 1997, the boat was given a minor redesign and hull number 600 of the total production run will soon be launched.

Hake, who also designs all his boats, opted for a hull that strikes a traditional pose above the waterline but is quite innovative below. The Seaward 25 has a sweeping sheerline and a fair bit of freeboard forward. The topsides have subtle tumblehome sections down low, which extends the waterline beam, adds a salty look and offers some form stability. The springy stern features an outboard rudder assembly, and the nearly plumb bow, one of the results of the redesign, extends the LWL to 23 feet. This not only improves performance, but also creates more interior volume in the forward cabin. A short bowsprit accentuates the traditional look and is also practical as an anchoring platform. I like the fact that the forestay and stemhead fitting are not integral to the sprit.

The details Although the Seaward 25 is offered with an optional 4-foot, 2-inch fin keel, which is called the "Bluewater Model," it is clear that Hake is partial to the standard shoal-draft model. The essence of the boat lies in its shoal draft and easy trailerability. "Twenty-five inches is the key," Hake explains. "If a boat draws even a fraction more it becomes difficult to launch off most trailer sites."

Although most Seaward 25 owners leave their boats in the water at slips during the season, they like the flexibility that a trailer offers. Distant cruising grounds are easier to reach via the highway, and there is no reason to pay winter storage fees when your boat would be just as happy sitting in your driveway. Also, if severe weather is forecast, you can pop the boat on the trailer and haul it out of harm's way.

The Seaward 25 has what Hake calls a low-aspect keel with an aft wing. The main section has reverse draft, meaning that it is wider at the bottom than the top, which allows the ballast to be concentrated down low. By locating the wing aft, laminar flow is forced over the main keel section, improving its efficiency. Incidentally, it also allows for the boat to be pulled on and off a trailer much easier than if the wing was located farther forward.

A first glance at the stainless steel portlights and husky cleats and traditional styling might have you expecting the Seaward 25 to be a typical moderate-to-heavy-displacement pocket cruiser, à la the Com-Pac 25 or Pacific Seacraft Dana. Looks, however, can be deceiving. The Seaward is dramatically lighter, displacing 25 percent less than the Com-pac and 50 percent less than the Dana. In fact, with a displacement of 3,600 pounds, the Seaward 25 is only marginally heavier than a Catalina 250.

I joined Hake recently for a test sail aboard a new Seaward 25. We launched the boat in the company's Manatee Pocket testing area and sailed the wide expanse of the inland waterway near the St. Lucie Inlet. The conditions were ideal for the Seaward. It was a warm Florida spring day, the east winds were steady at 15 knots and there was a lot of shoal water around.

We hauled up the main and optional 135-percent genoa and, with a joy that only small boats provide, sailed away from the dock. While the Seaward 25 offers the ease of handling and overall lack of fuss associated with most small boats, it also has several features usually reserved for larger boats. From wheel steering to diesel power to hot and cold pressure water to the surprisingly comfortable interior, the Seaward has the feel of a larger boat. I could happily spend a few weeks aboard a Seaward 25 exploring a bit of thin turquoise water in the Bahamas.

Hake insists that quality is an abused term. "If you have stainless steel portlights does that mean you are a quality builder? Maybe, maybe not, quality must run deeper than that."

In terms of the Seaward 25, quality manifests itself in the construction process. The hull is solid fiberglass with 3/4-ounce triaxial unidirectional cloth used throughout. Stiffening is attained by the use of Coremat, a mix of microballoons, for stringers, and extensive use of molded interior liners and pans. For the most part, the deck is also solid fiberglass.

In flat areas that need stiffening, PVC foam is used for coring instead of the more common balsa. The great advantage of PVC foam coring is that it doesn't break down when exposed to moisture. Hake is determined to keep wood out of his hulls and deck. The structural hull liner is vacuum bonded to the hull for strength, although it limits access to the hull, which is the Achilles' heel of all liners. The hull and deck are joined on outward turning flanges, forming an inverted J, and bonded chemically and bolted on 6-inch centers. This down-turned joint is unlikely to leak and quite strong due to the form and the amount of joined surface area. There is a useful rubrail about a foot below the deck line.

The keel is curious in that it is molded separately from the hull out of heavily laminated biaxial glass, and then filled with ballast, which is covered over by a resin slurry for total watertightness. Two 5/8-inch stainless threaded rods are embedded into the keel. The rods act to guide the keel in place and to help secure it, but the real strength comes from an adhesive bond and layers of fiberglass that marry it to the hull.

By molding the keel, Hake is able to achieve the exact shape he wants and can keep the overall draft to acceptable limits. He insists that his keel joint is stronger than a conventional external keel and can take a hard grounding, offering as evidence the fact that it is not uncommon to beach a Seaward 25. I confess, it had no problem with a soft grounding that occurred with yours truly at the helm.

Under sail Back on deck, we began close tacking our way through the narrow mouth of the Manatee Pocket. Although I questioned the need for wheel steering in a 25-foot boat, Hake assured me that 90 percent of his clients choose the $1,800 option.

Even with the wheel and pedestal taking up a bit of space, the Seaward 25 has a great cockpit. The seat backs are nicely angled and there are lockers port and starboard. There is also a practical fuel storage locker aft. The portable 6-gallon tank can be removed for filling at a service station, thereby avoided the hassle and need to pay marina diesel prices.

While the view from the helm is more than adequate, the view from the catbird seats on the stern rail is exceptional. The mere fact that a small, light boat has a pushpit stout enough to mount seats speaks to the overall quality of the boat.

The deck is easy to navigate and I'm sure the nonskid would be functional when wet, which is not always the case. While not overly wide, the side decks are secure due to grab rails on the cabintrunk and inboard mounted shrouds. An advantage of the high freeboard forward is that it allows for molded bulwarks, which is a wonderful safety feature in a small boat. From the stout anchor roller, to the four post cleats, to the chain hawsepipe, I found the stainless hardware on deck to be impressive.

The mast, which has an air draft of 33 feet, is designed to be stepped by one person and an optional gin pole-based mast raising system helps. Unfortunately, the fractionally rigged mast was already stepped when we arrived. Hake recommends the full-batten main and as a result has developed an interesting feature on the masthead. To avoid cutting down the main roach, the backstay is led to an arm protruding aft from the mast. The result is a flat head and more sail area without needing to increase the height of the mast, which of course is designed in conjunction with the shoal draft. The entire design has been ingeniously created around those precious 25 inches of draft.

The shrouds are mounted on the trunkhouse sides, allowing for the genoa tracks to be placed well inboard. The result is tight sheeting angles for windward work. The four-part mainsheet system is a midboom arrangement (really more of a 3/4 boom), but offers plenty of purchase while still being clear of the helm. When singlehanding, Hake likes to sail the Seaward 25 with a self-tending 100-percent headsail and a boom. Our test boat was fitted with a roller-furling genoa, a nice option for the fickle breezes along the Florida coast.

Not surprisingly, the interior of the Seaward 25 is well thought out, with 5-foot, 9-inch headroom in the saloon. More headroom could be obtained by raising the trunkhouse but that would raise the center of gravity which would ... yep, you guessed it, add more draft. Starting in the bow, the forward cabin has a large V-berth, with bunks that are 7 feet long, a hanging locker and a storage shelf that might double as a desk. The saloon features a bulkhead-mounted table and settees that convert to a clever athwartships double berth.

The galley is to port and offers a large sink, an optional two-burner Origo nonpressurized alcohol stove and an icebox. Space is at a premium in a small boat, so small touches can make a big difference, like using the top of the icebox as a cutting board. A tiny quarter berth is aft of the galley, or as Hake calls it, a 1/8th berth. It's a cozy corner for a kid, or more likely, a useful storage area. The head is opposite the galley and plumbed for a shower. If buyers opt for the larger of the two Yanmar diesels, hot and cold pressure water can be added. The most striking feature of the interior is the excellent ventilation. All eight portlights open and there is a good-size hatch forward.

