Central Texas Sailor - PS Review of Catalina 250

Review of Catalina 250 Water Ballast by Practical Sailor

I paid $10 to Practical Sailor for reprints of their February 15, 1996 review of the Catalina 250 water ballast and for basically the same review, repackaged, in their Practical Boat Buying guide (publish date unknown). Like other reviews, this one leans toward the negative end of the spectrum. I ascribe most of the negativeness to PS's focus on larger, more blue-water capable sailboats. The Catalina 250 was not designed to be and is not marketed as an offshore cruising boat. If you want to obtain the complete reprint, contact Practical Sailor at (800) 424-7887. [See my Book & Magazines page for additional information]

As with the review featured in Cruising World (Feb. 1996), the Catalina 250 water-ballast didn't shine in its review by Practical Sailor magazine. I have to attribute the widespread negativity to the "big boat" bias of these publications. The opening paragraphs in Practical Sailor's review of the Catalina 250 set the tone for their entire piece.

The Catalina 250 is one of a group of relatively lightweight, shallow-draft trailerable cruising boats that appeared in the mid-1990s, utilizing water ballast to provide stability. These boats--notably the C-250, the Hunter 26, and the MacGregor 26--all are of very modern design, are relatively inexpensive, and feature workmanship and materials of generally serviceable but by no means superior quality. Their sailing qualities and accommodation plans make them suitable for daysailing and casual overnighting, rather than for serious cruising.

Such boats tend to attract mainly first-time buyers, the budget-conscious, and those who give a high priority to the mobility and self-storage that goes with trailerability. We believe that most experienced sailors--generally folks who like to go cruising for more than a few days at a time, occasionally find themselves offshore in unpredictable weather, and prefer a boat that looks like a boat in the traditional sense--will find that the new crop of water ballasted boats are not suited to their needs.

Since when did "most experienced sailors" include primarily those who cruise for extended periods. Some of the most experienced sailors I know have never sailed on anything larger than a 16 foot dinghy. Furthermore, many novice sailors spend huge sums of money on their large, blue-water capable boats only to use them as floating weekend cottages.

What the PS review fails to mention is the attractiveness of the Catalina 250 to dedicated trailor-sailors. Gerry Cardwell, author of the book Sailing Big on a Small Sailboat and a self-described "avid trailer-sailor," is quite impressed with the Catalina 250. He points to its "quality construction and [its] user-friendly nature." He goes on to say that it "is a very attractive boat when viewed in profile. When you watch the boat underway or admire its graceful sheer at anchor, the Catalina 250 gives the impression of being a properly found small yacht." How is it that two reviews can be so contradictory. Pure and simple, it is a matter of perspective. One thing that Mr. Cardwell does that the PS review does not, is compare the C-250 to other boats in its general class: the MacGregor 26X, the Hunter 240 and 26, and the Catalina 22 MKII. I feel the PS review would have had tremendously more value if comparisons to similar boats had been made.

Considering, then, the context of the PS review, let's explore their findings more fully. Although the Catalina 250 is manufactured and sold in both water-ballasted centerboard and lead-ballasted wing keel configurations, the PS review focuses solely on the former with no mention of the latter.

PS accepts the functional nature of water ballast for ease of trailering: "Afloat, the weight of the water (in theory at least) provides stiffness under sail. And when it's time to hitch up the trailer, the ballast water is drained, lightening the hull and thus making it easier to tow." However, they weigh this advantage against the inherent weaknesses of a water-ballasted design: "(1) the depth of the ballast, which cannot be very low if the shallow draft so desirable for launching a boat from a ramp is to be maintained; (2) the need to spread it out into the ends of the hull in order to attain enough weight to be effective; and (3) its density, which by necessity is the same as the medium in which it is immersed--less than 1/11th the density of lead, the most popular ballast material. Without getting into a complicated discussion of metacentric heights and centers of buoyancy versus centers of gravity, suffice it to say that the deeper the ballast the stiffer the hull, the heavier the ballast the stiffer the hull, and the lighter the ends of its hull the faster the boat. These are facts of life, and so far no one, including Catalina, has come up with a way to get around them."

Sadly, PS chooses to illustrate the compromise of water as ballast by pointing out that the ballast tank's volume of 19 cubic feet (1,200 pounds of water) would contain 13,284 pounds of lead if so filled. This is a specious comparison that leads the reader to conclude that water as ballast is utterly insufficient.

When discussing the Catalina 250's performance and handling characteristics, PS acknowledges the boat's easy handling via full-battened main, relatively small (110%) jib and newly designed outboard mounting plate which is integrated into the cockpit's starboard transom. They dislike the distance between the tiller and the cabintop-mounted jibsheet winches but feel that a "longer tiller or a telescoping tiller extension could help alleviate the problem."

You should realize that although this article makes no mention of the C-250 wing keel, it does exist (as pointed out earlier). And, a larger genoa (135%) is standard on the wing keel model. The factory will not sell the 135% genoa with the water-ballasted model because they say it overpowers the boat. Gary Swenson (who designs Catalina's sails) agrees. As for ease of singlehanding, I haven't heard too many complaints from other C-250 owners and I certainly don't have any. Of course, my boat has the optional Edson wheel steering. A few owners have switched out their fixed Harken cam cleats for swivel models to cleat the jib sheets. I disagree that the winches should be moved farther forward on the cabintop as they suggest to avoid "crushing your knuckles against the nearby lifeline stanchion (which is less than 9" away from the winch centerline)" when cranking the winch through 360 degrees." This would make it even more difficult for singlehanders. Generally, I think the Catalina 250 is well-equipped under its standard configuration.

