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Owner's Review of the MacGregor 26 Sailboat Models

There is some confusion about all of the different MacGregor 26 models and some controversy about their sailing abilities.

The MacGregor 26 evolved after the Venture 22 and the MacGregor 25, which had been built from 1973 to about 1987. The M25 had a weighted centerboard keel like other trailer able sailboats but featured positive flotation, a low price, easy trailer ability and a comfortable interior with an enclosed head (porta-potty). These features carried forward into M26 models and helped make MacGregor one of the bestselling sailboats.

Differences in MacGregor 26 Models

• The MacGregor 26D (daggerboard), built from about 1986 to 1990, introduced water ballast to replace the weighted keel. When the water was drained for trailering, the boat weighed only 1650 lbs, making it even more attractive for towing with a regular automobile. The daggerboard, like a keel, helps prevent the boat from being blown sideways but could be lifted up for shoal water and trailering.
• The MacGregor 26S , 1990 to 1995, replaced the daggerboard with a swing centerboard (which kicks up in an accidental grounding) and made other smaller changes. Together, the 26D and 26S are often called the "classic" MacGregor 26, and sometimes the 26C. Owners of these earlier models tend to refer to them as "the real sailboats" prior to the changes coming with the MacGregor 26X.
• The MacGregor 26X , 1996 to 2004, marked a major change from the earlier "classic" M26 models by allowing a relatively huge outboard engine that essentially turned the 26X into a powerboat with a mast. Earlier models typically carried outboards as low as 5 or 6 HP (max. 10 HP), but the 26X now took up to 50 HP. For comparison, many thirty-six foot sailboats of this era, displacing more than five times the M's weight, had inboard engines of 25-30 HP. The water ballast could be drained of power, allowing the M26X to come up on a plane like a speedboat. The outboard well had to be moved to the centerline, with twin rudders to each side, and steering changed from tiller to a small powerboat-type steering wheel. The cabin height was increased for greater room inside and the boat is said to sail less well than the earlier 26.
• The MacGregor 26M (motorsailor), 2005 to present, continued the 26X's trend, now allowing up to a 60 HP outboard. The swing centerboard was replaced with a daggerboard to free up more space below and the second tier of windows was added with standing headroom. The boat is advertised to motor at 24 MPH. In addition to the water ballast, there are 300 lbs of permanent ballast, likely needed for stability with so much windage and the high weight of the engine. At 2550 lbs dry (excluding engine), it now needs stronger vehicle and tow package.

Risks and Precautions

Many traditional sailors joke about MacGregors because of the light fiberglass construction (the hull can "oilcan" flex in places if you push hard against it) and its powerboat characteristics since 1996. Many say it is not a "real sailboat." Most misunderstood, however, is the water ballast that has been a hallmark of all twenty-six models.

The water ballast tank is horizontal and only a foot or so beneath the surface, unlike a vertical ballasted keel or centerboard that extends much deeper. Some have even questioned how water, weighing the same as the water displaced by the boat, can be called ballast at all. The ballast tank has been well engineered, however, and does provide righting moment the same as a keel when the boat heels over, because the weight of water far out from the centerline on the "uphill" side (in the air once heeled over) does pull the boat back down the same as a weighted keel.

This does mean that the boat is more tender, or tippy, initially. A story has been told about a sailor on one edge of the deck who grabbed the mast when the boat heeled, and his own weight pulling on the mast that far above the waterline caused the boat to capsize all the way over. Whether true or not, the story illustrates a common perception of how tender the MacGregor is.

It is true that an M26 with 10 people aboard capsized with two fatalities -- most likely due to uneven distribution of the human weight on the boat.

Safely Sail the Water-Ballast

In normal conditions, however, careful sailors can safely sail the water-ballast M26 by following standard precautions:

• Reef sails when the wind is blowing.
• Maintain good balance with crew weight balanced against heeling.
• Prevent accidental gybes.
• Keep the ballast tank full and well-sealed.
• Maintain steerage control at all times.
• Heave to or take other storm action in high wind or waves.
• Don't drink and sail.

The larger safety issue is that for many owners, the M26 is a "starter boat" and they may not have the experience or knowledge to avoid possible problems in time. The bottom line is that anyone who goes sailing needs to be fully aware of the limitations of their boat and practice all safety guidelines.

Experience With the MacGregor 26S

Having owned and sailed a 26S extensively for three years, it indeed sails fairly well and lives up to its reputation of being a roomy and easily trailered pocket cruiser. This sailboat can meet most budgetary needs and has room enough for a family of three to cruise for up to a week at a time.

It is a light boat, but with sailing experience and caution, trouble in winds to thirty knots can be easily avoided. The fiberglass is thin but you can avoid running into rocks. Thousands of MacGregor owners have had experiences where they thoroughly enjoyed sailing.

Keep in mind that it's a light boat and always take the precautions listed above. For powerboat owners of the 26X and 26M, the boat should be as safe as any powerboat but do not hit a rock or another boat at 24 MPH.

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MacGregor 26 (newer model)

This hybrid powersailer is so popular that the company has a year- long backlog of orders. its an inexpensive entry level sailboat also capable of towing a water skier..

MacGregor Yachts, one of the largest builders in the US, has a well-established reputation as the producer of inexpensive boats. Located in Orange County, California, its plant sits across the street from the former headquarters of Westsail and Islander in a neighborhood that in 1973 built more than 24,000 boats with a retail value of $88 million. A year later, the number of boatbuilders shrank from 46 to 22. MacGregor endured by sticking to a business plan that is strong on financial and management principles and devoid of romance.

The company was founded by Roger MacGregor as a hobby following his successful completion of the MBA program at Stanford University, where he graduated Phi Beta Kappa, second in a class of 200; he had previously graduated Phi Beta Kappa with a degree in economics from Occidental College.

MacGregors studies at Stanford produced a business model based on the sailboat industry that he eventually used as the blueprint for the company. In 1964, while employed at Ford Aerospace, he began building boats as a hobby. Wife Lou, who is still active in the business, oversaw the embryonic stages of the company.

In 1967, when I was finally making more money from the hobby than my real job, I moved into boatbuilding full time, he recalled.

