excalibur 26 sailboat

Excalibur 26

The excalibur 26 is a 25.92ft masthead sloop designed by william crealock and built in fiberglass by islander / tradewind yachts since 1967., 220 units have been built..

The Excalibur 26 is a light sailboat which is a high performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a racing boat.

Excalibur 26 for sale elsewhere on the web:

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Review of Excalibur 26

Basic specs..

The Excalibur 26 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can enter even shallow marinas as the draft is just about 1.42 - 1.52 meter (4.66 - 4.96 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Excalibur 26 is 1.97, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.2 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Excalibur 26 is about 103 kg/cm, alternatively 580 lbs/inch. Meaning: if you load 103 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 580 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 19m 2 (204 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Excalibur 26 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Sailboat Guide

Islander / Tradewind Yachts

Islander Yachts was an early offshoot of Columbia Yachts. It began (in the mid 1950’s) with boat builder Joseph McGlasson, who designed, built and successfully marketed a 24 foot wooden sailboat, the Islander (Catalina Islander??), in Costa Mesa, California. By 1961, McGlasson had been building a fiberglass version that was so popular that he couldn’t build them fast enough and approached a company called Glas Laminates for help. (By some accounts, Glas Laminates built the first fiberglass version.) Previously, Glas Laminates had been a manufacturer of shower stalls and portable toilets. The ISLANDER 24, the first model from Glas Laminates, also sold faster that it could be manufactured. (It has been said that the mold carried the seams between the planks on the wooden boat that remained visible on the fiberglass hull that became a signature feature of Islanders during this period.) Glas Laminates changed its name to Columbia Sailboats and introduced the Sparkman & Stephens-designed COLUMBIA 29. McGlasson Boat Co. added the McGlasson designed Islander 32 to it’s line. It is thought that some of the earlier Columbias such as the 24, Challenger 24, CONTENDER 24 had origins very close to McGlasson’s own ISLANDER 24, and some later models have equally suspicious similarities. By 1963, the McGlasson Boat Co. became part of Wayfarer Yacht Corporation, with McGlasson still the principal owner and designer. But in the same year, Wayfarer went bankrupt and was purchased by Ralph Brown and Ben Kanter. By 1965 the company started to use the name Islander Yachts, with a new logo. Joe McGlasson went on to build his own boats elsewhere.(See designer record for Joseph McGlasson and builder record for Cape Foulweather Boat Co.) In 1968 Wayfarer sold Islander Yachts to Cosmodyne Inc., and Islander Yachts Inc. became a subsidiary. In 1971, Cosmodyne sold Islander Yachts to yet another conglomerate, Radlon Inc.. A new subsidiary was created called Yachtcraft which sold kit versions of what were often discontinued Islander models. A few years later, Tradewinds Marine, also of Costa Mesa, bought the molds for the ISLANDER 55 although only a small number were actually produced. Nordic Yachts and the Mariner Yacht Company are two more companies that fit into the picture either as producers of Islanders or of boats using Islander molds. (The ISLANDER 34 molds were used to build the NORDIC 34, while the ISLANDER 48 became the East Coast-built MARINER 47.) A company called Iona bought the molds for the ISLANDER 32 MkII, the ISLANDER 24, and the EXCALIBUR 26. The result of this shuffling of assets between companies, there are many different Islander versions of any particular model that could have come from any number of listed builders. In 1984 the production of boats was moved to Costa Rica, but the company went bankrupt in 1986. During the process of liquidation, Newport Offshore Yachts bought some of the original molds, including those for the ISLANDER 36, one of the most popular models. It is said the the files and drawings went to Fuqua Industries, Inc., which became Actava Group, Inc., which was merged into Metromedia International Group, Inc….etc. HID for Islander Yachts: XLYE or XLY

Associations

• Islander 36 Association
• Boatbrochure.com (orig. brochures and manuals)
• Alan Gurney
• A.S. Pendell
• Charles Davies
• C. William Lapworth
• Doug Peterson
• Edward S. Brewer
• Joseph McGlasson
• McGlasson/Islander
• Robert Finch
• Robert Perry
• William Crealock

37 sailboats built by Islander / Tradewind Yachts

Islander 36

Islander Bahama 24

Islander 30 mk ii.

Islander 28

Excalibur 26

Islander 32-2

Islander Freeport 36

Islander Freeport 41

Islander 38 C

Islander 34-2

Islander 26

Islander 34

Islander 44

Islander 41 (gurney).

Islander 48C

Islander 32

Islander 40 MS

Islander Bahama 30

Islander 27

Islander 29

Islander 24, yachtcraft 37.

Islander 40

Islander 21

Islander bahama 28.

Islander 33

Yachtcraft 37 ms, yachtcraft 32, islander freeport 38, islander 32-3.

Islander 30

Islander Bahama 26

Islander 37 MS

Islander 27-2

Islander 55

Islander 37

Islander 23 (Crealock)

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• Sailboat Reviews

Balboa 26 Used Boat Test

Designed by lyle hess, this unsung, affordable pocket cruiser offers a big bang for the buck. capable of trailering to windward and skimming through shallow water, it offers all the versatility of todays trailer sailers at one-tenth of the price. the swing-keel hinge pin and rigging deserve a close look, however, and a cosmetic makeover can require some serious sweat equity..

As with all of Lyle Hess designs, the Balboa 26 statistics reveal the underpinnings of a seaworthy coastal cruiser. The Balboas 3,600-pound displacement includes 1,200 pounds of ballast, by no means a lead mine, but the B26s 8-foot beam was carried well aft, and its reasonably full sections contributed form stability and helped make the little sloop a seakindly performer. With 293 square feet of working sail area, the B26 is close in potential performance to the Excalibur 26, Cal 25, and Columbia 26, all vaunted designs of the same era.

                                                   ***

The Balboa 26 is a bargain-priced pocket cruiser thats stood up well to the test of time. Even after three decades of use, these $4,000-$15,000 boats still remain a popular choice for those with a big dream and a small budget. Its swing keel, shallow draft, and ability to be trailered upwind to cruising destinations all over the country make it more versatile than your average 26-foot, plastic production boat.

Billy Black (www.billyblack.com)

Part of the mystique of the Balboa 26 is its birth on the drawing board of legendary pocket-cruiser designer Lyle Hess, whose love of small, functional cruising sailboats dates back to Blackfoot, Idaho, when a boy daydreamed of ocean sailing even though the Snake River was the only water in sight.

