catalina 43 sailboat

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• Sailboat Guide

Catalina Morgan 43

Catalina Morgan 43 is a 43 ′ 0 ″ / 13.1 m monohull sailboat designed by Nelson Marek and built by Morgan Yachts starting in 1985.

• 1 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 2 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 3 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 4 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 5 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 6 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 7 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
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• 9 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 10 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 11 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View
• 12 / 12 United States 1987 Catalina Morgan 43 $65,000 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

AKA MORGAN 43. See MORGAN 43 for more details. Shoal draft version: Draft= 5.0’/1.52m.

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Catalina morgan 43

The catalina morgan 43 is a 43.0ft masthead sloop designed by nelson marek and built in fiberglass by morgan yachts since 1985..

The Catalina morgan 43 is a moderate weight sailboat which is slightly under powered. It is reasonably stable / stiff and has a good righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is average. There is an excellent water supply range.

Catalina morgan 43 for sale elsewhere on the web:

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• Catalina Morgan 43 for Sale

'Cabo Frio', a Catalina Morgan 43 for Sale

'Cabo Frio', a Catalina Morgan 43 was designed by the Nelson & Marek team. She's a sturdy, centre-cockpit bluewater cruiser with pretty lines and a powerful rig. Suitable for a family or couple with guests.

Below the generous master stateroom has a centre line queen bed and ensuite heads, shower and half bathtub. The forward V-berth for guests is comfortable with plenty of storage and its own access to the forwardd heads.

The saloon table can seat up to six or seven with port settee converting into a double bed for extra guests.

The engine room is spacious and the enclosed cockpit provides shady comfort while living and sailing in the tropics. 'Cabo Frio' is already conveniently located in Grenada in the Caribbean.

Basic Boat Info Boat Name: Cabo Frio Make/Model: Catalina Morgan 43 Year: 1987 Builder: Catalina/Morgan Yachts Designer: Nelson & Marek Construction: Fiberglass Keel Type: Fin Keel

Dimensions Length: 43 ft Length Overall: 43 ft Beam: 15'6 ft Max Draft: 6 ft Displacement: 106,594.21 kg Cabin Headroom: 6'5 ft Ballast: 3,719.46 kg

Engine/Speed Make & Model: Yanmar 4JHE Engine Power: 40hp Engine Hours: 3300 Cruising Speed: 6.5 kn

Tanks Fuel Tanks: 1 Fuel Tank Capacity: 227 L

Water Tanks: 1 Water Tank Capacity: 227 L

Accommodations The layout offers up to 7 berths in 2 cabins + saloon. There is full 6'5" standing headroom and good ventilation throughout.

Starting forward is the private guest stateroom which contains a large V berth, anchor locker access, hanging locker to port, and lots of storage. There is private entry to the forward head and shower cubical.

Continuing aft, the main salon has a port settee and wrap around starboard settee. Drop leaf table seats 4 to 6. Port settee converts to double berth, starboard settee can be used as a single berth. There is ample storage below & behind settees with large shelves above. There is a second entry into the forward head from the main salon.

Continuing aft to starboard is the U-shaped galley with ample counter space, storage shelves, and drawers. Double stainless-steel sinks, Seaward 3322 oven and hob, a Grunert refrigerator and Moulinex microwave/grill.

Opposite to port is the well-appointed nav station and communication equipment.

The walk through to the owners stateroom aft has a large work counter with drawers outboard and provides easy access to the engine room. The master stateroom aft is light and airy with a centreline queen berth and contains an ensuite head with tub/shower.

Mechanical Systems The Yanmar 4JHE 40hp engine has 3300hrs. Engine serviced annually. A Kankazi KBW20 transmission drives a 3 bladed feathering prop.

Electrical Systems

• 2 x Start battery - 2021
• 2 x 200ah 12V Lifepo Lossigy House batteries - New 2023
• 2 x Hyuandai 365w solar panels - New 2019
• Victron MPPT 100/50 solar controller - New 2019
• Victron Multipass 12Y3000 - New 2020
• Kreiger 1700w US/Euro transformer
• Victron BMV 700 battery monitor - New 2020
• 100 amp Balmer
• Various LED lighting
• Full Nav lights
• Insignia 32 LED 12v TV/DVD

Spares & Sails Sloop rigged, keel stepped masthead aluminum mast and boom. Standing Rigging - age unknown, Running Rigging replaced as needed. Slab reefing mainsail with lazy-jacks and mainsail cover and furling headsail.