Since that modest beginning the company has built more than 37,000 boats in its 65,000-square-foot factory, and has annual sales of $10 million. It employees 150 people.

Initially marketed under the Venture brand, the name was changed to MacGregor in 1977. Though the company focused on 22- to 25-foot fiberglass sloops, it made a foray into the big boat market in the 1980s with the MacGregor 65 ULDB, which MacGregor claims was the most successfully produced big boat in the industry. A decade earlier, MacGregor built a 36′ catamaran.

Unlike many industry doomsayers, MacGregor doesn’t agree that the sailboat market has dried up; he thinks people have lost interest because of a perception that sailing is too complicated. To attract newcomers to the sport, he builds boats that are simple to operate, require little maintenance, and are low-priced. His 28-page owners manual is written in everyday English, and includes basic sailing instructions. He also has recruited a loyal dealer network that understands the product and caters to first-time buyers.

MacGregors strategy is to concentrate the entire production effort on one boat so as to amortize production and tooling costs over a long run.

Over the years we have zeroed in on the 26-footer for a number of reasons. It is the largest boat that can be easily and safely trailered and launched, and economically shipped in containers.

Originally introduced as the 26X, the new model replaced an earlier MacGregor 26, a water-ballasted sloop previously reviewed in PS (November 1, 1987 and August 1, 1995); 7,000 of the first model were produced. Since its introduction in 1995, 4,000 of the new 26s have been built, and the company enjoys a backlog of orders stretching into 2001. MacGregor sees no need to increase production, which currently turns out one boat every two hours.

The Design The 26X, conceptually similar to the powersailers built by Lancer in the 1980s, represents MacGregors attempt to reach several markets with a boat capable of sailing at 7 knots and powering at 20-plus knots.

From an aesthetic standpoint, the boat gets average marks. Viewed from the bow, with an entry angle of 18, it has a conventional appearance. Viewed from the beam, its high topsides are evident. Freeboard amidships is 3′ 5″.

Unlike the rounded sections of her predecessor, the new model has a flat, straight bottom designed to enhance planing while under sail or power. It also has a harder turn of the bilge, which translates to a higher initial righting moment. Some owners say the boat will carry a genoa in 15-18 knots of wind before reefing the main or shortening the headsail.

The boat displaces 3,750 lbs. with full tanks; the sail area/displacement ratio (SA/D) is 19 and the displacement/length ratio (D/L) is 138, which indicate the potential for speed.

However, MacGregor says, these figures don’t mean much because crew and gear weight is such a big part of the all up weight. He said that every 100 pounds of weight in the boat reduces speed under power by one mile per hour.

Construction MacGregors theory is that he can sustain his success by eliminating inconsistencies and waste from the production process. Fiberglass fabrics used in the lay-up are cut in patterns and bundled in sequence for laminators.

The hull, deck and interior liners are solid, hand-laid fiberglass, and MacGregor brags that theres not a chopper gun in the factory; instead, workers use low-volume airless guns to wet out resins. No cores are used.

He is particularly rankled by critics who claim his methods are quick and dirty.

We have the neatest, most tightly controlled plant on the earth, and these boats arent failing, he said.

The lamination schedule calls for a layer of 1-oz. mat, followed by 10-oz. cloth, a layer of 1.5-oz. mat, 24-oz. roving, and layers of 1.5-oz. mat and roving. High-load areas in the centerboard trunk and bow have 15 layers of fiberglass built to a thickness of 3/4″; low-load areas are 3/16″-3/8″ thick.

The hull-deck joint is two outward-turning flanges that are secured with stainless steel bolts and locknuts with nylon inserts located on 4″ centers. The joint is bonded with 3M 5200 and the seam is covered with a rubber rail.

The liners are bonded to the hull with 6″ wide strips of mat and roving.

Boats built since spring 1999 have a new deck structure. Older boats have a balsa-cored deck and companionway hatch. The new deck is stiffened by a series of solid fiberglass U-shaped beams with an outer flange bonded to the inside of the deck. The beams, which are on 4″-6″ centers, are filled with foam, over which are laid layers of 1.5-oz. mat; the deck liner is then laid over the deck, which compresses the foam and bonds the deck and liner.

MacGregor said the new method produces a stronger structure and avoids the problems of rot with balsa. The process also reduces weight by 125 lbs.

Water ballast is carried in a chamber that runs from 3′ forward of the transom to the V-berth; it is 4′ wide and acts as a longitudinal stringer. It is enclosed by a fiberglass module bonded to the hull.

This leaves precious little area below the sole for a bilge. Because there is no way to inspect the bilge without looking behind the galley, there is no way of knowing how much water is in it. The company now drills a 1/2″ hole in the sole below the companionway to allow bilge water to appear on the floor of the main cabin.

Without the hole it is possible for the boat to collect a really large, stability-threatening load of bilge water, MacGregor said. Since the liner floor area is essentially a watertight tub, the skipper had no way of knowing until it reached the level of the cutout in the face of the galley.

I prefer a more obvious warning. When he steps in the cabin and ends up with water up to his ankles he will get the message. I recommend owners of older boats make a similar hole, being careful not to drill into the water tank.

One owner said cleaning up bilge water on the sole is messy.

A company video shows that, will full ballast tanks, the boat is self righting. With 120 lbs. of pressure on the jib halyard, the mast lay in the water, and immediately popped upright when the halyard was released; MacGregor said the limit of positive stability is about 115.

MacGregor also claims the boat has positive flotation; the same video shows a boat still floating that is filled with water halfway up the cockpit floor. Flotation is Styrofoam blocks in the cockpit coaming, bow, and under the anchor locker.

As weve written before, water ballast doesn’t produce as stiff a boat as lead, but because you can drain it on the ramp (or dump it underway going 8 knots or faster), you don’t have to tow it down the road.

The centerboard is hollow with drain holes, the bottom of which is filled with resin. It weighs 25 lbs., compared to 600 lbs. in the original 26. The board retracts into the hull, thus avoiding potential damage while launching and loading.

Access to deck hardware and wires is via liner plugs mounted throughout the boat; access to the motor mount and rudder mount are through a hatch in the stern.

