macgregor 26 sailboat reviews

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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Sailboat Reviews

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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MacGregor 26

PRICE: The 26M is still in production. Used versions of the earlier 26X can be had for less than $10,000 while a newer 26M sells for a little more than $29,000 with outboard and trailer-a bargain when compared to a new model that can sell for more than $35,000 with all the options. DESIGN QUALITY: Design compromises that allow it to function as a powerboat simultaneously eliminate sailing performance features found in many traditional sailboats of similar size. CONSTRUCTION QUALITY: Most of the 26X and 26M versions built during the past 15 years are still sailing. USER-FRIENDLINESS: The MacGregor 26 is comfortable above and below deck. It is designed so that a solo sailor can launch it from the trailer and step the mast using the simple winching system. SAFETY: Roger MacGregor and his team have sailed the 26X and the 26M in 50 knots of wind without significant problems, yet it is still just a coastal cruiser. Built-in floatation increases safety. Failing to fill the boat with water ballast can be dangerous, as can emptying the boat and running on engine power with too much weight above deck. TYPICAL CONDITION: Since the 26 tends to be purchased by older sailors and sailed in fresh water, the wear and tear is usually negligible. But some boats have been used hard and put away wet, so close inspection is warranted, especially in regards to the water ballast and trailer. REFITTING: Because the boat is still in production, parts are available. Owners of the older 26X tend to do minor refitting by adding shelving to the storage compartments, upgrading the galley, replacing standing rigging, adding shore power and a bow anchor roller. SUPPORT: Roger MacGregor prides himself on establishing and running a family-owned business that caters to its clients. There are several owner's groups, including www.MacgregorOwners.com and www.MacgregorSailors.com. AVAILABILITY: There are plenty of MacGregor 26s on the market, although many owners keep their boats longer than they might a full-keel saltwater cruiser because trailerability reduces the cost of boat ownership with dockage fees. INVESTMENT AND RESALE: The MacGregor 26 holds its value, particularly the 26M with its design improvements over the 26X. MacGregor owners report a 33 percent devaluation after 10 years, which is significantly less than many other sailboats of similar size.

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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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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 Boats For Sale

Macgregor 26 boats for sale, macgregor 26 boat review.

Boat Review Date: June 2010 Author: Mike Brown Overview

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.

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!

Aquatraction vs. seadek boat decking: in-depth differences.

Boat lovers rely highly on AquaTraction or SeaDek to install premium padding in their boats. But most of them get confused to specify which one…

Beneteau 323 Vs. Catalina 320 Cruiser Boat: Which One To Pick?

Are you looking for your next cruiser boat on those little trips? Then, you will have to dig into plenty of choices and come out…

Beckoned by a MacGregor 26D

Posted by Carol Severson | Boat Reviews , Reviews

New sailors outfit an old boat for a future of adventures.

My husband, David, and I have always loved the outdoors and water. We have been avid sea-kayakers and snorkelers. We have owned powerboats, but we tire easily of going up and down a river and filling a fuel tank. For decades, David has wanted a sailboat but was turned off by the prices of new sailboats. But with retirement around the corner, his urge to own a sailboat became a priority. So, for our 36th wedding anniversary, I surprised him with a 25-year-old 1990 MacGregor 26D — it’s the first sailboat we’ve ever owned. But I didn’t choose it.

David made the saloon table, which carries the maritime theme he and Carol chose for Seabreeze

David delivers for a trucking company. On one of his runs, he noticed the MacGregor for sale outside a house near DeKalb, Illinois. He stopped to look at it, but the owner wasn’t home. I figured he’d forget about it. I was wrong. A few weeks later, David said he’d seen the boat and wanted me to see it. All I could see was a dirty boat with water leaking into all her storage compartments and lockers. Then David told me how much fun it would be to teach our grandkids to sail.

In addition to using Seabreeze as a grandchild sail-training vessel in our retirement, we planned to enjoy long sailing trips. Both these goals meant we needed to make our boat safe and comfortable. We still had much to learn, so David contacted a local sailing club for help. That’s how we met Good Old Boat contributing editor Allen Penticoff.

