ranger 22 sailboat

RANGER 22 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of RANGER 22. Built by Ranger Yachts (USA) and designed by Gary Mull, the boat was first built in 1977. It has a hull type of Fin w/spade rudder and LOA is 6.86. Its sail area/displacement ratio 19.63. Its auxiliary power tank, manufactured by undefined, runs on undefined.

RANGER 22 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about RANGER 22 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the ranger 22.

RANGER 22 was designed by Gary Mull.

Who builds RANGER 22?

RANGER 22 is built by Ranger Yachts (USA).

When was RANGER 22 first built?

RANGER 22 was first built in 1977.

How long is RANGER 22?

RANGER 22 is 5.36 m in length.

What is mast height on RANGER 22?

RANGER 22 has a mast height of 7.92 m.

Member Boats at HarborMoor

The Ranger 22 is a 22.5ft fractional sloop designed by Gary Mull and built in fiberglass by Ranger Yachts (USA) since 1977.

The Ranger 22 is a light sailboat which is a good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat.

Ranger 22 for sale elsewhere on the web:

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Surely one of the most popular and versatile midget racers of the modern era, this Mull design has devotees all over the land. You can get them cheap, and cruise 'em, too.

Designed by Californian Gary Mull in 1971, the Ranger 23 was influenced by the Junior Offshore Group (JOG), a forerunner of the Midget Ocean Racing Club (MORC, which evolved to MORA, which is now nearly extinct as an association). MORA rules provided designers, builders, and performance-oriented sailors with a venue in which many of the most mannerly, small-sized performance cruisers of the time could compete on a near-level playing field.

At the time, Jack Jensen, founder of Jensen Marine, was enjoying great success building Cal boats and making race history with the Cal 40 and Cal 27. However, to appeal to East Coast buyers, he formed Ranger Yachts (which actually were built in Costa Mesa, California), and commissioned Mull to design the new lines. Mull’s star was on the rise at the time, partially because of the success of the Santana 22, which he considered one of his most successful, and favorite, creations.

Cal and Ranger were eventually sold to Bangor Punta in 1973, and production of Cal boats was moved to Florida. A victim of a downturn in the industry, the Ranger line folded in 1978. In 1983, Bangor Punta sold both companies to Lear Siegler, shortly before their complete demise.

The company built six Rangers in sizes ranging from 22 to 37 feet.

The R-23 had an excellent production run, with 739 hulls built between 1971 and 1978. The boat is a sporty looker whose design is as appealing 30 years after her launch as when introduced. She carries a high-aspect sailplan and presents a fine bow entry and racy lines, especially compared to her contemporaries. Viewed from abeam, she appears proportionately shapely with a smoothly rising sheer, visually appealing cabintop, and long, narrow ports that hint at performance. Though not designed to meet a measurement rule, her lines were influenced by the CCA and, eventually, IOR racing rules.

In a lengthy epistle evaluating the boat, penned for the R-23 owners association shortly prior to death in 1993, Mull described the design as being “a little ship capable of sailing anywhere in the world safely, and swiftly.”

Her sailplan was the subject of many changes. Of the mast, Mull wrote, “In those days I was able to design each of the masts for Rangers for specific designs rather than having to pick from stock extrusions.” The same held true for chainplates, spreader roots, and mastheads.

Though offered with a rig designed to sail in the prevailing 15-20 knot Pacific northwesterlies, a tall rig was offered for sailors in light-air regions. In its standard configuration, the mast stood 27.7 feet above the deck. The tall rig added two feet to its height, with a corresponding increase in sail area.

Eventually, “when the IOR was introduced, we produced a revised plan with a shorter mainsail foot to qualify for the Quarter Ton class.” The boat sailed with some success in this class.

The single set of spreaders on the beefy, deck-stepped masthead rig are supported by 3/16″, 1×19 stainless steel headstay and upper shroud, and 5/32″, 1×19 backstay and lower shroud. A typical comment among long-time owners is that the rig is overbuilt; no failures have been reported by owners responding to a PS survey.