Lewmar sheet winches 1 x 40ST, 2 x 52ST, Lewmar Halyard winch 2 x 16 and 1 x Lewmar 16 ST.

• Mainsail - Dacron - serviceable condition
• Furling genoa - Dacron - good condition

Deck Equipment

• CQR 45lb anchor
• Fortress FX-23
• Maxwell VW 1200w 12v windlass
• 130ft Chain (+ rode) - New 2024
• Navy coloured mainsail cover
• Grey bimini & dodger
• Fresh water shower
• Wash down hose
• Teak cockpit table
• Cockpit cushions
• Dinghy Davits
• Swim ladder
• Various fenders and dock lines.
• Cockpit encloser.

Navigation Equipment

• Richie lighted Compass
• Garmin Echomap Plus 64CV chartplotter - New 2019
• Raytheon Rio Raster scan
• Raymarine P70 Autopilot
• Datamarine S200KI speed log
• Datamarine S200DL depth sounder
• Uniden Polaris VHF
• West Marine Handheld VHF
• Icom IC-M700 SSB

Safety Equipment

• 2 x Mustang/3 Type IIPFD life jackets
• Flares (some may be out of date)
• 1 x Manual bilge pump
• 1 x Electric bilge pumps
• 3 x Fire extinguishers (may need servicing)
• Fire Blanket
• EPIRB RLB35
• Radar reflector
• First aid kit

Additional Equipment

• AB 9.5 Lammina dinghy - New 2019
• Everun Tohatsu 18hp - New 2019
• Qualcomm Globalstar
• Watermakers Inc 15l-300- SS - condition not known - not used by seller
• Cruiseair W SMX2 DX Air Conditioning - condition not known - not used by seller.
• Sewing Machine
• Plenty of spares & tools
• Assorted cutlery, crockery & linen

Construction The Catalina Morgan 43 was built in the USA. She is constructed of GRP and has an encapsulated fin keel and a skeg hung rudder. The teak and holly veneer cabin soles suffered some water damage from an open hatch. Last anti-fouled Feb 2023.

Asking Price, Location & Making Contact...

The asking price for 'Cabo Frio' is $65,000. She's currently located in Grenada, West Indies, where Rosie Burr of Clarke & Carter Caribbean will be happy to arrange a visit for you or provide any further information you may require.

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Consequently, we at Sailboat-Cruising.com accept no liability whatsoever in connection with this free service. Remember caveat emptor - verify before you buy!

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• Sailboat Reviews

Catalina 42 Mk I and Mk II

One of the most successful large boats ever built, the catalina 42 offers good looks, comfortable accommodations, and decent sailing ability at a low price..

Under the guidance of Frank Butler, who founded the company in 1969, Catalina Yachts’ philosophy is to offer “as much boat for the money as possible.” The boats are relatively well made and reasonably contemporary in their designs.

Butler is able to build boats that are less expensive than similarly sized vessels by focusing on several areas: a) economy of scale; because it builds so many boats, Catalina can get a better price than smaller builders on diesel engines and just about any other equipment; b) a refusal to spend money on advertising, which can translate to a 5% to 10% savings in the cost of each boat, and c) installation of less expensive gear than is found on other boats. It’s likely, too, that the Southern California labor pool works for less than workers in, say, the Pacific Northwest or Northeast.

Catalina’s objective is to price its boats 15% to 20% below its major competitors—Hunter and Beneteau. All three are high-volume builders that move boats through the production line as quickly as possible, hence the opportunity for glitches here and there, most of which are seldom serious, but can be vexing.

The Catalina 42 In the words of Gerry Douglas, Catalina’s chief engineer and designer for the past 24 years, “The Catalina 42 is a rather simple, sturdy boat. What you get is good quality, because the structure is there. If you want to make it more elaborate, you can take it as far as you want to go.”

Introduced in 1989, the Catalina 42 was originally envisioned as a 40-footer.