It just so happened that Allen is a sailing instructor and also owns a Macgregor 26D. He took us out for a weekend and taught us the basics of how to sail one. Everything aboard Seabreeze was original, and Allen recommended many changes and upgrades. We had a lot to do.

Before Carol and David set to work on Seabreeze, her interior was tidy but bland

Our beautiful boat was yellowed, chalky, and covered with bird-poop stains. Streaks of rust highlighted the many fittings that had been installed with non-stainless-steel screws and bolts. While David worked on repairs, I attacked the yellow and grime and rust with every product ever made. And we replaced all the fasteners with quality stainless steel fasteners.

We degreased the outboard motor and painted it with motor paint from a local boat shop. When we applied original stickers we found on eBay for $8, it looked almost like new.

New cushions, throw pillows, and a mahogany companionway ladder made by David brightened it up considerably. New cushions in the cockpit elevate the comfort level

Finding leaks

One of our top priorities was to make Seabreeze watertight. We discovered that rainwater was entering the cabin around the screws under the old and brittle rubrail. After removing the rubrail, we rebedded all the screws with silicone and installed new rubrail. (Hint: it takes two people to install new rubrail, one pulling and working it into the groove and one using a heat gun to keep it flexible enough.)

Another source of leaks was the cracked hose on the cockpit drain, which kept storage areas below it wet and ripe for mold. Replacing this hose was simple, but that wasn’t the end of the leaks, so we kept searching. Ultimately, removing and rebedding all the chainplates and stanchions finally gave us a dry cabin.

The lifelines, terminated with pelican hooks, can be dropped to allow easy access to and from the dock

Because I’m relatively short, I don’t find it easy to climb over the lifelines when boarding the boat or to make the sometimes necessary leap onto the dock. So we replaced the lifelines and terminated their aft ends with pelican hooks that I can easily open to drop the lifelines and resecure them.

With our sights set on sailing the Kentucky lakes or Florida Keys for weeks at a time without having to pay for a berth every night just to plug in and charge our batteries, we needed more power on board. I like to play my iPod through a Bose speaker, and we planned to install cabin fans. We would also need power for charging iPads and phones, and perhaps to run a portable DVD player so we could watch movies on rainy nights.

Our first step toward increasing our available power was to reduce consumption. We changed all the interior and navigation lights to LEDs.

We also looked into using solar panels or a wind generator. Wind generators require too much maintenance and have a reputation for being noisy, so we decided to go with two 40-watt solar panels, a controller, and a meter. With this charging capability, we find that we can go out for three or four days, run all our power-consuming devices, and still come back with fully charged batteries. And we can even walk on our panels, as they’re flexible and not slippery.

For water tanks, David installed two jerrycans on the V-berth aft bulkhead and plumbed them to the hand pump in the galley

We knew we would need to carry water aboard for washing up and doing dishes. Dave came up with the idea to install two 5-gallon jerrycans on the V-berth aft bulkhead and plumb them to the hand pump at the galley sink. The jerrycans are easy to fill, and if we are watching our weight, we can take one out.

The sails stow on a hammock over the V-berth, leaving room for grandkids to sleep beneath them

Allen strongly recommended we replace the decades-old original sails, which had lost all their stiffness and shape. I wanted to make sure the replacement sails were the right ones. In this respect, Blue Water Yachts in Washington state was a godsend. They have everything MacGregor. So, for Dave’s birthday, I ordered him a new mainsail, genoa, and spinnaker. The new sails made a huge difference in Seabreeze’ s performance.

The only place we had to stow sails we weren’t using was the V-berth, but they left little room for the grandkids to sleep. To solve this problem, Dave installed a removable hammock. It raises the sails above the bed, leaving plenty of sleeping room beneath them.

Cockpit shade

Although I love the wind in my hair and the sun on my face, as a fair-skinned blonde, I burn to a crisp in no time flat. On our second day out sailing, the air temperature was 98 degrees and even using sunscreen I just fried. I was so sick with heat stroke that I had chills and was shaking on the drive home. We ordered a bimini designed for the MacGregor 26.

