balticat 42 catamaran review

Yachting World

• Digital Edition

Multihulls: owners’ experiences and reviews

• Toby Hodges
• January 18, 2019

How do you select the right catamaran to best suit your cruising? Learning from other owners is a good place to start

They have two different boats, different sailing plans and two very different sets of experience. But what these cruisers have in common is a desire to explore in two hulls rather than one. Hal Haltom explains how he drew on decades of monohull sailing to choose a relatively light displacement Outremer 51 for the World ARC, while David Weible and Kellie Peterson tell of their snap decision to sell up and set sail in a Lagoon 42. They share hard won tips about setting up the boat for ambitious cruising and give an insight into life at sea.

Hal Haltom – Outremer 51

Hal Haltom, 59, from Texas, bought an Outremer 51 in 2016 and set off on the World ARC that winter. With his wife Marsha and daughter Haley, he has sailed more than 27,000 miles across the Atlantic, Pacific and Indian Oceans to reach South Africa and believes that it makes sense to buy a lighter boat that performs better in light winds.

We did two trips through the eastern and western Caribbean with our kids about 10 years ago on a Tayana 52 monohull. This time we switched to a catamaran because it had features that we thought were better: living above the waterline, level (and not rolly) and easier sail handling. Once we decided to switch, we started looking at the available boats in our price range. My wife Marsha and I have raced sailboats for many years and we wanted a better sailing cat, which ruled out the heavier ones. At the Miami Boat Show in early 2015 we looked at a Catana and St Francis but it was an Outremer 51 that interested us . Afterwards, we flew to the company’s factory in La Grande- Motte in southern France and were impressed. We thought the Outremer 51 was a boat that a couple in their 50s could handle and we ordered one and took delivery in May 2016.

Fit for bluewater

Ours is the base boat with only a few options added because Outremer builds a boat that is ready to go bluewater cruising. We have an aluminium mast, Mastervolt lithium battery system (360Ah at 24V), Dessalator watermaker, 560W of solar panels, and a Watt & Sea hydrogenerator. All this equipment worked well. As did the B&G instruments, Lecomble & Schmitt autopilot, Volvo D2-40 engines, and Incidence and Delta Voile sails. We don’t have a diesel generator. Sailing on a sunny day, we can run the watermaker using only the batteries and on a cloudy day, I may need to turn on an engine for an hour or so. Each engine has a 110A alternator running through a Sterling booster. At anchor, we rely on the solar panels, which is all that is needed in the Tropics.

My advice would be to buy a boat that sails well and handles easily. Also, I would keep the equipment as simple as possible while maintaining the comfort level you need. Passagemaking is hard on boats. A light boat requires less effort to sail and a simpler boat requires less maintenance and repair. Even though our boat is a light cat, we have found it to be well-built and comfortable. Outremer has also been very responsive in dealing with any issues during the two-year warranty period and beyond. After spending the summer cruising the Mediterranean, it was time to head off on our big adventure. We left La Grande-Motte in October 2017. We sailed to Spain and Gibraltar and crossed the Atlantic to St Lucia in November 2017 with the ARC+ rally. We joined the World ARC rally in St Lucia and sailed to Panama, through the canal, across the Pacific to Australia, and then across the Indian Ocean to Richards Bay, South Africa, where we are now.

The three of us have sailed more than 27,000 miles and are pleased with our choice of boat. Fast cruising is enjoyable and it is always good to get into port sooner. We typically sail in tradewind conditions at boat speeds of 8 to 10 knots. We had six 200-plus mile days in a row during our crossing of the Pacific from the Galapagos to the Marquesas. During our Indian Ocean crossing we had 30-plus knots of wind for several days and 4m seas. The boat also performed well in those conditions. When cruising, you see more light air than heavy air and it is very nice to have a boat that will sail fast in light air. An additional benefit of a fast cat that is often not mentioned is the ability to sail with a reduced sail area and still go fast. We often sail with two or three reefs in the main and just our working jib in 15 knots of wind, which makes the boat very easy to handle, while still going fast. Another advantage is with narrow hulls and a smaller saloon the side decks are wider, which make moving around much safer. Our huge foredeck also makes sail handling much safer and easier, with less stress all round as we move through the water.

David Weible and Kellie Peterson – Lagoon 42

David Weible had a liveaboard adventure on a leaky monohull many years ago but he and his partner Kellie still managed to surprise themselves when they decided to sell their Florida home and go cruising. They chose a Lagoon 42 and, with few regrets, have just crossed the Atlantic to Saint Lucia after a summer in the Med.