Finally arriving in Long Beach, Calif., in 1928, Hess and 11 siblings set out to carve a new life amidst a Southern California in transition. At 16, Hess designed and built a hard-chine, 17-foot, vest-pocket cruiser and explored Catalina Island with his brother, Lee. Boatbuilding proved to be a labor of love, but the housing boom associated with the end of World War II proved more lucrative. Lyle Hess dove in, spending the post war years as a family man, house builder, and part-time yacht designer.

The advent of fiberglass and collaboration with die-hard wooden boat aficionado Larry Pardey, moved Hess back into a full-time commitment to sailboat design. Pardey chose Hess Renegade design as the boat hed build and eventually sail with his partner, Lin.

At about the same time, Larry Pardey introduced Hess to Richard Arthur. Arthur saw him as the right designer to create a fiberglass “folk boat” in Southern California, and Arthur Marine kicked off production of the Hess-designed Balboa 20 and 26 in 1972. Their instant popularity lives on today.

A key part of the Hess design credo was that a sailboat must have the sea-keeping ability to take a crew offshore and return them home safely. As with all of his designs, the Balboa 26 statistics reveal the underpinnings of a seaworthy coastal cruiser. The Balboas 3,600-pound displacement includes 1,200 pounds of ballast, by no means a lead mine, but the B26s 8-foot beam was carried well aft, and its reasonably full sections contributed form stability and helped make the little sloop a seakindly performer. With 293 square feet of working sail area, the B26 is close in potential performance to the Excalibur 26, Cal 25, and Columbia 26, all vaunted designs of the same era. But with a swing keel, short rig, and retractable rudder that can morph 5 feet of draft into a 30-inch shoal water gunkholer, the Balboa 26 is both a skinny-water cruiser and a proficient coastal passage maker thats capable on all points of sail.

DECK LAYOUT

A molded toerail and nonskid pattern works in conjunction with cabinhouse handrails and a single lifeline to help insure that the crew stays on board. The trade-off associated with spacious accommodations is a wide cabinhouse that all but eliminates the sidedecks. Cleats and chocks are small but adequate, and the cockpit works well for a couple. Put more than three aboard, and theres a scramble to find deck space to alleviate the crowd in the cockpit.

The mast step features a hinge that helps in the stepping and un-stepping process, an essential part of the trailer sailors routine.

The aft lower shrouds on these boats are set well inboard and fastened to a chainplate thats attached to the cabinhouse. The acute angle between the shroud and mast increases the loading on the wire and hardware.

A close, point-by-point inspection of the standing rigging should be carried out annually, and care needs to be taken while stepping and un-stepping the rig to make sure that the turnbuckles are not bent during the process. Most riggers feel that a 10-year lifespan is about all they can recommend for average recreational use. Many older boats have standing rigging twice that age, and relying on such rigging is sailing on borrowed time. Its a dangerous and costly wager to make. All it takes is for one small component to fail and the rig will end up over the side.

ACCOMMODATIONS

The layout aboard the Balboa 26 makes it a fine warm-weather boat, with a huge companionway hatch that opens up the interior and provides lots of light and air, a useful trait at anchor or sailing in light-air conditions. Shelter from sunlight can be provided by a convenient collapsible bimini top that arches over the cockpit and companionway. Its ideal when at anchor, but when underway it can creates excess windage.

The saloon is surprisingly spacious for a 26-foot boat. A dinette to port converts into a big berth, and when the table is up, it works as a nav station, dining table, and an all-around good spot to hangout, read, or swap yarns with cruising friends. This portion of the cabin has the feel of a bigger boat, despite the swing keel slot, which is well hidden by a molded liner shell. Pans and liners are a mixed blessing in that they offer a smooth surface for cleaning and aesthetics, but they hide access to parts of the inner hull skin and bilge that makes the cleaning or re-bedding of leaking hardware fasteners more difficult.

The galley is minimal: a one- or two-burner, fixed stove; small sink with an ice box to port; and a locker for pots and pans to starboard. Its basically enough space for a backpacker to feel pampered, but by no means an optimum set-up for those thinking of longer-term, comfortable cruises.

The same holds true of the head arrangement, which, in this era of discharge regulations, has evolved into a dedicated location for a port-a-potty. Its location adjacent to the V-berth offers ample motivation for frequent trips ashore, or at least a yearning for the days of a cedar bucket. Originally there was a marine head and a sink, but fitting a holding tank is tough. It still irks us that while the worst polluters can buy credits to comply with U.S. Environmental Protection Agency rules, sailors—an easy target, it seems—will never be able to exchange hours spent under wind propulsion for an overboard discharge or two in remote, well-flushed bodies of water. Trying to put a holding tank in a small vessel with barely enough room for a 20-gallon water tank almost inevitably gives a boat the ambiance of an outhouse.

PERFORMANCE

A couple of months ago, Practical Sailor had the chance to sail a 30-year-old Balboa 26 thats still being used by the Florida Keys Bareboat Charter Co. ( www.pagancharm.com ) in its active charter trade in Marathon, Fla. The fact that this old vessel can still be counted on to perform day in and day out is a real testimony to good boat design/building and the value of a simple, easy-to-refit sailboat.

As we cleared the tight confines of the small marina using the transom-mounted 9.8-horsepower, long-shaft outboard, we were reminded that the ease of “going sailing” is inversely proportionate to the size of the boat.

The outboard auxiliary performed well, but maneuvering in reverse took some practice. It became easier once we were accustomed to having a prop situated astern of the rudder rather than ahead of the blade. As we motored away from the marina, it was clear that an 8- or 9-horsepower outboard provided plenty of push. In fact, those interested in saving some weight, money, and fuel could do just fine with a 6-horsepower, long-shaft model.

All it took was the removal of a few sail ties and an easy halyard hoist, and the manageable mainsail was up and trimmed. A tug on the leeward jib sheet spun open a big, 150-percent genoa that was tamed by a Harken headsail furling system. It was a butter-smooth operating furler that was easy to deploy and retrieve.

Less than five minutes after leaving the dock, we were fully powered and reaching smoothly through the turquoise water of the Florida Keys, watching a dolphin slip by in the shallow water.

The 15-knot puffs were fine on a reach, but when we trimmed and steered closer to the wind, it was clear that a little less genoa would decrease heel and actually improve the boats ability to go to weather. We bore off, blanketed the genoa with the main in order to depower the sail and wind in a few turns on the furler. This reduced the genoa to about a 120-percent and made the beat more efficient, giving us a couple of tenths more boat speed with less heel. We had the swing keel almost all the way down, and the soft touch of the helm convinced us that the center of effort and center of lateral resistance were right where they belonged.

Off the wind, a cruising spinnaker would have livened up the show, but the big genoa did keep us moving efficiently until we steered deeper than about 135 degrees and the mainsail began to choke off the flow over the headsail. Rolling in some of the genoa and setting a whisker pole would be another good way to deal with deep sailing angles.