“We followed in the footsteps of the designs for the 36- and 38-footers, which were very successful, then stretched this two feet to allow room for the swim platform,” he said.

“One objective was to build a three-stateroom boat,” the first of its size introduced by an American production builder, Douglas said.

Two versions of the Catalina 42 have been built, each in a two-or three-stateroom configuration. The Mark I (hulls #1-477) was produced until February 1995, when the Mark II, which is still in production, was introduced. More than 670 have been built, evenly divided between the two- and three-stateroom models.

“The design of the Mark II was influenced somewhat by the Europeans,” Douglas said, referring to the contemporary, rounded stern and modifications to the cockpit.

Just about everything else—the hull, deck, accessories, auxiliary engine and standing rigging—are virtually identical in both the MK 1 and MK 11.

Though marketing literature indicates that the Mark II, which displaces 20,500 lbs. on a 36′ waterline, is 2,500 lbs. heavier than its predecessor, that apparently isn’t the case.

“Our mistake,” Douglas said. “The Mark I was not that light (18,000 lbs.).”

“Two requirements,” he said, “were that the shape have lots of volume but still be slippery. She’s finer forward than her predecessors, has a straight run aft and is relatively flat at the keel. The skeg is reminiscent of that on the Catalina 34 and 36.”

Owners say that they feel the skeg improves tracking and stiffens her while pounding to weather.

The keel is trapezoidal—parallel at top and bottom. The first shoal draft boats have a wing on the 4′ 10″ keel and a rather short rudder. Later models have a 6′ fin keel, but the same rudder. Ballast in each is 8,300 lbs.

When the MK II was launched, it was given a deeper, high-aspect, semi-elliptical rudder. Owners who retrofitted the deeper rudder reported improved handling and less pressure on the helm.

“Some owners mistake the pressure on the wheel with the shorter rudder as being weather helm but it’s really only more pressure on the rudder and skeg,” Douglas said.

In any case, owners recommend the deep rudder.

The high-aspect ratio sailplan carries 797 sq. ft. of sail. The mast is an anodized NG80 Isomat with double spreaders that are swept aft 17°.

Standing rigging is 3/8″ wire for the backstay, forestay, upper and lower shrouds, and 5/16″ wire for the lower shrouds. Running rigging includes halyards that are 1/2″ braid, and the mainsheet and genoa sheet are 1/2″ Dacron. Owners of 10-year- old boats report the rig and rigging to be in good condition.

Early boats were equipped with a Seafurl 3250 furler. Newer models are equipped with a Schaefer 3100.

As one dealer told us, “The benefit of the rig is that it’s simple. Once it’s up and tuned, it can be ignored.”

The rig was not designed to be tuned while underway.

“The addition of an adjustable backstay to increase headstay tension reduces the tension on the shrouds created by the spreaders, and could result in the mast failing, though we’ve never had that occur,” Douglas said. Running backstays could counterbalance the risk, “but that’s more equipment than our owners want.”

Several owners surveyed have added inner forestays for offshore use. “There’s no downside to that except the possible need to add running backstays,” Douglas said.

Performance Based on Douglas’ polar predictions, a 42 equipped with a fin keel, radial spinnaker and 155% genoa will have sluggish performance in winds of less than 5 knots, but still sail to her rating.

The polars indicate 4.5 knots of boat speed in 6 knots of wind sailing at 47° to true wind; in 10 knots of wind she should sail at 6 knots at 45° to true wind. Maximum downwind performance is in 16-20 knots of wind sailing at 120°-135°, when speed reaches 9 knots.

Most owners rate upwind and downwind performance as above average to excellent when compared to boats of similar size.

Both speed and pointing ability can be improved with the deep fin keel, higher-priced sails, and replacement of the furler with a headfoil.

The maximum sheeting angle is 11-1/2° degrees, which allows pointing to within 32° of apparent wind when hard on the breeze.

Perhaps one of the most functional additions to Catalina’s equipment lists are sheet stoppers, which allow halyards to be led aft to the bridge deck without having a winch for each line. This keeps crew off the deck at night or in heavy seas, and reduces the amount of deck clutter and amount of weight attached to the mast. The internal halyards run aft through Garhauer turning blocks to Garhauer sheet stoppers and two-speed self-tailing Lewmar 40 winches atop the bridge deck; winches were upgraded to Lewmar 42s with the Mark II model.