The deck-stepped mast “was a consequence of wanting a clear access through the interior.” While accomplishing that objective, the design compromises the amount of compression an owner can develop on stays while attempting to improve sail shape.

Underwater appendages are “standard trapezoidal profiles with standard NACA sections.” The keel carries 1,500 pounds of lead ballast. The spade rudder is mounted on a stainless steel rudder post. Owners describe the boat as providing excellent windward performance, and typically carry a 150% genoa with a full mainsail until breezes exceed 15-18 knots.

“On deck our concept is most noticeable because it has a proper cockpit with coamings, seats, and all. We were designing a boat for the occasional day or weekend sail, and a boat that could be taken to sea for extended periods.” She’ll seat four in relative comfort, even with a tiller occupying the center of the footwell.

“We didn’t feel compelled to offer standing headroom as we were fairly certain that the owners were smart enough to sleep lying down and would probably have the good sense to sit down when they went below for a meal. We also assumed that people making long passages in a boat of this size would probably be pretty good friends, and sited the head where it would be convenient and stable, though not so private as might be appropriate for a larger boat.”

There’s 5’6″ of headroom in the cabin, and 6’6″ settees that convert to berths. Creature comforts include a tilt-away dinette table, and a 25-pound icebox that doubles as a companionway step.

The galley, located at the junction of the saloon and V-berth, is, of course, pretty minimal. It consists of a sink located to port, optional two-burner alcohol stove to starboard, two drawers, and a storage cubby. (Note that in the accommodations drawing below, from the original sales brochure, the stove and sink appear on sides opposite where they ended up.)

Again in Mull’s words, “We didn’t even have, let alone feel compelled to offer, three- and four-burner gas stoves with oven and lighting system. We figured that one-dish meals and a pot of coffee made much more sense for a boat of this size.”

That’s certainly true—the set-up will allow good sleeping and just enough civilized eating during a long coastal passage to keep the crew content (as long as they’re within a day or two of a sheltered anchorage, a shower, and a meal ashore).

Space in the bow is occupied by a V-berth that provides a 6’2″ sleeping area and two dressers. The toilet was originally a self-contained “Handihead” with four-gallon capacity and waste discharge. One owner who replaced the original told us that the space is large enough for a more modern appliance.

Mull’s concept of light camping accommodations stands in contrast to Bill Crealock’s vision for the Dana 24 (PS December 2001), a beamier, significantly heavier, more crewfriendly yacht with an enclosed head that Crealock envisioned as carrying a crew of two around the world in “safety and comfort.”

The idea of extended cruising in a boat less than about 30 feet isn’t appealing to some sailors, but it can be great fun, as long as everyone gets along and there are good routines in place for how to move around the boat and do things in harmony.

This Ranger is spacious enough for sailing and sleeping with, say, a couple and two kids on short cruises, notwithstanding the lack of privacy.

Construction The hull and deck were designed using what were then considered state-of-the-art methods. Mull said that his initial agreement with Jensen included wide latitude in stipulating construction materials and methods, and that Ranger Yachts would provide quality production. In this case, the West Coast designer-builder combination works to the advantage of owners, since boats were expected to withstand higher stresses encountered on the Pacific near San Francisco than those in Southern California or the Chesapeake, for instance.

Interestingly, the most common shortcomings in the construction of the boats are caused by adhesives used to bond major components. Though the best available at the time, they pale by today’s standards.

Built during the adolescence of the fiberglass era, the hull and deck were constructed using Lloyd’s Provisional Rules for GRP vessels. Lloyd’s formula specified use of an all chopped mat structure; Ranger laid up alternating layers of mat and woven roving in the hull.