The boats responsive helm made each tack quick and efficient. Line leads, winches, and cleats were in the right places and with the fairly new set of sails, the 30-year-old sloop offered 90 percent of the performance of most new pocket cruisers, yet carried a price tag less than 25 percent of a new boat price.

CONCLUSIONS

The down side of an older boat, especially one with a swing keel, is that there are usually plenty of little things to fix. When it comes to the Balboa 26, the swing keel should regularly get a close look. This includes pulling the swing keels pivot pin every couple of seasons and inspecting it, as well as the surface that supports the load. The lift cable will eventually fray and will need replacement, along with the hand-crank winch used to hoist and lower the keel. Rigging wire and hardware may look fine, but after years—maybe decades—of use, it can be an accident waiting to happen. Any inspection of the standing rigging should also include a close look at the lifelines, stanchions, and pulpits.

Tackling the cosmetic refit of a three-decades-old sailboat is more about paint than polish. Gelcoat crazing, blisters, and cracks can be fixed with epoxy fillers and primers, and one- or two-part topcoat paints can yield a better-than-new finish if the applicators skills and availability are up to the challenge. Hiring a boatyard to do the job can cost more than the purchase price of the boat, so before you commit to a long-in-the-tooth Balboa 26 (or other oldie but goodie), determine three things: How extensive a refit is required; who will do the work; and how much it will cost. If your answers are, “entirely renew the finish on all exterior gelcoat, myself, and very little,” and you have minimal painting experience, we suggest the following: Buy an old, tired dinghy, such as a small Dyer or Montgomery, and give it the makeover you have in mind for the B26. If, when youre finished, you like what you see and you still enjoy the hands-on effort of the do-it-yourself approach, you are indeed ready for a bigger challenge. If you arent as enthused with the idea, consider a B26 that costs more but has already made the pilgrimage to the co-polymer fountain of youth.

One big plus of the Balboa 26 is Hess cult-like following, which has engendered active owners groups. Discussions range from traveler upgrades to great adventures of the sort that very few boats in this price range can offer.

• Critic’s Corner: Balboa 26
• Interior Notes: Balboa 26
• Balboa 26 Construction Details
• Balboa 26 In Context

RELATED ARTICLES MORE FROM AUTHOR

The Balboa 26 “Resources” link above points to the obsolete Yahoo group. The active groups are: E-mail group: https://groups.io/g/BalboaSailboats Facebook: https://www.facebook.com/groups/BalboaSailboats/

Thanks for the information on the E-mail and facebook. I just became the owner of a B26 that was abandoned in an aircraft hanger in central Indiana. the new owner of the hanger wanted it out of there and gave it to me, trailer and all. I’ve been able to obtain a LOST TITLE but have to get it to my place in north florida. lots of work to do as all teak is removed for refinishing. Not sure what all has to be done, as I’ve only been aboard Her one time. Will post what all I find as far as equiptment and condition. Thanks Again

I don’t know when I’ll get the boat moved to Jacksonville,Fl. I’m 81 now and have crossed over to the Abacos 9 times, all but 1 were deliveries. ‘Once in my OWENS 25 FT. cabin cruiser. Not sure I want to do it again at my age. Sometimes one has to get around on deck quickly. 20 years ago I’d cross with this boat assuming all works out with the refit. My wife says NO!! even though we have a 50 year old step son who’d like to do it. Some sea trials might come into play. We’ll cross that strait if We get to it.

Hey Charles. How are you doing? Im from Brazil, me and couple of mates are planing on sailing from florida to brazil. We are planing the trip. Do you know of a good place in florida were we could do some “repar work” before departing? We planning onto pick up a Balboa 26″ in CA drive to florida. Thanks in avance Davi

Has anyone out there done a total rework of the mast step on-a 74 Balboa.?

I probably would never take mine further than I could swim to shore. However, my Aquarius 23, thats a different story. Only a small portion of the ballast is in the swing keel. The bulk of the lead is incapsulated inside.

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Home > Find Your Sail > Search by Make and Model > Islander > Islander 26 Excalibur

Islander 26 Excalibur

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Let's connect, why it's important to partner with a designer on your islander 26 excalibur sail.

The design is the most critical part of your new sail. Ensuring the sail fits and performs its best is a must for our crew. The Precision Sails Design team are experts at their craft. Unlike other sail lofts all of our sailors work one-on-one with a designer to perfect their Islander 26 Excalibur sail.

No Two Islander 26 Excalibur Sails Are Alike

There are many factors that affect the performance and design of your sails. Location, sailing experience, and weather conditions all come into play when picking the perfect sail. Two mainsails made for two Islander 26 Excalibur’s in California and Florida will have different designs, sailcloth, and options based on what is best for the sailor.

Taking measurements is easy. All sailors work alongside our measurement team to measure and confirm their rig specs. This helps ensure your design is flawless and allows us to extend our Perfect Fit Guarantee to all of our sailors.

Discover the best cloth for your sailing needs, our sail details, or more about how Precision Sails is leading the sail-making industry with innovative new practices.

Proudly offering the largest selection of sailcloth in the industry, our team is always available to help you find your perfect sail. Whether you're a weekend sailor, coastal cruiser, or club racer our team is ready to walk you through the process.

Types of Sails

Precision Sail Loft specializes in producing headsails, mainsails, spinnakers, gennakers, and code zeros. So no matter the type of sail you’re looking for, we can help. Our sails are trusted by cruisers and racers alike from around the globe. Review the sail options and craftsmanship available to customize your dream sail.

Build & Process

Every sail we craft is produced to the highest standards with the best hardware, craftsmanship, and skill-set in the industry. Pair that with Precision Sails' approach to communication and your sailboat will be ready to set sail before you know it.

Unparalleled Commitment To Helping Sailors

As experts in design, communication, and production our team is ready to take on the task of making sails for your boat. Give us a call to get started.

