23 foot sailboat trailer

Custom Sailboat Trailers 25′ – 30′

(281) 844-4458

Welcome to Custom Sailboat Trailers

Trailer Facts

• We build galvanized sail boat trailers
• Some of our trailers are refurbished. 
• They are all float on trailers 
• We build extensions for launching
• Our used trailers are rebuilt stronger 

• We also move boats
• Transport Boats
• Trailer Parts
• Tongue extensions
• Side Guides
• Safety Chains

Interesting Facts

•  In 2008 the  EPA took the lead and nickel out of the hot dipped galvanize. I bought  all the hot dipped galvanized frames i could,built before 2009 at scrap  prices,so the trailer manufacturers could buy the aluminum to get a head  start in the aluminum trailer business. Some of the trailer builders  that did not get in the race,went under.Sportsman trailers in Texas  was one of them. I bought about 200 of there frames. These frames were  all built for mono hulls.I build my sail boat trailers with these  frames. I go up with a 2" galvanized pipe,then weld two 3/4" nuts near the top.I brace the risers  with two are three 1 1/2"x1/4" angle iron braces with a 1 1/2" pipe  telescoping up and down with a swivel pad or runners. 
•  J 22 and J 24  trailer fits most any boat with a deep draft.The axles are on slides  U-bolted to frame so you can add another axle. 
• This trailer  is 30 ft . It will adjust to   any sail boat are mono hull boat. It is  galvanized  It is 42 years old. I has the  good galvanize.and great  American steel. 
• Galvanized with three 5200 lb axle,     10 risers, adjustable to fit deep drafts 
•  25 to 28 ft shallow draft or swing keel
• Painted  trailer with 10 risers, 37ft long, with three 5200 lb axles,surge brake  on two axles. It is ready to go. Call it will sell fast. 
• This trailer carried the boat 10,000 mi. It is for sale for $2,500.I will add a bow stop 
•  Yard trailer  that can be converted later for road trailer we can add  one more 4500  lb axle and adjust the bow stop. The bow stop is U-bolted to the tongue.  When you have completed the work and ready for the road. We can assist  you in completing the trailer. 
• Rubber bushing under keel board to take the shock off the keel.  

Painted trailer for Catalina 25

• Hunter 26 
• Oday24 
• $2300 
•  24 ft frame for 30 ft boat for three  axles 
•  This trailer  was made for a 5500 lb boat. We are able to add another slide with  axles, brake, and fenders to accommodate an 8000 lb boat. Also the two  axles were on slides U-bolted to frame. 
• J27 1985  had  to add another axle. It had 700 lbs of water absorbed in hull. By  having axles on slides, we saved him about $2200.One happy camper. 

more trailers

• Trailer on right, before uprights we go up  with 2" galvanize pipe with 1 1/2" to telescope up and down with swivel  pad on top.On top of 2" we weld two 3/4" nuts to hold the 1 1/2" That is  a big bolt. 
• Trailer frame before up rights installed
• This picture is to show you the extensions with tires we build.We can build any length. We also build extensions for the tongue.These are built with 3x3 tubing,no wheels.  if they are  under 8 ft we can ship for under $50. 

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What Size Trailer Do I Need for a 23 Foot Boat?

If you own a 23 foot boat, you may be wondering what size trailer you need to transport it safely and efficiently. Choosing the right trailer size is crucial to ensure that your boat is properly supported and secured during transportation. In this guide, we will walk you through the factors to consider and help you determine the appropriate trailer size for your 23 foot boat.

Factors to Consider

Before diving into the specifics of trailer sizes, it’s important to consider a few key factors that will influence your decision:

• Weight: The weight of your boat is an essential factor in determining the appropriate trailer size. You need a trailer that can support the weight of your boat comfortably.
• Length: While your boat is 23 feet long, it’s important to consider any additional features or accessories that may add extra length. Take into account any swim platforms, bowsprits, or other extensions when measuring the total length.
• Width: The width of your boat will also impact the size of the trailer required. Measure the widest point of your boat to ensure it will fit on the trailer without any overhang.

Determining Trailer Size

To determine the appropriate trailer size for your 23 foot boat, you’ll need to consider both its length and weight:

The length of your boat will determine the minimum size required for your trailer. It’s recommended to choose a trailer that is slightly longer than your boat to provide adequate support.

The weight capacity of the chosen trailer should exceed the weight of your fully-loaded boat, including fuel and any additional equipment. To find the weight of your boat, refer to the manufacturer’s specifications or consult a professional.

Once you have determined the minimum trailer length and weight capacity required, it’s time to consider additional features that will enhance the safety and convenience of transporting your boat.

Additional Trailer Features

When choosing a trailer for your 23 foot boat, consider the following features:

• Tandem Axles: Tandem axle trailers provide better stability and weight distribution, especially for larger boats. They are highly recommended for boats over a certain weight threshold.
• Brakes: Depending on the weight of your boat, you may need a trailer equipped with brakes to ensure safe stopping and control while towing.
• Keel Rollers or Bunks: Keel rollers or bunks support the hull of your boat during transportation and provide added stability.
• Lights and Wiring: Ensure that the trailer is equipped with functional lights and proper wiring to comply with road regulations and enhance visibility during transport.

In Conclusion

To determine the appropriate trailer size for your 23 foot boat, consider its length, weight, width, and any additional features. Choosing a trailer that provides adequate support, stability, and safety features is essential for hassle-free transportation.

Remember to check local regulations regarding towing capacity and requirements. By taking these factors into account, you can select the perfect trailer for your 23 foot boat and enjoy worry-free adventures on land and water!

6 Related Question Answers Found

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Daniel Bennet

Venture Trailers

Aluminum trailers.

Our line of aluminum trailers are a lightweight option that can help maximize towing capacity and increase fuel economy. They resist corrosion the best, making them a good choice if you frequent saltwater or marine environments.

To shop for an aluminum boat trailer near you, visit your local dealer .

Benefits of Aluminum Boat Trailers

• Lightweight
• Great corrosion resistance
• High aesthetic appeal

Each trailer comes with the Tredit Advantage Program , which includes 24/7 emergency service, vehicle theft recovery incentive, lost/stolen key service and more.

Standard Features on Venture Trailers*

• Plug & Play Lights
• Aluminum Diamond Plate Fenders
• Heavy Duty Winch Straps
• D.O.T. Composite Brake Line with Brass Fittings
• Balanced Radial Tires
• Eliminator GalvX Vented Rotor Disc Brakes
• Super Lube Spindles
• Wheel Balancing
• Galvanized Hardware, U-bolts, Winch Stand, Axles, Tongue
• ...and many other components

BUNK TRAILERS

ROLLER TRAILERS

PERSONAL WATERCRAFT TRAILER

JON BOAT TRAILERS

SKIFF TRAILERS

Galvanized vs Aluminum Trailers

Need help choosing a trailer material?