The deck was a sandwiched balsa core laminate employing a honeycomb method developed by Hexcel Corporation. At the time, Hexcel was cutting a wide swath in the Alpine skiing community with a similar laminate that produced lighter, stronger skis. Today’s boats are constructed with lighter, unidirectional fabrics; nonetheless, Ranger’s methods produced sturdy sections. Bulkheads were bonded to the hull, and the interior is a fiberglass pan.

An annual inspection by owners or thorough survey by potential buyers should be made of the mast step, hull-deck joint, keel bolts, and chainplates, as Mull noted.

A by-product of the attempt to produce creature comforts is that the mast step “is probably the biggest source of grief,” Mull wrote. That’s not a desirable trait in a boat advertised as being fit for offshore work, though not a fatal flaw.

The mast step is a 6061-T6 aluminum fabrication with fasteners connected to the deck structure intended to be bedded in flexible waterproof bedding compound. “Unfortunately,” said Mull, “the bedding compound on many boats has become dry and brittle and water can find its way through the bolt hole in the deck core.” A by-product might be soggy balsa or, in the worst case, rot.

In extreme cases, the fix involves removing the mast step columns and affected areas and replacing deck core with a new beam and laminate. Though more than a minor inconvenience, the problem would not prevent us from considering the purchase of a boat with this ailment.

Failures of adhesives and the large number of bolts installed through the toerail at the hull-deck joint also may produce leaks. In a worst-case scenario it would be necessary to remove the toerail and stanchions, elevate the deck from the hull, remove the old adhesive, and replace it with today’s materials. No small chore.

Similar problems may occur with chainplates that have been neglected for extended periods of time. Many owners report the need to rebed chainplates every couple of years. Not surprisingly, that predicament is still encountered by the owners of many newer, production boats.

Finally, leaks through ballast bolts have been reported by some owners. Mull’s recommended fix was a re-bed of keel and bolts with an elastic bedding compound to alleviate stress created by movement at the hull-keel joint.

Performance Since her deck layout is as simple as the boat is small, she’s easy to sail single- or doublehanded, and race with a crew of three.

Standard gear included external mainsail and jib halyards, Barient winches on the mast and in the cockpit, and Schaefer sail track, blocks, and cleats. Retrofitting additional halyards is as simple as adding external blocks at the masthead or, for the more sophisticated, adding sheaves and running halyards inside the mast. Safety gear includes bow and stern pulpits and 24″ tall stanchions fitted with a single lifeline.

A split backstay and racing package with spinnaker gear were the only options offered initially.

Computer-generated polar predictions indicate that the 23 stacks up well against similar-sized boats through a range of wind angles and wind speeds. As for top-end jets, as Mull said, “There’s no such thing as maximum hull speed,” except a theoretical rule of thumb that may apply to powering on flat water. In that environment, he predicted a boatspeed of 5.5 knots. In 10 knots of breeze under the same conditions, speed would fall in a range of 4 to 6 knots. Once the boat gets out in more wind or bigger waves, the hull begins to plane and surf; at that point the boat can cover a lot of distance between breakfast and suppertime—and it makes the racing exciting.

Conclusions It would be nice to see Ranger 23s organized again into one-design fleets all over the land, but in any case it’s good to know they’re out there racing PHRF, and that, like greyhounds retired from the rabbit-chase at the racetrack, they do well as family friends.

The R-23 can be considered a legitimate cruising boat, within the obvious physical limits of a short waterline and small quarters. To expand a bit on what was said earlier, small, simple boats like this can be ideal “express campers” for young families and couples. They can be bought for little money, fixed up as much or as little as wallet and skills allow, and don’t cost much to keep around.

Despite the Ranger’s age, it benefits from being designed on the cusp of an era when traditional, full-keeled cruisers were being replaced by sloops with more modern underbodies and appendages that produced significant improvements in performance. The hull and major structures are sound, aside from the aforementioned problems associated with adhesives that have deteriorated.