“ I just received my asymmetrical spinnaker, with sock and turtle bag, along with a new 135 Genoa. The entire process was simple and both sales and the design team were in regular contact if there were any questions. The customer portal was easy to use and lets you keep track of where in the process your sails are. Great sails, great service -Graham Edwards (Facebook)

“ The whole team at Precision Sails was fantastic from start to finish. We’ve had a laminate main and genoa made so far and have a spinnaker on the way. They listened carefully to our needs and recommended a great sail cloth. We couldn’t have gotten more bang for our buck! -Noah Regelous (Google)

“ We received our spinnaker and launched it yesterday and I just wanted to let you know how pleased we are with it. The service we received from your company was exceptional and the quality of your product is second to none. We will certainly be return customers in the next few months to replace our main and jib sails and will recommend your company to all our sailing buddies. Once again-thank you.” -Daniel Jackson (Google)

“ we had good communication during the planning stages and the knowledgeable people at precision sails really got me fixed up good! The sails look and work fabulous! my boat sails better than it ever had! couldn’t be more pleased with the product AND the service!” -Fred Jelich (Facebook)

“ Our new furling jib for a Corsair 27 Had to be specially designed due to the height of the furler, but this was accomplished quickly and in short order we had our sail which fits beautifully and has a great shape. It’s everything we could have wanted, high tech design, thoughtfully executed and affordable.” -Nancy Y. (Yelp)

Request a Islander 26 Excalibur Quote

Looking to buy a new headsail or mainsail for your Islander 26 Excalibur? Request a free quote from Precision Sails for a new custom sail. Our team will work with you to design the perfect sail for you.

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Wellcraft 26: Family Resemblance

• By Kevin Falvey
• Updated: November 1, 2000

When fellow tech team member Eric Colby told me he’d regularly run a Wellcraft Scarab 26 at 94 mph during his APBA racing career, I got excited. Why? Because Wellcraft’s 26 Excalibur, built around the same hull form, was the boat I was testing the next morning.

The Excalibur is no raceboat. Oh, it’s fast: We topped out at 60.1 mph powered by MerCruiser’s now-discontinued 415-hp 502 MAG MPI Bravo One stern drive ($14,320, since replaced by the 425-hp 496 MAG HO). Accelerating to this fast-by-normal-human-standards speed, the boat gets up on its aft delta pad. You feel confident and sure. Turning? The Excalibur is as quick and almost as adept at direction changes as a politician. No surprise. When a hull form performs well at speeds over 90 mph, you can be sure it’s free of quirks at 60.

But then, that’s the raison d’être of this Wellcraft. The Excalibur is a kinder, gentler performance boat. Where raceboats are basically floating fuel tanks, the Excalibur offers a wetbar package ($2,760) with shorepower, a battery charger, a 12-volt outlet, and a transom shower. There’s also L-shaped cockpit seating with ski stowage below and cozy accommodations belowdecks. There’s even a portable MSD option ($150). No, it’s not an aqua-camper, but you could overnight in it. Wellcraft has bet that boaters are willing to pay for a runabout with the ride and handling of a go-fast, but the company realizes that most won’t want to sacrifice comfort or issue helmets to the crew before a cruise. To compensate, the Excalibur is outfitted with an innovative boarding system that we’d like to see on every boat with an aft sunpad.

Walk up to the boat, grab the port side of the sunpad, and flip it up to reveal a nonslip walkway and boarding step that makes descending to the cockpit more sure-footed than walking across a cushioned pad. Just be sure to keep it flipped up before you check the oil. Flipped down, it causes the electric engine hatch’s lifting ram to stutter and stall. Indeed, this fit needs to be tweaked. The cockpit seats eight. Drinkholders abound. The wetbar’s top is fiddled and features a sturdy stainless-steel rail that didn’t budge when I grabbed on and leaned back while underway. Bow access is good, thanks to the helm steps and a split windshield.

Belowdecks, the cabin’s vinyl lining can be cleaned with a wipe. The shelving ringing the V-berth is a bit flimsy, but a few strategically placed L-brackets would firm it up. Shopping? Crownline’s 266 ($63,214 powered as our test boat) competes directly.

LAST WORD. Good times and fast fun without the sound of a starting gun.

LOA ……….26’4″ ** **

Beam ……….8’6″ ** **

Draft ……….3’2″

Displacement (lbs., approx.) ……….5,000 ** **

Transom deadrise ..24° ** **

Bridge clearance ..5’0″ ****

Minimum cockpit depth. …3’3″

Max. cabin headroom ….4’7″ ****

Fuel capacity (gal.)..97 ****

Water capacity (gal.)..15 ****

Price (w/standard power) ……….$51,180 ****

Price (w/test power).$65,500****

STANDARD POWER: Single 300-hp MerCruiser 350 MAG MPI Bravo One V-8 gasoline stern drive. ****

OPTIONAL POWER: Single MerCruiser or Volvo Penta gasoline stern drive to 425 hp.

TEST BOAT POWER: Single 415-hp MerCruiser 502 MAG MPI Bravo One gasoline V-8 stern drive with 502 cid, 4.47″ bore x 4.00″ stroke, swinging a 14 3/4″ x 21″ three-bladed ss prop through a 1.5:1 reduction.

STANDARD EQUPMENT (major items): Helm and companion bucket seats; ss pull-up cleats; power-opening engine hatch; recessed, 3-step retractable swim ladder; ski-tow-eye; coaming pads; snap-in cockpit carpet; convertible canvas top; compass; power steering; tilt wheel; aluminum prop; Clarion AM/FM/CD with 4 speakers and remote control

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Another Excalibur 26

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Good evening. I just purchased a 1967 Excalibur from two owners in San Diego and will be ferrying it to Dana Point sometime in March. I will be replacing the outboard in the well with a new motor before I attempt to move it. I also know that there are several current or former owners on the Sailnet board. I would like to use a 25" XL shaft outboard, 6 or 9.8 hp, but according to the drawings I've seen, I have concerns that the foot and prop might hit the rudder with the XL motor. Have any of you used a 25" motor in the well without issue? If so, can you tell me what combinations have definitely worked for you and anything you tried that hasn't? Or...any other suggestions as far as putting a new four stroke in the well. Thanks for your help.  

An update. I pulled the trigger on a 20" Tohatsu 6hp with Sail-Pro prop and alternator kit to add to the sailboat. I expect to receive it tomorrow. I was not able to verify whether or not the twin-cylinder four-stroke 8+hp motors would properly fit in the well area without mods. It is a light motor that will be much easier to remove from the well after each trip. I also was not able to confirm that a 25" leg would clear the rudder, so I went with a 20". I e-mailed a few owers and ex-owners who confirmed that the 20" motor worked good in the well so I went in that direction. 6 hp is a little anemic, but I know it will fit and if I really like and decide to keep this boat long term I will upgrade again after some time. If the weather agrees I am planning on moving the Excalibur from San Diego to Dana Point the last weekend of the month. I plan to document the move and will post a narrative and pictures from the trip.  