Loadmaster Co. Ltd

High Quality Custom Boat Trailers

Call Us (800) 258-6115

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Sailboat Trailers

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• Loadmaster Trailer – Boat Launch
• Loadmaster Trailer – Boat Loading
• Loadmaster Hydraulic Trailer Lifting – Front Angle
• Loadmaster Hydraulic Trailer Lifting – Side Angle
• Loadmaster Custom Motorcycle Trailer

All sailboats are diverse and unique, and for that very reason it is imperative that your boat trailer fits your vessel’s hull and keel exactly. Whether your keel is a swing, bulb, full, fixed, fin, shoal, wing or retractable, your custom sailboat trailer will be designed to effectively support and protect the keel. Also, properly placed screwpads or treated lumber bunks will support your sailboat’s hull and bulkheads. This ensures the safe and sturdy transport of your precious rig! Our trailers are also designed to make loading and launching as easy and pain-free as possible. Some options we use to make this possible include keel rests, keel guides, tongue extensions, side guides, and more!

Floating On and Off, or Hoisting On and Off the Trailer

Many customers want a sailboat trailer that allows their sailboat to seamless float on and off the trailer once it has been backed into the water. We work with you during the design process to make sure we build the trailer suitably for your needs, taking into account the ramps you typically use, water depth, tides, etc. Oftentimes we will design or create new options to remove the stress that is often felt when you find yourself facing the launching ramp. We also have plenty of options to suit your personal sailing lifestyle!

You may also choose to have your sailboat hoisted on and off the trailer. If this is the case, you will want to choose the screwpad style support system, as it also allows for further adjustability when working on the sailboat’s hull.

Loadmaster sailboat trailers have a number of standard features that come with all of our custom trailers. To make your sailboat trailer truly unique, we also offer a range of options to choose from.

• Custom painting for freshwater use
• Galvanize your custom trailer for salt water use
• Mast Carriers and/or ladders
• Pull pin style tongue extension or large separate extensions
• Front Idler axles
• Bunks with or without Sling Pockets
• Structural Screwpads set for the bulkheads on your boat

The Saltwater Experience

If you plan to use your custom sailboat trailer in salt water, we can provide you with the entire Salt Water Series which can be adapted to suit your launching style. Our mig-welded C-Channel steel trailer frames and parts are manufactured and welded, then sent to get hot-dip galvanized after construction. This ensures that the entire trailer is as corrosion-resistant as possible while providing you with strength that will never be offered by an aluminum trailer.

• Galvanizing (All galvanization services come with a 5-year warranty)
• Stainless steel hardware
• Freshwater brake flush kit or numerous Disc brake options
• All LED lights and More!

Call or contact Loadmaster Trailer Company LTD for a fast quote today. Please call or use the form on the right to receive a response quickly via email.

Get A Free Quote

Business Hours

• Monday 8:00 am - 4:30 pm EST
• Tuesday 8:00 am - 4:30 pm EST
• Wednesday 8:00 am - 4:30 pm EST
• Thursday 8:00 am - 4:30 pm EST
• Friday 8:00 am - 4:30 pm EST
• Saturday Closed
• Sunday Closed

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Boat Specialists Showrooms and Parts & Service are Open Monday through Friday from 9 to 5. The Ventura Showroom is also open on Saturdays from 9 to 2.

Boat Specialists will be closed 5/27-5/29 in observance of Memorial Day. All online orders will begin processing on Tuesday, 5/30

SHOP HOT DEALS

Grady-White Boats Now Available at Boat Specialists

Kokopelli Trailer | 21/23-6600 Tandem Axle w/ Brakes

• Create New Wish List

This is a Kokopelli dual axle trailer made for a 21 foot to 23 foot boat rated up to 6,600 pounds.

Pre-Delivery Inspection Fee includes: 

• Torque and tighten all hardware
• Set of transom strap tie-downs and safety pun for the coupler

Trailer Fitting and Tailoring Services: If you would like us to adjust the bunks and winch post to your specific boat, we offer this service. This may entail specialized equipment such as forklifts and lifting slings, or an in-water adjustment in some cases. Please ask a sales associate for details.

Trailer Specifications

• Boat Hull Length: 21'-23'
• Axles: Tandem (2)
• l-Beam Size: 5.5"x3.5"
• Weight Capacity: 5,750 lbs
• Tire Size: 205/75R15D
• Gross Vehicle Weight Rating: 6,600 lbs
• Kokopelli Brand Warranty

Additional Prep/DMV Info

Dealer Engine Prep is required to validate the warranty and ensure a working engine. Prep includes completing a full Original Equipment Manufacturer (OEM) checklist, test-run performed in a tank for quality assurance, and re-crating for shipment. Outboards picked up in-store may be stand-alone and no longer in the box or crate.

Pre-Delivery Inspection

Pre-delivery Inspection is required to validate the warranty and includes the necessary services & products used on each new vessel to ensure quality performance prior to delivery.

For rigged vessels: Boat Specialists will install a deep cycle marine battery, rig all steering components, and complete an electrical and systems check. A full system check includes filling the motor with oil, fluids, and fuel, then a test run performed in a tank for quality assurance.

Once everything is tuned and prepared, a sea trial is performed to achieve the ideal RPM-to-top-speed ratio, ensuring the boat gets on plane properly and all systems operate on water. Afterward, full detail is performed on the exterior, deck, and hull to be turn-key ready for the customer.

DMV Registration On Boats and Trailers - For California Residents Only

Boat Specialists will take care of your CA DMV registration including signing a Power of Attorney for each registration. We will mail temporary paperwork with the documents that require the customer's signature. The customer is to sign and return the documents in the envelope provided. Once we have received the paperwork, we will submit all required documents to the DMV to complete registration.

By moving forward with this purchase, you expressly agree to the terms and conditions as explained on the TERMS OF SALE page.

ALL OUTBOARDS AND RIGID INFLATABLE BOATS (RIBS) ARE SHIPPED WITH A DELIVERY SIGNATURE REQUIREMENT AND MUST BE SHIPPED TO A PHYSICAL STREET ADDRESS. The customer must inspect the packaging before accepting the delivery. If there appears to be any damage to the unit, the customer must refuse the delivery and take pictures of the damaged packaging and damaged units, including any broken pieces. If the packaging is damaged, but the product appears unharmed, the customer must have the delivery driver note the type and location of the damage on the Delivery Receipt and take pictures of the damaged packaging. If the parcel is left without a signature and damage is found, please contact Customer Service immediately at (805) 644-6290. Do not discard the box or any packaging materials.

INFLATABLE BOATS, OUTBOARDS*, TRAILERS, AND ELECTRONICS CAN NOT BE RETURNED For all other products, returns for refunds must be made within 10 days, minus shipping and handling fees. Returns for store credit or exchange must be made within 30 days. Special orders are ineligible for returns. We only replace items if they are defective or damaged and notified within 10 days. A refund will be processed once the product is received from the customer. Customers must notify return within 10 days and provide a tracking number to be eligible for a refund. *Please note, all motors require oil and fuel prior to starting. Please follow the instructions in the manual.

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Kokopelli Trailer | 19/21-6600 Tandem Axle w/ Brakes

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Kokopelli Trailer | 22/24-6600 Tandem Axle w/ Brakes

This product may expose you to chemicals which are known to the State of California to cause cancer, birth defects or other reproductive harm. For more information go to www.p65warnings.ca.gov .