The 6:1 purchase mainsheet is on a traveler located forward of the main companionway, and controls for a solid Garhauer vang are led to the cockpit.

Genoa sheets are led aft through Garhauer turning blocks mounted on the toerail where they are out of the way and provide better sheeting angles for offwind sailing; a short section of T-track on the cabintop provides closer sheeting angles for small headsails. The primary winches are two-speed self-tailing Lewmar 54s, which replaced Lewmar 52s on the Mark I.

Two serious sailors, a singlehander in San Francisco and an owner who sails a fully crewed boat in Lake Pontchartrain, provided additional insight.

Bob Maher told us, “In 1997 the boat was the boat-of-the-year in the spinnaker class based upon a 12-race schedule, and the same year took first in the Lake Pontchartrain Racing Circuit Cruiser-Racer division with four firsts and a fourth. Typical conditions during the winter are 10-25 knots winds and 4-5 foot seas.

“On one Pensacola race we covered the distance of 101 miles in 12 hours and 15 minutes.

“In order to be competitive in the light air of summer we lengthened the spinnaker pole by one foot, which allowed for a larger spinnaker and genoa. This made the boat competitive in lighter air but under 5 knots we don’t do well against lighter boats like the Olson 30. Our PHRF is 96.”

In most areas, a stock Catalina 42 rates about 105.

Doug McClaflin finished first in the Singlehanded Farallones race, a 58-mile round trip event held outside the Golden Gate Bridge. Often sailed in a punishing northwester, this year’s race was held in 15- to 20-knot southerlies with 6′ to 8′ seas.

“She does well on reaches and in heavy air—18-plus knots, but she’s not good in light air racing,” he told us. Sailing with a fully battened Dacron mainsail and headsail on a furler, “I carried the 150% genoa up to 22 knots and averaged 8 knots over the ground.”

Most owners said they tuck in a reef when wind speed exceeds 18 knots, which balances the boat and eases the helm. All reported that she stiffens at 10°-15° of heel, and an oft-repeated comment was, “I can’t get the rail in the water.”

“With the sails properly trimmed she sails well with an Autohelm 6000, which doesn’t work very hard,” was a comment echoed by several owners.

One Seattle sailor, who owned Mark I hull #240 and now owns Mark II hull #498, said the primary difference between the two models is in the stern.

“The Mark II has a fatter section aft, and is more buoyant,” John Spring told us. “When I first started sailing the Mark II it seemed heavier to steer and the bow seemed to dive into the water. It doesn’t hobbyhorse. I’m just sitting higher than in the old boat, more like a center cockpit model, and it’s taken a year to adjust to the difference.”

Spring also replaced the factory sails with North 3DL sails, “which give me better shape and performance. My only complaint is that Catalina only gives a $1,000 allowance if a buyer doesn’t use factory sails.”

Construction The hull is solid fiberglass. The ABS-approved lamination schedule consists of skin coats of 2-ounce mat and 7.5-ounce cloth. From the centerline to 6″ above the molded bootstripe are eight alternating layers of mat and roving in weights ranging from 1.5 to 21.7 ounces, all of which are overlapped 6″. Additional support on the centerline is provided by a 50″ wide strip of 24-ounce Promat running the length of the hull.

Above the waterline are 11 overlapping layers of mat, roving and Coremat in 1.5- to 21.7-ounce weights.

Douglas says hull thickness at the keel is 1-3/8″ to 1-1/2″, 5/8″ to 3/4″ at the turn of the bilge, and 1/2″ to 9/16″ at the sheer.

Since 1995 the company has been using vinylester resin in the barrier coat to protect against blisters, but has nonetheless suffered its share of blister problems.

Less than 10% of survey respondents reported blisters. One said minor repairs were made to “six to seven pimple-sized blisters repaired at a cost of $30 each.” Another reported blisters covering 60% of the bottom. Because osmotic blistering is covered on a prorated basis under the Catalina warranty, most repairs were made at factory expense.

The deck lay-up schedule is similar to the hull, though it is cored with a combination of 1/2″ marine plywood (where deck hardware is installed) and 3/4″ end grain balsa.

