catalina 34 sailboat review

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• Sailboat Guide

Catalina 34 MKII

Catalina 34 MKII is a 34 ′ 6 ″ / 10.5 m monohull sailboat designed by Frank V. Butler and built by Catalina Yachts between 1996 and 1999.

• 2 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 3 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 4 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 5 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 6 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 7 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 8 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 9 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 10 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 11 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 12 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 13 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 14 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 15 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 16 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 17 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 18 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 19 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 20 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 21 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 22 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 23 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 24 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 25 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 26 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 27 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 28 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 29 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 30 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 31 / 37 Anderson, SC, US 2004 Catalina 34 MKII $99,000 USD View
• 32 / 37 Groton, CT, US 2000 Catalina 34 MKII $72,900 USD View
• 33 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 34 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 35 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 36 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View
• 37 / 37 New Bern, NC, US 2001 Catalina 34 MKII $78,500 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

CATALINA MII has a redesigned hull with a wider deck aft but the SAME as the earlier version at the waterline to allow one design racing. All boats have a deck stepped mast with compression post. Seats on the stern pulpit. New head mold for better drainage and easier cleanup. Revised deck mold, elimination of dorade vents, lower traveler, revised companionway hatch and slides, elimination of virtually all topside teak, relocation of engine control panel to steering pedestal, fixed cockpit table (option?), new interior cabinetry with louvered teak fronts in lieu of sliding black Plexiglas, addition of hanging locker in aft cabin, revised galley counter with trash bin and elimination of fold-up counter extension, rubber flooring in galley area, revised and relocated electrical panel.

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• Sailboat Reviews

Catalina 320

Frank butler's 25-year-old company updates its image with a scoop transom, modern appendages and an innovative layout, but he still likes a solid fiberglass hull. we like the result..

Catalina Yachts has carved a reputation in the production boat world by producing yachts that make owner feedback sound like a mantra. Typical comments are, “They provide real value for the dollar,” “This is not a Swan,” “A lot of boat for the money,” or, “They sail well enough, considering that most own­ers are cruisers.”

Since January 1993, owners of the newest model in the line, the 320, have added a new mantra: “This boat is really fast, and is surprisingly spacious.”

Based on our test sail and factory visit in Southern California, they are correct, especially considering the performance characteristics of earlier models.

Frank Butler opened the doors of the factory in an abandoned aircraft facility in 1969. Since our first review of a Catalina, we’ve been making the point that the company has grown to its position as the largest producer of boats in the country by consistently offering boats that meet the needs of a price-conscious marketplace. Designs have typically carried high-aspect ra­tio mainsails and large overlapping genoas that powered the boats at rea­sonable speeds while offering owners comfortable accommodations below­decks.

The 320 stands apart from earlier models because de­sign modifications have dramatically altered sailing characteristics while in­creasing the living areas belowdecks and improved crew comfort on deck.

The 320 is pleasing to the eye, partially a reflection of a finer bow entry. While it has a modest over­hang at the bow and almost none at the stern, with a waterline of 28′ it’s clearly the product of the nearly plumb bow/reverse stern thinking so prevalent in architectural circles these days.

One of the design objectives was to improve performance, so modifications were made to the sail plan, keel and rudder, reflecting tinkering that chief designer Gerry Douglas and Daniel Casal began in the early 90s. Casal told us that the primary motiva­tion was to make the boats easy to handle, since they are often sailed as cruisers by middle-aged couples who often struggle to manage overlapping genoas. As a consequence, the mast on the 320 has been moved forward, resulting in an increase in the size of the main and reduction in jib size. This makes it easier for the designer to balance the rig. This boat can be sailed similarly to a fractional rig, and de­powered by furling the jib or changing to smaller headsails before reefing, and by easing the mainsheet when the wind pipes up (instead of flogging the jib). In a blow, trimming smaller headsails will be easier for the typical cruising couple, especially because the boats are equipped with Lewmar Ocean series self-tailing winches.

From a financial standpoint, Casal’s theory is that jibs are less expensive to replace than mainsails, and sailors will be more comfortable in the meantime. When forced to motorsail, more power will be derived from the mainsail, resulting in quicker trips and less fuel consump­tion. The flip side is that large mains can be cumbersome to reef and furl.