I was able to successfully move the Excalibur last week. The original plan was to go down to Chula Vista on a Thursday morning, spend the day prepping the boat and then leave early Friday morning. California has received more than average rainfall this winter and several systems were supposed to move through over the course of a week. A strong system moved through at the beginning of the week and another strong one was supposed to move through the following weekend, so the Thursday, Friday, Saturday plans wouldn't work out. it did look, however, like I could sail all day to Oceanside on Wednesday before a small storm moved onto the coast, and then leave early Thursday morning after the small storm moved through, and before the next one came through on Friday. So, I closely watched as the weather forecasts juggled clear and wet days. On Monday evening, my Tuesday, Wednesday, Thursday plan looked like it would work and I drove my truck down to Chula Vista on Tuesday morning and met a diver at noon for a hull cleaning and last minute inspection. Ray Collins with Your Personal Dive Service really saved my bacon. Normally he would have preferred to wait longer after a rain to get in the water and clean a hull, but he agreed to get in and take care of my boat because he knew my window to leave was tight. I spent the rest of the day cleaning the cabin and all of the cushions and placing everything I wouldn't need, including the old engine, in the back of my truck. I installed the Tohatsu 6 hp motor in the well and rigged up lashing lines for the tiller and outboard in case they were needed. In addition, I found a jib sheet that was partially torn, so I removed the existing sheets and installed a new set. On Tuesday night I got everything together and attempted to sleep in the dinette bunk. The odd sounds of the marina and the anticipation of the trip the next day left me awake most of the night. I did manage to get an hour or two of sleep and got up at 0500, moved my truck, grabbed a quick shower in the marina, drank an instant breakfast drink and set up the jib on the bow and cast off as the sun was coming up. Leaving on Friday morning would have put me out about the peak of high tide and allowed me to ride the tide out of San Diego Harbor. Leaving on Wednesday put me out of the marina just past the peak of low tide and forced me to push through the incoming tide all the way out of San Diego Harbor.  

San Diego Harbor is really, really big I motored out of Chula Vista Marina and began my turn to the right to stay in the deep channel. I didn't turn sharp enough. 100 yards out of the marina, I ran aground. I felt the sand and silt begin to grab at the keel, turned the tiller sharply and put the engine in reverse. It wasn't enough, soon enough, though, and I was stuck. I put the Tohatsu in reverse and rocked the hull from side to side. I could move the hull and felt a little free movement but did not break free. I put the engine in neutral and walked forward onto the cabin top and raised the main sail. I held onto the mast and leaned out as far as I could and was able to rock the boat but not free it. I finally realized that I may not be able to free myself without help, and called for Vessel Assist and felt guilty of the ultimate in stupidity as two boats with fishermen motored past me; at least one person in each boat shook his head in disbelief. Vessel Assist would not be available to come down to the southern end of the harbor for 45 minutes to an hour so I watched the tide creep up the channel marker posts. Vessel Assist: Sailing vessel making assistance call, are you or your boat in imminent danger? Me: Negative, Vessel Assist. Vessel Assist: What is the nature of your call, sailing vessel? Me: I'm on the shoal. Vessel Assist: Oooooohhhhh. When several inches had been gained, I tried again. After a few minutes I was able to free the boat and moved over a few feet into the deep channel and began my trip. Again. Just before I got to the Coronado Bridge, Vessel Assist caught up with me. The agent asked if I was the blue sailing vessel that was on the shoal near Chula Vista but he already knew the answer. I answered and told him how as the tide came up I was able to break free on my own. Rather than treat me like a loser, he was really helpful. He pointed out several other areas to be cautious of and said he had gotten caught down in Chula Vista during some really negative low tides like we had that Wednesday morning. He left me to help a cabin cruiser whose engine shut off and would not restart. I fought the current around the corner and at 60 - 70% throttle was only able to move about 4 knots. The rest of the trip through the harbor was uneventful and I exited at about 1030. It seemed to take forever to get out of the harbor and it was a relief to spot open water in front of me. I noticed two sail boats behind me. One didn't make any ground on me and eventually turned south towards Coronado Islands. The other was much larger, a 45 - 50 feet racer with poles bare and the motor pushing it along at 8 - 10 knots so it didn't take long for it to overtake me. At the time, i was managing about five knots under the main and outboard. As they passed me, closely on the starboard side, I nodded and waved. They returned the wave and looked the part in matching racing gear and jackets. I, on the other hand, looked pretty funny in my straw hat, large life preserver, shorts and running shoes. It wasn't the last time I'd see them up close.  

Around the Pt. Loma kelp beds I wanted to stay as close to the edge of the kelp beds as possible without taking too much of a chance of getting caught up in the weeds. As I turned to the west, the bigger racing boat continued south. I was able to monitor his position by watching his mast on the horizon and eventually he turned to the west and began to reel me in again. The ocean was calm and flat and there was almost no swell. I opened up the Tohatsu a little and experimented with throttle settings and checked my speed against my GPS. The Excalibur would move at 4.5 to 5 knots at 65% throttle and could go about six knots at full throttle. The amount of noise and vibrations at full throttle was enough to become uncomfortable for long periods of time, so I varied the throttle settings every fifteen minutes or so. There are those who would say that single-handing this trip, even something this easy, was foolhardy. I had led many sailing trips with people with little or no experience, but every time, someone was able to follow directions and take the tiller or wheel while I worked the sails. This trip was my first truly solo sailing trip and I had concerns with what could happen if I were to fall overboard. I did my research, found what my biggest threats were, and attempted to reduce the chance that they could hurt me. The rules: Always wear a life jacket. Carry a flashlight, knife and handheld radio in my pockets at all times. Drag a seventy-five foot line with a fender tied at the end and a number of hand tied loops. Have a rope ladder tied to a stern cleat at all times. Do not piss overboard. Do not move forward on the cabin top unless the engine was at, or near, idle. Always leave a hand or foot firmly wedged to a solid part of the boat--handrail, shroud, mast, boom, stanchion, toe rail. I do not have a safety harness but will add it to the list of necessary equipment. In a short period of time, the racing boat passed me on the port side. Two of the three men were on deck and waved to me again. The winds shifted to the southwest and gave me very favorable winds towards Oceanside. I raised the jib and reduced throttle a little. After trimming the sails I was able to maintain a steady 7.5 knots under canvas and motor. It was a very relaxing cruise up the coast and eventually I spotted the Carlsbad Power Station. Originally I had planned on making the trip in one leg if I could make Oceanside by 1400. That wasn't going to happen.  