These Rangers were built before the day when vinylester resin was used in hull laminates, and some owners report the presence of dime-sized blisters that require inspection or repair. The boat does not have a reputation of suffering from chronic deficiencies that demand total bottom replacements.

Given a thorough survey, we think the R-23 would be a great candidate for a couple or family who might be new to the sport, or who are stepping up from a dinghy or daysailor. The boat was offered for $5,450 in 1971. Expect to pay $3,500 up to as much as $10,000 for a used boat, depending upon condition—if you can find one.

Arvel Gentry, the Boeing engineer who rocked the world of sailing decades ago with the facts about foils, lift, fluid circulation, and what makes sailboats go, maintains the Ranger 23 Owners and Class Association at www.ranger23.com.

Also With This Article Click here to view “Used Boat Price HistoryRanger 23 (1972 model).” Click here to view “Owner’s Comments.”

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Thoughts on Ranger 22

• Add to quote
• Something my wife and I can handle ourselves (22-25 ft)
• Something with a somewhat comfortable cabin (to placate the wife)
• Something with a little bit of speed
• and finally PRICE (we need to stay in the 2K - 5K range)

I promise not to derail the discussion! I have sailed on a Ranger 22 and think they are a lot fun. I have no experience on a 23. What kind of conditions do you expect to encounter in Nashville and where will you be sailing?  

Nashville winds are very fluky. I do not think I will go out initially in anything over about 15. I think. I have heard that the most annoying sailors are the ones that don't know what they don't know. I am not one of those. I know my inexperienced limitations. I am just looking for something that will help me while I learn, but will also take me further as we go along.  

Clay: Check out this link. Its a great site that describes your boat in great detail. http://www.strictlysailing.com/ranger22/  

The Ranger series of boats is generally well regarded. I just helped launch a Ranger 26 earlier this year. Quite a nice boat, but a bit small in my book. I think you'd do well with either the Ranger 22, 23 or 26. Used, they're all in that price range generally, unless in immaculate condition. A couple of things to be wary of on them. Many Rangers are raced, and as such, can have seriously more wear and tear on them than boats that were not raced. A survey is generally an excellent, almost mandatory, step to take on any that you find interesting. Another boat that might be of interest to you is the Santana 22, which was also designed by Gary Mull, designer of the Ranger sailboats. One other thing, you should set aside about 20% of your boat buying budget for equipment re-fitting, upgrades, and modifications. Not to discourage you, but every boat I've ever owned needed to have something done to make it workable for me. It doesn't matter whether the boat is new or used....it just seems to be a fact of life when it comes to boats.  

The owner of this particular boat is the original owner. He bought the boat in 78. He has recently (last 3 years) replaced all of the winches, cleats, and teak. The sails (main and 155) are 1 year old mylar racing sails from a small loft in New York I believe. The spinnaker is the original and likely will need to be replaced when I am comfortable enough to fly one. He has told me that the boat will need some bottom work, ie small blisters to be taken care of and a new bottom. This should not be much trouble, as I will trailer the boat for the first couple of years. Thanks for the input, keep it coming!  

Great post, great questions/answers...thanks for the posting!  

I have sailed on a Ranger 26 and would buy one if I were looking for a nice handling, fast daysailer that could be easily trailered. I enjoyed more interior room in the R26 than I see on a Ranger 22. The larger R26 is easily handled by two adults and othe members. It is large enough to allow the entire family to grow with it. Otherwise, in a couple short years you could find the smaller R22 was outgrown due to your children's growth. But, I would advise you to seek a R26 instead of a Ranger 22 or 23 ft. Just my opinion.  

My thought would be it would be a fun boat to have and learn on and give you the sense of sailing hard. My first keel boat experiance was on a Ranger 22 and it is a fairly fast boat, big deck to get around on, I suspect due to a race design. Kind of small down below so dont expect a week trip out on it. In good wind it heels way over but I was never afraid of it broaching.  