The mast is a 7/8 fractional rig with swept-back spreaders and two shrouds; spreaders are mounted in sockets on the mast, an improvement over the original 26. MacGregor constructs the spar from 3″ x 4″ extrusions with wall thicknesses of 1/8″. Standing rigging is 1/8″ 7 x 19 wire on the stays, and 5/32″ 1 x 19 for the shrouds.

Despite criticism that the rigging is too light, MacGregor said, These rigs just don’t come down.

Chainplates are bolted through the hull with stainless steel bolts, washers and nuts. They are strong enough that during construction they are used to remove the hull from the mold;

Deck The cockpit and deck are typical of boats this size; however, there are no side decks so movement forward is over the cabintop. There are lifelines running from the stern pulpit to the base of the bow pulpit; owners with small children would be well-advised to install safety netting at the bow.

Deck hardware consists of two Lewmar #6 winches and cam cleats for the centerboard and furler lines, vang and halyard, located atop the cabin. The centerboard raises easily from the cockpit.

The helm is a movable seat on the transom behind a steering pedestal; cockpit seats are more than 6′ long, and wide enough to be comfortable for most adults.

Because of its size, the small stainless steel steering wheel looks out of place in the cockpit; however, it is reachable from the helmsmans seat, or the rail.

The mainsheet terminates at a padeye atop a stainless steel pipe inside the pedestal. Though the mainsheet arrangement is convenient to the helmsman, we think a sailor intent on proper sail shape will be frustrated.

MacGregor disagrees. The vang (a $69 option) will control the leech adequately.

The boat is equipped with twin rudders, which improves handling when heeled, and provides space on the transom for up to a 50-hp. motor. The rudders raise easily with ropes cleated on the transom.

The motor is raised electrically from controls on the steering pedestal. One boat we inspected had the cables hidden under a polypropylene strip on the cockpit sole, and on another boat they were led through a hole in the side of the cockpit aft through the stern.

A stainless steel rod attached to the rudders and the front of the motor allows moving them simultaneously.

We were alarmed at the location of the factory-installed stern ladder, which is mounted between the port rudder and the engine, close enough to the engine propeller to be a hazard. Todd McChesney of Bluewater Yachts in Seattle, with whom we sailed, installs a ladder fabricated in Seattle that is mounted outboard of the rudder, a better alternative.

Accommodations The area belowdecks feels spacious, a reflection of the 90″ beam, lack of bulkheads or visual intrusions, shiny gelcoat surfaces that are devoid of any wood trim, and reasonable headroom. The company advertises standing headroom. We measured 510″ headroom at the foot of the companionway, but theres less amidships.

Accommodations include a king-sized berth below the cockpit, galley and two settees to port, head and dinette to starboard, and V-berth large enough for two adults.

Though the boat is advertised as having sleeping accommodations for six, MacGregor says thats two too many. The aft berth measures 90″ x 78″, and has enough headroom to use the hull as a backrest. The forward V-berth is 76″ wide at the head, and the dinette converts to a double that measures 80″ long and 41″ wide.

Except for a smoked Plexiglas door enclosing the head, the entire area is wide open, so privacy curtains fore and aft would be high on our list of additions.

The dinette is elevated, providing virtually 360 sight lines through fixed ports, forward hatches and the companionway hatch-a good touch. The table, which is nearly 36 inches square, has a clever feature-a clear acrylic insert flush with the surface of the table under which a chart can be placed. The aft dinette seat is 41″ wide and 18″ deep; the forward seat is slightly smaller.

Stowage below the forward seat extends to the V-berth, and stowage for a removable 48-quart ice chest is located below the aft seat.

The head is marginally large enough to allow showering. It is 25″ wide, 40″ long, and has 57″ of headroom. The only furnishings are a molded sink, small storage area, and a mirror on the bulkhead. A porta-potty is equipped with a holding tank.

The galley is quite small. Counter space consists of several 4″ x 5″ ceramic tiles, a molded fiberglass sink with a freshwater faucet, and cutout for an optional two-burner stove. The galley could use more stowage.

The finish of stowage areas isn’t great; we found rough surfaces on the hull as well as fiberglass shards that can produce cuts.

Performance We tested the boat on a dead calm day so were able to try her agility under power. We had to rely on owner comments for input about sailing characteristics.

Because of its high profile and hull shape, upwind performance is average at best. Most owners opt for a CDI roller furler, a $495 option.

I usually allow 95-105 for a tack, the owner said. Absolute perfect sailing is in 10-15 knots of wind on a close reach. Ive sailed the boat in as much as 35 knots with reduced sail.

Gene Arena, a dealer who has represented MacGregor in San Francisco since 1968, said the boats fare well in the bays gusty, lumpy conditions.

We have to reef this boat sooner than a typical 25′ keel boat, he said, but even novices learn to sail the boat quickly. We typically put the first reef in when wind speed reaches 15-20 knots; when wind speed exceeds 25 knots we tuck in the second reef and reduce the headsail to 65%.

The calculated jib sheeting angle is 11, but Arena said, I don’t think this boat points as well as the old 26 because it has more windage and a different hull shape, so the best bet is to foot off 10.

An owner who sails regularly on San Francisco Bay said, My wife and I sail the boat regularly in 20-knot winds with no problems. With a reef in the main, shes stable and sails well, heeling about 15. But Id never take her into blue water.

Another owner, who sails off the coast of Northern California, said, We typically have 15-20-knot winds, and long 8′-10′ swells, which she handles easily. I think this is an outstanding boat. I was knocked over 50 by a 40-mile per hour gust, and she popped right up and nothing broke.

A Puget Sound sailor, who said he usually sails the boat under shortened sail, records speeds of 8 knots on a broad reach with the genoa. I also like the fact that the bigger motor allows me to fight the heavy current we experience in the Northwest, he said.

The PHRF handicap is between 240 and 250.

MacGregor claims top speed under power exceeds 20 knots, which we confirmed on our test with a boat powered by a 50-hp. outboard. A 9.9-hp. will push the boat at 6-7 knots, a 25-hp. at 12-14 knots. Most buyers opt for the 50-hp. motor. But the added weight of the big outboard has its downside. One owner said, The boat ends up with too much weight aft with 180-230 pounds of motor on the stern, ballast tank, gas tanks, and passengers.