Carol likes everything to have a place, and David provided that for the crockery, silverware, and galley utensils

We ordered cloth shades for privacy in the forward sleeping area and to cover the portlights in the cabin sides. To make the cabin more comfortable, we wanted new settee cushions. We took the old ones apart; using them as patterns, a local upholstery shop produced beautiful cabin cushions with vinyl sides and backs.

Refrigeration

We did our research and found Orca coolers that claim to keep ice for 10 to 14 days. We tested ours on a four-day trip. We left with food, frozen water bottles, and half a small bag of ice. We opened the cooler to take out meals, snacks, and cold water to drink. When we returned, it still held ice and the water bottles were still frozen.

We know now that finding Seabreeze was meant to be. We look forward to years of adventures aboard her, with our grandkids and friends.

Part of the boat owner’s learning curve is discovering useful products and helpful services. Here are some that Carol and David found.

Blue Water Yachts for “everything MacGregor”: bwyachts.com
Bass Pro Shops Rust Stain Remover: basspro.com
Star Brite Instant Hull Cleaner: starbrite.com
NewGlass2: newglass2.com
Orca coolers: orcacoolers.com

About The Author

Carol Severson

Carol and David Severson bought Seabreeze, their MacGregor 26D, with the intent to sail off into retirement. Now that they have finished all the renovations, they want to share their ideas with others. They are currently putting together a website, sailingon seabreeze.com. The countdown to retirement begins.

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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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Sailboat Guide

Macgregor 26X

Macgregor 26X is a 25 ′ 9 ″ / 7.9 m monohull sailboat designed by Roger MacGregor and built by Macgregor Yacht Corp between 1995 and 2003.

2 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
3 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
4 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
5 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
6 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
7 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
8 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
9 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
10 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
11 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
12 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
13 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
14 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
15 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
16 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
17 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
18 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
19 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
20 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
21 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
22 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
23 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
24 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
25 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
26 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
27 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
28 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
29 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
30 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
31 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
32 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
33 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
34 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
35 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
36 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
37 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
38 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
39 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
40 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
41 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
42 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
43 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 USD View
44 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
45 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
46 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
47 / 49 Texas, US 1999 Macgregor 26X $22,000 USD View
48 / 49 Huntington Station, NY, US 1999 Macgregor 26X $19,000 USD View
49 / 49 Winthrop, WA, US 2002 Macgregor 26X $15,000 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)

As sail/power ‘hybrids’, both the M and X models are designed for use with a more than ‘auxilary’ sized outboard and water ballast. The MACGREGOR 26M replaced the MACGREGOR 26X in 2003. A similar version later reintroduced from another builder as the TATTOO 26 (2013).

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HOT NEWS from Roger MacGregor :

AFTER BUILDING 40,000 MACGREGOR SAILBOATS, ITS RETIREMENT TIME. (Sort of) .

It has dawned on the MacGregors that we are suddenly way beyond retirement age, beyond geezerhood, and it’s time to start a new career. We have recently ended production of the MacGregor sailboats at our Costa Mesa, California plant, and are continuing to develop our all new MacGregor 70. We have converted our 5 acre production site to 11 industrial rental units. We are now big time landlords.

EVERY YEAR, FOR THE PAST 40 YEARS , THE VARIOUS MODELS OF THE MACGREGOR 25 AND MACGREGOR 26 HAVE BEEN THE BEST SELLING SMALL CRUISING TYPE SAILBOATS, NOT ONLY IN THE UNITED STATES, BUT IN THE ENTIRE WORLD. WE CAN THINK OF NO OTHER MANUFACTURER, OF ANY TYPE OF PRODUCT, THAT HAS SO TOTALLY DOMINATED ITS MARKET FOR SO LONG A PERIOD OF TIME .