Lowering the jib in increasing winds and bobbing into Oceanside Harbor I didn't get close to anybody else until I was almost to Oceanside. The winds had increased, I could see a light squall line to the southwest and two converging swells were beginning to toss me around. I knew I should lower the jib so I lashed the tiller, decreased the throttle and placed the nose into the wind. The lashing didn't keep me straight into the wind and the steering friction setting on the outboard loosened up enough that I began to motor around in a wide circle while I lowered the jib. I literally wrestled the sail down onto the deck while I heard the outboard rpms increase as I heeled over far enough to loosen the grip of the prop on the water. I kept a bungee cord tightly in my teeth throughout the ordeal and was able to secure the jib on the foredeck, worked my way aft and released the tiller and straightened the outboard. I was exhausted and downed a half liter of water in a few chugs as I lashed the outboard to prevent it from moving from side to side too much. Two power boats were making their way into Oceanside Harbor and I moved myself into sequence behind them both so I could mimic their lines and approach angle. The swells were not breaking but were meeting at the harbor mouth and caused a lot of jostling around as I motored in under the main. I cleared the harbor opening and things settled down quite a bit. A light rain turned into a steady downpour as I neared the guest slips. I pulled in and wound up my drag line and placed the fender on the lazerette as I approached the guest slip with the main still raised. I would have liked to lower the main, but didn't feel I could turn into the wind in the narrow opening and get the sail lowered without someone on the tiller, so I approached the dock at an upwind slip, next to, much too close to, a really pretty Cape Dory. The main was producing too much power and I placed the engine in reverse in an attempt to slow me down a little. I didn't notice that the fender on my drag line had fallen in the water. It very quickly ended up in the prop and the engine stalled. I was committed to my line but the wind was pushing me too close to the Cape Dory so I released the main, shoved the tiller over and missed the other boat. I was able to circle around one more time and ended up two slips upwind on the downwind side of the slip. This was a much better position and I was able to set her gently against the dock and port side fender and secure the two port side dock lines before I lowered and flaked the main. I was tired before the excitement but was now ready to fall into the bunker and sleep the entire night. In the rain, I secured the boat, removed the outboard, removed the fouled line, cleaned up the cockpit, and headed below for a sandwich. I called my family to let them know I made it safely to Oceanside. As I ate my sandwich and treated myself to my first Diet Coke of the day, it went from dusk to dark. It was after hours and the Oceanside Harbor Police had other duties to perform rather than worry about checking in the little blue boat in the guest slip. As I ate my sandwich I monitored radio calls on 16 as the Coast Guard was dealing with a disabled boat off the coast that was abandoned by half the crew in a dinghy who went off looking for help. Now the other half was about to get help but no one knew where the dinghy had ended up. A man left his boat in a dinghy to get help for the rest of his family, who waited for him in a perfectly secure, floating power boat. I didn't hear the resolution of the incident before turning off the radio, putting on some dry clothes, and lying down on the dinette bunk. I listened to the rain and the port fender squeaking against the dock most of the night.  

Out of Oceanside and a swell ride to Dana Point I hadn't slept much because of the noise the fender, a foot or so from my ear, made all night. I did manage a few hours in the early part of the morning after texting some family in the mid-west to check in with them as they were getting up to start their day. The sun came up and the clouds had cleared away during the night. There was fog off the coast but not a cloud in the sky. I drank a breakfast drink and ate an apple for breakfast, dressed and wandered up to the harbor office to pay my slip fees for the night. The woman running the front desk was very nice and the $26 I paid her was very well worth it. I went down to the boat and began to prepare things for the day. Because I knew it should only take a few hours, and after the drama I had the day before when I lowered the jib, I kept the sail tied down onto the bow and vowed to leave it there unless I really needed it. A couple appeared from the nearby hotel and entered the Cape Dory. Fortunately they had not been present as I dodged their beautiful boat in my rodeo the night before. They said hello, got into their boat and fired up the inboard. I watched foamy waves splashing against the breakwater and decided to watch the Dory leave and see how rough it would be getting out of the harbor. They left the harbor under power only and I watched their mast slowly make way out of the harbor while moving way up and then way down every ten seconds or so. I didn't want a repeat of the morning before but figured that if they made it out in a full keel cruiser, there should be enough water depth for me. I raised the main, started the outboard and pushed away from the dock. The tiller didn't feel right and was not reacting to my commands as it should. It moved clearly one way but banged against the stops to the other. In the meantime, I was in the middle of the harbor and not heading where I wanted to go. I unlashed the outboard and used it steer me back to the dock. When the dock lines were secure, I looked in the engine well and did not see the rudder at all. At first I thought I lost the rudder. In my tired state, it took me a minute to realize that I had secured the tiller out of phase and had turned it backwards towards the bow. Two mornings, two dumb mistakes. It was easy to correct and I pushed off the dock and headed back to the harbor opening. When I reached the mouth I expected to see six foot breaking monsters coming into the channel. There were large swells working their way into the harbor, but they were not breaking and I while the Tohatsu labored over each wave, I made steady progress out of the harbor and in a few minutes was steering to a heading of 310 towards Dana Point. The seas were smooth but had sets and sets of big rolling swells. There were deep and tall but round on top and spaced out every fifteen to twenty seconds and did not give me any trouble. There was pod after pod of dolphin. While on Wednesday I probably saw about 100 dolphins, on Thursday between Oceanside and Dana Point I saw about 1000. They were everywhere and kept me entertained all the way up the coast. Many swam within my reach off each side of the Excalibur. I passed San Onofre and before I knew it, I could see the details of the hills around Dana Point. The swells remained but the seas were calm and the sky was clear and winds light and crisp. I lowered the main outside of the harbor and idled into Dana Point. As dramatically as each morning started, Thursday afternoon was calm and the boat gently coasted into my slip and allowed me to step off the deck and casually set the dock lines.  

The Tohatsu 6hp long shaft outboard The motor was a good choice for the boat, but not a good choice for the trip. A single cylinder four stroke should be used for short periods of time to get the boat into and out of the slip. It protested every minute at full throttle and left a ringing in my ears if I kept if there for a long period of time. On the other hand, I never felt severely under-powered with this motor and the sail-pro propeller. I would not have been able to have easily lifted a 9.8 horse out of the well several times in a day and the size of the leg of the larger engine will definitely cause more drag when under canvas alone with the engine in the well. At 65% throttle it is relaxed and quiet and relatively smooth and gave me an honest 4 - 5 knots. I covered approximately 70 miles over the water in two days. I ran the engine a total of fourteen hours and burned exactly eight gallons of gas. An average of nine miles per gallon and five miles per hour over the course of the trip is respectable. When I got the engine home I checked the amount of oil in the engine while I changed it. I burned almost no oil and the color of the oil was still acceptably clean at the fourteen hour mark. The longer it ran, the smoother it ran. The extra long shaft would probably have cleared the rudder, would probably have been quieter, but would have also caused more drag. The only time this prop even hinted at coming out of the water was when it was heeled way over and turning--a situation I probably won't be in again. I am still not satisfied with the steering friction and hope to find a way to lock it in the straight ahead position rather than just screwing down the tension screw. It was a good choice and I am confident it will serve me well.  