In addition to straight-ahead speeds, we made 360 turns at 18 knots with relative ease and noted that the boat stays relatively flat. In choppy seas, the flat bottom could be expected to pound.

As for its seaworthiness, Roger MacGregor said, The 26 was designed for typical small cruising boat use-inland waters and limited coastal sailing. It is too small to be a long-distance passagemaker. It wont hold enough gear and supplies, and the long-term, day-after-day motion of a small, light sailboat can be tough on the crew.

There are thousands of these boats out there, and many have been caught in, and survived, some really extreme weather conditions, on both lakes and oceans. Like most small cruising sailboats, the 26 can handle high winds and nasty seas, but risk and discomfort levels increase dramatically in severe weather. To maximize fun and safety, most of our owners wisely keep a watchful eye on the weather and try to avoid severe conditions.

Conclusion Theres no question MacGregor is building an inexpensive product that sells for $4,000-$6,000 less than its primary competitors. The list price for boat, sails and trailer is $14,995 FOB the factory. Genoa and gear, roller furling, cruising spinnaker, vang, mast raising system, stove, cushions and transportation jump the price to $17,000; add $5,000-$7,000 for engine and electronics.

They also enjoy relatively high resale. Two-year-old boats on the market are selling for 85%-90% of their original prices.

The owner of a recent model sums it up well, She is fast enough to be pleasurable, forgiving enough that I can be stupid, balanced enough that I can be lazy.

The two-year warranty covers all parts manufactured by MacGregor.

Contact- MacGregor Yacht Corp., 1631 Placentia, Costa Mesa, CA, 92627; 949/642-6830.

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I’d like to add that my MacGregor 26 M has as much room as some 35 footers. I bought it new in 2006 and I will never tire of it! It is the “Jeep” of sailboats, it can float in 12″ of water, and can drive right up on the beach. With a 4-stroke Merc 60 hp, she’ll do 21 mph fully loaded (actually overloaded). She’ll get up on a plane and you’re gone, baby! And at terrific fuel mileage. She sails ok but you won’t win any races, however it wins points being able to sail on a beautiful sunset evening, with nothing but music and no engine noise. She is amazing and people are curious to see how it functions and love it. In Puget Sound the weather changes quickly, but you can get home or back to safe harbor lickity-split, Thank you Roger MacGregor! Mike Jones “Antares”

There is so much information to read I’m wondering if the information to be processed is still relevant. I learn so much about the Mac Gregor 26. This sailboat sounds to amazing to be true in todays market prices. Just starting to to research and there are a lot of older ones out there for sale. Millions dollar question -wait and get new or get old to learn as I go knowing a boat will be more costly so I have to have some throw-away cash on the side

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Cruising Boat Spotlight: The MacGregor 26M

By: Pat Reynolds Sailboats

Generally speaking sailors are an opinionated bunch but, as a baseline, are okay with any boat you choose because at the end of the day, you’re still sailing and that’s a good thing. Oh, except for one boat – the MacGregor 26M. That boat can start a fight. What do you mean? It’s just a little day sailor with twin rudders, retractable keel for easy tailoring and a relatively spacious cuddy cabin, perfect for overnighting – how on earth could that annoy anyone? We’ll get into it, it does.

None of this makes immediate sense, but the mention of a MacGregor 26M makes eyes roll… in slow motion… all the way around. There are cases of sailors going to the emergency room from rolling there eyes too hard when someone mentioned the MacGregor 26M – that’s how severe all this is. Oh, and to make things a bit more confounding, it’s the best selling cruising sailboat there is – the company (that has now closed it’s doors when owner Roger MacGregor retired) sold over 38,000 boats. So, let’s get down to it. What is the issue?

That outboard!

The MacGregor was designed and marketed to non-sailors or would-be (sort of) sailors. It seems the company gave deep consideration towards something of a fictional demographic – a group of people who didn’t have any great knowledge of sailing but who like the idea of it. They assumed these people would probably not embrace the low speeds associated with traditional sailing – might be a deal breaker, so they slapped a big fat outboard on the transom and that problem was solved! Some MacGregors have engines as large as 70-HPs and can top 20-knots. MacGregor critics have said many times: “ If you try and make something that’s both a powerboat and a sailboat, you’ll end up with the worst of both. ” This may be true, but it’s safe to say most MacGregor owners don’t care. They just dropped the main and took off to beat the rain and get home for dinner. To this critique many M26 sailors will say, “ enjoy that squall while I enjoy my medium rare Porterhouse! ”

High freeboard

Another characteristic that bothers traditional sailors about the MacGregor 26 M is the design or “lines.” There are none. It’s really more of a powerboat blueprint but the boat does have some innovative elements like, for instance, a water ballast system that compensates for the lack of a keel, a rigging system that helps get the boat rigged in around 15-minutes, a rotating mast and a sliding galley that provides for accommodating more passengers. The high freeboard design isn’t sexy, but it does allow for a surprising amount of room down below. The little boat sports two large double berths/two singles, a dinette, galley, six-feet of headroom and a fully enclosed head.

Cheap or inexpensive?

This is another area where new MacGregor boat owners rejoice and critics scoff. A new boat, loaded, was around $35,000 in 2013 when they stopped producing them, but now used M 26M’s can be found for $20K or less. The scoffers believe there is no price point that will ever tempt them into stepping foot on a MacGregor 26. The boat, for some, represents a cheapening of the sport – a stripping away of the elegance and dignity that sailing withholds, leaving us with a mutant powerboat that wants to call itself a sailboat when the mood strikes. Not a pill purists will swallow.

Like them or not, one thing that is indisputable about the MacGregor 26 M is they have brought many non-sailors into the sailing universe. More than a few owners have gotten the sailing bug because they could afford it and then moved towards boats that were designed expressly for sailing.

We say live and let live. If you want to buy tarps and a dowel at Home Depot and fasten them to a canoe, that’s cool with us – as long as it’s safe. Although we’ll admit, when it comes to the MacGregor 26M, we’d much rather see you raise the sail and feel that heel than see you fire up that 70 h.p. and pull the waterskier around the lake. Besides, it’s cheaper to sail!