Operating, servicing and maintaining a recreational marine vessel can expose you to chemicals including engine exhaust, carbon monoxide, phthalates, and lead, which are known to the State of California to cause cancer and birth defects or other reproductive harm. To minimize exposure, avoid breathing exhaust, service your vessel in a well-ventilated area and wear gloves or wash your hands frequently when servicing this vessel. For more information go to www.p65warnings.ca.gov/marine .

Great Boat Trailers for sale online for LESS!

MSRP $7,250.00        BTO PRICE $5,799.00

AVAILABLE FOR PICK UP IN MELBOURNE FLORIDA ONLY. QUESTIONS? Please call 772 252-3604.

EZ Loader Aluminum Trailer

Boat Length: 20' to 23'

Capacity: 5200 Pounds

Axle Type: Torsion

Brakes: Hydraulic Surge Disc on All Wheels

Tongue Jack Standard

American Made Radial Tires ST205/75R14C

Oil Bath Hubs with Oil Sight Glass for Easy Bearing Monitoring

Enclosed I Beam Aluminum Frame

3 Year Manufacturer Limited Warranty

With the recent tremendous increase of interest in aluminum trailers on our website hits and social media, we have expanded our Aluminum Watersport Series line of trailers. Our custom fit aluminum I-beam models are available from 2350# to 15,000# capacity for I/O’s or O/B’s, and also Forward Drives and Inboard Configurations from 4500# to 15000# capacity. In 2018, we continue to offer you the best of the best. Our custom fit I-Beam Trailers comes standard with treated lumber bunks, LED lighting, 3”x3”x 1/4” cross members for the most durable and strength in the industry , as well as tread plate fenders with the optional upgrade to polished stainless steel fenders, 4” Knurled steps with an option to go to full steps, along with many more optional upgrades such as stainless hardware, torsion axles, swing tongue on some models, load guides, composite bunk covers, retractable tie downs, LED rail lights with logo included, rear illumination and launching lights. NMMA certified and meets compliance standards for NATM and comes to you with 5 year from retail sale and 6 years from manufacturing date. Our COASTAL SERIES is made of I-beam construction with lots of value built into its design. This specially designed model is only available in single axle configurations, featuring vertical bunks, treadplate fenders, torsion axles, and galvanized wheels with Bias Ply Tires standard including FREE Road side Assistance Program for 1 year if needed through Carlstar Tires. For the best looking and most durable aluminum trailer EZ Loader has a patented construction extrusion called the I-Tube, an I-beam with an additional vertical extrusion which keeps the wires and brake lines in a corrosion protective tube environment, many have copied us knowing ours is the best design available, but these counterfeits are not true I-Tube extrusions. Our trailer provides the thickest rails with the least amount of flex. A bit more expensive but well worth it when you are buying a trailer for the long haul designed to last. Besides being NMMA and NATM certified, our trailers come standard with a bullet LED light package, torsion axles, disc brakes on all axles, radial tires mounted on our NEW aluminum Turismo wheels, treadplate fenders with our sport custom steps, and coated zinc hardware with the option to upgrade to stainless steel hardware, along with many other upgrade options.

EZ Loader 20' - 23' Aluminum Tandem w/brakes 5200#

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Every boat owner needs a great boat trailer to go with their watercraft. Boat trailers allow you to take the boat in and out of the water for storage or service, and they also allow you to transport your boat from one body of water to the next.

When you’re selecting a trailer for your boat, you’ll want to consider the weight of your boat and the length of your boat. You want your trailer to be slightly longer than your boat, and you want to ensure the trailer has a high enough gross vehicle weight rating, or GVWR, to handle your watercraft. Keep in mind the weight of your boat is the boat plus the engine, fuel, and onboard gear. Lighter weight boats can be towed using a single axle boat trailer, but if you have a larger boat, you’ll want to invest in a double axle boat trailer.

We carry leading boat trailer brands like EZ Loader and Magic Tilt so that your next trip to the boat ramp is quick and easy. Get started by searching new boat trailers today.

Displaying 1 - 15 of 41 Items

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2024 Genesis Trailers Tandem TH24

Sold by: Joe's Trailer Mfg 24' HYDRAULIC LIFT PONTOON TRAILER Hot Dipped Galvanized 2 x 5" 11G tubing Hydraulic center lift Tongue jack Polyboards Solar charging Led lights Equalizer Suspension Load guides &nbs[...]

  IN STOCK  

Sold by: Joe's Trailer Mfg 24' HYDRAULIC LIFT PONTOON TRAILER Hot Dipped Galvanized 2 x 5" 11G tubing Hydraulic center lift Tongue jack Polyboards Solar charging Led lights Equalizer Suspension Load guides  

2025 Load Rite P-24/26T-5000TB2

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Sold by: Smouse Trailers & Snow Equipment NEW 2023 Load Rite 22' to 24' Pontoon Boat Trailer w/ Mounted Spare CASH OR CHECK $5299!!! P-SERIES PONTOON TRAILERSBunkGalvanizedSingleTandem/Tri-Axle The P-Series Load Rite pontoon traile[...]

2024 Genesis Trailers Tandem PF26

Sold by: Joe's Trailer Mfg 26' GENESIS PONTOON TRAILER HOT DIPPED GALVENIZED LOW PROFILE DESIGN TO REDUCES WIND RESISTANCE LOWER CENTER OF GRAVITY WHILE TOWING HEAVY 11 GAUGE TUBIING FOR A STRONGER FRAME HIGH SPEED 13&qu[...]

2024 Genesis Trailers Tandem PC24

Sold by: Joe's Trailer Mfg 24' GENESIS CRANK UP PONTOON TRAILER Introducing our heavy-duty trailer with a 4,900 lbs GVWR, featuring a fully-welded 11 gauge frame, crank-up tongue jack, high-speed tires, and an equalizer s[...]

Sold by: Joe's Trailer Mfg 24' GENESIS CRANK UP PONTOON TRAILER Hot Dipped Galvenized Heavy 11G tubi ng Tongue Jack Grease Zerks on all Axles 42" wide frame to accommodate most pontoons Equalizer suspension system Lo[...]

2024 Genesis Trailers Tandem PC22

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2024 Aluma 8414RT

Sold by: Smouse Trailers & Snow Equipment NEW 2024 Aluma 14' Raft Trailer w/ Roller & Winch CASH, CHECK OR FINANCING PRICE $3599!!! Model: 8414RT Weight: 600# Bed Size: 84" x 168" 2200# Rubber torsion axle - No brakes - Ea[...]

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2024 Aluma 8412RT

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2025 Load Rite LR-AWV2300T

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Choosing a trailer for an O'Day 23...