SEE BROCHURES FOR ALL OF THE SAILBOATS WE HAVE BUILT (click here)

MACGREGOR RETIREMENT, DETAILS (Click here)

ROGER MACGREGOR PERSONAL INFORMATION (click here)

HOW WE STARTED AND WHY IT WORKED SO WELL (click here)

THE GOLDEN ERA OF SAILBOAT BUILDING (click here)

INSTRUCTION MANUALS FOR EACH BOAT (click here)

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Why all the fuss about mcgregor 26's

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I am a new sailor having never sailed other than in the navy with no sailboat experience. Why all the fuss about Macgregor's? I have researched different designs on the net and it seems to be pretty good for an all around boat. That being said There seems to be an incredible hatred for it among regular sailboat owners. At first it seemed as though it was a dislike but the more comments I read it seems that there is an inherent prejudice against this boat. I am looking for my first boat and have a wife and three kids that I want to sail on the lakes here in Tennessee and to take to the caribbean. Is this a good choice? It seems to have everything I have been looking for plenty of room etc. Any advice would be appreciated

Dfly... I think they have a bad rap because they were built very lightly and sold very cheaply. I would think one that surveyed well would be fine for Tenessee Lakes but I would NEVER take one offshore. Suggest you pay for a god survey before buying and have fun on the lakes before you get the right boat for the Caribe. Good luck!

thanks for the info. I have not seen the Macgregor except online. I definately want a boat that is a capable and stable one. I am just now in the process of looking for a boat. What had attracted me was the roominess and versatility. Safety is paramoount and after hearing your comment I am leary of even considering one at all. I am not rich and what ever boat I buy will probably be the one that I have to keep for quit a long time. What I want is something that is trailerable if possible but big enough for a family of 5 to cruise the caribbean and the northern part of south america. (i.e a good blue water boat). It doesnt have to be trailerable necessarily by auto as I have a rig available if necessary. I.e flat bed long trailer. but it would be a last resort and only once a year or so. any advice or your personall preferences would be very helpful

26 X I had a 1999 26x up until last Aug. I sailed it in the Gulf near Panama City, Fl. and then shiped it to Hawaii. This type of boat is like a cork on the ocean. It is more of a power boat than a sail boat. And, at that it is questionable. In a lake and small bays it sails OK. But again you have to motor mostly. The quality of materials are good, the workmanship is also good. The ability to modify the interior is very easy. But for the price you can find a better stronger boat. I would never have taken mine more that a mile or so from land. Again it was like being a cork bobbing around and not really moving in the right direction in the Gulf/Pacific Ocean.

I too have been looking at the MacGregor powersailors for the last several years. I've had over 20 years in the coast guard reserves, and owned a 27' powerboat for 8 years, and still have a 17 duckboat. I've finally made the decision that they are a good boat for the money, and will be buying one late this season or early next season. I've spent hundreds of hours reading through owner's reviews and input, and one site that gives a good idea about traveling with 5 on board through the San Juans and Canada thru some nasty weather is: http://www.ddunn.org/ Select "our epic adventure", and spend some time. He has documented his travelings very well. Matt

I don't know if you remember the movie, "The Flight of the Phoenix." It was about a plane crash in the African Wilderness and how a Toy Airplane Designer modifies the plane wreck's remnants into a flighable contraption(no more, no less). The tension/denounement comes from Jimmy Stewart, who is a seasoned pilot because he just doesn't get the theory of aerodynamics: Flight is about weight, lift and drag whether a toy or a C5A(much less the new Airbus: super plane). Macgregor floats because of buoyancy. How she handles seems acceptable to good from what I've read and she can make "incredible" speed for a a sailboat. It can't do everything, but it's comfortable and sailable and in a "perfect storm" it can get you the hell out of there. She can sail to Catalina or the Bahamas from Florida as long as you sail intelligently, which would seem to apply anytime you are in a boat whether sail or motorized. Not perfect, but an acceptable compromise, which seems especially acceptible to a novice earning their water-wings.