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MacGregor 26 Boat Reviews

Boat Review Date: June 2010 Author: Mike Brown Overview

Here is one trailable sailing boat whose most distinctive attraction is not its ability to sail. Instead it is its great ability as a fast power cruiser. That it sails well too and has a mass of clever features seems almost like a bonus.

Unlike the vast majority of US imports, the MacGregor 26 with its 2.34m beam is also trailable without restrictions, and its trailing weight of 1400kg (plus motor) makes it an easy pull. Its accommodation is so spacious and well laid-out that it would make a very acceptable caravan. The idea of touring Australia with free accommodation and the ability to cruise anywhere there is enough water is very attractive. A price of $45,000, again plus outboard motor, is attractive too.

The point of the plus-motor reservation is that the power range of this boat is from 5 to 60hp, or nothing at all of course. Five will give the sort of performance usually acceptable in an auxiliary, and 60 is good for 22 knots. For a long weekend at Rottnest you might decide to leave the mast at home and be a powerboat. Or when the wind fails you, you do not have to go home at idling speed.

The trick to this is a hull shape suited to planing, coupled with low weight. To get the necessary weight in the right place for sailing, the MacGregor relies on water ballast, 520kg of it, to add to the 136kg of permanent ballast. The water is taken on by opening a transom valve, and drained either by getting over eight knots under power or when back on the trailer.

The weight is of course entirely within the hull so the righting moment is not as great as a ballast keel would give, but seat of the pants on review day said stiffness was acceptable. Keel area is given by a daggerboard that increases draught from 0.3m to 1.75m.

Rigging proved to be a one-man job. A hand winch is provided for raising the mast, but there is so little weight involved it is not vital. Forestay and two pairs of shrouds, one on swept-back spreaders, support the mast without the help of a backstay. It is a rotating mast, giving better airflow to the mainsail.

The sail area, main and genoa, is 37sqm, which is pretty effective on this light boat. We had only around 7 to10 knots of wind, yet saw a best boat speed of five knots. On the wind speed dropped of course, but the MacGregor showed itself to be closer winded than I expected.

Steering is by wheel – inevitable when it needs to control both a pair of kick-up rudders and the motor. When sailing, the motor disconnects from the steering and locks amidships with a very quick and neat gadget. The wheel, mounted on a pedestal carrying the electronics, is powerboat sized but required very little effort in sailing mode.

All the control lines lead back to the cockpit where a pair of winches is mounted. There is nothing complicated about the layout, and a converting power boatie would soon get the hang of things. There is no doubt that the big market for this boat lies more with him than with the traditional sailors.

Below the boat seems huge. All but a few inches of its length is devoted to living space and, with the absence of side decks, the same applies to the beam. A toilet lives between two partial bulkheads, but otherwise it is all open space. A mirror covering most of one bulkhead makes the space visually larger.

There are permanent double beds at each end and two part time singles amidships. At other times they are a dinette and a couch. An ingenious sliding galley moves to wherever is convenient at any moment. An icebox is below one of the dinette seats, and general storage under everything else that is not taken up by foam flotation. Moving around is unhampered, and requires no bending in the main part of the cabin.

Up top is uncrowded too. The cockpit is big enough to seat half a dozen comfortably, and would even take a couple of al fresco sleepers. The lack of side decks is no handicap to movement: stanchions and guard wires protect the pathway over the cabin top. The foredeck has a substantial pulpit and good anchoring arrangements: the anchor is stowed powerboat fashion, and the lidded anchor well has capacity for plenty of cable.

The fuel capacity of 90L in portable containers under the cockpit seats would give useful range purely as a powerboat, and practically limitless as a motor sailer. With extra fresh water containers on board, a week’s cruise for four could be contemplated – quite something for such a modestly priced boat.

Price without motor           $45,000

Length overall                   7.87m

Beam                               2.34m

Draught, board up              0.30m

Draught, board down          1.75m

Sail area                            37sqm

Fuel capacity                      90L

Fresh water                        19L

Boat weight                        1156kg

Trailing weight                    1400kg (plus motor)

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         Macgregor Boats For Sale

Macgregor 26 boats for sale, macgregor 26 boat review.

Boat Review Date: June 2010 Author: Mike Brown Overview

Here is one trailable sailing boat whose most distinctive attraction is not its ability to sail. Instead it is its great ability as a fast power cruiser. That it sails well too and has a mass of clever features seems almost like a bonus.

Unlike the vast majority of US imports, the MacGregor 26 with its 2.34m beam is also trailable without restrictions, and its trailing weight of 1400kg (plus motor) makes it an easy pull. Its accommodation is so spacious and well laid-out that it would make a very acceptable caravan. The idea of touring Australia with free accommodation and the ability to cruise anywhere there is enough water is very attractive. A price of AUD $45,000, again plus outboard motor, is attractive too.

The point of the plus-motor reservation is that the power range of this boat is from 5 to 60hp, or nothing at all of course. Five will give the sort of performance usually acceptable in an auxiliary, and 60 is good for 22 knots. For a long weekend at Rottnest you might decide to leave the mast at home and be a powerboat. Or when the wind fails you, you do not have to go home at idling speed.

The trick to this is a hull shape suited to planing, coupled with low weight. To get the necessary weight in the right place for sailing, the MacGregor relies on water ballast, 520kg of it, to add to the 136kg of permanent ballast. The water is taken on by opening a transom valve, and drained either by getting over eight knots under power or when back on the trailer.

The weight is of course entirely within the hull so the righting moment is not as great as a ballast keel would give, but seat of the pants on review day said stiffness was acceptable. Keel area is given by a daggerboard that increases draught from 0.3m to 1.75m.

Rigging proved to be a one-man job. A hand winch is provided for raising the mast, but there is so little weight involved it is not vital. Forestay and two pairs of shrouds, one on swept-back spreaders, support the mast without the help of a backstay. It is a rotating mast, giving better airflow to the mainsail.

The sail area, main and genoa, is 37sqm, which is pretty effective on this light boat. We had only around 7 to10 knots of wind, yet saw a best boat speed of five knots. On the wind speed dropped of course, but the MacGregor showed itself to be closer winded than I expected.

Steering is by wheel – inevitable when it needs to control both a pair of kick-up rudders and the motor. When sailing, the motor disconnects from the steering and locks amidships with a very quick and neat gadget. The wheel, mounted on a pedestal carrying the electronics, is powerboat sized but required very little effort in sailing mode.