Underwater appendages were re­designed as well. Rudder size was increased and redistributed in an attempt to generate more lift per square foot of wetted surface. The new shape is deeper, has a shortened chord and elliptical trailing edge, changes that result in a higher aspect ratio. Keels, a fin or optional shallower version with winglets, were reduced in size as well. The new design is significantly narrower at the top so has less drag, and a lower center of gravity.

Increasing crew comfort also was a criteria in the design of the 320, so the hull tapers outward at a gentler angle at B max (maximum beam), which is located just aft of station six. The payoff is a comfortable, spacious cock­pit that has drawn positive comments from new owners, and increased living space belowdecks.

The result of the sail plan reconfiguration, which carries roughly the same sail area as the Catalina 34, and redesign of the appendages, are high­er pointing angles and better balance at the helm. Coupled with a finer entry and hull design, performance is improved, which even the most casu­al cruiser should appreciate.

Construction

With more than 25 years in business, Butler has overseen the construction of thousands of the 22′ to 42’boats he’s designed, including more than 15,000 Catalina 22s, which was among the first boats inducted into the Sailboat Hall of Fame last spring. It is reasonable to assume the company knows how to properly lay up a hull, though it is continually exploring methods that will reduce cost without compro­mising structural integrity. A change in material from woven to knitted mat was included in the 320, for instance, in an attempt to increase hull strength while reducing displacement and simplifying the fabrication process.

The hull of the 320 is solid fiberglass, nine alternating layers of 1.5-ounce mat and 21.7-ounce roving. Vinylester resins are used on exterior skins above and below the waterline, so the hull is guaranteed for five years against blistering. Seven additional thicknesses of mat, roving and 2415 Pro mat are laid up in the bottom of the hull until a thickness of 1″ is reached. Layers of 1208 Promat, and 2-mm Coremat reinforce the transom and sections where hull and deck are joined.

The hull-deck joint is a shoe box arrangement with a vertical deck flange extending downward over the hull, which results in a joint having both vertical and horizontal mating surfaces. Additional support is provided by a wood section inserted between the hull and liner, all of which are bonded with a putty consisting of filled polyester resin before being through-bolted with stainless steel fasteners located on 7″ centers. It is a strong joint.

The deck is cored with plywood sections, and the cabin top with end­grain balsa.

In typical Catalina fashion, the interior of the boat consists of molded fiberglass liners tabbed to the hull that add strength but make life diffi­cult when dealing with a problem such as occurred with some of the first 3 20s: Inadequate wiring runs were buried beneath the pans during the layout, and chafe and breaks occurred. Those boats were rewired and retro­fitted with PVC conduit; subsequent boats were redesigned to eliminate the problem. As we toured the factory and saw boats in varying stages of production, we were impressed by the level of attention to detail, even on surfaces that would ultimately be covered by the liners. Nonetheless, the wiring problem supports our bias against liners which restrict access to some parts of the hull.

The bilge in early models also proved to be too shallow, so new owners often found water sloshing about amidships. Those boats were retrofitted with baffles, which helps alleviate the problem. Later, the molds were retooled to create deeper cavi­ties below the floorboards. We didn’t notice any problem during our test of the boat.

The mast, a tapered double-spread­er section constructed by Sparcraft, is stepped on deck. However, to avoid stress problems in the deck, loads are transferred directly to a compression post, which is a hardcast anodized tube attached belowdecks to 4″ x 8″ beams laminated to a fiberglass struc­tural grid system.

Wire standing rigging is attached to deck plates that connect stainless tie rods located in the main salon to an L-shaped aluminum bar laminated into the hull that acts as a chainplate.

The 320 is designed specifically for the cruising market and accommoda­tions reflect the designers’ intent to enhance performance without compromising on creature comforts.

The most noticeable characteristic of the space belowdecks is that the boat feels bigger than a 32-footor. In fact, at 11′ 9″, it is beamy. One owner, who considered purchasing similarly-sized boats offered by two competitors, and the Catalina 36, told us that he purchased the 320 because he didn’t feel there was any compromise on space belowdecks, and the boat could be easily doublehanded by he and his middle-aged wife. He says he added a lot of cruising gear with the money he saved.