Although an outboard is the standard power plant, almost all Seaward 25 buyers opt for an inboard Yanmar diesel. Two choices are available: the single cylinder 1GM 10 hp, which will push the boat along at near 6 knots; or the 2GM 20 hp, which allows the Seaward 25 to skip across flat seas at close to 7 knots. The only real advantage of the larger engine is that it allows for hot water to be piped off the heat exchanger. Both engines are extremely efficient, and the 6 gallons of fuel translates into a range of well over 100 miles. Access is to the engine is actually quite good and the stuffing box is reached through the cockpit locker. The standard PYI dripless shaft seal helps reduce maintenance.

After testing out the boat's grounding capabilities and seeing how easily the 10-horsepower Yanmar extracted the boat from the sand bar, we reached the comparatively open waters of the St. Lucie River. The wind was ideal and we bolted north on a close reach. The steering was light, and the boat sailed flatter than I expected it would. Once we cleared a particularly ugly shoal, we eased the sheets and broad reached a bit before hauling everything in to tack.

The Seaward 25 came through the wind cleanly and accelerated rapidly as we hardened the sheets. The boat is easy to singlehand. All sail controls are just a reach away from the helm. Hake suggested we close the coast to give Walter, who was on the beach, a nice angle to shoot from. My instinct was to head out toward deep water, but instead we sailed close enough to read Nikon on Walter's camera. "Don't worry," Nick Hake assured me, "there's at least three feet of water around here." And of course that was more than enough; all we needed for a great sailing experience was 25 inches.

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• Good vibrations
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One Hundred Choices for the Best Small Cruiser

* = Seven boats appear in above lists twice.

Listed on the opposite page are one hundred choices for the "Best Small Cruiser." There are, of course, many more than one hundred choices for the "best" small cruising sailboat. In fact, there are 360 choices reported in this guide alone, and at least a few boats beyond those, on which we failed to find sufficient data to include here. In any case, as the saying goes, one man's meat is another man's poison. That is, a sailboat that one person does not like at all can be one that someone else likes very much.

One of the main reasons for this is that different boats are designed for different purposes: boats best for cruising in shallow bay waters versus deep ocean waters, for example. Styles vary to suit different tastes: traditional versus modern design, for example. Boats that do well in around-the-buoy racing may not be so well suited to cruising. A boat built to the highest standards of quality may not suit the pocketbook of the casual weekend trailer-sailor. And the range of choices goes on and on.

To help narrow the field of choices for the reader who is eager to find the right boat to buy, and doesn't have the patience to wade through all the facts and figures on all 360 boats presented in this guide, we have (somewhat arbitrarily)

devised a hundred choices, broken into groups of a dozen or so. Are you looking for a single-masted character boat? We list thirteen of them here, from 18 to 25 feet on deck. Do you yen for a two-masted yawl or ketch? We list every one of the dozen covered in this guide. Do you prefer a custom- built boat or at least very high quality construction? We show thirteen "high-end" choices, though you could find others in these pages. We also list fifteen good cruising boats for a family of four, and another thirteen for a cruising couple without children or guests aboard. We choose fifteen round-the-buoys racers for your consideration, and a dozen blue water cruisers, including a 15-footer that has sailed from California to Hawaii (though some may not agree that such a feat qualifies such a boat for offshore work).

Although there isn't space to include photos of every boat in this book, or even the one-hundred choices listed as "best," we have dug up representative sample photos from our vast collection of boat sales brochures to include on the following pages. They are arranged in roughly alphabetical order. If you don't find a picture of the boat you're interested in, try searching Google. There's a huge cache of photos there.

Alerion Express Cat 19 (details on page 20) is a high-end cruiser designed, among other things, for easy trailering and ramp launching.

Bay Hen 21 (page 85) is a character boat that's easy to launch and trailer.

Beneteau First 26 (25) (page 323) will nicely accommodate a family of four for cruising.

Bluejacket Motorsailer 23 (page 222) is a character boat with great comfort for cruising two.

Beneteau First 235 (22) (page 152) is a good boat for a cruising couple.

Blazer 23 (page 221) is a competitive racer. The author (trimming jib) is sailing here with other writers John Rousmaniere (steering) and Freeman Pittman, tech editor at Sail magazine.

Bluejacket Motorsailer 23 interior (also see to left) is particularly comfortable when cruising in rainy weather.

Bridges Point 24 (page 275) is available either as a finished boat or a kit.

Cape Dory Typhoon 18 (19) (page 23) has enough ballast to stand up well in a blow.

Cal 20 (page 89), produced from 1961 to 1977, is still raced in several fleets around the country.

Cape Dory 25D (page 330) comes close to being the ideal trailerable cruising boat.

Capri 26 (24) (page 282) features a cabin big enough to "drink ten."

Capri 18 (page 25) was introduced in 1985 and is still being sold today.

Cheoy Lee Flyer III (25) (page 334) has a Folkboat style hull.

Catalina 22 Mk I (page 157) wins the all-time popularity prize for cruising boats.

Catalina 25 (page 332) came in a great variety of configurations.

Com-Pac 19 (page 27) was drawn by Island Packet designer Bob Johnson.

Com-Pac 25 (page 336) has an unusual volume of interior space for her length.

Cornish Crabber 17 (page 31) is elegantly finished on deck and below. Cornish Crabber 22 (page 164) sports a gaff cutter rig.

Cornish Crabber 24 (page 284) is a well-built gaff-rigged character boat.

Cornish Shrimper 19 (page 32), a character boat, has an elegant finish, but is short on headroom.

Dehler 22 (page 167) has a number of high quality features.

Dolphin 24 (O'Day) (page 285) was available either as a kit or as a finished boat.

Dehler 25 (23) (page 227) also uses a "slipway trolley."

Elite 25 (24) (page 289) is fitted out in France, and features the French style of careful interior design.

Eastsail 25 (page 340) is generally built to a customer's specifications with extended offshore cruising in mind.

ETAP 20 (page 98) is built to a high standard of quality and is unsinkable.

ETAP 23 (22) (page 169) like other ETAP boats, she is double-skinned in a foam sandwich for flotation.

Golif 21 (page 99) from France has an unusual cabin ventilation system.

Irwin 10/4 (25) (page 347), as the saying goes, can drink ten, eat six, and sleep four.

J/24 (page 294) is said to be the world's most popular one-design keelboat.

La Paz 25 (page 353) features an open cockpit for deck chairs and berths for six below.

Jeanneau Bahia 23 (20) (page 106) features a clever cabin table design.

Menger Oysterman 23 (page 237) Montgomery 15 (page 71) and is a character boat based on the Montgomery 17 (page 46) both have molded

Chesapeake Bay Skipjack. lapstrake hulls.

Marshall Sanderling 18 (page 40) has been in production for almost fifty years, and continues to be popular.

Morgan 24/25 (25) (page 358) is fast and weatherly, especially in light air.

Newman Friendship Sloop 25 (page 360) conjures romantic memories of Maine fishermen.

Nimble 24/25 (25) (page 361) was produced in several configurations, including both a sloop and a yawl rig.

New Moon 25 (page 379) can be fitted out to the customer's specifications.

Nimble 24/25 (25) (page 361) is available as a pilothouse with six feet of headroom, great for cold weather cruising.

Nimble 20 (21) (page 116) features a yawl rig, rare in a boat so small.

Nonsuch 22 (page 185) was designed with the idea of elegant simplicity.

O'Day 26 (25) (page 362) is a near sistership to the O'Day 25.

Pacific Seacraft Flicka 20 (page 120) is generally considered a very high quality product, commanding a premium price in the used boat market.

Pacific Seacraft Dana 24 (page 303) is solidly built to cruise in a bay or an ocean.