A little more than a year ago, we were riding our bikes across the playa at the Burning Man festival in Nevada when a dust storm rolled in. We took refuge in a lighthouse art installation, talked about our dreams and hatched a plan: sell everything, buy a sailboat, sail the globe — and share our story on YouTube. Four months later, we made an offer on a Tartan 44 monohull in St Petersburg, Florida. A sea trial and inspection revealed major issues, so we kept looking for another bluewater cruising boat. In February, we flew to San Diego to see a Tayana – another disappointment. But the effort wasn’t a total loss: we discovered catamarans. We looked at Leopard, Fountaine-Pajot and Lagoon. When we boarded the Lagoon 42, a comfortable catamaran that could really take us places, we were sold.

The delights

Hull #300 was delivered in August. We moved aboard on a Saturday and set sail across the Bay of Biscay the following Wednesday. Sitting at anchor in Spain, navigating narrow rivers in Portugal, picking our way through the Atlantic fog, surfing big swells on the way to Madeira, lounging with the wildlife in the Selvagens and currently sailing across the Atlantic Ocean have all added up nicely and validated our decision to buy the catamaran.

Starship Friendship handles a lot better than we expected. These heavier cruising catamarans sail really well with the right sail plan, but they do come with a relatively conservative set-up. The square-top main, Code 0 and ACH cruising chute options are a must. On a dead run, speed over ground exceeds half of the true wind speed; up to 45° into the wind, with 15 knots or more, she does even better. On a beam reach, she nearly matches true wind speed; fly the chute in as little as 8 knots and she’ll keep a comfortable walking pace downwind. In a solid swell, she’s balanced and comfortable. Crew members suffer little or no seasickness and are not worn out after longer passages.

We still have a wishlist of improvements including a dual battery charger for 110V and 220V, painted bow compartments to avoid fibreglass itchiness, an accessible place for wet gear and fishing tools, and a bit more solar and battery capacity (oh, and a Parasailor too). The broker recommended two rigid LG300 solar panels, which put out roughly 270W each at max output. This is not enough to run all systems on the boat, so when we go offshore, the generator becomes a necessity – we run it for roughly four hours per day. If money were no object we would have loved to put a custom stainless attachment above the dingy davit with three or four panels, which would be the correct amount of power necessary for our boat. Otherwise, we have not done much to her. The lighting indoor and outdoor is bright and does not have dim or colour option. We put red spinnaker tape over our lights when offshore to create a more friendly night environment and intend to have red lighting in the Caribbean. We also installed an electric toilet in the owner’s cabin, which has been really nice. The helm station is a hot topic among Lagoon 42 owners. It’s a love-hate relationship. A lot of owners find the seat uncomfortable and too short. We have seen many modifications. In bad weather we are cautious and always use safety tethers while at the helm. We run a piece of webbing on occasion from the arm rail on the seat to the grab rail on the helm for additional safety in heavy conditions.

Our only real regret is that we were rushed to meet our Atlantic crossing deadline. Buyers benefit from more time and support during the handover. Details like setting up the boat, walking through the installed gear, testing the systems and reviewing best practices make the experience less stressful and more satisfying for those with resources on hand. If we ever pick up a new boat again, it would make sense to deal directly with a local representative — having boots on the ground seems to improve the experience for those we’ve talked to. Our friends in the Lagoon community rave about the assistance they received with warranties, training, and delivery services from local agents. That said, would we buy again? Yes. The stability, easy sailing rig, forgiving design and comfortable floor plan deliver one hell of a good lifestyle.

The Starship makes cruising easy and handles a variety of conditions comfortably. Her reliable performance under sail has made our passages pretty awesome. From France to Gibraltar, Tangier to Madeira, Salvagen to Cape Verde and across the ocean — the voyages of Starship Friendship have been stellar. She’s even a bit famous. The YouTube channel ‘Sailing Starship Friendship ’ chronicles all the good and the bad. Luckily, the stability of a catamaran makes editing at sea easy and new episodes are published every Sunday – even in big seas and strong winds!

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• Yachting Monthly
• Digital edition

Baltic 42DP

• September 24, 2009

Baltic 42DP - detuned from full racing spec

Product Overview

Manufacturer:, price as reviewed:.