The immediate impression upon stepping below is of lightness reflected from the varnished ash battens that line the hull, teak bulkheads and hand rails, and a teak and holly sole. Non­wood surfaces are white, accented by suede-like cushions on two settees. Sunlight filters into the boat from two Lewmar hatches and 10 portlights, four of which open to provide ventilation. Overhead lights are scattered throughout. The companionway steps are rounded up at the ends, making it easier to use when the boat is heeled.

The galley, located to port, has a double stainless sink, Groehe faucets, laminated surfaces, a 5-cubic-foot Adler-Barber refrigerator with 4″ in­sulation, and a Hillerange two-burner stove/oven. A dry locker, three large overhead cabinets, and a pot and pans cupboard aft of the ice box, offer adequate storage space for cruising. The foot of the companionway, has adequate lighting but seems to in­crease in size with the light from a skylight and mirrors that cover a bulk­head. It is not spacious, but has a sink, toilet, and shower with its own sump pump. Access to head hoses is facili­tated by removing the back panel of the medicine cabinet; three through­hulls are located in a cubby near the wet locker.

The saloon has comfortable seat­ing for four people at a table, mounted on a post, that converts to a double berth, and for others on a port settee, the front of which doubles as seating for the navigator.

The nav station table is adequately-sized, but the boat’s electrical panel is located in a spot that would be a better candidate for loran, GPS and other instruments. A shelf located above the panel offers a great spot for books but could better have been utilized for electronics. One owner, who had added instruments, radar and autopilot to the boat, was forced to buy a second panel.

The forepeak is large enough to sleep two adults, and has storage bins port and starboard, and two drawers. A unique touch is that the main panels of the bulkhead separating the forepeak from the saloon are removable, adding to the sense of spaciousness by creating view corridors as well as improving air circulation between the cabins.

The master stateroom is amazingly spacious, considering this is a 32-footer. Accessed to starboard at the foot of the companionway, it is furnished with a queen-size berth and has standing headroom. It has a hanging locker, the only one on the boat (on wet trips, the head might have to be utilized for additional hanging space), and a small bookshelf. Natural light and ventilation are provided by three cockpit portlights.

Another owner, who described himself as being 6′ 2″ and weighing 230 pounds, shared the berth with his wife during a month-long cruise and told us he was very comfortable. Because it’s located below the cockpit, there’s the possibility it will be noisy when sailing through the night.

The engine is located aft of the companionway steps, and is accessed most easily from the stateroom. While it is well insulated and easily accessible when changing lubricants and filters, we wondered about the potential for odors. However, two owners, each of whom have spent extended periods aboard, reported neither odors nor noise problems.

Deck Layout

Owner feedback after 340 boats indicates that the size and design of the T­shaped cockpit is appealing to cruisers and dockside loungers. It’s 8′ 9″ long, 5′ 7″ wide, and has 17″ wide seats with 13″ high, ergonomically­designed backrests, and good storage capacity under the seats.

The helmsman can handle a conventionally mounted 40″ Edson wheel from a seat mounted on the stern, or take a position on either rail. Access to the rudder post for an emergency tiller is aft of the binnacle, which means that the emergency tiller will be steered “backwards” from the stern.

There’s comfortable seating for six in the cockpit, and two additional “observation seats” mounted on the stern pulpit. The helmsman’s seat is removable, which allows a section of the stern to be removed to reach the swim platform and ladder. The port lazarette was designed to provide cruisers with adequate space for two 26″ bicycles, or sailing gear. A removable tray in this compartment has space for electrical cords, winch handles and the like. A second self­contained storage compartment with an overboard vent houses a propane tank, hoses for which are installed in runs along the hull at the factory. Further aft, batteries are stored in a small compartment at the stern. A lazarette to starboard is large enough for stowage of a dinghy or life raft. Water and fuel fillers are on the corner of the stern, so spills should not slop into the cockpit.

Standard equipment includes four Lewmar winches. The primaries are self-tailing 44s, with self-tailing 30s mounted on the cabin top for hal­yards, the mainsheet and traveler controls. This arrangement will work well until owners opt to add a spinnaker, at which point two additional winches will be a must.