Parker Dawson 26 (page 364) has two separate cabins, and a center cockpit enclosed in canvas can be a third.

Quickstep 24 (page 306) was built by several firms, giving a choice of several accommodations plans.

Rob Roy 23 (page 246) has the makings of a classic small yacht.

Sand Hen 24 (page 308), with lightweight spars and no shrouds, should be easy to trailer and launch.

Santana 20 (page 131) was a very early entry in the "sport boat" market and is still popular.

Santana 21 (page 132), with a D/L ratio of only 86, is classified as an ultralight.

Santana 22 (page 198), an ageless design, is still popular after over 40 years.

Sea Pearl 21 (page 136) is simple, light, and shallow draft, perfect for casual beach cruising.

Seaward 25 (24) (page 310) has a sleek and salty look and is well built.

Shark 24 (page 312) has done well in racing over the years.

South Coast 23 (page 255) was converted to a yawl from a sloop (see photo bottom left).

South Coast 23 (page 255) Stone Horse 23 (page 258) is a classic shown here was built from a kit. designed over 75 years ago.

Tanzer 22 (23) (page 259) has a strong class association that promotes both one-design racing and cruising get-togethers (two views, left and right).

Terrapin 24 (25) (page 371) ^ |ike her Vancouver 25 (page 372) is well namesake, slow but comfortable. equipped for extended cruising.

Vertue II 25 (page 373) is a no-nonsense heavy cruiser made for ocean passages.

West Wight Potter 15 (page 64) has made some long distance cruises, including one from California to Hawaii.

West Wight Potter 19 (page 65) is still selling well after over thirty years of production.

Continue reading here: Authors Gallery of Photos

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Readers' Questions

What similar boat to cornish crabber 17 plans?

The Colvic Watson 25 Sailer is a similar boat to the Cornish Crabber 17. It has a traditional long keel and tiller steering. It is a roomy boat and makes a superb cruising boat for coastal and inland waters.

How is beneteau and jenneau related?

Beneteau and Jeanneau are both subsidiaries of the French group, Beneteau Group. The two brands have been part of the Beneteau Group since 2000, when Beneteau acquired Jeanneau. Both brands specialize in sailboats, motorboats, and powerboats.

Is the Com Pac sailboat considered a high end production?

No, the Com Pac sailboat is not considered a high end production boat.

What is the headroom in a dehler 25 sailboat?

The headroom in a Dehler 25 sailboat is approximately 1.85m (6 ft).

Are etap sailing boats still made?

Yes, Etap sailing boats are still made. Etap produces a wide range of sailing boat models, including the Cruiser and Cruiser Club series, the 21, 22 and 23 meters, and the Open and Weekender series. Many of the Etap sailing boats are still in production today, offering quality and innovation that continues to make them popular among sailing enthusiasts.

How many sirius 21 sailboats are still sailing?

It is difficult to accurately quantify the number of Sirus 21 sailboats that are still sailing. Most estimates place the number at around 200, though it is likely that the actual figure is higher.

Is the Sirius 21 sailboat really Unsinkable?

No. While Sirius 21 sailboats are designed to be safe and stable, no boat is truly unsinkable.

Has any one done any blue water sailing on an Eastward Ho 24' sailboat ?

No, I have not done any blue water sailing on an Eastward Ho 24' sailboat. However, I do know a few people who have owned Eastward Ho 24' sailboats, and some of them have taken them out for extended cruises, so it is possible that someone has done blue water sailing in one.

Is the rob roy 23 a bluewater boat?

No, the Rob Roy 23 is not a bluewater boat. It is more suited for inland lake and river cruising.

Is beneteau 235 unsinkable?

No, the Beneteau 235 is not unsinkable. Like all sailboats, the Beneteau 235 is susceptible to water taking on board. Water can enter the boat through a breach in the hull or through open hatches and ports.

Are compac 19 good boats?

The Compac 19 is an excellent boat that is great for short day cruises, fishing, and weekend getaways. It is often praised for its excellent maneuverability, easy handling, and low maintenance cost. The boat features a functional and reliable design, making it an attractive choice for both recreational and commercial use. Additionally, the Compac 19 has a spacious cabin, large cockpit, and ample storage for overnight trips.

How to rig sirius 21 sailboat?

Rigging a Sirius 21 sailboat is a straightforward process, but it should be done carefully to ensure the safety of the boat and its crew. Attach the mainsail halyard to the handle at the top of the mast and thread it through the mast sheave. Attach the spinnaker halyard, also known as the topping lift, to the aft side of the mast and thread it through the mast sheave. Attach the jib halyard to the clew of the jib and thread it through the mast sheave. Attach the mainsheet to the end of the boom, then attach the boom vang and the outhaul to the boom. Attach the jib sheet to the clew of the jib and run it through the pulley at the base of the mast. Attach the main and jib traveler lines to the tracks on the deck and thread them through the blocks at the mast base. Attach the mainsail to the mast and boom and the jib to the fore stay. Attach the main tack to the clew and then attach the clew to the boom. Attach the jib tack and clew to the forestay. Finally, attach all of the running rigging lines and adjust the tension as needed.

My Cruiser Life Magazine

7 Best Trailerable Sailboats for Cruising

Many sailors balk at the idea of leaving their boat in the water at a marina. Slip fees are expensive, and maintenance bills get bigger the longer you leave a boat in the water. However, if you want a boat under 30 feet long, there are trailerable sailboats that will fit the bill.

Like any boat purchase, you’ll need to analyze precisely what kind of trailer sailer you want. Will a simple weekend sailboat suffice, or do you really need the best trailerable cruising sailboat you can find? 

Here’s a look at some of the pros and cons of the best trailerable sailboat. Plus, we’ll look at how to compare them for your purposes.

Table of Contents

Best trailerable sailboats, easy to launch trailerable sailboats, quick setup time, towing weight, catalina 22/25 “pop-top”, com-pac horizon cat for classic coastal cruising, marshall sanderling — small, portable, classy, west wight potter 19 — the tiny go-anywhere sailboat, seaward 26rk with retractable lead keel, corsair f-24 trimaran – sporty sailing, macgregor 26m — maximum speed meets maximum living space, long-range cruising boats, 7 best trailerable boats – a recap, what’s the best trailerable sailboat for a cruise, trailerable sailboats faqs.

• Catalina 22/25
• Com-Pac Horizon Cat
• Marshall Sanderling
• West Wight Potter 19
• Seaward 26RK
• Corsair F-24 Trimaran
• MacGregor 26M

We’ll get into more detail about each brand in my post today, so hang tight!

What Is a Trailerable Sailboat, Exactly?

For this article, the priorities for a trailerable sailboat are:

• Easy to launch
• Require minimum setup to launch and store
• Lightweight enough to be towed by the average vehicle

Before you can really classify a sailboat as trailerable, you need to evaluate and narrow your search criteria. Truthfully, 50-plus-foot ocean-going sailboats are regularly put on trailers. But that’s done commercially, on a big rig, with special permits for oversized loads, and even led cars.  

That probably isn’t what most people mean when they think of a trailerable sailboat. But what is the priority here, the trailerable part or the sailboat part? Compromises are going to have to be made somewhere. 

If you’re looking at the 20-foot-and-under sailboat crowd, finding a trailerable example should not be hard. Most sailboats this size are designed for trailers anyway since they aren’t the sort of boats people want to pay to leave in a slip year-round.

Things get more interesting when you look at the 20 to 30-foot boats. In this class, there are stout ocean-going cruisers with deep keels and lightweight centerboard trailer sailboats designed from the get-go to be trailered by the average car or SUV. The differences between these boats are night and day.

Sailboats often have a hard time at boat ramps. First, deep keels mean that the trailer must extend farther into the water than the average boat ramp allows. This means the ramp needs to go back far enough, and the trailer tongue needs to be long enough not to swamp the car. 