In researching R23's, it seems fairly common for the keel-to-hull joint to have some issues - e.g., a crack at the joint that can get as bad as the keel loose enough to be moved from side to side. Does the R22 have any sort of reputation for such keel attachement issues?  

Ranger 22 I sail a Ranger 23 as volunteer able-bodied skipper for a disabled sailing organization, The Bay Area Association of Disabled Sailors in San Francisco Bay. I'll tell you that the 23 is stiff and handles well on SF Bay, where conditions can be severe and changing, particularly important with disabled passengers aboard. The best setup in my view would be for the skipper to have full control of tiller and mainsheet as the helmsman needs to feel the balance in the groove and is able to feel the boat adjusting to puffs. Would think that the 22 is simliar to the 23 in these respects, and if so it's a great boat. BAADS would not ever, every, use a boat for disabled sailors that was not a darned good boat, so the 23 is a good choice in my view. A  

I owned a Ranger 22 for a couple of years and loved it. I used it mainly for racing and did very well with it. I also delivered a Ranger 23 for a local broker (4 day trip solo). I liked the Ranger 23 better. It has a bigger cockpit and cabin. It sails the same as the 22 in light air but is faster and handles better in wind over 10kts. I would reccomend the 23 over the 22.  

I have sailed both boats. The Ranger 22 was designed as an IOR mini-tonner and while it is a pretty nice one design boat, it is a pretty compromised design relative to the Ranger 23 which was designed to be a good all around design and a MORC boat second. As has been said above, the Ranger 23 is a good boat on all points of sail, and across a wide wind range. The Ranger 23 is one of my favorite boats of this size and type and would probably be near the very top of my list of boats to learn to sail on and for a first boat. I would never recommend the Ranger 22 so highly. The keel issue is possibly true of any small, bolt on fin keeled boat of that era. It is repairable much more easily than repairing a delaminated keel cavity which would be the expected condition on an encapsulated keel boat of that era. Jeff  

I've owned and sailed the same Ranger 22 for 33 years so far. The plus: Super easy to sail Goes like a rocket in light air Points higher than anything in our mixed PHRF fleet Great deck layout with sensible hardware All round fun boat to sail The minus: Pinched in old IOR rule transom makes it a handful on a spinnaker reach in a breeze Not even sitting headroom below Very tender so must be the first to reef on breezy days Not really a choice for a comfortable weekender. Take a look at the old Ranger 23 or even better a Tanzer 22  

Alcan said: I've owned and sailed the same Ranger 22 for 33 years so far. The plus: Super easy to sail Goes like a rocket in light air Points higher than anything in our mixed PHRF fleet Great deck layout with sensible hardware All round fun boat to sail The minus: Pinched in old IOR rule transom makes it a handful on a spinnaker reach in a breeze Not even sitting headroom below Very tender so must be the first to reef on breezy days Not really a choice for a comfortable weekender. Take a look at the old Ranger 23 or even better a Tanzer 22 Click to expand...

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Ranger Yachts

Started by Jensen Marine founder Jack Jensen, (builder of Cal boats).in order to capture more of the east coast USA market. Jensen Marine also had an exclusive design contract with William Lapworth. So a separate company was formed with the design contract given to Gary Mull. First manufactured in Cosa Mesa California, the operation was moved to Florida in 1981. Both companies were purchased by Bangor Punta in 1973 (later acquired by Lear Seigler). In an attempt to consolidate the sailboat lineup, the company management decided that the Ranger line was no longer needed, canceled Mulls contract, and later had most of the Ranger molds destroyed.

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TITAN SIZE, GENIUS BRAINS, HERCULEAN STRENGTH

The 622FS PRO has proven itself as the gold standard of all-out dominating big water machines. Everything about the 622 FS PRO is made with more: More strength, more power, and more capability. The 22’ 10” hull spans larger swells and with up to 400 horses of motivation, it powers through rollers with ease.