Halyards are led aft to sheet stoppers on the cabin top located just aft of the main traveler; controls for the solid vang and topping lift were not, a common complaint among owners not anxious to begin drilling holes in their new boats. Because the main­sheet and vang are the only controls for the fully-battened main, performance-oriented sailors are adding a Cunningham and adjustable backstay, options we feel cruisers should consider as well. One owner said he felt the sail track was inadequate for racing, so upgraded to sturdier gear.

Unlike more performance-oriented designs, the Schaefer 2000 roller furler has been mounted above the deck, which may reduce the efficien­cy of a genoa, in exchange for improv­ing visibility. The tradeoff, though, is a uniquely designed anchor well with two molded areas for lightweight-type anchors and a third for a plow, plus room for rode, which is attached to an electric winch mounted below.

Performance

We tested the boat in 10-12 knot breez­es in the Pacific Ocean and also solic­ited comments from other 320 owners. The boat moves effortlessly under power from the three-cylinder Yanmar that is now standard equipment. It is responsive, turns on its keel and, in the words of one owner, “could be steered backwards through a slalom course.”

The 320 tacks easily, and points to within 40-45 degrees of apparent wind. One owner reported that the addition of sail controls improved pointing ability by five degrees, but since our demo boat had only the mainsheet and vang, we couldn’t achieve higher angles. Purpose-built sails instead of a furler-mounted genoa also would improve performance.

Once into the 2′-4′ ocean swells, we found the motion to be seakindly, though the helm is so well-balanced it takes time to find a proper sailing groove. Sitting behind the wheel made it difficult to see the telltales, and finding a comfortable spot on the rail was somewhat difficult because the cockpit is so wide.

When we hit the groove, however, the boat buried its shoulder and re-warded good helmsmanship with squirts forward, sailing best at about 15 degrees of heel. We are not sure if it would have more feel and sail more efficiently with a tiller, or whether we just needed more time at the wheel.

We discovered the boat has a turn of speed when we overtook two 35-38-footers cruising in the same sailing lanes. One owner, who formerly sailed a Catalina 30, reports that the boat is significantly faster than the 30 or 34, and another won his cruising division the first year on the race course, sailing with a provisional PHRF handicap of 150.

Our only time downwind was spent with just a genoa; we suspect it will need a cruising or conventional spinnaker to improve performance when sailing deep jibe angles.

The sailaway price of a 320 as we tested the boat, including fully-battened main, 135% genoa on a Schaefer furler, 3-cylinder diesel, and assorted otherequipment,is$70,975. We agree with owners who say they are receiv­ing good value. During a tour of the factory, we had the opportunity to see several boats in various stages of production, and consider quality control to be well-above average. The design is well thought out, and the perfor­mance better than we’ve experienced with other Catalina models. The average weekend cruiser will be able to step aboard and spend enjoyable time afloat, but those planning extended cruises will find themselves reorganizing stowage and creating spaces and methods for hanging gear.

Racers should plan on expendi­tures for sail controls and well-cut racing sails.

Owners we talked to said after-sale service was excellent; one mentioned that when he has a problem he simply “calls Frank.”

We liked the boat, and think it bears close inspection.

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Thanks for a marvelous posting! I definitely enjoyed reading it, you may be a great author.

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Catalina 34 Sailing

• Thread starter FredB
• Start date Feb 6, 2012
• Catalina Owner Forums

My friend is considering a used Catalina 34. Cruising, mostly, and maybe an occasional club race. He "heard" that the 34 doesn't sail as well as the other Catalina models. Any opinions on this?  

Not true to a significant degree - Similar boats 320, 34, 36. Yes, the 36 is faster. Some folks feel the 320 will sail a bit faster upwind than a 34, but I get spit out the back boat for boat with a 34. It's more equipment, sail condition, and skill related than boat design. For a cruiser, he won't see a significant difference. If he races a lot, the 34 group has more owners available to share information and fix any GAPs in his performance. There are more 34s, they have been in production longer, and there are older and less expensive boats available. The money he saves on purchase can buy him a folding prop, new sails, and a smooth bottom, which all will make the 34 sail to it's potential. The 34 has a larger v-berth, the 320 has a better galley and head, and the 36 is just a bigger boat. The 34 has a bit more sheer and a stiffer/heavier rig than the 320. All of the fin keel boats outsail the shoal draft versions. YMMV  

Stu Jackson

Thanks everybody. I've passed it on.  