If you have a boat like this, you’ll need to find the right boat ramps. Unfortunately, not all ramps are created equally. If your boat draws more than two or three feet on the trailer, you’re going to be limited to steep, paved, and high-quality boat ramps. Unfortunately, those aren’t standard features, so your cruising grounds are going to be limited.

Usually, ramps aren’t built steeply because they are often slippery. Your tow vehicle will need excellent traction and torque to pull your fully loaded boat out of a steep ramp. The steeper the ramp, the more trouble you’ll have. 

The alternative to finding steep ramps is to use a trailer tongue extender. This lets you get the trailer into deeper water without swamping the tow vehicle. But it also means that the ramp needs to extend deep enough. Many ramps end abruptly. Allowing your trailer to sink off the edge is an excellent way to get stuck or pop a tire.

Pick a boat as easy to launch and retrieve as a similarly sized powerboat to remove all of these boat ramp problems. The soft chines of most sailboats will always require a little more water, but a swing keel and the hinged rudder raised mean that the boat can sit low on the trailer bunks. That way, you only need one or two feet of water to launch, an easy feat at nearly every boat ramp you can find.

The next consideration for a sailboat to be portable enough to call it “trailerable” is the amount of time it takes to step the mast and get it ready to cruise. 

To accomplish this, you need a mast that can be stepped by a two-person team–maximum. Ideally, it will have some tabernacle hardware to enable one person to do the task for solo sailing.

There is an entire family of pocket cruisers that could ideally fit on trailers. But you won’t find the Fickas or the Falmouth cutters on my list, simply because they aren’t easy to launch or easy to rig. But, of course, they’re also too heavy for most vehicles to tow, which leads us to the final point of excluding them this trailable pocket cruiser’s list.

One of the most significant financial burdens the trailer sailer faces is their tow vehicle. You are all set if you already drive a two-ton dually diesel pickup truck. But if your daily driver is an SUV or light pickup, you need to think long and hard about the math of the towing equation. 

Whatever boat you buy cannot exceed the towing rating limits of your tow vehicle. If you don’t have a tow vehicle, you’ll need to buy one. This will double or triple the cost of getting a trailer sailer in most cases. For the same money, you may want to look at a boat that stays in the water at a traditional boat slip. For the cost of a trailer sailer and a tow vehicle, you can probably step into a nice boat that is larger and more comfortable than any towable.

If you have a tow vehicle, you need a light enough vessel for it to tow. Most modern SUVs tow less than 2,500 pounds. Anything more than 5,000 will require a full-size pickup. Remember that the tow weight isn’t just the boat’s displacement—it’s the empty hull weight, plus the weight of the trailer and any extra gear you need to pack into the boat. 

Finding a vessel that fits these limitations on weight isn’t easy. If the manufacturer’s goal is to make it towable, immediate limits are placed on the materials they can use. This means less seaworthiness since boats are built light and thin. As far as stability goes, lead keels are generally out, and water ballast systems or centerboards might be used instead. It doesn’t mean these boats aren’t safe and fun, but they aren’t designed for rough conditions, crossing oceans, or living on in the water full-time .

7 Best Trailerable Cruising Sailboats

There are more trailerable sailboats out there than you might imagine. Here’s a look at seven popular options of all shapes and sizes to give you a taste of what you might want to take to sea.

The boats here are selected for their storage and living space. With these boats and a little outfitting, you can spend weeks gunk-holing in the Chesapeake Bay or island hopping the Bahamas. If you broaden your scope to include daysailers with no cabin space, there are countless more options.

One of the worst parts of a small trailerable sailboat or pocket cruiser is the lack of stand-up headroom. One clever solution that you’ll find on some weekend sailboat types is the pop-top. 

The pop-top is simply an area around the companionway hatch that extends upward on struts. So when you’re at the dock or anchor, you get standing headroom down below—at least right inside the pop-top.

You can build a canvas enclosure for your pop-top to use it in all weather. A pop-top makes your boat feel much larger than it is and allows you to move freely to cook or get changed down below or even do a nice boat bed area. 

Later models of the Catalina Sport 22 and Capri 22s lacked this cool pop-top feature, so if you want it, you’ll need to seek out an older model on the used market.

Com-Pac has been building small sailboats since the early 1970s. They currently sell two lines, each with various-sized boats. All are well built, and a majority of their boats are trailerable. 

Most interesting at the Com-Pac traditional catboats . The rigging is more straightforward than modern sloops, with only one large mainsail. Com-Pac boats come with a unique quick-rig system to make getting on the water fast and simple.

The Horizon Cat Coastal Cruising has a displacement of 2,500 pounds with a 2’2″ draft when the board is up. She has a separate head forward and space to lounge either topside or down below. The smaller Sun Cat has slightly few amenities but shaves off a few feet and pounds, making it easier to tow and it is one of these amazing small sailboats. Com-Pacs features stub keels, so their centerboard and hinged rudder do not take up space in the cabin.

On the sloop rig side, the Com-Pac 23 comes in a 3,000-pound traditional sailboat or a very interesting pilothouse. Both are incredibly livable for their size , with shallow two-foot-long fixed keels and high-quality construction.

Another option if you like catboats is the Marshall Sanderling. This salty 18-footer oozes traditional charm , all while being easy to sail and easier to tow. And while she has wooden boat lines, she has a modern laminated fiberglass hull.

The Sanderling has a 2,200-pound displacement, so tow weights will be around 3,000 pounds. At only 18-feet, she’s on the small side for cruising. The cuddy cabin has no galley, and the portable toilet is not enclosed. But that small size means a simple boat that’s easy to maintain and take anywhere. 

An electric motor package is an exciting option on this weekend sailboat!

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You can’t mention tiny trailer sailers without touching on the famous West Wight Potter . These 15 and 19-foot pocket cruisers have earned a worldwide reputation as the ultimate go-anywhere coastal cruiser.

The West Wight Potter 19 offers the most living space for staying aboard and cruising. So even though its dimensions are diminutive, this little boat packs a lot in. There’s a single burner hotplate and sink and a porta-potty tucked under a cushion. Yes, it’s tight—but the company claims the little boat can sleep five people. Any more than two will feel pretty crowded, however.

The boat comes standard with a mast-raising system that a single person can manage alone. It has a daggerboard for a shallow draft of a half-foot when the board is up. The total towing weight is around 1,500 pounds, which means nearly any car can tow a West Wight Potter.

This little-known trailer sailer is produced at the same Florida factory that makes Island Packet Yachts. That should give you a little bit of an idea of what sort of boat it is—trailerable, yes, but also high-quality, beautiful, and built for cruising. In other words, it’s one of the nicest all round pocket cruisers and it feels like a much larger boat.

The Seaward is easily the saltiest boat on this list . It’s beefy and seaworthy. Instead of a lightweight centerboard, Seaward fits the RK with a bulb-shaped retracting keel. Other big-boat items include a Yanmar diesel inboard motor and an enclosed head. The spacious cabin of the boat features a double berth and is ready for salt water cruising.

According to sailboatdata.com , the tow weight of the 26RK is 6,000 pounds. With the keel up, the draft is 1.25 feet.

Multihull sailors need not feel left out from the trailer sailer club and the pocket cruiser. Beyond the ubiquitous beach Hobie Cat, there are not many options for catamarans. But trimarans are uniquely suited to be towed.

Why? For one thing, performance oriented boats like trimarans are based on it being built light. There is no ballast—a trimaran’s stability comes from its two outer hulls. Additionally, the living space is entirely housed in the central hull–the outer floats are small and sometimes foldable. Finally, there are no keels on tris, so they are extremely shallow draft and perfect for trailering.

If you’re looking for adrenaline-pumping sporty and fun sailing, it’s impossible to beat what a trimaran will offer. Let’s not beat around the bush—most of the trailer sailers on this list have hull speeds around five knots. The Corsair has no such limits, routinely sailing at 15 knots or more .