• Thread starter Skippercanuck
• Start date Mar 19, 2007
• Oday Owner Forums
• Ask An Oday Owner

Skippercanuck

My 1980 Oday 23 came to me late in life and without a trailer. In my research to purchase a trailer that does not exceed the tow rating of my Grand Caravan XST (3800 lbs) I can find only one model, which is a Karavan model KKB 3100 78L. It is rated for 3100 lbs load and itself weights just 780 lbs, just within the total gross towing limit of my vehicle. My problem is whether or not the 23 O'Day actually weighs 3050 lbs (dry). Does anyone have an opinion on this boat/trailer match up before I buy the trailer?  

stevec22206

I can tell you this I tow mine with my F150 with the 5.4 V8 and a tow package. I honestly wouldn't try to pull it with anything less. The trailer is a galvanized double axle job that probably weighs in at a third of the boats weight. Factor in everything else that goes onto or into the boat and you've probably added several hundred pounds of additional weight. Don't cheat yourself. If you're planning on trailering any distance you'll need rig that can carry everything, plus some. I can remember exactly but I think the Ford is rated at about 10,500 lbs. total. I feel every bit of that boat and trailer when I'm towing it.  

Scott On Eagles Wings

your all ready over My O'day 23 is in my opinion the most dangerous thing I have ever towed. I have a Ford Excursion. Your tounge weight and brakes are very very important as are your tires. Please don't even consiter towing this boat on less than a double axel trailer. All that being said if you are travelin a very short distance and can time your travel around high traffic times you may get away with it. Rember also your towing weight includes gasoline in the car tank, your pasangers a 150lb driver and absoulutely everything you are carring in the car including the options when you purchased your car. Also deduct 2% for every 1000 feet above sea level. When you consider this the actual weight your car is able to tow is considrable less than first glance in the owners manual will tell you. God luck to you sir and stay safe.  

I am glad for the trailer advice..thanks muchly! Thanks, guys.I guess the results are in..it won't work very well at speed or on long trips, but its OK for slow and easy, short hauls. Easy and short is all that I need to travel. It is only 18 miles from my yard to my launch site on the St John river, on quiet back country roads, two trips per year. Wing and a prayer.The hell of it is that if I buy the lightest, long tandem aluminum trailer available, it is still 400 lbs too heavy for my tow vehicle rating, besides being $5000 more money. The dry boat is 20 bs lighter than the rated 3100# load rating for the Karavan KKB single-axle steel trailer which I am considering, and stronger Load Class E tires are available if I find it is necessary to stiffen the trailer ride up a bit. The trailer springs are rated at 4700#. The whole rig is JUST under the max tow load, after I remove the neccesary trailer bunks and add back the hull support struts. That is a plus, if there is one. (I do plan to carry the cargo in the van, not in the boat.).......Anyway, what the hell, Dodge trucks are RAM TOUGH, not so?Gads, I really wanna go sailing, but I dowanna go bankrupt!Thanks for the advice, Gents  

Trailer for the O'Day 23 Hey Skipper! If worst comes to worst, you could always borrow a friends pickup for the day that you launch or retrieve your boat. My friend Walter just bought a 2002 MacGregor 26 up in Maine, and he's going to use his son in-law's pickup truck to go and get it. When it comes time later on to launch his boat, he'll borrow it again and launch the boat. It's better than going out and buying a big gas hoggy pick up truck just to use twice a year to pull your boat. If you go slow, you'll be OK. Good luck!Joe  

My 2 Cents Skippercanuck,I also have a 1980 23. Mine sits on a EZ-Loader tandem axle trailer. Minus outboard, fuel, and water my boat and trailer weight in at 4200#. I pull mine with a GMC 1500 4x4 with a 5.7L. I pull loads of up to 23,000# with other equipment so I have a little experience. I would not recommend pulling your outfit with a Grand Caravan, even with a tandem axle trailer and good brakes. When you place a load on your trailer hitch you reduce the weight on the front axle of your tow vehicle. Since your Grand Caravan is front wheel drive, you reduce traction and steering on the front axle. You MAY get away with it for a while but sooner or latter you will need to panic stop or panic steer and you will lose control. Also, if you use the Grand Caravan for launch and retrieval you may find that, on the ramp, you will not have enough traction to stop on launch or pull up the wet ramp on retrieval. If its not safe for a 1000 mile trip it’s not safe for a 1 mile trip.Just my 2 cents worth.Shine On!Don  

I tow with a front drive minivan...... .....and my boat (O'day 192) and trailer weigh only about 2000lbs. Still, I occasionally have traction problems at slippery ramps. Dry concrete is never a problem, but mud, algae or sand can put on a show. At least with front drive the vehicle still goes more or less in the direction you steer it even if the wheels are spinning. My van (a VW Eurovan) weighs 4000 lbs, has a 4400 lb towing capacity, and the boat / trailer still make their presence very evident on the road. I would not tow a boat that weighs double what mine does with my minivan - I often wish my boat weighed less.If you don't tow regularly and you are just moving the boat seasonally, there should be an easy alternative like calling in a favor from a friend with a pick-up or full-size van or even renting a truck with a hitch.  

Jack Spencer

Tow vehicle I agree with Don. Our 23 came with a EZ Loader dual axle trailer. I picked up a full size Chevy Blazer 4X4 with the 350 V8. The wheel base is a little short for this load, so I would recommend a full size pick-up. The 4X4 does a great job getting up the ramp when we need to pull the boat out. Older pick-ups are everywhere, so you don't have to "brake the bank".  

How thick is the base of the keel on a 23 ODay? I hear the advice to hire a tow vehicle and I will follow it. That said, I have decided to use a 7000# GVW tandem trailer modified with a cradle to fit the ODay.I have a design problem on the cradle, and that is that I need to know the max thickness the keel (at the point on the bottom where it sits on the cradle base, so I know what width of steel U-channel to buy. The boat is 1000 miles away from where I am building the cradle and I cannot seem to find good info on the thickness of the keel. I have gotten several varying sizes from 6" to 10"...and so I ask if someone who owns a 1980 23 ODay shoal draft keel with a retractable centerboard would please tell me? Thanks all for the good and sound advice.  

will measure tomorow for you I have a 1980 23 will measure it tomorow for you and post. I assume you want it from the center at it widest point.  

Good choice Skipper - Sounds like you chose well; better a little too much trailer than too little. If you're planning on launching direct from the trailer, make sure it has surge brakes & NOT electric. For a twice yearly trip you can always borrow or hire a truck to move the boat: an 18 mile trip shouldn't cost you much. There are places that sell/service trailers in F'ton, but I can highly recommend Scott Trailers in Westfield, NB. They manufacture as well as service and the owner is very much a hands-on guy.  

Thanks to Scott on Eagles Wings Yes, Scott. That is correct...max width of keel ...at the thickest point. Will watch eagerly for your post.  

9 3/4" Skip.... My keel at its widest is 9 3/4" it does taper up as it itersects with the hull I would guess about a 1 1/2" per side. So figure 10" on the bottom as a sure measurement and 13" at the hull as an estimate. Please post pictures of what you come up with. My trailer came with two pvc runners about 12" off the keel rollers. Had nothing but problems with them getting in the way. I finally broke one off by acident and removed the second one on purpose. Much easier to get loaded on the trailer at that point however very difficult to keep centered as we drive up the ramp. Problem I am having designing something new is that with the steeper ramps needed to launch this boat, anything placed on the trailer to center it is below the keel until I pull up the ramp and than the keel was coming down on the guides as I was pulling out. If I pull the trailer up the ramp further, I can't get the bow nesteled into place. Keep that in mind when you design your guides. Good luck to you sir, I am very interested in your solution.  