Doug Peterson designed several of Baltic’s earlier cruiser-racers, often based on pure racers. The inspiration for this, his first model for the company, was his Admiral’s Cup design of 1983. The 42DP replaced an earlier C&C cruiser of the same length. She was ‘detuned’ from full racing spec and fitted out to take on the oceans of the world in the greatest comfort, but still with good performance. Her 2.4m (8ft) draught can be restrictive in some areas. Below decks there is an owner’s suite aft and guest or crew accommodation forward. In-between is a huge saloon with a great galley and ocean-going chart table. The low and narrow coachroof with small windows makes the interior a little dark. A very few centre-cockpit versions were built. The design is still a sharp performer on the club circuit.

42ft Catamaran Comparisons & New Fountaine Pajot 42

UPDATE: We are always touring, conducting sea trials, and evaluating new catamaran models. Check out our newer 42ft catamaran model comparison .

It is a much anticipated model in the Fountaine Pajot range  and is has all the great features of the hugely popular Saona 47 .

It is a very good-looking catamaran with the typical new Fountaine Pajot features like the semi-flybridge with easy access to the boom, an electric dinghy platform, coffee table and deep comfortable seating in the salon and cockpit. It looks like it will be another hit from Fountaine Pajot catamaran builders! We are super excited to be at the unveiling of this catamaran model in France and we will report back with a video walk-through! Join Us in France to view the NEW FP 42!

Contact Us for specifications and pricing of the NEW Fountaine Pajot Astréa 42 in the yacht as a business tax program or yacht charter management with a guaranteed monthly income and worldwide sailing!

42-ft Catamaran Comparisons 

While we are on the 42-ft catamaran subject, we decided to do a quick comparison of the three 42-ft French catamaran brands, the Bali 4.3 Loft , the Fountaine Pajot Astréa 42 and the Lagoon 42 . There are several major differences in these catamarans and initially, this is how they match up.

Interior Comparison of 42ft Catamarans

• The Bali 4.3 Loft (interior pictured at right) has an open platform and the indoor living space becomes an all-in-one indoor/outdoor area once the “garage door” lifts up into the ceiling . The convertible door is a unique feature and, when open, makes it look like a much bigger catamaran. The cabins are adequate but the bathrooms are smaller with wet heads, which can be a deal breaker for some.
• The Fountaine Pajot Astréa 42 is plush and comfortable with a well-appointed galley and sliding doors that open the salon up to the very big cockpit. The cabins are nice as expected and spacious with island beds.
• The Lagoon 42 is also well-appointed and comfortable with an even bigger cockpit but has the mast centered in the salon. This could be a make-or-break situation for some, but for the most part it doesn’t seem to bother the people who own them. The cabins are a very nice size with island beds and ample storage.

Exterior Comparison of 42-ft Catamarans

• The FP 42 has the semi-flybridge with very easy access to the coachroof and boom. It is a safe boat to sail for a couple and if it is anything like the Helia 44 or Lucia 40, it will perform well. The FP has by far the most sail area. The optional dinghy platform is a nice feature.
• The Lagoon 42 is similarly well appointed with a semi-flybridge, a very nice helm station and easy access to the coachroof. The major difference with this Lagoon is the mast that is set very far aft, thus the mast position in the salon. With the boom further aft, the boom is shorter, but it has a high aspect mainsail with a squaretop providing good sail area aloft. Having said that, we think that the Lagoon 42 needs more sail area and adding a Screecher or Asymmetrical to your suit of sails, would be well advised.  Read more about the Lagoon 42 .

Other Observations About 42-ft Catamarans

• The Bali 4.3 is almost $100,000 more expensive than the other catamarans.
• The Fountaine Pajot 42 engines are small.
• The Lagoon 42 water tanks could be an issue. The option is one 300L water tank if you choose a generator and watermaker – not ideal, but workable.
• The styling of these catamarans is very different. The FPs are plush, comfortable, and modern. The Lagoon on the other hand is bigger in volume and the styling is user-friendly, but slightly more masculine while the Bali has a very sporty look and has gone completely modern and minimalist.
• Looking at the specifications, the performance of these catamarans should be very evenly matched, even though the salespeople of the different brands would like to convince you otherwise. If you are not sure, read this article on catamaran performance .

* These prices quoted here are approximate and can change at any time. 

Fountaine Pajot 42 Video

Tell Us What You Think

Let us know what you think of the 42 ft catamarans!

If you need more information about these or any other catamaran models, contact us for expert advice.

Join Us at the International Multihull Boat Show in La Grande Motte, France on April 18 – 22, 2018 .