The new Corsair 880 trimaran has an unloaded weight of 3,659 pounds. It is trailerable behind a big SUV or small pickup and is probably the most fun sailing option that is trailerable at all.

An even more portable option is the older Corsair F-24. It has a light displacement of under 2,000 pounds—so nearly any SUV can tow it.

MacGregor owns the market on trailerable motor sailers since they more or less created the product to fit the bill. The MacGregor 26 is not like other boats. The design combines a planing powerboat with a centerboard sailboat. Imagine scooting along at 20 knots or more when the wind is down or enjoying a sporty sail on a breezy day–in the same boat.

The entire boat is built from the ground up for towing and long-range sailing. So if you want a big sailboat that you can tow behind pretty much any SUV, the MacGregor has to be on your list. 

Depending on the model, the 26-foot-long boats have incredibly light dry weights of between 1,650 and 2,350 pounds. Considering the massive volume of the roomy cabin, the ability to tow such a large vessel opens up an entire world of opportunities for owners. 

It’s not all good news, of course. MacGregor owners love their boats, but they are built light and are not ideally suited for offshore cruising or rough weather. But in bays and for coastal sailing on nice days, few boats can get as much use as a MacGregor. 

The motorboat capability of the 26M and 26X might not appeal to hardcore sailors, but for those looking to maximize their use of the boat depending on the weather, their mood, or location, it makes a lot of sense. 

MacGregor shut down in 2015, but the daughter and son-in-law of the original owners took over production and renamed the boat the Tattoo 26 . The company will soon release a smaller version, the Tattoo 22 .

If the 26 is a bit big to make your list of best trailerable small sailboats, consider the smaller Powersailer 19. It’s nearly identical to the 26, just smaller and lighter.

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What Do You Want Your Trailer Sailer To Do?

After you’ve settled on how you will tow and launch your trailer sailer, now it’s time to dream about what you want it to do. Where will it take you? 

The beauty of a towable boat is that you can travel anywhere. A boat in the water might take weeks or months to move a few hundred miles. But if you can attach it to your car and do 65 mph on the interstate, you could sail on the Pacific on Monday, the Gulf of Mexico on Wednesday, and the Atlantic on Friday.

We can divide our trailerable sailboats into three groups – daysailers, weekenders, and cruisers.

These are designed with open cockpits and no space to sleep. This is a majority of the sub-22-foot boats on the market. They are designed to be launched, play for the day, and return to the ramp or dock.

A weekender will have rudimentary sleeping facilities. Think of it as a floating tent—it’s not a five-star hotel, but you can sleep under the stars or get out of the rain. Conceivably you could stay aboard indefinitely, but it doesn’t have much room for gear. So most people are ready to get off after a day or two. 

A cruising boat has sleeping, cooking, and toilet facilities built-in. These might be small and simple, but in any quantity, they mean you can disconnect from shore for a long time. Unfortunately, squeezing all of this into a tow-friendly package isn’t easy, and very few boats do it well. 

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.

What size sailboat is trailerable?

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.

Is a Hunter 27 trailerable?

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. 

Is a Catalina 22 trailerable?

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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• Sailboat Reviews

Seaward 26 RK

By no means just a stretch version of hake yachts' 25-footer, this new craft features a retractable keel and sensible pricing options..

When Nick Hake, a graduate of the Milwaukee School of Engineering, decided that he’d had enough midwestern winters, he moved to Florida. Despite his epicurean proclivities, he decided that he liked building boats more than being the head chef at an upscale restaurant in Coconut Grove.

“I always wanted to be self-employed,” he recalled.

Between 1974 and 1982, Hake built roughly 2,000 dinghies before introducing a 17-footer called the ‘Slipper,’ which ultimately became an 18-footer that was marketed as the Fox. With the introduction of a 22-footer in 1979, he formed Seaward Yachts, but now markets Seaward models under the Hake Yachts brand.

In 1984 he introduced a 24-footer that eventually became the Seaward 25 (see PS February 1, 2003), but in 1993 he sold the company to a group of Philadelphia-based investors. However, after two years, the romance of the boatbuilding business wore thin with the hobbyist owners, and they sold the business back to Hake. He now focuses solely on production of the newly designed Seaward 26RK, and the Eagle, a shallow-water 32-footer.

Though the company enjoys a reputation for building solid boats, it was during Hake’s hiatus that lax construction methods and poor quality control resulted in a number of poorly constructed boats leaving the factory.

Since Hake’s return, boat construction and quality control have returned to prior levels. In fact, the production floor is now adorned by a bulletin board—visible to both customers and employees—that itemizes the most recent “mistakes worth mentioning,” along with the appropriate corrective measures.

“We see it, and our customers see it,” Hake said.

Design Hake designs the boats his company manufactures. His latest, the Seaward 26RK, bears a striking resemblance to her 25-foot predecessor. The first impression when viewed abeam is that her profile is traditional, accented by a tall bow and upward-sloping cabintop highlighted by four ports, and downward sloping sheerline leading to a cockpit surrounded by a stainless steel stern rail housing two seats.

“We designed new molds for the boat, and took a new approach to pricing at the same time,” Hake said. Compared to the 25-footer, the new model has 18″ more waterline length, and a more user-friendly cockpit since “most of the additional space is aft of the wheel.” The additional waterline length also contributes to improved performance.

Of the modifications, Hake says that he also “wanted to increase the designed waterline for the purpose of increasing buoyancy in the stern when she’s loaded with several adults. The 25-footer tended to drag her stern a bit when overloaded, which affects performance, so we solved that problem.”

A roomy cockpit—even on a boat this size—is an important feature as that’s where the majority of time on board will be spent. Measuring 8′ 4″ long by 5′ 2″ wide, with seats that are 16″ wide, this cockpit will comfortably seat four, allowing the helmsman adequate space to steer and the crew sufficient room to trim sails.

The 26RK also has a transom gate that eases entry from the stern.

We were befuddled to learn that most purchasers opt for a boat equipped with a wheel (a $2,150 option), since she carries a light helm and the tiller can be moved out of the way when dockside.

Hake calls his hull shape a “spherical tumblehome,” defining that as “a concentric shape at the waterline from the bow to amidships with soft bilges.” When overpowered, a soft bilge produces tippyness, but Hake explained: “she’ll make way best when heeled 10 degrees, and owners begin shortening sail when the wind pipes up to around 15 or 17 knots. Though she has a plumb bow, she also has a rounded entry that prevents broaches by eliminating the tendency of the nose to bite into the sea and skid.

“We were primarily looking for a boat that would do the best job of sailing in the waters of the East coast, particularly Florida, where we have tons of quiet and unspoiled waters that are very shallow, but also to be able to cross the Gulf Stream to the Bahamas and do some island hopping…Performance-wise, we wanted a boat that would sail with a sport-boat feel but could be easily handled by one person and comfortable for a family. We kept the rig uncomplicated, the underbody clean, and went with vertically retracting foils to take care of performance, stability, and shallow water issues.”

Hake scored points on those criteria, having produced a sail area/displacement ratio of 18.4, and displacement/length ratio of 113.2, both of which are considered on the fast side. In comparison, the Catalina 250 (wing-keel version) displaces 4,200 lbs. with 200 fewer pounds of ballast, to produce a SA/D ratio of 16.29 and a D/L ratio of 195. On paper, the Seaward has the speed edge.

The 26RK displaces 3,800 lbs., only 200 lbs. more than her predecessor. Weight, Hake said, is distributed throughout the boat and that doesn’t affect performance or balance.

The retractable keel is a NACA-designed, high-aspect, 8′-long section with 26″ wings attached to a bulb. It draws 6′ when fully deployed and only 2′ (the depth of the bulb) when raised. Its thin shape—the chord is only 15.5″—and low center of gravity, are nearly identical to longer, fixed-keel boats, so it produces excellent tacking ability, as we learned during our test sail.