I have a MacGrecor 2-24 and bought a Shaefer furling #500 (Snapfurl) Did anyone ever install one on his/her boat? ( Boat is from 1973 or there about) hull # 56. The fact that the eye of the jibstay and the shif(or block) of the halyard are side by side worries me a little. Info would be appreciated.

they aren't ALL MacGregors but most are MacGregors - venture 22's, 24's, MacGregor 25's, 26's, and X's and M's (the powersailors). http://www.conchcruisers.net/ They take 'em to bimini and the Bahamas quite a bit. Both water and lead ballasted boats have made the trip across the Gulf Stream. It's neat 'cuz they can sail w/ the dagger or center board up, in <2' of water - and beach them on the remote beaches there. Way cool, crazy to see a sailboat beached like a powerboat. Check 'em out. Island Boy

I sail a MacX, 1998, mostly on lakes, and a few times on San Francisco Bay. The boat handles well under sail up to about twenty knots of wind, and at that, under jib alone. Under fifteen knots, I am full mainsail and 150 genoa all the way, with ballast (water filled bottom tanks, 1400 lbs). At ten knots or less, no ballast, just a fast boat, not as fast as a HobieCat of course. I would never consider taking the boat to Hawaii or the Carib, it's too light. On the other hand, there are those with a 12 footer that did just that, so okay, I drive a Volvo. I will say that under power with ballast, the boat handles amazingly better than any other sailboats I've seen, in 40 knot blows. There is no record of a dismasting or sinking of a MacX, unlike any blue water boat. I've sailed past a three hundred thousand dollar sailboat on San Francisco Bay. I've motored past a Mastercraft ski boat towing a wakeboarder. I've taught my sons to wakeboard behind my boat. I have personally waterskiied behind my sailboat. Has the best living space and versatility of any sailboat at twenty-six feet. Period. See my videos at www.speedyrigger.com Jeff Stagg MacX2284F898 "Three Suns" Roseville, CA USA

speedyrigger said: See my videos at Sailing videos, how to sail, learn to sail, rigging, sailboat rigging, sailing Jeff Stagg MacX2284F898 "Three Suns" Roseville, CA USA Click to expand...

Dfly:You said:I am looking for my first boat and have a wife and three kids that I want to sail on the lakes here in Tennessee and to take to the caribbean. ...and that you didn't want to buy a second boat after you've learned to sail.1. Living aboard a 26 foot lightly built boat with 5 people is not realistic. Most people could not live as a couple aboard a 26 footer but some do...adding 3 kids is just not realistic...you need somethinng 35-40 ft....with good tankage and space for people and things.2. The Mac26 is not suitable for the Caribbean. Today's forcast: 20 knots out of the East with 6-8 ft. seas...a typical beautiful day that would be VERY uncomfortable on a Mac with 5 people aboard. Wait till a WINDY day comes along! Suggest you alter your thinking to a bigger/heavier boat..or decide on a firstboat/second boat strategy instead.

Sailed a Mac 25 for many years on the Chesapeake Bay with wife and two youngsters. Sailed very well and great for "gunk holeing" in rivers and small bays. I never tried ocean sailing past sight of land. Always had good service from manufacturer, as a first boat could not be beat.

Dfly. I am in the process of buying a mac m26. I have been to 3 dealers and everyone of them have sailed to Bahamas and the dry Tortugas in their boats.I will definitely take my boat across Lake Erie when I get it, and it can get pretty rough on that lake. Did you ask Macgregor for a dvd yet for the M26 It will give you a better idea on the M26. Just got to the Macgregor web page for a free dvd.Cockneyboy.

I have an 89D model and have sailed it from New Orleans to Tampa and back on a couple of occassions. After hurricaine season I plan on taking two months off and sailing down to the Keys from New Orleans. I've had it in 3-5 foot seas on the Gulf of Mexico without problems. This boat was purchased from the original owner. Guess I can also add that I am female and the vacations to Tampa were done with 3 teenagers on board. Cee

I think they get a bad rap because: A: They're not much to look at. B: They're pretty slow compared to many other designs. C: They were originally marketed as a sail boat that you can water ski behind with a 50 HP motor. I wouldn't own one because it doesnt suite my needs which is strictly racing. If I had a small family and needed to trailer a boat, I wouldn't hesitate. I know several people who own them and love the ability to Trailer to different areas. On a separate note Their is a 50-60' Mac in our harbor I'm trying to find out the model. Any thoughts?