All the control lines lead back to the cockpit where a pair of winches is mounted. There is nothing complicated about the layout, and a converting power boatie would soon get the hang of things. There is no doubt that the big market for this boat lies more with him than with the traditional sailors.

Below the boat seems huge. All but a few inches of its length is devoted to living space and, with the absence of side decks, the same applies to the beam. A toilet lives between two partial bulkheads, but otherwise it is all open space. A mirror covering most of one bulkhead makes the space visually larger.

There are permanent double beds at each end and two part time singles amidships. At other times they are a dinette and a couch. An ingenious sliding galley moves to wherever is convenient at any moment. An icebox is below one of the dinette seats, and general storage under everything else that is not taken up by foam flotation. Moving around is unhampered, and requires no bending in the main part of the cabin.

Up top is uncrowded too. The cockpit is big enough to seat half a dozen comfortably, and would even take a couple of al fresco sleepers. The lack of side decks is no handicap to movement: stanchions and guard wires protect the pathway over the cabin top. The foredeck has a substantial pulpit and good anchoring arrangements: the anchor is stowed powerboat fashion, and the lidded anchor well has capacity for plenty of cable.

The fuel capacity of 90L in portable containers under the cockpit seats would give useful range purely as a powerboat, and practically limitless as a motor sailer. With extra fresh water containers on board, a week’s cruise for four could be contemplated – quite something for such a modestly priced boat.

Price without motor           AUD $45,000

Length overall                   7.87m

Beam                               2.34m

Draught, board up              0.30m

Draught, board down          1.75m

Sail area                            37sqm

Fuel capacity                      90L

Fresh water                        19L

Boat weight                        1156kg

Trailing weight                    1400kg (plus motor)

Hunter 260 Vs. MacGregor 26 Sailboat (2024): In-depth Differences

Do you crave frequent open-water adventures as the glistening waves rush past you?

Then obviously, getting a boat has popped up in your mind. And today, I’ve brought forth a deep analysis of two of the most fantastic boats you can look into before owning one.

Hunter 260 is expensive, while MacGregor 26 is slightly affordable. Hunter 260 weighs 4420 lbs, whereas MacGregor 26 weighs 2250 lbs.

Now, let’s get into the backbone, the real deal of this discussion. I’m more than ready! Are you?

A Simple Comparison Table

Key Differences Between Hunter 260 And MacGregor 26

The cost factor never slips our minds whenever we are torn between products.

We want to see our money put to good use.

Hunter 260 knows its way around the waters, has a complete electrical system, and is highly sturdy.

The boat is pricey, ranging between $18,750 and $27,800. Disclaimer: it’s worth every penny!

In contrast, MacGregor 26 has a slightly lower cost. You can get this magnificent asset for as low as $10,900. With this boat, you don’t have to worry about rough winds or thirty knots.

Also Read: Differences Between Sea Ray And Stingray Boats .

If there is one factor that varies among boats is the weight. That said, do you prefer a lightweight or a heavy boat? A Hunter 260 has a higher density, weighing 4420 lbs.

Did you know that a heavy vessel has more stability and the ability to stay put even when strong winds and rough waters come their way? Well, now you do!

On the other hand, MacGregor 26 weighs 2250 lbs. The upside of a light watercraft is that it accelerates at a higher rate. Moreover, it tends to react more effectively to trims, lowering drags.

Size is another point of consideration regarding the boat to choose. A Hunter 260 is more minor in size. But don’t let that fool you; this boat can carry 5,000 lbs of weight, which is more than most can handle.

On the contrary, MacGregor 26 is much larger. The overall length is 25.82 feet, the waterline is 23 feet, and the draft is 5.50 feet. So, be the judge; small-sized or a large boat?

Hunter 260 is a small boat, but its amount of space is remarkable. It has more room in the cabin and the cockpit than MacGregor 26. The boat is a home away from home.

Inside the cabin are a large seat, galley, holding tank, and double bed. Your long vacations are possible aboard this one-of-a-kind vessel. I could go further about how incredibly spacious the Hunter 260 is, but I’m sure you already get the point.

Perhaps you live on one side, and all you need is a watercraft to quickly take you to the other side. And now, you are out of choices and don’t know what to do. I have the perfect solution for you.

MacGregor 26 has excellent speed and can push past 24 knots, which is fast enough to handle a water skier. Regarding speed, there is no argument that the MacGregor gets the job done.

• Maintenance

High maintenance can lead to unnecessary costs that can be too expensive for our budget.

MacGregor 26 has low maintenance, so you don’t need to frequently go back to your pockets after purchasing it.

On the flip side, Hunter 260 comes with high maintenance.

Due to constant cracks that cause water infiltration, you need to fix it with epoxy or glass fiber.

Here comes the good part; the cost of maintenance is low.

Hunter 260 and MacGregor 26 are both quality vessels, but one is a giant step ahead. Can you make a guess?

I take that back; let me fill you in on the details. Hunter 260 has quality written all over it. The trim is epic, accurate fittings, and the deck structure is well thought out. Moreover, there are three opening ports and windows that provide you with excellent ventilation.

Horsepower is determined by the amount of power an engine emits. The horsepower of MacGregor is 50 to 70, much higher than Hunter 260. The more the boat’s horsepower, the quicker it is and the more fuel consumption.

Usually, the HP for Hunter is ten, which means the acceleration is reduced. But the upside of this is that fuel usage is reduced.

Which Boat Should Be Your Pick: Hunter 260 Or MacGregor 26?

You can never go wrong with either of these crafts, and that’s the best part. Plus, now that you have more details about them, you can choose wisely.

Are you going for quality or low cost? That’s the first question you should ask yourself.

If quality concerns you the most, Hunter 260 should be more than enough for you. I recommend you go with the same if you want more interior space to boost your comfort.

Nonetheless, you should put MacGregor 26 on your shortlist if you are looking for a lightweight boat with incredibly high speed.

Also Read: Sea-Doo Sportster Or Speedster Jet Boat ?