“We chose a torpedo bulb on the keel to keep displacement low without compromising stability, and produced a lower center of gravity and improved stability. We also felt the bulb was necessary to keep stability high when the boat was sailed in shallow-water situations with the keel only partially extended,” Hake explained. This is another good change since, in shallow water with a typical dagger elevated, wind and surf might produce an unpleasant ride.

Lowering and retracting the 1,200-lb. keel is a simple matter of pulling one of two lines located on the cabintop near the cockpit. The lines are attached to a switch on a Rule Industries 20SS electrical motor with a 2,000-lb. lift capacity, all housed in a fiberglass box just beneath the mast. Rule’s standard product is equipped with a spring that could allow the keel to fall freely, but Hake’s employees modify the motor to prevent such an occurrence. Should the motor fail, Hake has devised two back-up plans for retracting or lowering the keel, one involving the use of a cordless drill to turn the winch motor.

We initially thought this arrangement of pulling lines to control an electrical switch was an antiquated, potentially faulty approach. However, like much of Hake’s thinking, it represents the utmost in simplicity. It’s a lot like the old system of pulling a string to switch on a light. Sure, a dedicated switch mounted near the cockpit and wired to the motor would be more tidy and convenient, but it would also invite the possibility of a future wiring failure. Hake’s solution may seem crude, but it’s effective.

The 26RK’s rudder continues that trend of functional simplicity. The stern-hung appendage can be adjusted up and down within its sheath. The leading edge of the rudder is a combination of carbon fiber and fiberglass. At the head of the rudder is a pin that prevents it from lifting out of the sheath in a following sea.

A byproduct of these retracting foils and subsequent shallow draft is the ease with which this boat can be launched at shallow ramps.

Deck Layout Excepting the keel motor box, deck clutter is limited to two sheets, two blocks, and three winches, with all lines led aft. Stainless steel ports that were fixtures on older boats have been replaced by plastic ports, a $1,250 cost saving. The shrouds extend to the cabintop, producing tighter sheeting angles as well as easier movement forward and aft. Stainless-steel handrails set on the cabintop fore and aft of the shroud bases, and double lifelines contribute to the safety element.

The mainsheet is led from the end of the boom to an athwartships track at the base of the companionway, rather than on the cabintop. This produces good sheeting angles, but it’s a stretch for the helmsperson to reach with the traveler eased. The Andersen headsail winches—set midway along the cockpit coaming, are closer by. The halyards are led on the cabintop to Ronstan rope clutches that sit forward of an Andersen winch.

In the cockpit, the starboard locker is 28″ deep, 34″ wide, and more than 6′ long, adequate for storing miscellaneous gear and a spinnaker. And Hake allowed space for a 6-gallon fuel tank under the starboard cockpit seat; it is easily removable when the time comes to fill ‘er up.

The sail plan on the 26RK is supported by an uncomplicated, deck-stepped, fractional rig with single spreaders that is designed to be easily raised for sailing away. As Hake says, “We build our boats for mature owners who want to step aboard and go sailing without worrying about the technical stuff.” We didn’t step or unstep the spar during our test, but in our review of the Seaward 25, we did question that the backstay is attached to just one side of the transom. “The boat will sail well without a backstay, anyway,” Hake told us, adding that the mast is so stiff that bending it is not an option. Regarding the strength issue, he provided photos of a 26RK suspended aloft from a crane with lines attached to bow and stern pulpits.

Accommodations A fully equipped version of this 26-footer offers seating/dining space for four adults, a galley, and modest head, and berths for four that are more than 6 feet long. Headroom is approximately 5′ 10″ throughout the interior.

“Belowdecks, we wanted creature comforts for a couple, or a young family,” said Hake. “We try to use every inch of space and design the interior so everything can fit. Everything can be removed and the interior hosed out for cleaning.”

Hake frees space in the main cabin by hanging the dining table on the bulkhead. It’s not an original idea, however, having to work around the keel trunk, which sits center stage, was a challenge. He cleverly attached the forward end of the table to a stainless steel rod affixed to the bulkhead. The 34″-long table is lowered and then rotated amidships to create dining space on both sides of the cabin. It works well, and spans much of the 5′ space amidships between the settee backs.

Counter space in the galley is 48″ long if the sink cover and oven top are used as working surfaces; additionally, the ice box top doubles as a cutting board. Opposite the galley, the head compartment measures 32″ wide x 40″ long; not spacious, but appropriate for a boat this size.

Getting this boat fully equipped, however, comes at a price. Since the company is attempting to broaden its market to include first-time buyers and the less affluent, living spaces are offered a la carte. In lieu of a privacy curtain, a teak door and bulkhead that enclose the forward berth will add $1,000 to the base price; a privacy door on the head adds $200, and a portable marine head $375. Additionally, an Origo single-burner stove will increase the cost of the galley by $300, and the stainless steel ports are a $1,250 option.

This boat does suffer a paucity of bulk storage space (unless the aft quarterberth is used for that purpose).

Construction With minor exceptions, Hake’s construction methods remain unchanged since our review of the Seaward 25. The lamination schedule for the hull includes a vinylester gelcoat, 1.5-oz. chop-strand mat and isophthalic polyester resin applied with a chopper gun. “I know some people don’t like that, but it’s an effective way of assuring that there’s resin on both sides of the strands,” says Hake. “The second step introduces 40-oz. triaxial cloth. While we use Coremat in the flat runs of the hull to provide stiffness, most of the hull is solid glass.”

The interior pan is a solid fiberglass structural member that is vacuum-bonded to the deck. Extra laminations are added in potentially high-stress areas where the hull and keel trunk meet, and where the hull and deck meet.

The hull-to-deck joint—shaped like an inverted “J”—is chemically and mechanically fastened using stainless machine screws every six inches and a proprietary putty. “It doesn’t leak because of the accuracy of our tooling and the bonding materials,” Hake said.

The deck, which is cored with Divinycell foam, follows a similar schedule. Deck hardware is tapped into 1/8″ aluminum plates bedded into the fiberglass lamination, a strong method that is becoming more standard in the industry. Chainplates are mechanically and chemically fastened as well. A 3″-wide stainless steel strap penetrates the coachroof and is carried down to the hull, where it is attached to a stainless rod.

The fiberglass outer skin of the keel contains a core of resin and 1,000 lbs. of lead, which is poured in place.

Performance We sailed the 26RK in 10 to 15 knots of wind on the Chesapeake Bay. In the process, we also introduced a total neophyte to sailing and reaffirmed that, at its elemental level, sailing is relatively uncomplicated.

The cockpit proved to be large enough for four adults, with sail controls located so that the boat could be singlehanded if necessary. Though we found steering while seated on the stern-rail seats comfortable, it puts the helmsperson at too great a distance from the sail controls.

With approximately 10 knots of wind, and a full main and 110% headsail deployed, the boat easily sailed through the short chop on the bay, and pointed to within 40 degrees of the apparent wind. Our handheld GPS registered boat speeds between 4.5 and 5.5. knots over the ground. Easing sheets, the speed increased to the mid-6 range, and we registered a 7-knot run for several minutes.

When the wind increased to 14 knots, we tucked a reef in the main, which reduced heel and increased comfort while maintaining the same speed.

As advertised, one advantage of sailing a trailerable boat is the ability to maneuver in shoal waters. This became clear when we ran aground. Floating the boat was a simple matter of pulling a string in the cockpit, which raised the keel. When operating in shallow water, raising the rudder is also simple; you remove a pin, lift the foil to the proper depth, and replace the pin.

Finally, to confirm her maneuverability, we eased sheets completely, pulled the tiller hard over, and she spun on her keel, sailing in circles the diameter of her own length.