Hull rigidity is provided by a fiberglass pan bonded to the hull at the sheer by 1/2″ thick, four-ply marine plywood glassed between the hull and liner, which is C-clamped in place until cured. The pan also incorporates the cabin sole and berth foundations. Butler, one of the early proponents of pans, credits this development with dramatically reducing construction costs.

The hull-deck joint is an external flange bonded with fiberglass-reinforced polyester, then through-bolted on 8″ centers with 1/4″ stainless steel fasteners. The seam is covered by an aluminum rubrail attached on 3″ centers that is covered with a vinyl insert. Only one survey respondent reported a leak at the hull-deck seam.

Though we advocate the use of motor mounts that are through bolted or threaded into steel plates, Douglas defends the use of lag bolts.

“We bed the engine bolts in a 3/8” thick molded glass pan that is filled with hardwood, and use 6″ long screws to secure the engine. I don’t think that the engine bed would fail if the boat was upside down. We’ve never had a problem,” he said.

Depending on who you query, Catalina yachts are either a) cheap, or b) a good value.

Jerry Edwards, a Seattle surveyor with Reisner, McEven and Associates, Inc., who is familiar with the 42 told PS, “I think the construction of the 42 is better than some of the other Catalina boats and superior to many other production builders.”

Catalina owners understand they are buying the boating equivalent of a Chevrolet; a typical comment is: “We know we’re not buying a Swan or Hinckley.”

On Deck Aside from the change in the transom, the primary difference between the MK I and MK II is the size and arrangement of the cockpits.

The Mark I’s cockpit seats are 6′ 8″ long. Neither seat opens to access spaces belowdecks. In the aft starboard corner there is a 40″ wide and deep compartment that will hold an inflatable dinghy and miscellaneous gear. The port corner has a propane bottle locker that vents overboard.

The swim platform incorporates a five-step stainless steel ladder lashed to the stern pulpit; it extends into the water a long way, farther than most, which is good.

The Edson pedestal and 44″ stainless steel destroyer style wheel are mounted well aft, so are not impediments to movement about the cockpit, except when entering or exiting via the cutout in the stern rail.

The cockpit in the Mark II, by comparison, presents more comfortable lounging arrangements and better access to stowage.

Its seats are the same length as the MK I. There are two “observation seats” fitted into the corners of the stern pulpit.

A 48″ drop-leaf table is mounted in the center of the cockpit forward of the binnacle. A stainless steel frame provides a sturdy home for the table and a footrail for crew to brace their feet when heeled. Though it’s a nice touch, we’d rather have a removable table and wide open cockpit when underway, especially when jibing a spinnaker.

Stowage in the port and starboard seat lockers are large enough to hold a deflated dinghy, dock lines and miscellaneous gear; the starboard one also has a large shelf that holds an outboard motor, barbecue and the like—a much-preferred arrangement to hanging them off the stern pulpit. A propane locker is located in the deck aft of the primary winches.

A removable seat in the transom replaces the cutout in the Mark I, though one can step on and over it to get to the swim platform.

Even with a dodger, movement forward is unobstructed on the 24″ sidedecks. The 6’ teak handrails on the cabintop have been replaced with stainless steel handrails.

The anchor windlass is located in a locker so the only potential toe stubbers forward of the mast are three Lewmar hatches.

Accommodations Even with a 36′ waterline and 13′ 10″ beam, Douglas has crammed an impressive amount of living space in the 42. Many owners indicated that the downside to the large interior volume is a dearth of stowage.

The two-stateroom model has an aft stateroom in the starboard quarter, a smallish head forward of it that’s about 38″ square, a galley in the port quarter, opposing settees amidships, and a nav station to starboard with swing-out seat and large table.

The master stateroom in both models has a Pullman-style berth forward of the saloon. The berth measures 72″ on the centerline, 52″ wide at the shoulder and 43″ at the foot. The skipper’s head is in the bow. It is 6′ 5″ long and 6′ 2″ wide at counter height, and has 6′ of headroom.

In the three-cabin arrangement, there are two mirror-image aft staterooms and the galley is amidships opposite the dinette.

The navigator is shortchanged in the three-cabin arrangement. He faces aft on a much smaller working surface while seated on the end of the port settee.