Frequently Asked Questions (FAQ)

Any sailor that has had an experience with MacGregor can confirm their spectacular and unforgettable experience with it. This lightweight boat is made of thin fiberglass that prevents you from running into rocks. Also, with care and caution, you can easily handle troublesome winds.

Under power, a MacGregor 26 50-HP motor can run past 20 knots. A 25 HP can go for 12 to 14 knots.

In 2013, when the production of MacGregor 26 boats stopped, it used to go for $35,000.

Currently, MacGregor manufactures yachts and boats in South Florida, providing buyers and sellers with a wide range of services.

Wrapping Up

The Hunter 260 and MacGregor 26 conversation has been a complete blast! Hopefully, you feel the same way. So, which boat has caught your eye?

Hunter 260 is a bit pricey, but the interior space is spacious, and the quality is exceptional with all comforts of home. However, MacGregor 26 has excellent speed, lighter weight, and, better yet, pocket-friendly. Happy cruising, captain!

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• Sailboat Guide

Macgregor 26S

Macgregor 26S is a 25 ′ 9 ″ / 7.9 m monohull sailboat designed by Roger MacGregor and built by Macgregor Yacht Corp between 1990 and 1995.

• 2 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 3 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 4 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 5 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 6 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 7 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 8 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 9 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 10 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 11 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 12 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 13 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 14 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 15 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 16 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 17 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 18 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 19 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 20 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 21 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 22 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 23 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 24 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 25 / 42 Crete, IL, US 1991 Macgregor 26S $6,500 USD View
• 26 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 27 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 28 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 29 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 30 / 42 Fort Worth, TX, US 1991 Macgregor 26S $7,000 USD View
• 31 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 32 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 33 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 34 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 35 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 36 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 37 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 38 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 39 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 40 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 USD View
• 41 / 42 Seattle, WA, US 1994 Macgregor 26S $6,075 USD View
• 42 / 42 Lehi, UT, US 1995 Macgregor 26S $5,500 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)

Dry boat weight: 1650 lbs. Centerboard weight: 50 lbs. An earlier model, called the MACGREGOR 26D was similar but with a (vertically) lifting keel. (also with water ballast = reduced weight for trailering. Not to be adjusted while sailing). Spinnaker area: 360 sq. ft. Thanks to a number of Macgregor owners for providing corrections and updated images.

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Macgregor 26D

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MacGregor 26D-vs-26S

• Thread starter Mike
• Start date Apr 8, 2008
• Forums for All Owners
• Trailer Sailors

I currently have an Oday Daysailor and wish to move up to a larger trailer sailor. After much research I have decided on a MacGregor 26S; however I have found a 26D that has many upgrades and modifications I would really like and can use. I know the difference between the to are the swing keel -vs- the daggarboard. So what would be the best choice, a clean well maintained 26D with many ugrades (the kind that matter rigging, rudder, electronics and livability)or a 26S a few years younger kept in a fresh water slip in good condition with a few upgrades (BB-Q, Carry on A/C) and modifications (rudder only) for about the same price.Any input would be appreciated.  

Mac 26 Mike, My friend Walter bought a 2002 Mac 26 with the centerboard. He wasn't too keen on MacGregors with dagger-boards because of what might happen if the dagger-boards were to hit something. So this is the main reason why he went for the centerboard instead. I've been told that the dagger-board Mac 26 is faster. I don't know about that. I never particularly cared for MacGregors myself, but I did get a chance to sail Walter's Mac 26 and I can honestly say that it sailed great! I was really impressed. I didn't even mind the wheel steering because the wheel is small. The cabin is set up real nice with an enclosed head and a great galley layout on the port side with the dinette table on the Starboard side. The only problem that I had with this boat is the high free-board when coming to a dock. You need a ladder to get on and off of it at the dock, and that's about my only concern. Outside of that, they're a great boat. My friend Walter passed away in January and the boat is up for sale. I believe they are asking $18,900 for it.Joe  

I have a D,.;... I was also initially worried about hitting bottom, but it has not been a problem. when in shallow water, I'll typically raise the D board a foot or two. -one pro for the Daggerboard is less maintenance. 'IF' the pivot bolt for the center board is worn, or needs work, its a pain to replace, as you must lift the boat off the trailer.-I hear the D is faster too, but maybe just slightly...-where do you sail? a man made lake with low water obstructions, then yes I'd go with the centerboard.otherwise the D seems like a better buy.-on the other hand, if you sell, you may run into similar resistance... plus the D's are older.-what year D? the 89 had the high cockpit coamings, and some foam (enclosure) above the VBeth IIRC. (I have a 88D, low coamings.)  

Agree with Doug I have a 26s and have never sailed a D. But I would think that the overriding concern you should have is the overall condition of the boats you look at, not the relatively small differences between the two models. The centerboard may ultimately have some issues, but those are probably once every 5-10 years. As for the difference in speed, the PHRF rating system for racing gives the D a 3 second per mile handicap over the S. That's the smallest diffenence they can give, and it's essentially insignificant.Get the boat that's in the best shape you can find and afford, and you'll probably be very happy with whatever model it is.  

my $.02 I have an S model but I know how much mods can cost. Unless the 26D mods are real hack jobs, I would lean that direction.The swing keel works best for me because our reservoir is low in the spring and fall and the slips aren't very deep then.  

low water sailing for a low water (mud bottom) lake, I'd go for the D.-my thinking is in low water, part of a daggerboad will sail better than part of a centerboard.at the dock, or motoring in less than 3' the rudder will be up too, and as will most of the 'boards'its the submerged rocks, oyster bars, and submerged trees that would sway me towards the S. (sudden, random hard obstructions, typical in man made lakes.).Again, what year D?  

CLR This is something that seams to be rarely mentioned about a 26S. Since the centerboard swings, you can control the CLR (Center of Lateral Resistance). This can have an affect on weather helm. I think that's kinda nice. Just one more thing that can be tweeked on the 26S.  