Hey tdipps, I had a excaliber for a couple yrs and we had it in DP, it still may be there along with 3 others, ya should hunt them down. Boat was a blast to sail  

tdlpps, I enjoyed reading your adventure. Thanks for taking the time to share it, and for not editing out the hard parts and lessons learned!  

The "after paint" photo looks like a showroom boat. Beautiful! I stumbled upon your blog when searching for more info on the Excalibur 26. Great read. Todd Lipps's Blog I have a question, is the mast stepped on the cabin top? If so is it hinged? Couldn't find that info anywhere. Thanks for giving the headroom as just over five feet, it's hard to find that on most boats, you are the only one I've seen mention it.  

The mast is deck-stepped and tabernacled although I can't see using it to lower the overall height. It would be a lot of work. I mentioned the cabin height because I'm 6'3" and have to duck way over to work my way through the cabin. The sailing qualities make up for the tight quarters. She's reasonably fast and really sweet to sail. My blog is behind as well. I have about four posts in various states of edit that are due to be posted, as well as more pictures of the paint job. I have found two other Excaliburs in Alamitos Bay and am always on the lookout for more. If any of you have any information, stories or pictures of your or other Excaliburs, I'd really like to have them. I'm trying to put together a photo record and definitive history from people who know the story, knew Bill Crealock, are current or previous owners and post up as many high resolution pictures as I can find. Thanks for your participation.  

Thank you! You are the one doing all the work and sharing great information, I'm just enjoying reading about the boat - never having seen one. If I see one I'll take photos for you. Are there lobster or crab pots in your area? I wonder how the almost plumb leading edge of the keel does going through those areas. Here in Maine it's common to see lobster pots looking like - I don't know - popcorn spilled on the kitchen floor. They represent a lot of work and investment for the fishermen, I hate the idea of snagging one when out just for recreation. I like the way the keel is much deeper than the rudder, having seen rudders bent and locked from hitting ledge.  

I hit some unknown keyboard combination that submitted my last post as I typed, I wasn't quite done. The "lot of work" on stepping the mast can often be overcome by using "lots of leverage" instead of "lots of money". Due to our fierce winters most pleasure boats are hauled each year here in Maine. Somewhere I read a thread about an owner who tied to a bridge with friends overhead to lift the mast in an attempt to save money. People called the police and reported a sailboat crashed or stuck on the bridge! It worked fine, but the police asked him not to come back. I tried to imagine where this was (here in Maine) and could only think of the bridge to Cousin's Island, but that always has quite a current running under it. Later I found out that was the actual bridge he used. I'd be afraid to do that bridge method, though I admired the guy for doing it - I'm a do it yourself type person. I wouldn't be afraid to step it with a gin pole or A frame and winches, if I felt I had a workable plan. Does it look like the tabernacle is hinged (gin pole would work), or does the mast drop onto it from above ( high A frame necessary)?  

The tabernacle is hinged and would provide enough movement to release a stay and lower the mast with several bodies and some mechanical assistance. Fortunately, our winters are mild and the boats stay in the water year round. I also only have one local bridge I can't fit under and don't have any reason to go under or past it, so that isn't an issue. We do have pots in the area but the number are pretty small. I'm sure there are many, many more in the northeast than there are here. They are still a hazard, though, and we have to look out for them. I like having the big keel underneath the boat and it does offer some limited protection to the rudder and stable upwind performance, but I can see getting pretty tightly fouled on something with the nearly vertical leading edge.  

I found this information for New England PHRF handicapping: PHRF-NE HANDICAPS - 23 April 2012 BOAT ............................................... HANDICAP ISLANDER 26 EXCALIBUR .........................228 Fast!  

I have another question that can't be found by searching the net, so only someone with an actual boat to look at can answer it. Is the interior of the Excalibur built entirely of wood against the fiberglass hull (like the Bristols I've seen) or is there a fiberglass liner trimmed in wood - like most of the modern boats?  

There is no fiberglass liner in any of the boats I've seen. The interior is a mix of expensive hardwoods where it is easily seen and cheaper woods where it's hidden. All of the interior fiberglass is finished, but bare. The surface is generally smooth but some fiberglass texture is still present in some areas. Spartan, but light and it does the job. The dinette is roomy for two but tight for any more. The v-berth is tight and probably claustraphobic for full sized adults. I've only slept on the double dinette berth. The starboard quarter berth is reasonably sized.  

Thank you very much. Speaking of claustrophobic, in bad weather my wife and I have often slept in the cabin of our Victoria 18. Fortunately, I'm medium sized and she is small. The cabin is so small that when I bought the boat I thought it was just for tossing life preservers and lunch etc. into. Only after I had it home for awhile did I discover I could actually squeeze in there and sit up (barely) and lie down. Lengthwise there is plenty, you can slide your legs down the quarter berths, after shimming a small drop off with flotation cushions.  

Thank you for posting the story - very instructive!  

Hi, I have a 1966 Excalibur 26, and am also considering buying a new motor to fit in the existing motor well. Can you tell me if the Tohatsu 6 HP 4 Stroke you bought fit in the original motor well without modifications? I tried fitting a Honda 5 HP 4 Stroke with no luck. Thanks, in advance! JP  

It will fit without modifications.....and should provide you with the same excellent service mine did.  

Good to hear. Thank you very much!  

Todd, I'm considering buying a '68 Excalibur for a solo trip to Hawaii. I've sailed them before when I used to teach sailing up here in the SF Bay Area. There are multiple reasons that I think the boat is a good fit for me, but one big concern... keel flex There's a thread here on SailNet about Excaliburs and keel flex, and I've read it. I'd love to hear more from you or anybody else who has experienced it, and even better...have fixed it. I'm competent enough with fiberglass work to put down a couple of layers of roving and mat at the turn of the bilge to stiffen her up, if that's what it takes.  

Alan H said: Todd, I'm considering buying a '68 Excalibur for a solo trip to Hawaii.....I think the boat is a good fit for me, but one big concern... keel flex Click to expand...

Can't say that I've experienced it at all on my own. However, the previous owner did have the floor up on mine when I looked. In my case, what they had done was to fill in some of the areas with two-part expanding foam, and, it LOOKS like they put another coat of epoxy on the stringers inside. As I wasn't seeing any evidence of a wobbly keel at that point, I just buttoned up the floor at that point. At this point, I've taken her through some pretty decent weather on Ontario, and given her a good beating both in general, and windward heeled 30 degrees under full canvas, and no issues that I can see as of yet. I'll check again in three weeks when she's hauled out for the winter obviously, but I don't expect there to be any problems. If I were doing the repair myself from scratch, I would probably piggyback the stringers with additional marine ply, and add some glassing over the edges just to be safe. I know there's at least one that's made the journey, though they also changed the shroud design to an external design with dual lowers and an upper, instead of single upper and lower. Obviously going safer, than sorrier by doing so.  