Each of the aft staterooms have 6′ of headroom, a 7′ long double berth, reading lights mounted on the hull, and a hanging locker. Light and ventilation are provided by ports in the hull and in the cockpit footwell.

The primary advantage of the two-stateroom model is the additional storage in the galley and in the port quarter behind it. This cavernous space is equipped with shelves large enough for installation of a heater, inverter, refrigeration and for other stuff such as tools. It also provides good access to the steering system.

Regardless of its location, the galley provides large working surfaces on countertops now constructed of fiberglass GraniCoat, a Corian lookalike. Early models had Formica-type coverings.

Though working surfaces are nearly the same size, galley stowage on the three-cabin model has been reduced significantly by the loss of the pantry. It will be a challenge to find space for larger pots and pans. The two stateroom model also has a small hinged countertop.

Both models have a three burner Princess Stove with oven and broiler, twin stainless steel sinks, and Groehe faucets for hot and cold water.

The dinette in both models seats six to eight adults, and converts to a 80″ x 66″ double berth.

The cushions are mounted on plywood boards covering storage areas below the settees, which prompted one skipper to complain that they are heavy and cumbersome. They are especially risky if they should come loose with the boat heeled, which one owner said was a problem.

Other Considerations As the boat has evolved during its 10-year production run, a number of small improvements have been made. Articulating halogen lights in the saloon have replaced cheaper fixtures. Doors and drawers that flew open underway on older models have positive latches and roller bearing slides.

The boat is well ventilated and lighted by Lewmar hatches located in all living areas and in the heads, and hatches and fixed portlights are covered by bug and privacy screens.

The 39-gallon fuel capacity is adequate for short cruising but distance cruisers have added tankage below the cabin sole. Two plastic water tanks are located below the sole, and there are plastic holding tanks under the aft berth and the Pullman berth. Except for the aft holding tank, they are easily accessible.

The engine is accessible from four sides. A small hatch in the starboard cabin leads to the oil filter. The companionway stairway reveals the front, and removable panels in the galley access the port side and aft end of the Yanmar 50.

Wiring is color coded, and newer boats have tinned connections.

Conclusion The well-maintained Mark I’s we inspected looked as good as the newer Mark IIs. There were no signs of gelcoat crazing. Owners we talked to were less concerned with performance and more interested in the design and decor below.

Most owners are very satisfied with quality of construction, though one owner complained that his hull flexes in 4’ seas and has had numerous problems with electrical and plumbing installations.

Douglas says the company has been unfairly criticized.

“We may not use Harken, but Garhauer guarantees its gear for 10 years, and Bill Felgenhauer returns phone calls. You’ll find Lewmar, Perko, Rule, Schaefer and Yanmar brands on our boats, for example, not some knock-off product manufactured overseas.”

A late model Mark I sells for $120,000-$130,000, a newer Mark II for $140,000-$145,000 depending upon equipment. Base price of the new Mark II is $151,000-$171,000 including engine and sails, depending upon cabin configuration and factory installed options.

Contact- Catalina Yachts, 21200 Victory Boulevard, Woodland Hills, CA, 91367; 818/884-7700.

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Catalina 445

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• TRUE NORTH YACHTS

OWNER PHOTO: "Hannah", Cuttyhunk Harbor, Gosnold, MA.

The 445 from Catalina incorporates crisp, contemporary styling with proportions and features that make Catalinas comfortable and secure underway and on the hook.

Based on a new hull design with a long waterline and moderate beam and freeboard, the 445 has excellent performance potential. The hull form is optimized to provide the gentle, predictable motion underway, which is so appreciated in other Catalina models.

The deck is strikingly handsome with a low profile cabin structure, twin helm stations and a roomy cockpit with tall, secure, comfortable coamings and a cockpit table that seats 4-6. The deck is finished with a traditional diamond-patterned non-skid.

The owner’s cabin is forward for privacy and optimum ventilation. Private head access from the forward cabin along with an electric head and separate shower complete the forward cabin arrangement. The guest cabin is aft with a large comfortable double berth, angled for easy access and greater headroom.