Trailering cradle design O'Day 23 Scott..Thanks for that 9 3/4" dimension, just what I needed. When I get this puppy built.... and when it proves to works, I will post some detailed photos for you, fer sure. It is a fun thing top work out the knots in such a problem and help like the guys give each other on this forum is INDISPENSIBLE! Way better than doing it alone.I shall now go and buy that piece of 7 lineal feet of 10"-wide HSS steel U-channel ( at 115$). Per your request for detail, I have not yet completely finalized my cradle design , but the general idea is to place a 10" wide x 72" long steel U-channel beam, flanged side up, on top of two 2"x3" HSS cross-members, placed about 7 feet apart at each end of the U-channel, and then those two cross-beams will sit on and astraddle of the beam of the trailer. they can then be posiyionally adjusted fore and aft, to suit the size of the boat. (The U-channel will be welded to, and in the center of, the two 80"-long HSS cross-beams.) Four sets of U-bolts and shackles then used to secure this assy. to the trailer, one at each corner. Possibly will weld a small safety cleat just below the outboard end of each of the cross-beams, so as to prevent it from slipping sideweays, off the trailer frame, if the U-bolts should work loose under tow. This assembly will support about 90% of the weight of the boat at the base of its' keel and will distribute that load to the two side longituginal beams of the trailer frame, thence to the tandem axles and the tongue. Estimated weight of the cradle assy is about 340#I have obtained a new Karavan galvanized steel 780# net-wt. trailer, with a load capacity of 3100# (plus the weight of the stock trailer of 780 #) It is a 26' Karavan model KKB 3100-78-L with hydraulic surge brakes. It will be beefed up with an extra 3500# aftermarket non-braking axle. Both trailer axles are built on separate sliding steel U channels that accept the 2x4" longitudinal frames of the trailer, and they are also adjustable fore and aft, to accommodate proper positioning of the load G of G, and to allow for setting of the tongue weight (at 85 lbs). Total gross wt capacity of the rig is about 7500# and of that, the trailer and cradle will weigh about 1500# with the boat dry weight spec at 3100, Total min GVW is expected to be 4500#. All points of securing will be made with U-bolt and shackles, (about 16 in all) so as to avoid damaging the galvanize coating of the trailer and to preserve the trailer adjustment capability, if I should change boats.The final detail is the vertical load struts (6) that will support the hull at various points abound the bilges near the waterline. They will each be made of two sections of telescopically adjustable pipe, secured with cross-pins and clips through drilled holes in the pipes (adj rg is 16" to 28" long) and pillow brackets pivoting to allow anglular adjustment to accommodate the shape of the hull (made with padded 10"x10"x 4"-squares of treated spruce, screwed to bunk-type right-angle brackets, which are in turn secured to the end of the pipe support with a pivot bolt (welded across the top of the support pipe at a the bolt center, and at a right angle to the pipe, threaded both ends). The bottom ends of the support pipe assemblies will each be welded (at a 30 degree angle) to the sides of a piece of 10"-long section of 4x3" angle iron, and these angle iron pieces and strut assemblies will then each be placed against the inside edges of the trailer longitudinal frames, at an optimal point. Each will be secured in place with two U-Bolts and shackles per strut, so as to be adjustable fore and aft to accomodate the shape of the boat hull and the best position for good support.My aim is to create a fully-adjustable, roadworthy, durable and stable rig that is shipshape and secure without breaking the bank. As I have so far estimated, total cost for this will be about $4000CAN, taxes of 15% in.The challenge in this project is to build the rig without ever having set eyes on the boat, within weight, dimension and safety limits, and to have the rig accept the boat right off the travel lift and then to be towed 1000 miles, all without a hitch, and that within reasonable cost. That is a tall order, but it is my goal. Now you know why nearly everything is adjustable with only a wrench. Necessity is the mother(and poverty is the father) of invention.Any bets?  

Fuirther to trailing cradle As to the guides to get the boat back on the trailer when recovering: I have the idea to make a set of curved keel guiderails, each side being formed out of 1/2 dia steel rod, sheathed with PVC pipe or garden hose and welded to the keel support beam, like a curved stair railing, extending from the aftermost beam of the trailer and gently curving in a smooth arc to meet each side of the keel shoe (about eight feet further forwards), just at the aftermost point of the keel shoe.. These guides would be positioned about ten inches above the trailer keel-support beam, and about 10 inches below the bilges, so that during recovery, these guides would cause the bottom of the keel to come into position at the center of the width of the keel support. At the extreme aftermost point of the trailer frames, I would fashion two vertical (sheathed) steel guide posts, positioned and spaced at the width of the vessel beam, (plus two inches), and marked with depth lines, so as to show that the trailer is submerged in the water at the appropriate depth for the keel to clear the bottom of the shoe, and also to guide the boat into alignment with the trailer's logitudinal axis. Forward, the bow would enter the forward restraint supports under the loading force a 5000# electric winch and there it would be stopped. Hopefully, exactly on the money and without much cussing. ( (Yah, right, Heh-heh.)  

Excellent Idea I am a cabinetmaker so my natural bent is toward wood. I have not thought of using rod stock bent to an arch. I think that is definately worth a shot. If the boat moves to the side during that last minute of haulout they should guide it back down to center. I too have thought of the goal posts to guide the freeboard area, I was actually going to start there. They work great for my motor boat freinds.As far as pulling the boat the final distance onto the trailer when I try to winch past a certain point the bow comes down into the rest but at the expense of lifting the rear of the keel off the trailer. I even have keel rollers down there. It will flex and settle in after driving a bit but it is a very un-nerving jolt and I don't like to have the built up energy on everything. I am still experimenting with different adjustments. Unfortuantely all my boating freinds are powerboaters and just don't understand.When I bought the boat it had a single axel on the same trailer. Only had to tow it 10 miles to my house. It was the scariest drive I have ever had in my life. No brakes, spring broke 1 mile from the guys house had to pull over and break off the fender so I could continue, toung weight was way off, no lights, bunks were not set properly so boat would rock back and forth. I got home, my wife was with me and crying and I was ready to tow it right to the landfill and count it a loss. However with the help of my neighbor we upped everything to 7,000lb a double axel with brakes on both, better springs with equllizers, new overated tires, really spared no expense. I still have a few things to work on but we at least feel safe going down the road now. Perhaps some of the other posters have a picture of their keel guides. Thands and good luck. Scott On Eagles Wings.  