For what it's worth; the gentleman I purchased my 34 from did a lot of racing with it and did rather well.  

Dave2424 said: For what it's worth; the gentleman I purchased my 34 from did a lot of racing with it and did rather well. Click to expand

1139  

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Catalina 34 questions...

• Add to quote

So the seller just accepted our offer on a 1989 Catalina 34. We thought it was a bit of a low ball/ start the negotiations kind of offer but they bit right off, (pending survey of course). And I know it’s a little late to ask questions now, but still I have a few. The add says it’s a tall rig, but the broker says he doesn’t think so. is there any visible difference in the boat configuration for the tall rig? The broker said he thought the tall rigs have a short bow sprit, but I think he’s confusing Catalinas with a different brand. I’ve looked at pictures and can’t see any. Not a deal breaker either way but I’d like to know. Anything else specific we should be looking at on this boat during the survey? Cosmetically she’s looks perfect, low engine hours, a showroom finish on the teak, and a long list of upgrades. Previously owned by a retired couple who have finally decided to swallow the anchor but who had plenty of time and money to lavish on the boat. Of course it’s the stuff you can’t see easily that actually more important. Sent from my iPhone using Tapatalk  

I think that the bowsprit is on the 30 tall rig. I would think the owner knows if his boat is a tall rig. You could just send up a tape up with the halyard to make sure.  

Or maybe someone would know the luff length of one of the sails for the tall rig. That would be a little easier to measure.  

I’m sure the owner knows, and he’s likely the one that wrote the add or at least provided the info, but it’s been for sale for a while and the broker cast some doubt on it. I’m sure I’ll get confirmation soon enough. I’m just curious if the tall rig changes anything other then the height of the mast. Sent from my iPhone using Tapatalk  

Dreadpiratkevin said: I'm sure the owner knows, and he's likely the one that wrote the add or at least provided the info, but it's been for sale for a while and the broker cast some doubt on it. Click to expand...

No bowspits on the 34, just 2' taller mast. Specifications - Catalina 34 International Association  

I bought a 1988 Catalina 34 this past November. Over the winter I've been getting it ready for the 2021 season on the Chesapeake. I'll share some observations. Our boat came with a brand new fuel tank, a new water tank, and a new Jabsco toilet, so those may be items to check on your survey. I'm assuming they were replaced for a reason. Much of the electronics were outdated, but that will be obvious. There were some high moisture readings around the chainplates but the surveyor was not concerned about it. He just recommended rebedding after a dry spell. There was a brand new dripless coupling, so pay attention to the coupling on your boat. Some of the plastic thru hulls above the waterline may show signs of degradation. One disappointment I had was realizing our boat, for some reason, has two main halyards, but no spinnaker halyard. All the lights were still using incandescent instead of led's. Our boat came with two brand new house batteries. The upholstery was ok but definitely had an 80's look. My wife has recovered them. Our boat is the tall rig with shallow draft wing keel. All in all it is a very nice boat and has drawn out the envy of my slip neighbors. We are very satisfied with the appointments below deck. We haven't had much opportunity to sail but have had it out a little. She had no problem reaching 6 knots in light air. The surveyor valued it at 25,500. Hope this helps.  

CLOSECALL said: I bought a 1988 Catalina 34 this past November. Over the winter I've been getting it ready for the 2021 season on the Chesapeake. I'll share some observations. Our boat came with a brand new fuel tank, a new water tank, and a new Jabsco toilet, so those may be items to check on your survey. I'm assuming they were replaced for a reason. Much of the electronics were outdated, but that will be obvious. There were some high moisture readings around the chainplates but the surveyor was not concerned about it. He just recommended rebedding after a dry spell. There was a brand new dripless coupling, so pay attention to the coupling on your boat. Some of the plastic thru hulls above the waterline may show signs of degradation. One disappointment I had was realizing our boat, for some reason, has two main halyards, but no spinnaker halyard. All the lights were still using incandescent instead of led's. Our boat came with two brand new house batteries. The upholstery was ok but definitely had an 80's look. My wife has recovered them. Our boat is the tall rig with shallow draft wing keel. All in all it is a very nice boat and has drawn out the envy of my slip neighbors. We are very satisfied with the appointments below deck. We haven't had much opportunity to sail but have had it out a little. She had no problem reaching 6 knots in light air. The surveyor valued it at 25,500. Hope this helps. Click to expand...