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• Wellcraft Excalibur 26

Wellcraft Excalibur 26 Boats for sale

2000 Wellcraft Excalibur 23 Sport

Central Frontenac, Ontario

Make Wellcraft

Model Excalibur 23 Sport

Category High Performance

Posted 1 Month Ago

Current owner says his 2000 WELLCRAFT EXCALIBUR 23 SPORT is in "Very Good Overall Condition" As received from the current owner; Serviced and maintained annually or as needed during the season Nothing is currently in need of service or repair Has only been used in FRESHWATER.! Trailer is completely refurbished. New tires, bearings, axles, lights, brakes and paint. ***I have not visited this vessel in person. Pictures, details & information on condition have been provided by the owner. Please do not hesitate to contact me with any specific questions, to submit an offer, or schedule a showing*** Stock #246013 MERCRUISER 454 MAG.! CAPTAINS CHOICE EXHAUST.! MERCRUISER BRAVO ONE I/O.! UPDATED TRAILER INCLUDED.! Sharp WELLCRAFT EXCALIBUR 23 SPORT.! Has only been used in "FRESHWATER".! Seller loves the looks, lines, and her hot performance on the MerCruiser 454 MAG with "Captains Choice" exhaust.! Favorites include cuddy cabin (large enough to sleep 2 adults), an extended swim platform that puts the LOA at 26 ft and underwater lights at the transom According to the Seller, she is powered by Mercruiser 454 Mag 385 HP and paired with MerCruiser Bravo One I/O & stainless steel 23 pitch prop. Also, there is an additional stainless steel spare prop included.! Purchase includes 2000 Eagle trailer (recently painted black) Seller/Owner say's Trailer is completely refurbished. New tires, bearings, axles, lights, brakes and paint. Make sure to look through all the details, pictures and options that are listed below. If you have any questions, would like to schedule a personal viewing or make an offer, feel free to contact me anytime.! Reason for selling is change of interest.

2001 Wellcraft 26 Excalibur

Virginia Beach, Virginia

Model 26 Excalibur

Category Cruiser Boats

Posted Over 1 Month

2001 Wellcraft 26 Excalibur 2002 Wellcraft 26 Excalibur with Merc 496L MAG 425PHP Brovo 1, Pump out head, VHF Radio, Depth Finder and Blue Full Canvas Covers. She is ready to go and runs great. More pictures to follow. She is kept in inside storage!

2000 Wellcraft 26 Excalibur

Lindenhurst, New York

Category Cuddy Cabin Boats

2000 Wellcraft 26 Excalibur Have a look at the pictures  of this high powered, mid size sport boat. She's got a completely fresh Merc 525 EFI. Boat cruises at 45 mph, tops out at 70. The new stereo is as good as it gets complete with amps. Please call to make an appointment for a showing. Mobile # is always on.

2003 Wellcraft Excalibur

Higganum, Connecticut

Private Seller (860) 398-1046 Photos Photo 1 Photo 2 Photo 3 Photo 4 Photo 5 Photo 6 Photo 7 Photo 8 Close Request Information * Name First Name * Email Telephone (optional) Best Time to Contact Anytime Morning Mid-day Evening Question/Comments (optional) Shop Safely: Protect Your Money. By using this site, you agree to our Terms of Use. Contact Seller 2003 Wellcraft Excalibur,2003 wellcraft Excalibur 26ft 496ho bravo 1 X out drive 220 hours on boat . This boat is very clean just serviced ready to go . The boat seats 8 very comfortably . Options are wet bar with frig ,all tech charger clarion with cd fire boy automatic fire extinguisher zero effort control captains call diverter camper top $27000, 8603981046 Be sure: Get a boat history report|Finance this boat|Get an insurance quote|

Wellcraft Excalibur 27' Speedster 502 MPI Boatmaster alum trailer offshore NICE

Fernan Lake Village, Idaho

Model Excalibur 27 Speedster

Category Offshore Boats

Length 27.0

1983 27' Excalibur Speedster (new cover last season) This boat has been in my family a long time. I am only selling due to focusing on other things right now. Not because I WANT to sell it.......... 1998 375 Hp 502 Mercruiser crate motor MPI with closed cooling system. Engine install is very clean. 500 hrs on engine. New impeller last season along w/ all accessory drive belts. Oil & filter changed as well as fuel filter. New batteries last season. Has isolator switch to turn off or connect both. 2008 BoatMaster all aluminum trailer (has spare & surge disc brakes) Custom Marine Headers (stainless) exit under swim platform. Original TRS Drive I've had it push 63-64 @ 5150 rpm on the GPS, but the really nice thing is it cruises around 40-45 at 3500-4000 rpm...Hence making it a relatively fuel efficient for a boat, not that there is such a thing. The dash is the original Excalibur Marine Dash, but with "newer" Gaffrig Gauges w/yellow bezels. I also replaced the Hydraulics. IE: Trailer Trim Pump and Rams, and Internal Power Steering a couple years ago. The cabin is very plain, completely open with a bench on each side, a little storage area in the very front of the bow, and Porto-Potti area in the V berth. It has a Clarion Head unit & amp as well. The boat has always been outstanding and reliable on the water, and VERY mechanically sound. Interior & seats have a couple rips from age. Located in Coeur d'Alene, Idaho just east of Spokane, Washington. I will also assist in shipping if needed. I have some transportation contacts. Do not bid unless you intend to purchase. Feedback will be left after received & please fill out the DSR reports. There is no buyers remorse. You bid/buy you own it plain & simple. All shipping costs will be based off of the ship to address but, are responsibility of the purchaser . Also there are no warranties unless stated. What you see is what you get so look closely and ask questions. Also, if "time is of the essence" please inquire about how long it'll take. I make no guarantees other then I'll do it ASAP. If you have any questions call or text me at 208-771-0882 Be sure to check out my store!! Be sure to add me to your favorites list!I have a " real " job & only do this on eve's & weekends. So, that being said please realize I have a normal life & it takes time to do things whether it's replying to inquiries or shipping. Also, I state it's shipping & handling which includes supplies, my time etc...... If you don't like my way of doing business don't bid. Very simple really. Thank you, MRSUPERSPORT Check out my store! On Apr-26-15 at 18:09:48 PDT, seller added the following information: Boat is listed locally as well so listing may end at any time.

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