Grease on the keel shoe ..and the proper depth Excellent suggestions about the keel stubbing up short when winching, Scott. I will give that concern some more thought, but my first response is to say that I want to be sure that the keel is not seated down fully into the space of the U channel shoe until the trailer is finally hauled out. IE that there is enough depth of water over the shoe so that the vessel is just afloat but properly aligned by the arc of rod stock previuosly described...and possibly putting some kind of grease on the keeel shoe before recovery to relieve the stress of friction when winching home.I have also received another suggestion (from Sean at Rumery's boat yard in Biddeford, Maine) that three-foot long 2x6 padded wooden side boards be affixed to the trailer with adjustable brackets, positioned just at the hull max beam freeboard and on the hull waterline to further ensure that the boat is aligned on the shoe. Looks like a good idea too.I am also a cabinet maker, BTW.  

My Trailer - Picture #2 Here is a photo of the rear of the trailer.Note the carpet covered keel shoe. This is the carpet I mentioned previously.The only problem with this type of trailer is ...... how do you inspect and paint the swing keel?I have looked at a couple of different suggestions and have considered cutting the centre of the keel shoe - but the problem is the axles!I have used a jack and my old boat stands to lift the boat ..... but this only allowed me to drop the swing keel a few inches. It did not allow me to drop it all the way. Friends have suggested using the boat stands to support the boat, jack it up and then ...... and use your imagination here pull the trailer out in a series of jack move, relocate the stands, jack, move the trailer .... repeat until you can drive the trailer away.This sounded like too much work so I continue to prognosticate.JamesO'day 23SV Bognor LimeyJames  

no photo on previous post..sorry..dratted computer Sorry..Photo in e-mail will not upload.  

Keel shoe is flat, but guides retain keel OK James, the pic of your Oday on the trailer solves me a problem..I do not need to make my proposed keel shoe out of expensive and heavy 10" wide U-channel! If I use the piece of 6"W x57"L U-channel steel I have, with the flanged side down, and employ the curved guide rails, as your pics show, because the curved guide rails will prevent the base of the keel from shifting sideways under tow. I do agree that the keel guides must be placed slightly higher above the shoe,so as to give more latitude with water depth over the trailer at recovery. Say about 14" above the base of the keel shoe?  

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4760 East Bay Dr., Suite B

Clearwater, FL 33764

727.535.5561

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Standard Features

• Aluminum I-beam construction
• Aluminum bow stop w/ custom aluminum ladder
• Welded Aluminum bunk brackets
• Straight I-beam & channel cross-members
• Torsion axles for models 22' and above
• Welded Aluminum frame construction
• Galvanized spoke wheels
• SS Spindle Seals
• Aluminum step pads
• Aluminum load bearing fenders
• Carpeted bunks with front UHMW Slide pad
• Submersible L.E.D. lighting with heavy duty diamond deck plate cover
• Tongue jack
• Galvanized Fasteners
• Heavy duty winch & strap with bow-eye safety chain
• Carpeted tunnel guides
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• Fully Grounded Wiring

Optional Upgrades

Coming Soon

**These models equipped with spring axles.

Load Rite Galvanized Large Single Axle Bunk 17′ And Over

Our Elite single axle bunk trailers provide exceptional hull support and easy launching, loading and hauling for boats under 20 feet in length. Our heavy-duty galvanized steel frame is built to withstand salt, mud and water without corroding, season after season. Patented tubular construction provides exceptional strength and shrouds wiring and brake lines from damage during transit. The bunks are a simple “set and forget” design to help maximize your time on the water.  Every model features radial tires and LED lights for added peace of mind.

Featuring stylish fenders and graphic accents, and available with a range of options, your Load Rite will deliver years of reliable performance.

All of these features are backed by the industry leading Load Rite 2 + 3 Warranty.

Specifications subject to change without notice.  Not responsible for publishing errors.

MODELS & SPECIFICATIONS

Galvanized Steel Frame

Tubular structural steel, fully hot dip galvanized, provides the ultimate finish for any boat trailer.  Tubular design shrouds wiring and brake lines from damage.  All machining and welding is performed before galvanizing, so there are no surfaces left unprotected from a boat trailer’s ultimate enemy: corrosion.

Torsion Axles

Torsion axles provide independent suspension, exceptional rigidity, corrosion resistance, and a far superior ride to any leaf spring suspension.  Available on most models.

Greaseable Hubs

Trailer with peace of mind knowing that you’ve inspected the condition and topped off the lubricant level in each hub of your trailer.

Radial Tires

Tow smoother, quieter, and farther with radial tires installed on your trailer.  Original equipment on Load Rite Elite 5 STARR models with 13″ and larger wheels except skiff and pontoon models.  Optional on all pontoon and skiff / jon models.  Includes  KENDACARE – LOADSTAR TIRE ROADSIDE ASSISTANCE PROGRAM .

Balanced Wheels 13″ and Larger

CounterAct Wheel Bead Balancing is now included on all 13″ and larger wheel assemblies as a standard feature.  The wheels dynamically balance during each use. Visit counteractbalancing.com for more information.

DOT Rated Tires and Lighting

All Load Rite original equipment tires and lighting components are fully DOT approved.

Disc Brakes (Where Installed)

This trailer is equipped with disc brakes (where installed).  Load Rite recommends disc brakes on all wheels where available.  Disc brakes are self-adjusting and self-cleaning and require minimal maintenance in order to continue to deliver top performance.  Follow maintenance tips in your Owners Manual for more detailed instructions.

Aluminum Diamond Plate Fenders

A stylish design combined with extreme durability.  Standard on all single axle models with 13″ and larger wheels.

Plastic Fenders

Impact-resistant plastic fenders on models with 12″ and smaller wheels.  Wheels 13″ and larger require aluminum fenders.

Adjustable Carpeted Bunks

Traditionally known as V-bunks, this system offers both high strength and a wide range of adjustability.  Out of adjustment?  There are shorter and taller bolster brackets available in many heights.

LED Lighting (90″ and Wider Models)

LED lights offer far greater reliability than incandescent fixtures.  Long-lasting and waterproof design make these lights ideal for any trailer application.

Heat-Shrunk Sealed, Concealed Wiring

Standard equipment on all trailers 17′ and longer except welded frame models.

A winch is standard equipment on all boat and PWC models.  Capacity and features vary by application.

Winch Stand

Standard equipment on all boat and PWC models.  Specifications vary by applicaton.

Tongue Jack

Tongue jacks are standard equipment on all Load Rite Elite models 90″ wide and wider except two-place PWC models, all 5 STARR models, and all UT, EQ, and CH models.  Appearance and specifications vary by application.  Tongue jacks are optional on all other models.

NMMA / NATM Certified

Each year Load Rite trailers undergo a detailed inspection process in order to earn the right to proudly display this certification on products we manufacture.

2 Plus 3 Years Coupler to Taillight Warranty

Load Rite’s premiere warranty exclusive to our Elite line of trailers.

KendaCare – LoadStar® Tire Roadside Assistance Program

Click here for more information from Americana Tire.

Spare Tire and Carrier

The most important option to consider, every trailer should have a spare tire readily available.  Consult dealer for recommended bracket for individual application.

Aluminum Wheels

A stylish option available with bias-ply or radial tires for most models in 12″, 13″, 14″, 15″ and 16″ sizes.