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Living Aboard MacGregor26

• Add to quote

We have been thinking of buying a MacGregor for years, mostly because we live right on the Intracoastal at a place that the bridge over the inlet does not raise (a MacGregor would let us lower the mast so we could get out to the ocean without having to sail 3 hours to the next inlet that has an opening bridge). This past week we sailed a few day sails on a friend's MacGregor (see photos and map of sailing location below) but it was on very flat water (river in Quebec). Has anyone sailed this boat in larger seas? Has anyone lived aboard for more than a few days? We would use it for 1-2 week trips to the Bahamas. http://blog.eboatlistings.com/wp-content/uploads/2014/07/quebec-screenshot.jpg http://blog.eboatlistings.com/wp-content/uploads/2014/07/canada.jpg http://blog.eboatlistings.com/wp-content/uploads/2014/07/CanadianSunset.jpg  

I have a Mac 25 (swing keel) and love it, that one appears to be the water-ballasted 26D which I am not familiar with. The longest I've been on it is a week, but I wouldn't recommend that for more than two people that get along really well. I got it because it has a shallow draft, easy to trailer, and stepping the mast is a breeze. I have mine set up so that it's a one-man operation. I've never been on salt water with it, but there is a group that sails to the Bahamas quite regularly and most of their fleet are Macs. Their site doesn't appear to have been updated in a while, though. Conch Cruisers Sailing Club A quick Google search seems to indicate that a lot of people have done it with no problem.  

live aboard or 2 week cruising? They are way different, especially over time. In the olden days, when I was young, I lived aboard a Cal 25 for about a year, until I tired of the frozen things aboard. This was near Annapolis on the Rhode River. I kept my "work" clothes in the car, used the marina shower and in general, enjoyed the time immensely. As nice as it was, there is no way I would head out to the bahamas or even offshore, except when I could run to shore when needed. The Mac is an OK boat, but is not built or designed to do what you are wanting to do. On many, (almost every), if not all ways. It is rigged with undersized components, few tie points for rigging are appropriate for heavey weather on the bay, let alone off shore. The Mac will be OK to liveaboard for a few days or a couple of weeks, but unless you are really agile and hardy, you will tire of it quickly. If you have a "we", the other half needs to accept the shortcomings as well. I would save my money, or spend what I have on an older, more traditional sailboat. Even a Sabre 28 is more comfortable on all fronts than the Mac.  

I guess I should have added my usual disclaimer...YMMV, and it is your money and will be your boat. Go for it, take the Mac to the bahamas. People do it on jetskis and flats boats all the time. OP did ask a specific question and I did my best to answer it. I chose, and have chosen many over the decades since living on the Cal, a sailboat, not a hybrid....it seems that even MacGregor can't decide what it is. Power or sail?  

I'm not really interested in the 26, but I haven't really heard of any catastrophic failure on such a trip with said boat. Not saying it hasn't or couldn't happen, though. This guy apparently does it with his 25 (which is a real sailboat, not a hybrid): The Wild Hair - Mac 25 Have you ever owned or sailed on a Macgregor?  

two actually, a Venture 21 that I lived on for a few months until I could trade it on the Cal, and then the Venture 25 to see how well they did a "bigger" boat. That 25 became the Mac 25, then the hybrid 26. The venture 21 was/is one of the most fun boats I have ever owned. I sailed it several times a week and all weekend long, even made a few Wed night races against some Helms 24 and similar boats. It was just not a liveaboard and not up to storms and nautical weather, even that of the bay. Just not enough boat between me and the water. As I said, the fit and finish was poor, and the fasteners and rigging ends were just sheet metal screws in to the fiberlgass. It is a good boat, as long as you understand her limits. And crossing the Gulf Stream (and yes, before you ask, I have done that many times) is not something I would do. Doesn't mean it can't be done, just not my cup of tea or risk. As I said they do it on jetskis and paddleboards and flats boat.  

That's cool. I've never had a Venture, but my Macgregor appears to be built better than what you described. Perhaps they stepped up their game as the years went by.  

If you read about the demasting it was a turnbuckle that backed out. It was his fault, not the boat. He should have locked the turnbuckle and checked his tension more often.  

Hi, I own the mac 26s.This is not the hybrid, but I think the interior space is very similar. I took her to the Bahamas this summer for 3 weeks. I had a great time with two adult and a small dog on board. The crossing was worse that I wanted E 10-15 knots seas 4-5ft period 5sec. It was choppy and wet ride with the bow under water many times. The boat took the 14 hours beating very well although she is meticulously maintained. I can't wait to go again next summer. Hope this helps.  

sztraki said: Hi, I own the mac 26s...I took her to the Bahamas this summer for 3 weeks... The crossing was worse that I wanted E 10-15 knots seas 4-5ft period 5sec. It was choppy and wet ride with the bow under water many times. Click to expand...

I have a Venture Newport 23--Did Philadelphia to Sea Isle City, NJ twice. Enjoyed both trips. The Delaware Bay can get rough and I lost part of the electrical system due to waves washing over the deck. I was aboard for 4 days. Enjoyed but going to the bathroom was difficult. Crawling was the main method of navigating the cabin. Currently, I have a Allied Princess 36'. No washer or dryer. No refrigeration away from dock. Limited water supply away from dock. But if I chose to live aboard, I would have enough room to hide from my wife if she did not look to far. People have lived aboard smaller vessels but others could not live aboard a 100' vessel. Not enough room. Dot and John  

I sailed a Venture 24 for years including crossings to Catalina and eventually some short point to point ocean races. knockdowns are a fact of life on a boat that light but she would bounce right back after dumping the sails. I loved that boat and would by another in a second. As with my first boat named "Joint Venture" i would scrap all of the cheap rigging, add a web of strengthening stringers from the chainplates forward and add additional bulkheads to the keel trunk.  

I've seen these online for sail for like $2,500.  

The Venture/Macs are an affordable entry into sailing. I bought my Venture 2-22 with trailer for $2300. Crossing to the Bahamas wasn't even a thought in my mind, only learning how to sail and it helped me on my way to achieving that goal. It was also at a price that, since I had never sailed before, wouldn't have been a huge deal should I have decided that I hated sailing. It did quite well on the Chesapeake and I survived to buy my next boat.  

If your primary restriction is getting past the fixed bridge look for boats with a mast in a tabernacle. These are specifically designed to dip the mast easily. Many were designed for use in Holland. You will have to do some looking (let a broker do the dirty work, that is what they paid for - by the seller). You should be able to find a much stouter boat for going to the Bahamas that will go under bridges.  

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