The MacGregor 65 is rated PHRF at -49, yep -49. It's a fairly narrow fast cruising boat that still holds some passage records. They're working on a new 70 footer to replace the 65. Production on the 65 stopped in 1995 so the plant could meet the needs of the 26X. For you folks posting up about the 25's and 26D's, those are totally different boats than the 26X/M's. The 26X and M's are designed as a powersailer with most of the emphasis on POWER. The draw of these boats is the huge cabin, trailerability and the fact that with a 50HP motor and a power speed of 22 knots, you can literally run away from weather. Try that in a regular saliboat. However, as a sailing platform, they are not very good, which is why many purist rag on them so much. Especially the racing crowd.

Buy and older Mac 26 and charter the carribean I have owned a 1991 Mac 26 since it was almost new and I find it to be the best of all worlds for the trailer sailor. It trailers with no ballast so you can pull it with a smaller tow vehicle and you can tow in hilly regions of the country. The keel dissapears into the hull so launching and retrieving is easy. You don't have to back so far down the ramp like you do with a fixed keel. I'v seen a number of cars stuck in ramp slime because of that. I'v also seen many trailer wheels go off the end of the ramp because the boat needs 3 feet of water to float off the trailer. Also, a dissapearing keel makes beaching the boat possible. The water ballast keeps the boat stable. I've sailed in winds over 30 kts and have never been knocked down. If it takes too much wind, it rounds head to wind, even if you fight it. I've crossed all of the great lakes and sailed the coast of Maine to the Florida Keys (in segments) and never felt that the boat wasn't up to the task. I took my kids sailing with me (I'm harnessed, they in life jackets) on inland lakes since they were 3 years old. They tell me now that those were the best memories of their childhood. We swam off the boat,I cooked, I slept in the V berth, they in the aft berth. In short, I don't believe there is a better family sailboat. If a boat is difficult to tow, launch, retrieve, and sail, you won't go sailing as often.

I recently purchased a 2004, 26M with a 50 HP 4 stroke Suzuki. As mentioned by someone earlier, the boat is lightly constructed (so it can be towed with a standard size vehicle), but it does use quality materials. The workmanship on my boat appears to be above average. When the water ballast is in, the boat is self righting, and there is enough floatation to make the boat unsinkable. Having downsized from a 32' full keel boat, I find it very desirable to park this boat behind my garage, rather than paying slip fees. With an eye on the weather, I would not hesitate to cruise the islands.

bkohatl said: I don't know if you remember the movie, "The Flight of the Phoenix." It was about a plane crash in the African Wilderness and how a Toy Airplane Designer modifies the plane wreck's remnants into a flighable contraption(no more, no less). The tension/denounement comes from Jimmy Stewart, who is a seasoned pilot because he just doesn't get the theory of aerodynamics: Flight is about weight, lift and drag whether a toy or a C5A(much less the new Airbus: super plane). Click to expand...

It's a mammal thing, we're born xenophobes and we kill anything that is "different" just in case it might be a threat. Or edible. And the MacG is different, intentionally built that way to address some problems like launching ramps and easy transport. But there are an awful lot of people happy with them, and that's what counts. Thread drift: " "The Flight of the Phoenix." ...how a Toy Airplane Designer "" No no no! Speaking for the original version not the recent remake...the whole point--argued onscreen--was that the man designed *model* airplanes, not toys. A toy is a toy, he designed models that flew, and thus had to be designed according to the same aerodynamics as a larger ("real") plane. A very interesting classic movie which centers on human interactions, not special effects. Even if it sometimes is a bit plodding compared to a modern pace.