Our principal criticisms pertain to the size of the mainsail, and the headsail furling system. Light-air performance aboard the 26RK would improve with additional area in the mainsail, and that could easily be achieved if the tack were lowered or more roach area was added. Hake Yachts’ Sales Manager Dave Brady told us that most owners are content to sacrifice light-air performance for the ability to defer reefing when the wind really pipes up, but he also mentioned that custom sails remain an option.

The Schaefer headsail furler elevates the tack of the jib at least 12″ off the deck. That’s good for visibility from the helm, but it also sacrifices sail area, keeping the boat from reaching its full potential when going to weather. Hake attributes the use of that brand of furler to the fact that the unit is mounted on a levered tang that eases hoisting the mast. At this writing, he is considering the use of a CDI furler as an alternative. We’d also want to add a vang to get better mainsail shape off the wind.

The standard sails are manufactured by Super Sails, a Florida loft that Hake has used for 20 years. “They know our boats so well,” said Hake, “that the sails come out exactly to the specified dimensions.”

Pricing The base price of the boat is $29,950, including mainsail and 110-percent jib, standing and running rigging, bowsprit, and anchor roller. Surprisingly, this price is $5,000 less than the company charged for its 25-footer. Hake explained: “Price-wise, we wanted the boat to be competitive with the mix of entry level boats currently on the market, without compromising our hard-earned reputation for quality. To that end, we decided to offer the boat with a low (for us) base price so that a young family just starting out could have a Seaward now, and perhaps add some of the bells and whistles later, as their bank account grew.”

Interestingly, that approach differs from many manufacturers, who are adding to their bottom line by including many high-margin options in their base boats. A Seaward 26RK equipped with a Yanmar diesel ($7,500), rather than an outboard, galvanized tandem-axle steel trailer with surge brakes ($3,800), wheel steering, instruments, portable head, Origo stove, and a CDI furler, would list for almost $50,000.

We think Hake’s pricing strategy makes sense in this market since it allows the neophyte or budget-conscious sailor to manage the size of the expenditure, while affluent sailors can add all of the amenities they like. A small company like this, making just three models, does well to utilize that kind of flexibility.

Conclusions This is the second PS review of a Seaward sailboat; we think the 26RK is a much better buy than the earlier 25-foot model, especially since the company has managed to maintain essentially the same price for more boat.

This boat reflects a thoughtful approach to design that increases user comfort, though its sail plan may disappoint more performance-minded sailors. The additional space in the cockpit and waterline length are a plus, especially since they add only 200 lbs. to the displacement. And we think owners of the 26RK will be pleased at the boat’s ability to gunkhole in bodies of water where deeper draft vessels would be restricted.

Hake has succeeded in cramming reasonable creature comforts into a small area, so crew can sit comfortably when at anchor.

And he has come to grips with construction quality issues by publicly giving employees demerits for poor workmanship, and by using conventional construction methods to produce solid structures.

We also see the use of a la carte pricing as a plus. Since engine beds are part of the mold, a diesel could replace an outboard; and other retrofits could be accomplished just as easily. Plus, given the choice between spending more money on options or taking a credit for the sail inventory in order to buy a bigger mainsail, for example, offers additional flexibility for the prospective buyer.

True, the current glut of used 25- to 30-foot boats on the market provides buyers the opportunity to achieve the goal of boat ownership for significantly fewer dollars than Hake is charging for the 26RK. But considering the quality of this boat and its potential for high resale value, we’d recommend that buyers in the market for a trailerable cruiser seriously check it out.

Contact – Hake Yachts, 772-287-3200, www.seawardyachts.com .

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I really appreciate the no nonsense approach in your evaluation and testing of sailboats and gear. I’m planning to purchase a pocket cruiser in the near future (my last sailboat was a 1987 Pearson 27 – a fine boat!) and look forward to future reviews as I narrow down my choices.

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Seaward 24 vs Watkins 25

• Thread starter jamieFL
• Start date Nov 6, 2018
• Forums for All Owners
• Ask All Sailors

A few weeks ago I posted asking opinions on the O'Day 25 and overwhelmingly got the advice to look for a better boat. Today, I looked at a real nice Watkins 25 shoal draft with Yanmar diesel and a really nice Seaward 24 with an outboard. I like them both. My wife is partial to the Seaward. Overall, they are both in great shape, but the Seaward is nicer and a little more expensive. Seaward Pros Easier to trailer Easier to step mast Mechanically simpler (outboard, hank on headsail) New running and standing rigging Seaward Cons Center board stuck up Smaller, less storage, much simpler gally Watkins Pros Yanmar diesel Slightly larger, more room, slightly better gally Watkins Cons Not as easy to trailer (heavier and hull shape) Heavier mast, roller furling, harder to trailer Mechanically more complex (inboard, roller furling) Oily bilge I made an offer on the Seaward, contingent on an inspection of the centerboard. The owner countered with sale as is, no contingencies. He said it sails perfectly fine with it up and it might just be barnicals. He suggested having a diver examine it and I asked for help arranging one. Did I mention the boats are both 3 hours away. The diesel, although I put it in the positive colum, I'm a little concerned. It started right up and I arrived at the boat before the owner did, so I know he didn't warm it up. When the boat was opened up, it smelled like diesel inside, and the bilge had a lot of oil floating in it. I will need to purchase a trailer for either and finding one for the Seaward will be a lot easier, maybe. I've been told it has a flat bottom. I'm looking at an aluminum dual axel powerboat trailer and raising the bunks. I'd really appreciate a few opinions. I'm sure I've not considered everything.  

Stu Jackson

Don't get a powerboat trailer, most have axles rearward, most sailboat trailers have axles centered under the boat.  

jamieFL said: I will need to purchase a trailer for either and finding one for the Seaward will be a lot easier, maybe. I've been told it has a flat bottom. I'm looking at an aluminum dual axel powerboat trailer and raising the bunks. Click to expand

@Stu Jackson , I didn't know what a stuffing box was until you mentioned it. I've had i/o's and stern drives, but never an inboard. There is a long removable pannel in the port quarter birth and also access through the starboard lazarette. I read up on it and will have to ask, and will have to be one of the things inspected. He said that he had the engine serviced once a year. The Watkins has the 8hp single cylinder Yanmar. It started right up and ran at idle for about half hour while I looked the boat over. I examined it through the hatch under the companionway and the quarter birth and it didn't look corroded like I've seen on other boats. The engine is my main concern on this boat. The bilge was fairly oily and I'm not familiar with inboards because I've never had one.  

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I've followed you path to ownership from the 25. I would not say an O'day 25 ia a bad first boat justthe o es you seemed to focus on were especially since they needed trailers which seems to be your big requirement. I'd say you know the diesal is not good based on condition and issues. I'd also pass on the other as if the owner has no trailer and says the centerboard doesn't matter I can say that wasn't true on my O'day 25. I want a functional well cared for boat. This just came up, pretty good deal and I think you will have no work. https://chattanooga.craigslist.org/boa/d/catalina-22-sailboat-new/6737836379.html  

The boat will not point very well with the center board up, that's the point of it. I would say to keep looking as the more you look, the more you learn. Having to retro-fit a trailer is probably going to be a pain. Yes, all boats can be fixed but there is the question..... Do you want to sail or do you want to work on a boat? And yes, all boats eventually need stuff done but, the less the better as the point is to go sailing.  

Thanks for all the advice on trailers. I'm aware that it will need to be modified. I've found a few aluminum and galvanized trailers in the 1500 to 2000 range. I'm looking for one with working brakes. I've not found any sailboat trailers that weren't ready to fall apart. If anyone knows a trailer manufacturer in Florida that I can get a quote for a new trailer, let me know... But I expect the price will start at 4500.  