Vault® Hubs

Vault® – The VAULT® “Hybrid Lubrication System” uses a semi-fluid oil in a pressurized chamber to give you the ultimate in wheel bearing lubrication and protection. At ambient temperatures the oil is thick with a viscosity approaching grease. As the bearing temperature rises during towing, the VAULT’s Hybrid Oil thins out replenishing the bearings with lubricant and dissipating heat. No inspection, no maintenance and no service required.  *Vault® hubs require Dexter axle.  Vault® and Kodiak® stainless disc brakes cannot be combined.

Consult a dealer to confirm application.

Brakes on Axles Where Available

Important Safety Issue – Brake Requirements   

Brake laws vary by state and require dealers to sell trailers that comply with the brake laws of the state where the trailer will be registered.  This is a very important safety issue .  For full information contact the appropriate state Motor Vehicle Department.  As always, Load Rite recommends brakes on all axles where available.

Stainless Steel Disc Brakes

Optional stainless steel brakes available for most 14″, 15″ and 16″ wheel applications. Can be used with surge and electric over hydraulic actuators.*

May require optional axle installation.  Check with your local dealer before ordering.

Stainless Brakelines

A valuable upgrade to any trailer, but especially those to see service in coastal regions with salt water exposure.

Electric Over Hydraulic Brakes

EOH brakes offer electric in-cab control of standard hydraulic disc brakes.  Requires in-cab controller and 7-pin round electrical connection to the tow vehicle.

Carpeted Skirted Fender

Skirted fenders protect the hull finish in two ways.  First, the carpet facing the hull help protect from fender contact while loading and unloading.  Second, it protects the hull from road debris picked up by the tires.  Two valuable precautions for a treasured friend.  Optional on most models with aluminum fenders as standard equipment.

Some models require galvanized fender step to accommodate this option.

LED Lighting (90″ and under Models)

2″ by 6″ Bunks

Marine grade carpet over 2″ x 6″ dimensional lumber.

Plastic Bunk Covers

These multi-purpose covers provide a smooth surface to help a metal-hulled boat or pontoon to slide easier when launching and loading.  They also offer an insulating barrier to help prevent corrosion for metallic hulled craft.  Protect your aluminum hull.

Highly recommended for metal-hulled boats and pontoon applications.  Not recommended for gel-coat, plastic, or painted metal hulls.

Carpeted Side Guides

Standard on most skiff and jon models.

PVC Side Guides

PVC side guides provide additional guidance when lining up to load on steep ramps.  Optional on most other boat trailers including all 5 STARR models.

102″ Overall Width (96″ and Wider Models)

Add extra width to standard 96″ wide trailers.

Drop-Style Tongue Jack

An upgraded jack that provides greater capacities and fast setup with no need to swivel.

Swing Tongue

Applications are limited by trailer capacity and tongue length.  Not available on models exceeding 6,000 lbs. capacity.  Consult with a dealer.

Rubber Fenders

Rubber fenders are intended for use on dealer yard trailers.  Yard trailers need the flexibility to adapt to many different hull shapes without imparting any damage in the process.  Rubber fenders minimize the possibility of damage should the fender contact the boat hull.

Key West 176

2013 Key West 176 on 18240096VT.

Zodiac Bayrunner 650

Zodiac Bayrunner 650 on a Load Rite galvanized V-bunk.

Warranty Information

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• Sailboat Reviews

Hunter 23.5

This family cruiser is innovative and has lots of room. in gusty winds, however, it is quick to stall..

Hunter Marine Corp. is noted for its slick, innovative and low-cost mass production sailers. The Hunter 23.5, new in 1992, fits the bill in all respects.

The 23.5 was designed as a trailerable family cruiser for entry-level sailors. Like most Hunters, the boat offers lots of space in the cockpit and down below, and comes with the famous Cruise Pac, which provides just about anything a customer needs, including sails, motor, trailer, lifelines, anchor, life jackets, flares and a copy of Chapman’s Piloting, Seamanship and Small Boat Handling . It’s this type of marketing (plus price: the 1992 price was $13,500) that has helped make Hunter one of the most successful sailboat producers in the U.S.

No one has ever faulted the Alachua, Florida, builder for offering anything but fresh, well-thought out designs. The most striking feature of the 23.5 is its water ballast system, new to Hunter. The system permits an operator to remove 1,000 pounds of ballast from the trailering weight. A retractable centerboard, kick-up rudder and mast that’s fairly easy to step and unstep further enhances trailerability. All told, boat, motor and trailer weigh a combined 2,450 pounds. This model also contains enough foam to provide positive flotation.

While Hunter has enjoyed considerable success with the buying public, it has also suffered from a negative image problem. Earlier PS reviews have criticized Hunter products for a lack of quality control-various systems kinks, lightweight hulls, poor finish work and general absence of blue-water seaworthiness. On the other hand, Hunter owners, while acknowledging a prevailing lack of respect, frequently defend their choice. In the realm of objective data, Coast Guard complaint and recall statistics reveal that Hunter has a better than average record when it comes to hull blistering. (Hunter offers five-year bottom blister warranty protection for the 23.5.) Clearly, the company is doing something right. The model we inspected (hull #8) showed, with very few exceptions, careful attention to detail and finish work in even the least accessible places-more than youd expect on a $13,500 boat. But it is also a boat with some inherent contradictions, in our opinion.

The 23.5 is a highly engineered product with lots of thoughtful features. Hunter, unlike some builders, constructs a mock-up, followed by a prototype that is extensively tested before final design decisions are made. The hull form is modern looking, almost powerboaty in appearance from some angles. Continuing a tendency evident in recent Hunters, the design team has given the 23.5 a relatively full hull, and raised the freeboard to reduce the cabin height, as well as add room below and keep those up top dry in a chop. Because the cabin extends to the rail (no side decks), you must climb over the cabin top to get to the foredeck.

The rig (a B&R design) consists of a 28-foot Z. Spar mast, fractionally rigged with swept-back spreaders that eliminate the need for a backstay (and make un-stepping/stepping, hence trailering, simpler); for the most part, the uppers are aft of the “after” lowers-until deck level-creating a triangular support system. Main and jib halyards are internal and led back to the cockpit. Power comes from a fully battenedmainsail and 110-percent jib (UK Sailmakers-Hong Kong) with a total of 236 square feet. For steering, the traditional wooden tiller has been replaced with a brushed aluminum tube that arches over the walk-through transom (swim ladder comes standard). The aluminum, said chief designer Rob Mazza, weathers better and is easier to arch in order to keep the rudder low and the tiller sufficiently high. Many helmsmen will use the standard Ronstan X-10 tiller extension.

The water ballast/keel system constitutes the key feature of the 23.5. The water ballast-125 gallons, or 1,000 pounds-takes about two minutes to bring on board. The system is activated by flipping up a lid at the base of the companionway, opening a vent and turning a T-valve; the valve in turn drops a circular stainless steel plate aft of the keel, exposing four holes in the hull. (The plate can then be closed flush.) And while you can’t jettison the water downwind, you can swing up the centerboard to reduce draft to 18 inches. The 4-foot centerboard, controlled by the outboard line to the cockpit, moves easily up and down via a cascade block and tackle arrangement.