Hi !!! I have a 1998 26x . I love this boat but it is not built for off shore sailing . For inland lakes and coastal cruising it is ideal. 5 people is too many for anything more than overnite. Great boat for a beginner , very forgiving. Very stable with water ballast full. Will not sink .Very affordable also . This boat needs all the upgrades and equipment you can provide , for comfort and safety .You also need some training , you and your family. Ken

The MacGregor is not a an offshore bluewater cruiser by any stretch and being the owner of a 26M I would not recommend it. On the other hand it is a very affordable everyman's boat that performs very adequately in coastal waters and inland lakes, it's intended use. It is a very versatile, production, price point boat that apeals to the middle income earner who wishes to get in some weekend sailing and perhaps week long adventures. Being trailerable makes it even more versatile and affordable. It is good value for the price and most owners are very satisfied with them. They are extremely voluminous, sail fairly well and with a 50hp outboard they will get you through most tidal currents and passes without having to wait for slack tide. There are thousands of them out there and they are very popular, those many owners cannot all be wrong. They are ideal for the San Juans & Gulf Islands in the Pacific Northwest where I sail. They serve their intended use well but they are not intended for blue water cruising. The view from my cockpit is the same as the view from the bigger boats. The MacGregor is a great first boat to learn on and go for short cruises of several days to a week in protected coastal waters.

I have the older Mac Venture 25 and don't feel at all at risk sailing the 30 miles to Catalina. That is actually what the boat was built for. The plant is here in Costa Mesa overlooking Newport Harbor and on a clear day from the roof of the factory you could see Catalina. I have had mine out is 4-6' seas with 1-2' wind waves and single handed it was no fun and I ran for home. Unfortunately I only make 6mph under power. none the less is a swell and moderate wind she is fine trailer sailor and I would put her anywhere I would put a Catalina 22 or Hunter 23. The Catalina 25 is a little better built than my boat. I have more than a dozen 25's 26D's and 26S and I don't see one that has significant signs of wear. Faded paint is the worst thing. Common sense is what you need most. You also don't really want more than two and maybe a small child on the 25 overnight. I would guess 2 adults and 2 small children for any of the 26s.

I aquired a 2002 26x last May. This is my first boat. I learned to sail her on the Hudson River near The Tappan Zee Bridge all last summer. Like any small craft, under power she will get kicked around with an empty ballast in a moderate chop. Fill the ballast and drop the keel a little and she handles much better. My sailing experience has always been with a full ballast in a light to moderate wind (5 - 12 knots). Sometimes I wish I had a heavy larger boat however, when I compare the pros & cons of a Mac 26 I feel very satisfied with my purchase. It is economical to operate and maintain. Overnights with my wife are fun and romantic. We will cruise up river and tie up at a marina with facilities (shore power, showers. ect). I believe one must experience a Mac to know a Mac. If you don't experience one how can you make a judgement. I have had friends on my boat that are avid boaters. One is a sailor for over 40 years and the other a motor cruiser. They both thought the Mac was a great choice adn both had wonderful outings aboard. One other thing. If any of you are considering a new Mac26M, please compare the cabin and cockpit of the M to the older X. I did and found the X had a better cabin layout and a larger cockpit. Plus I bought a 4 year old boat and paid a little more than half of what is was new.

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IMAGES

2000 MacGregor 26X Sail Boat For Sale
Macgregor 26x Sailboat
2010 Macgregor 26M sailboat for sale in Massachusetts
Sailboat Macgregor 26 M
2008 MacGregor 26M sailboat for sale in Florida
2010 MacGregor 26' Sailboat Other for sale

VIDEO

MacGregor Sailboat Drag Race stabilized
Rigging and sailing our 1989 MacGregor 26D
Hand Line Launch MacGregor 26. Gilbert’s Resort
Sailing with Captain Mike
26M Macgregor Hawaii
Sailing our Kerri Bella 26 foot Sailboat