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This design was based on the 1975 Canada´s Cup challenger ‘Marauder’ and her successful sister ship Baltic Custom 42 ‘Tina I-Punkt’. The hull design was optimized to take maximum advantage of the IOR-Measurement-Rule which was then current. The size and performance was optimized to fit the 2-Ton class with an I.O.R. rating of 32 feet. The fundamental concept was of a medium/light displacement performance hull with a high aspect ratio keel and rudder, designed for max lift. The concept was a no-compromise ocean racing sloop, and her deck layout and equipment was also carefully studied to achieve this. The large cockpit and clear deck provided efficiency during racing activities, but also living space and comfort for cruising.

The interior was equipped with a separate owner’s cabin aft with twin berths, while forward was the navigation and galley area. The salon provided comfortable sitting or sleeping accommodation. The forepeak was open to enable easy and effective sail storage and handling, but had the option of a more comprehensive interior for clients that were mainly cruising.

The Baltic 42 was successfully raced by clients in Europe as well as in North America.

DELIVERY YEAR

• 1976 - 1980

MAIN SPECIFICATIONS

• L.O.A. 12.93 m
• L.W.L. 10.40 m
• BEAM 3.84 m
• DRAFT 2.18 m
• DISPLACEMENT 8943 kg
• BALLAST 4012 kg
• UNITS BUILT 21
• NAVAL ARCHITECT C & C Design

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Balticat 43

Boat test from the Multihulls World #114 (oct/nov 2010)

Made in Germany honours certain well established products on the world market. Multihulls until today do not belong to this range of well established products. But it may change with the Balticat 43...

Practical info

• Builder : BALTICAT
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Balticat 42

Asking price.

Marsden Cove

Call us on +64 9 903 1001

Visible in Marsden Cove Marina, a rare chance to own an offshore catamaran for under $400K NZD!

We are very pleased to welcome onboard this stunning catamaran ONCE AROUND, a BALTICAT 42 C built in Germany by BALTICAT WERFT GMBH.

BALTICAT WERFT built boats for 30 years with Stephan Hüttermann, renown builder of Schionning designed high performance catamarans.

The owner of ONCE AROUND sailed single-handed half the world with ease, safety and speed. Top speed reported is 21 knots!

ONCE AROUND is built in composite mahogany epoxy.

She is a 2 cabins / 2 heads layout, each hull being symmetrical. Large beds are AFT with a lot of storage below and heads are FWD with separated toilet and shower.

The cockpit is very large and can be fully enclosed to sail in any conditions dry and protected from the wind. All the lines lead back to the cockpit so there is no need to go on the deck for maneuvering.

There is a clever system to store the dinghy under the extended aft deck.

Inside, the galley is on your right hand facing back and a large saloon invites you to seat forward. Chart table faces forward on the left. The big windows offer plenty of light and visibility.

Features include:

-       New (2020) Lithium house batteries 3x300AH -       New (2020) Victron MPPT solar controller -       New (2019) Victron battery charger -       Watermaker -       Wind generator -       Transportable Honda generator 

And the list goes on!

ONCE AROUND is fully offshore ready and capable and has been priced to sell quickly.  She will be sold with a complete new standing rigging and martingale for the same asking price

Don’t wait and call Laurent +64 21 424 789 or contact the 36 degrees Brokers’ team today!

**Price plus taxes if applicable

For Full Inventory Contact:

Laurent Boudou

M. +64 21 424 789

P. +64 9 903 1001

E. [email protected]

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Specifications

• Accommodation: 2 Cabin
• Beam: 6.45m
• Draft: 1.05m
• Length Over All: 12.85
• Build Design: Balticat Werft
• Construction: COMPOSITE MAHOGANY + EPOXY
• Engines: Volvo Penta
• Max Engine Power (Hp): 2x 30hp

Related Listings

Nautitech 47

14.5 m 47 ft | EUR €360,000 | 2006

Outremer 45

14.3 m 46 ft | EUR €349,000 | 2001

12.8 m 41 ft | EUR €269,000 | 2007

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Review of Baltic 42

Basic specs..

The boat can only enter major marinas as the draft is about 2.29 - 2.39 meter (7.51 - 7.81 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an engine.

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 Baltic 42 is 1.87, 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 7.8 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 Baltic 42 is about 267 kg/cm, alternatively 1496 lbs/inch. Meaning: if you load 267 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1496 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 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 48m 2 (516 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 is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

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

We are always looking for new photos. If you can contribute with photos for Baltic 42 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 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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Description

The Leopard 42 is the new “baby” of the range now that Leopard have stopped producing the 40. Designed by Naval architects Simonis Voogd and built by South Africans Robertson and Caine, the new 42 sports the new boxy, muscly look but still manages to look sleek even with that forward cockpit overhang.