This design incorporates an innovative cabin on the port side. This cabin is a flexible space that can easily be converted to whatever your cruising style dictates at the time – sleeping quarters, storage, or a work room with a bench. The galley has the storage and features needed for extended cruising.

Virtual tour provided by Sail Place, Inc.

EXTERIOR PHOTOS

INTERIOR PHOTOS

GENERAL DIMENSIONS

Length Overall: 44′ 5″

Length of Hull: 43′ 3″

Length at Waterline: 38’ 4″

Beam: 13′ 7″

Distance from Waterline to Masthead: 63′ 10″

Draft: 5′ 0″

Ballast: 8,200 lbs

Basic Weight: 24,500 lbs

Draft: 6′ 8″

Ballast: 7,200 lbs

Basic Weight: 23,500 lbs

RIG MEASUREMENTS

Total with 100% Foretriangle: 856ft  2

Total with Standard 135% Genoa: 1002ft   2

TANKS & CAPACITIES

Water: Forward 50 gal, Port 62 gal, Starboard 56gal

Water Heater: 11 gal

Total Water: 179 gal

Sanitary Holding Tank: Fwd 31 gal, Aft 23 gal

Total Holding: 54 gal

Fuel: 66 gal

ENGINE & CONTROLS

Yanmar 4JH57CR, 57 HP @3000RPM

Common Rail, Electronic Diesel

Twin Pedestal Steering with 32″ Stainless Wheel

Single Lever Engine Controls

3 Blade Dynajet 18 x 14

1 1/4″ S.S. Shaft

WINDLASS & CHAIN

Quick Rider with 5/16″ Chain Wheel

5/16″ High Test Gd 40 or BBB Gd 30 Chain

CQR – XT 45 S.S. Plow #SP4204

All specifications are approximate and subject to change without notice.

Actual equipment also subject to change without notice.

STANDARD EQUIPMENT

Construction.

• One-Piece Fiberglass Hull with End Grain Balsa Core Sandwich Construction Above the Waterline, and a Vinylester Integral Barrier to Resist Osmosis Blistering
• One-Piece Fiberglass Deck with End Grain Balsa Core and Molded-In Diamond Pattern Non-Skid Surfaces Finished in Two-Tone White and Grey
• One-Piece Fiberglass Deck Liner Finished in NonGlare Texture
• One-Piece Molded Fiberglass Structural Grid
• One-Piece Molded Fiberglass Hull Liner with Satin Finish
• Lead Fin Keel with 316 Stainless Steel Attaching Bolts
• Five Year Gel Coat Blister Protection * ( 2 )
• Five Year Hull Structure Warranty * ( 3 )

SPARS & RIGGING

• Furling Mainsail with Vertical Battens
• 135% Genoa, with U.V, Protection, White
• Complete Standing and Running Rigging, 316 SS
• Internal Pre-Stretched Dacron Halyards
• PVC Wiring Conduit with Messenger in Mast
• Selden In-Mast Mainsail Furling System
• Selden Anodized Double Spreader Mast and Boom

SAIL HANDLING & EQUIPMENT

• ( 2 ) Two-Speed Chrome Self Tailing Primary Winches
• ( 2 ) Two-Speed Chrome Self Tailing Jib Halyard Winches ST Port/Starboard led Aft to a Bank of Sheet Stoppers
• Mainsheet Ball Bearing Gauhauer Block System
• ( 1 ) 10 ” Winch Handle, ball bearing
• Ball Bearing Mainsheet Traveler with Car Adjuster System led to Portside
• Genoa Tracks Inboard with Ball Bearing Low Lead Blocks
• All Halyards led Aft, to Sheet Stoppers
• Headsail Furling System

PROPULSION, STEERING & CONTROLS

• Single Lever Engine Controls Mounted on Starboard Side with Steering Brake in Wheel Hub
• Yanmar ( 4 ) Cylinder Diesel Engine, 54 HP, Fresh Water Cooled with Reduction Gear
• Bronze Propeller, Three Blade
• Sea Water Filter for Engine Cooling
• Centrally Mounted Engine Instruments
• Emergency Tiller Access and Emergency Tiller
• Dual Station Pedestal Steering
• Twin 32 ” Destroyer Wheels
• Bilge Blower and Ventilation System
• Illuminated Compass in Cockpit Table