Technically, the term "tall rig" on the C34 is a misnomer. I believe that the correct term is "tall mast". "Tall rig" = major rig adjustment such as bow sprit (like on the C30 tall rig version). Many marinas will charge you extra for the LOA exceeding the hull length. "Tall mast" = tall mast. Sails are cut to higher aspect ratio, shrouds are longer, but no major changes at the deck. Occasionally you'll see the "TM" designation. It's a great boat, very forgiving to sail in my experience. Big enough to spend many weekends on, and an occasional full week, but sails are easily managed with manual winches and halyards, and can be easily removed by one person in the off-season. Any bigger boat, and those things become a two-person job and electric assist may be needed. Be sure to set up an account on the C34 Association website: Main Message Board I highly recommend paying the modest dues to formally join the association, which will get you a quarterly Catalina magazine and access to technical information hidden behind their paywall.  

Yes, I meant shaft seal. Sadly for this situation, the halyards are internal. I believe I'll have to go up the mast to sort things out.  

Don't trust the sail bags either to tell you what's on the mast or what's in the bag. The bags are a commodity that don't wear out as fast as the sails do. Unless you want to pay extra when purchasing a new sail you can often save $100 or more by not getting a new bag. I have also gone to a marine exchange store and purchased a random bag to hold my sails because I wanted a different style of sail bag. On an older boat often the contents of a bag are not accurately reflected by the labels on the bag. Even the original from Catalina might be misleading so pull out all the sails and inventory them to know what you really got onboard.  

jephotog said: Don't trust the sail bags either to tell you what's on the mast or what's in the bag... Click to expand...

TakeFive said: Even if the owner has replaced the sails, the mast isn't going to change Click to expand...

Dreadpiratkevin said: Previously owned by a retired couple who have finally decided to swallow the anchor Click to expand...

Not as far as I know. They have a cottage somewhere on the lake and kept the boat in the marina on Chamois harbor. Plus the interior does not show the kind of wear I would expect from a live aboard. Sent from my iPhone using Tapatalk  

Dreadpiratkevin said: So the seller just accepted our offer on a 1989 Catalina 34. We thought it was a bit of a low ball/ start the negotiations kind of offer but they bit right off, (pending survey of course). And I know it's a little late to ask questions now, but still I have a few. The add says it's a tall rig, but the broker says he doesn't think so. is there any visible difference in the boat configuration for the tall rig? The broker said he thought the tall rigs have a short bow sprit, but I think he's confusing Catalinas with a different brand. I've looked at pictures and can't see any. Not a deal breaker either way but I'd like to know. Anything else specific we should be looking at on this boat during the survey? Cosmetically she's looks perfect, low engine hours, a showroom finish on the teak, and a long list of upgrades. Previously owned by a retired couple who have finally decided to swallow the anchor but who had plenty of time and money to lavish on the boat. Of course it's the stuff you can't see easily that actually more important. Sent from my iPhone using Tapatalk Click to expand...

I don't know all the details yet but I expect it's a pretty standard story- steady weekend and holiday use ten years ago steadily declining as they got older till last year it was not even put in. Sad, but a process most of us are fated to go through. So low hours on the boat but as you point out some aspects of a boat get worse from a lack of use. In this case the fuel tank has been replaced so that particular issue isn't a problem but I'm sure there are other issues that sitting idle causes. Dried out seals on the motor maybe? Any problems caused by leaving a boat winterized long term (2 years) ? Sent from my iPhone using Tapatalk  

Tranquil Waters Marine Services. They are in St Michaels now. $700.00. I thought the surveyor (Don) was knowledgeable and patient. Including the sea trial it probably took 4 hours  

I had my survey done by Don at Tranquil Waters as well. About the same price, same number of hours, included a short sea trial. Very thorough survey document with pictures and several followup questions answered.  

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Catalina 34 MkII Wing keel

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