The monster front deck is the largest we’ve ever featured on a Deep V, and its size continues underneath, where you can stow a cache of rods up to 9’ with a wealth of tackle and gear. The cockpit is equally massive and offers storage for dozens of tackle boxes, more rods, and your winning stringer in the oversized livewell. A standard Ranger RIDE system keeps tabs on your outboard as well as gives you control of every major boat function—all in one 8” touchscreen. The consoles feature a premium stitched finish for a high-class automotive feel that match the brushed aluminum speaker grilles and handles and the shock-absorbing SRS Soft Ride™ seating.

In the centerline battery box are three lithium batteries, an access panel to your pump and a four-bank charger. Rounding out the 622FS PRO is a beefy Ranger Trail™ trailer with four hydraulic disc brakes, our timeless Road Armor Equipped™ coating, LED lighting for brilliant safety, and a custom-matched fit that’ll cradle it for years and miles. Get into the burliest big water beast and get more out of your time on the water.

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• Ranger RIDE multifunction display
• Huge versatility with large front deck and cockpit
• 400HP rating
• Custom-crafted upholstered trim
• Integrated trim tab slots
• Smooth, solid ride and strength

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Motor options, standard features.

• Patented Power Ventilation Rod Storage™
• Hamby's keel protector
• Soft-touch skid-resistant cockpit floor
• Under-console storage shelves - port and starboard behind driver console footrest
• Lockable storage compartments
• Gas spring lid assists
• Insulated cooler w/ gelcoat liner & drain
• Integrated stainless steel cup holders
• 44" stainless steel stern grab rails
• Ranger® tournament measuring board
• Retractable bow rod buckles
• Tool holders - (1) Bow, (1) cockpit, (2) rear
• (2) Deck-mounted stern rod holders
• Runnin' rod rack w/ holder
• Remote drain plug
• Under-console 5 gal. bucket storage on port side
• Storage under driver console, behind footrest
• 12V DC power receptacle with USB
• Rear charger receptacle
• Heavy-duty 6-gauge trolling motor wiring w/ 60 amp breaker
• LED courtesy light(s)
• LED cockpit, compartment and livewell light package
• LED folding stern light
• Bow panel w/ digital switching
• Console panel w/ Ranger® R-I-D-E System (Ranger Intelligent Display Engine), integrating full-boat control and monitoring via 9" touchscreen
• On-board Dual Pro® charger, 15 x 4, auto detect lithium capable
• Integrated LED bow navigation and removable stern lights
• Lowrance® ELTE-9FS @ bow
• Lowrance® ELITE-9FS w/ Active Imaging @ console
• Additional manual key switch
• 30A master breaker
• Custom fitted premium marine upholstery - (2) driver/passenger tall-back Soft Ride Seating (SRS) fold-downs w/ (2) adjustable slides and (2) soft-ride bell pedestals and (2) SRS fold-downs w/ power pedestals
• Fire extinguisher & horn
• Boarding ladder
• Passenger glove box (dual console only)
• Step up to front deck
• Skid-resistant material on bow
• Plexi windshield(s)
• Upright, level flotation
• Integrated grab handles
• Electrical system disconnect on/off switch
• NOCO™ GB40 jump starter
• Flush-mounted remote throttle control
• Foam-filled fiberglass stringers
• High performance stainless steel prop
• High performance steering wheel
• Minn Kota® Terrova 112 / DSC / 60"/ 36V trolling motor
• Manual setback plate
• Pultruded fiberglass transom
• Recirculating aerated livewell and baitwell w/ filter screens, automatic timers and livewell pump-out
• Tandem axle trailer
• Aluminum wheels w/ matching spare tire & wheel
• Stainless steel ratchet trailer tie-downs
• Center-swing jack (black powder coated)
• Swing-away tongue
• Hydraulic surge disc brakes
• LED lighting
• Matching fiberglass fenders
• Ranger Trail® Vault® Hub lubrication system
• NMMA®/NATM certified
• Torsion axles

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