DECK HARDWARE

• Fiberglass Cockpit Table with ( 2 ) Leaves, Foot- brace, Center insulated Compartment, and Handrails
• Walk Through Stern with Transom Boarding Platform
• Stern Boarding Ladder. Telescopic Type
• 27 ” Double Lifelines with Gates Port and Starboard
• Midship Spring Line Cleats with Chocks
• Molded-In Gel Coat Waterline, Midwatch Blue
• Midwatch Blue and Silver Sheer Stripes
• Large Double Anchor Rollers on Foredeck with Mounting Point for Bowsprit
• Electric Anchor Windlass with Power Up and Down Foot Switches
• Large Divided Anchor Locker for Below Deck Chain and Rode Storage
• Stainless Steel Handrails on Cabin Top
• Stern Rails with Observation Seats, Cup Holders, Outboard Bracket
• LPG Storage Locker for ( 2 ) 10 lb. alum. Tanks
• Hot & Cold Shower Mounted In Transom Boarding Area
• Water-Tight Strike Zone Collision Bulkhead at Bow
• Varnish Finish On Interior Teak
• Veneer Bulkheads with Solid Teak Trim
• Cabin Window Shades
• Navigation Station with Chart Table with 110 and 12 volt outlets
• Owner’s Stateroom with Large Double Berth, Cedar lined Hanging Locker, Drawers, and Private Head
• Teak and Holly Textured High Pressure Laminate Sole
• Inner Spring Mattresses on Fore and Aft Berths with Custom Fitted Sheets
• LED Interior Lighting
• Main Saloon Features Large Dinette, Gloss Finished Dining Table to Port, Settee Seating Starboard
• Guest Stateroom Aft on Starboard, Features Large Double Berth, Hanging Locker, and Private Access to Head
• Third Cabin Aft to Port, Convertible to Double Berth, Upper/Lower Berths, or Storage Locker
• Dedicated Cabinet for easy access to Engine Filters located in Aft Port Cabin
• Filler Cushion for Conversion of Main Salon Dinning Table to Sleeping Berth
• Front Loading Refrigeration, D.C. Powered with Freezer Compartment
• Top Loading Insulated Compartment, Available as a Second Refrigerator or Freezer
• Polished Double Stainless Steel Sinks
• Large Storage Cabinets over Galley
• Large Storage Lockers with Drawers and Bins
• Gimbaled ( 3 ) Burner L.P.G. Stove w/Oven, Stainless Steel, Oven Hood, Light & Vent
• Multi-Drawer Bank with Utensil Storage Rack
• Microwave Oven, AC Powered
• Single Lever Faucet with Pull-Out Sprayer

PLUMBING SYSTEM

• Pressure Water Distribution System with Filter at Pump and Tank Selection Valves for ( 3 ) Tanks
• 11 Gallon Hot Water Heater with Engine Heat Exchanger and 110V Electric Heating Element
• ( 2 ) Electric Macerating Heads with Holding Tanks and Deck and Thru-Hull Outlets
• Electric Bilge Pump with Float Switch
• Manual Bilge Pump and Bilge High Water Alarm
• Head Compartment Forward with Vanity Counter, Medicine Chest and Shower Compartment Stall
• Head Aft with Vanity, Sink, Medicine Chest, and Shower

ELECTRICAL SYSTEM

• Three Heavy Duty 8-D 12 Volt Marine Deep Cycle Batteries
• 40 Amp Battery Charger, Multi-Bank Automatic
• L.E.D. Running Lights, Fore and Aft
• 110 Volt, 30 AMP Shore Power System
• ( 1 ) 110 Volt, 30 AMP, Shore Power Cord 50 ft.
• L.E.D. Anchor Light at Masthead
• 12 Volt Lighting Throughout
• Custom 115 Volt AC/12 Volt DC Electric Panel
• Circuit Breakers for AC and DC Electrical Panel and Windlass Control
• Shore Power Galvanic Isolator
• Ground Fault Circuit Protection
• A.C. Duplex Receptacles Throughout

SAILING INSTRUMENTS

• Raymarine i70 2-Multi Function Displays with Transducer 1 Mounted at Port and the other at Starboard Helm Stations – Speed, Depth & Wind

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