I have a friend at work having a trailer made in Maryland and it is will into the $4500+ for an AMC 22' boat. I saw this one listed, looks interesting: https://www.yachtworld.com/boats/1988/seaward-24-cruiser-3473015/ I looked at the boat in the link below and it is very nice and the owner is a true sailor with knowledge and skills that show in the work and maintenance on this boat. In addition it is freshwater boat, trailer is perfect and over 6" of head room and a very nice diesel motor. My only issue is the main is original, looks ok, but I'd buy a new one to match the newish Jib. I decided to pass on it as I figured out what we really want next and s nice as this is it isn't really the direction in sailing I've determined to go with our family. This boat would be ready to trailer back to FL and needs nothing to enjoy it right now. https://nashville.craigslist.org/boa/d/oday-272-le-sailboat-with/6703491136.html  

Crazy Dave Condon

Look at Road king sailboat trailers. Although there is a Florida plant, contact Phyllis or Larry at the Asheville NC plant who could better answer your questions. I think Ron Frisosky had measured for that boat When looking at usd boats look at the motor compartment. If kept clean well, that generally is a good sign how a boat was maintained  

Crazy Dave Condon said: Look at Road king sailboat trailers. Although there is a Florida plant, contact Phyllis or Larry at the Asheville NC plant who could better answer your questions. I think Ron Frisosky had measured for that boat When looking at usd boats look at the motor compartment. If kept clean well, that generally is a good sign how a boat was maintained Click to expand

Kings Gambit

In my opinion, Seawards are quality boats, and Watkins’ basically are not by comparison. Watkins are clumsy looking, slow, and not that good a sailor. Seawards are speciality designs for trailering and use in shoal waters, hence the flat bottom and narrower beam.  

I made an offer on the Seaward, contingent on the owner getting the centerboard down, since he kept implying that it was probably only barnacles. He accepted my price, but said he would only sell the boat as is, so we parted ways. I contacted the owner of the Watkins and we talked for a long time. We talked about his maitenance schedule and I am confident the engine has been maintained. The sails are brand new and the running and standing rigging are both in great shape. The deck is solid. Gel coat is in good shape. There are water marks inside the boat by the port and starboard chain plates, but it looks old, and when I inspected the deck around the chain plates, it was already sealed up. The mast and all deck hardware were in great shape and solidly mounted. The engine and engine compartment were mostly clean. It showed its age. The motor mounts and bolts were good. The engine ran good at idle the other day and I know it was a cold start. My only concern is the oily bilge. We negotiated a price, which was much less than the offer on the Seaward. The offer is contingent on an inspection and demo sail. I can also sublet his boat slip for a reasonable fee until I find a trailer. I'd appreciate advice on my inspection. My weak knowledge is the diesel inboard since I've never had one. I'd also appreciate trailer advice if you have experience having one built, or modified. Jamie  

I’d probably have kept working with the Seaward owner until making a deal. Good luck on your purchase!!  

Kings Gambit said: I’d probably have kept working with the Seaward owner until making a deal. Good luck on your purchase!! Click to expand

jamieFL said: The Watson's diesel may have an oil leak, it may not... but the owner is willing to let me inspect it. What would you do? Click to expand

Since you said it smelled like diesel, I'd look for a diesel leak first. A common place for leaks would be the banjo fittings on the fuel lines. It's a shaky little engine and mine have shaked themselves loose before. If it's an oil leak, one common problem, especially on a salt water boat, is the water pump developing a slight leak. The saltwater drips on the oil lines directly below, causing them to corrode and eventually leak. The water pump can usually be rebuilt, and the oil lines replaced but they aren't cheap. The single cylinder yanmar is a pretty dependable little engine.  

Do a very thorough check of the diesel tank for leaks. That includes the fill hose and the injector return line. Could be were the smell is coming from.  

I'd recommend looking up the Watkins group on yahoogroups. John has all the specs and history on his separate Watkins page. Manufacturers aside, on one hand you have..... A 24' boat with (just about) unknown everything and an owner that is unwilling to bend at all VS A 25' boat with solid decks, New sails, decent diesel and an owner willing to work with you? No contest! Granted, my bias might be showing; but despite my 27 being a project boat( aren't they all?), I sail when I want to with no worries. They were built and marketed as coastal/ICW cruisers, not racing hulls. Depends on what you want to do with it Regards, Paul  

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Seaward 32RK Opinions?

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Howdy, I have been eyeballing these for a couple of years now since I saw one in in Dubuque, IA on the Mississippi. I never got to go aboard as the owner wasn't around but she sure had nice lines and looked like a well thought out fun to sail boat. At least from the dock. There doesn't seem to be a lot of info either way on the net about these 32RK boats. There also doesn't seem to be too many for sale at one time. I'm thinking that either the current owners are really happy with them, or they didn't make a whole bunch of them. They do seem pretty proud of the boat if you know what I mean $$$. Anyone on here ever been aboard, or better yet sailed aboard one? I would love to hear the good, bad and ugly of this boat.  

I've been on one many times at boat shows, and I've read most everything I could find about them on the interweb, including watching the videos of their design and construction. If I had the cash, I'd own one. It is my favorite boat in terms of design, looks and features. The build quality also looks to be very high. Most importantly, it fits with the way I sail now, and how I want to sail in the future. There are a number of sailing magazine reviews of the boat; I think most of them are linked to the company website. They are all very favorable, citing especially the variable draft retracting keel. The only downside I see to buying one is the stability of the company. Hake Yachts (the owners and builders of the Seaward boats) has recently been unsettled. A couple of years ago, they announced that they were closing their manufacturing facility, and were henceforth going to be built at the Island Packet Yacht company factory. They cast the decision as good for both parties, as both had excess manufacturing capacity, and this would be economical for everyone. I saw it as neither were selling as many boats as they had been and needed to cut costs. Within a short period of time, IPY closed its doors, and was headed for bankruptcy or some other dire fate. There were lots of rumors on the web that Seaward was going to buy IPY, but we were hanging for about a month I think before that announcement was made. I don't know about the financial health of the company at this point. The ads I see in the national magazines for both IPY and Seaward each mention the other, but I definitely see fewer ads for the Seaward boats than the IPY boats. That may make sense as IPY has always been a bigger name than Seaward, but that may mean the Seaward line is less favored within the company. Buying a boat from a financially distressed company is not necessarily a really bad thing. Lots of us own Oday's, Pearsons and other boats built by companys that no longer exist. Because of the internet, help and advice is more readily available than ever before. Of course, you want your new boat's warranty to be honored, but that's a risk you may be willing to take. And Seaward (at least a couple of years ago) wasn't selling through dealers; only factory direct. Which means that "factory service" was never going to be easy unless you were near their facility in Florida. I don't know if IPY dealers have become Seaward dealers as well. For me, I'd buy the 32RK now anyway. I like the boat that much. And as we all must know, buying a boat is never a rational decision.  

I recently spoke to a broker who was a dealer for Seaward and he said that indeed they were being built at the IP factory. He said that they were going to abandon the 46RK since they already will be building IP's and Blue Jacket. So now we have three boats manufactured in the same facility. The way he put it was that we should expect to see an improvement in the 32RK's build quality as the folks at IP are renowned for build quality/fit and finish. From what I have been able to glean from the internet and one owner I spoke with, the 32RK is a great boat. A little sterile on the interior compared with some of the blue water vessels out there, but outstanding for what it was built for. He reported that he could sail inside 38 degrees and the boat would do hull speed under power if needed. With swept spreaders, I think a furling code zero would be a great addition for downwind action. Wonder how much that would cost to add? I've been reading Sail Magazine and there always seems to be an add for these sitting near a beach in the Bahamas. The reason I am attracted to the boat other than it's pretty lines is that you get performance, can get into skinny waters and still have the comforts of a cruiser. It seems if you want performance, you have to sacrifice creature comforts and vice versa. We currently own a 2012 Macgregor 26M which is a fun boat and really great to start out in due to it's price point. With the family getting taller, I think the 32RK will be a nice fit until my wife and I can get out to the big blue. :ship-captain:  

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