They have done a great design upgrade job here, and this new model is proving to be wildly popular with buyers. In a competitive market between boats like the Lagoon 55 and the Fountaine Pajot Isla 40, Leopard are punching above their weight with this cat.

This boat has evolved from the Leopard 45 and 50 models.

Photos: Leopard Catamarans.

Lounge King

As well as the ever popular forward cockpit that is accessible directly from the saloon, the 42 has a fly-lounge (“coach-roof lounge”) with an L-Shaped setee and back-rest, plus a table giving you the benefit of an additional relaxation area without pushing the boom too high. This has inspired other manufacturers to follow suit (like the Excess 14 for example, which also has a lounge option). The newer Lagoon 43 design also offers this feature. Sun Downer anyone? I don’t mind if I do…..

• Good value for money for a design that has evolved from years of customer and charter feedback
• The connected forward cockpit is a game changer for accessing the foredeck and windlass safely
• The fly-lounge is a neat compromise. More living space and the boom is still kept low
• The living space is huge. The Leopard 42 feels like a 48 footer.
• Decent performance for a cruising catamaran when the breeze freshens
• The Leopard is sluggish in light airs and will slip sideways close to the wind. You might need an engine to help if the wind drops off
• This yacht is definitely sleeker than her predecessor, but that forward cockpit overhang lends the boat a chunky look.
• There are some blind spots from the raised helm. You will need to duck and dive a bit coming in.
• With the overlapping genoa, she takes more effort to tack than other yachts that fly self tacking jibs.

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This boat, like the 50 and the 45, looks like it could handle a sea and like a Fountaine Pajot, she is powered with a 110% overlapping genoa rather than a self tacking solent. What you lose in ease of tacking, you win in lighter airs. The mainsheet is configured in a bridle set up like a Catana (no traveller) which gives you lots of control in setting your sail shape.

The helm station is raised on the starboard side with all lines easily accessible. Visibility of all 4 corners of the boat is good from up here.

The sail plan should get you punching through the waves at 8 to 9 knots in a decent breeze, and with a Code 0 or gennaker flying off the bowsprit, she’s lively enough in calmer conditions. In a really light breeze, you might need to stick the leeward engine on like many cruising catamarans. That is your space/performance trade off.

If you opt for the Performance Pack (bigger Square Top Mainsail, Folding Props), you should squeeze an additional 1-2 knots out of her.

The Leopard 42 comes into her own when we start talking about living space. Up top, you are on one level all the way from the aft dining area through the saloon and into the forward cockpit through the forward door. The aft seat back-rest can be switched so that you are facing forwards or aft- a nice touch.

There are no seats in the 42 forward cockpit area unlike the 45, but big sunbeds with storage below for sails or a generator.

Up front, the 42 has crash-boxes in the hulls with watertight bulkheads forwards of the cabins.

The helm is situated on the main starboard bulkhead like many South African cats. There’s a hard bimini with a window overhead, so you can trim the mainsail. Head up from the helm at anchor and you are in the L-shaped fly-lounge.

The saloon has big wrap around windows and a skylight strip. The saloon sofa is set aft so that you are connected with the aft dining area, and the galley is placed forward. There is a nav station to port

The space and light continues down below. Like many production cats, the Lagoon 42 is available as a three-cabin owner’s version, with the master suite to starboard. The space down here is huge, from the wide berth all the way forward to the shower. Fibreglass bulkheads ensure a strong open structure in the hulls.

The cabins are larger and lighter then her predecessor.

There is also the charter configuration with four cabins and four heads. The Leopard 42 is big enough to soak up the extra berths and heads.

The saloon is also spacious with  sofas, a forward galley to starboard corner and a nav station to port. Headroom is now just over 2m, or 6ft 7in in the saloon.

One nice feature is the purifying tap in the galley which will help keep your plastic bottle count down to a minimum. Options include lithium batteries, a  generator, air conditioning, fresh water maker, solar and so on. You’ll have all of the usual difficult decisions to make when balancing your budget.

The standard set up is twin 45hp Yanmar diesels with sail drives that give a  cruising speed of around 8-9 knots in flat condition.

Leopard 42 Polar Diagram

This is a strong design update from Leopard and Simonis Voogd. It’s prettier than her predecessor, a solid looking boat that moves well in a decent breeze with market leading living space.

What is the price of a Leopard 42? How much does this catamaran cost? We will qualify this with the usual “it depends on your options”, but to give you a ball park sail away price with an average fit level, you are looking in the region of €600k  ($700k) plus taxes. You get a lot for your money with this cat.

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