The apparent thinking of Hunter engineers was to provide a simple, one-step water ballast system that keeps draft shallow while lowering the center of gravity for added stability and righting moment. The ballast-about 16 cubic feet in volume-lies immediately below the waterline. When the water is added, the boat sinks several inches. Nevertheless, while the water adds 1,000 pounds to the overall displacement, its location does not seem to provide sufficient righting moment for windward work in gusty conditions. On racing boats, water ballast is carried above the waterline and outboard under the settees, which of course provides more righting moment. But this water must be pumped into the chambers and drained before tacking-too complicated for Hunter’s purposes.

Construction of the boat is fairly straightforward, with balsa in the hull and plywood in the deck. The plywood core has the potential to encourage water migration should a deck leak occur at some point. The deck/hull joint, with a roll similar to a Hobie 18-a “modified shoebox,” one Hunter engineer described it-is bonded with glass and further fastened by flathead screws through the rubrail. Stanchions, fastened to aluminum backing plates that are glassed in, are sturdy. Though not a heavily-built boat, the 23 looks solid enough; in the absence of a graceful hull form-no sheer here-Hunter provides some added dash with a smoked forward-facing window and a green and purple hull swoosh graphic, which apparently has drawn strong reaction, pro and con (We liked it). Oddly, there is no waterline or boot scribed in the hull. Perhaps Hunter anticipates owners dry-sailing the 23.5, but the absence of a waterline mark will make bottom painting a difficult chore the first time.

Performance

We test sailed the 23.5 off Newport, Rhode Island. In light-air conditions, the shallow-body, lightweight boat (displacement 3,000 pounds with the water ballast) moved up to speed quickly. The boat pointed high and the few light puffs we experienced produced no noticeable helm. We did have some problem finding a definitive groove, especially after tacking. The boat glided through the water easily on a reach and downwind, with the board up, sped along as much as a 23-footer can (Mazza said it will surf under the right conditions). We moved relatively faster, in fact, than a Nonsuch 27 on the same tack.

In stronger 15-20 knot winds, it is a whole different experience. With a single reef in the mainsail, the boat consistently rounds up and stalls. In addition to the boat’s higher vertical center of gravity, this tendency may also be due to the very high-aspect ratio centerboard, which is generally associated with quick stall characteristics.

Complicating matters is the way the rig and sheeting are set up. With no backstay (or topping lift) and no traveler, and with the main sheeted down and far forward near the companionway, the main and sheet are highly stressed. And because the cam cleat for the mainsheet is down near the cockpit sole, it’s difficult to reach-especially in heavy air on a beat, when the helmsman and everyone else is out on the rail. The rounding up and stalling require constant spilling of the main. This may be okay (if tiring) for the experienced sailor, but a bit strenuous and nerve-wracking for the beginner at whom this boat is marketed.

Instead of a single reef, one solution might be to take a second reef in the main in anything approaching 15 knots, but that’s not much of a solution. With 236 square feet of sail-128 in the main, 108 in the foretriangle-for a sail area-displacement ratio of 18.9, the boat should not be overpowered. (The O’Day 23, of about the same displacement, but with 200 more pounds of ballast, carries 246 square feet)

Another solution, although it breaks up the cockpit, might be a barney post where there’s already a slot for the cockpit table, a system that worked well enough in the Alerion-Express. A traveler would be even better, though obviously Hunter wanted to keep the cockpit clear of obstructions as well as avoid the added cost.

Accommodations

You get a lot for your money with this Hunter model. One thing you get a lot of is interior space or, as company literature describes it, “a 25-foot boat in a 23.5 hull.” The main cabin is sizable and has more headroom than we’ve seen on a 23-footer. A pop-top hatch allows those down below to stand up in the center of the cabin. An optional canvas camper top ($300) provides protection from the elements. Poptops are notoriously leaky, and we can’t vouch for this one’s water tightness; however, Hunter has provided drains all around.

The smoked pop-top, plus three ports per side in the main cabin (two small circles, one longer swoosh-style forward) and the forward-facing window provide plenty of light. Hunter has made no attempt to yacht-up the interior: What you get is a basic cream-colored liner, offset on a portion of the topsides by a close-weave grayish fabric someone called “monkey fur.” Despite the plainness, we liked the clean look of the interior.

Aft to port in the main cabin you get a galley station with a one-burner alcohol stove, sink, and fold-out table with storage below. You won’t be whipping up any Cruising World -style feasts in this galley, but it’s nice to be able to heat up some coffee or a cup of soup. Forward of the galley is a small settee/berth, sized right for a child, with storage beneath and a cutout for a portable ice chest. Opposite is a somewhat longer settee/berth of less than six feet, with more storage and a battery compartment below. On the centerline is a slot for a small table that also can be set up in the cockpit.

There are a number of helpful additions: an automatic bilge pump, access plates underneath the cockpit winches. The portable toilet is located to starboard behind a half-bulkhead and privacy curtain, and under the V-berth. Aside from the standard V-berth in the bow, which seems a bit cramped, there’s a double berth (plus stowage) aft of the main cabin, under the cockpit and seats (not for the claustrophobic). It was back here in the bowels of the boat that we spotted the only untrimmed fiberglass.

On deck, there’s an equally roomy cockpit-7′ 9″ long and 6′ 2″ from coaming to coaming. The relatively wide beam makes the addition of a ridge along the centerline for use as a footrest a welcome touch. Foam padding on the seatbacks is another. A lazaret on either side provides on-deck stowage. There’s a #8 Barient winch on either side of the cabin top, each with an attendant cleat. Lines are meant to be kept in the no-name stoppers to starboard. Because of the profusion of lines led back on the starboard side, we’d prefer an extra cleat and winch.

Nonskid is molded in. The foredeck holds an anchor locker, which also contains a padeye for the stepping/unstepping operation. Skipping the details of this procedure-which involves use of a gin pole, the main and jib halyards and a bridle that controls lateral movement-we’d say that Hunter has devised as easy a way to drop a mast as is possible. Once down, the forward end rests in a U-shaped bend in the bow pulpit, the aft end on a roller-topped pole fitted at the transom.

Conclusions

In its attempt to create a simply operated, easily trailered, entry-level boat at a good price, Hunter has come up with some clever compromises. But they are compromises just the same. The 23.5 sails well on all points in light air; it does well off the wind in heavier air. Windward work over 15 knots in this boat is poor in our estimation. We’d strongly recommend that potential customers thoroughly test sail the boat in a variety of wind conditions, experimenting with one or two reefs, to be certain it’s something they’re able-and willing-to handle.

The Hunter 23.5 is clearly striking a chord with some buyers, and assuming many are entry-level sailors, we think it’s great that this boat is attracting newcomers to the sport. The design represents a clever way of managing the trailering problem (i.e., weight and draft). At the same time, we can’t help but wonder if its behavior in gusty winds is worth the convenience of dumping ballast on the launch ramp.

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excellent article.

Darrell – excellent review. Thanks.

Thanks for the review, I just saw one for sale online.

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