COMMENTS

Owner's Review of the MacGregor 26 Sailboat Models
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 ...
MacGregor 26 Sailboat Specs and Review
Conclusion: MacGregor 26 Sailboat Specs and Review. The MacGregor 26 Sailboat is a trailable sailing boat. It is a water-ballasted sailboat that has an overall length of 26 feet. This boat is easy to rig and sail. The most attractive thing about this sailboat is not its ability to sail but its capacity to perform as a high-speed power cruiser ...
MacGregor 26 (newer model)
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.
Fell in love with the MacGregor 26M, but...
Most boats have keels with aspect ratios of 2 to 1 (meaning that the keel or centerboard is two times as deep as it is wide). The MacGregor 26 centerboard has a ratio of five to one (it is 16″ wide and 5′ 6″ deep). The high aspect ratio increases lift as the boat sails into the wind and reduces drag.
MacGregor 26
The MacGregor 26 is a trailerable coastal cruiser, powerboat, ski boat, party barge and floating home all wrapped into one hull. The obvious design compromises in a motorboat-sailboat hybrid have made many owners smile. Designer and builder Roger MacGregor ventured into the boatbuilding business in the early 1960s after being assigned a college ...
MacGregor 26M
The MacGregor 26M is the latest version of Roger MacGregor's successful MacGregor 26X. This remarkable 26-footer can reportedly log speeds of over 21 knots under power, float in 12 inches of water, and sleep six. It has a galley and an enclosed head. Stability under sail comes from 300 pounds of permanent ballast, 1,150 pounds of easily removable water ballast in the hull, and a narrow
MacGregor 26 Boat Reviews
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 ...
Cruising Boat Spotlight: The MacGregor 26M
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 ...
#45. Oh Oh! How long will we stay grounded? Macgregor 26 Review
@Barefoot Doctors Sailing - Catch up with the Barefoot Doctors Sailing story while we wait for our replacement Leopard 45 after losing our new Leopard 50 to...
MacGregor 26 Boat Review
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 ...
Meet My Boat 3- Sailing The MacGregor 26x
MacGregor sailboats get a lot of flack about their sailing performance. But what's the real scoop? Come along as I sail in light air with an asymmetric spinn...
MacGregor 26
MacGregor 26 X: Boat; Displacement: 2,250 lb (1,021 kg) Draft: 5.50 ft (1.68 m) with the centerboard down: Hull; Type: Monohull: Construction: Fiberglass: LOA: ... The MacGregor 26 is an American trailerable sailboat, that was designed by Roger MacGregor and first built in 1986, with production ending in 2013.
Hunter 260 Vs. MacGregor 26 Sailboat (2024): In-depth Differences
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.
Beckoned by a MacGregor 26D
So, for our 36th wedding anniversary, I surprised him with a 25-year-old 1990 MacGregor 26D — it's the first sailboat we've ever owned. But I didn't choose it. David made the saloon table, which carries the maritime theme he and Carol chose for Seabreeze. David delivers for a trucking company. On one of his runs, he noticed the ...
MACGREGOR 26S
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 […]
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. Great choice! Your favorites are temporarily saved for this session. ... Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311 Hull Speed = Max Speed/Length ratio x √LWL 9.61 knots. Classic ...
MacGregor 26D-vs-26S
Apr 8, 2008. #1. 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.
Macgregor 26D
Macgregor 26D is a 25′ 9″ / 7.9 m monohull sailboat designed by Roger MacGregor and built by Macgregor Yacht Corp between 1986 and 1989. Great choice! Your favorites are temporarily saved for this session. ... Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311 Hull Speed = Max Speed/Length ratio x √LWL 9.61 knots. Classic ...
Macgregor 26X
As sail/power 'hybrids', both the M and X models are designed for use with a more than 'auxilary' sized outboard and water ballast. The MACGREGOR 26M replaced the MACGREGOR 26X in 2003. A similar version later reintroduced from another builder as the TATTOO 26 (2013). Suggest Improvements.
Macgregor 26 Home Page
MacGregor 26... Factory website for the MacGregor 26', $19,990 trailerable sailboat, 24 mph, the WORLD'S best selling cruising sailboat. HOT NEWS from Roger MacGregor: AFTER BUILDING 40,000 MACGREGOR SAILBOATS, ITS RETIREMENT TIME. (Sort of). It has dawned on the MacGregors that we are suddenly way beyond retirement age, beyond geezerhood, and ...
Why all the fuss about mcgregor 26's
The 26X and M's are designed as a powersailer with most of the emphasis on POWER. The draw of these boats is the huge cabin, trailerability and the fact that with a 50HP motor and a power speed of 22 knots, you can literally run away from weather. Try that in a regular saliboat.