On a positive note, PS states that "the C-250 has a relatively easy motion, characteristic of a more heavily ballasted boat, no doubt due to the spread-out water ballast. As another boating writer pointed out, the C-250 'doesn't bob and pitch like a lightweight.' One tends to think of this characteristic as a big plus, until one remembers that the slower rhythm of the pitching is at least partly the result of the boat's spread-out water ballast, making its heavy ends act like twin pendulums, thereby cutting its speed through waves. Where boat speed is concerned, it's well to remember that 'bobbing and pitching' isn't all bad." As with most positive statements, PS is quick to issue a corresponding negative.

PS was satisfied with the boat's performance under power. "Under power, our test boat was easily controlled, and made close to 6 knots in flat water with the engine wide open. The owner's Honda 8-hp. outboard was about the right size, though a 6-hp. unit might have done as well, assuming no more than three or four passengers and a normal payload. A long shaft engine is required, and an extra long shaft (XLS) is recommended by the manufacturer." Most C-250 owners to whom I've spoken own a 9.9hp xls outboard. The C-250 performs well in most all conditions with this size motor. The only downside is the weight (typically 100+ pounds for 4-cycle 9.9hp models) these motors place on the stern. This weight combined with the weight of one or more batteries located below the cockpit in the stern can have a negative effect on sailing performance.

Sailing performance was measured as follows: "We sailed the test boat in a light breeze of 4 to 8 knots, with puffs to 10, and virtually no chop. With three aboard, all sitting to leeward to test stability, we got the boat to heel to 20° in about 7 knots of breeze, close hauled. With the same crew complement redeployed to weather, we figure the boat could stand up to winds of 12 knots or so without heeling more. Above that angle, even considering that the stock 110% jib is relatively small, it probably would be time to reef the main." I would agree with PS that reefing is wise when wind exceeds 12 to 15 knots. My mainsail also came with a second set of reef cringles. At what wind speed would the second reef be necessary? Others have recommended 25 knots. I haven't yet needed a second reef.

PS points out that "reefing the main at sea would be virtually impossible, given the way the test boat was delivered, with no toping lift on the main boom. The owner added it later." My boat did ship with a topping lift as standard equipment. Did Catalina add this to later models? Who knows? My topping lift runs from a fixed position at the masthead to a sheave at the end of the boom, through the boom to another sheave, exiting the boom to a clam cleat.

The sails that Catalina ships with the C-250 are considered "house" brand and are constructed of soft-lay Dacron. PS judged them "to be serviceable but not high-performance quality. Our test boat pointed within 45° of the wind, and on a reach, sailed at about 5 knots in the puffs. We figured the boat could probably add a half knot on at least some points of sail if it was given a suit of sails with a bit flatter shape and less curl at the leech. We'd also like to see sacrificial UV edge panels on the roller-furling jib, rather than UV-treated Dacron as supplied. Without them, a separate sock (not supplied by Catalina) is required to ward off accelerated deterioration of sailcloth due to the sun's ultraviolet rays." I have to agree with PS here. Catalina should at least provide a sock or a sewn-on UV edge panel as an option. I was told the sewn-on edge would reduce speed just a bit. A local loft wants $300 for either of these protection methods. Certainly, Catalina can offer this for less.

"Our test boat was equipped with a tiller rather than the optional Edson wheel. We recommend against a wheel for this size and type of boat, for many reasons: Its' easier with a tiller to feel when the boat is balanced under sail; it's faster to turn with a tiller; and a tiller is over a thousand dollars less expensive." Yes, a tiller will enable you to better "feel" the boat's balance. But, why would you want to turn faster using the rudder? Doesn't the rudder stall in a quick turn? I've been told to use sail trim and heeling to effect a turn with less drag. The wheel certainly turns the boat with enough speed. And, the wheel greatly enhances resale (so I've been told by numerous brokers). My family enjoys the seating in a cockpit without a tiller. An added pedestal guard gives you the foundation to add other amenities, like a folding cockpit table, drink & binocular holder, instrument arms, etc. And, an added wheel brake enables you to "rest" while at the helm on long tacks and while under power.

"Steering on the C-250 was relatively light and balanced, though directional stability was not great, probably a result of the fin-like centerboard and tall, narrow rudder. Thus, even with the sails trimmed perfectly, we found we couldn't let go of the helm for more than a few seconds before it began to wander up into the wind in the puffs, or bear off in the lulls. Nevertheless, we were surprised at its relatively good balance, considering the sailplan, underwater profile, and lead." The C-250 does have a fair amount of weather helm at higher wind speeds. I'll gladly take weather helm over lee helm in these conditions. Many owners have found that raking back the centerboard significantly reduces weather helm without adding leeway in higher wind conditions.   Although PS does not mention it in their review, Catalina has replaced (or will replace) rudders that shipped on early models of the C-250. Apparently, the rudder was too short and the boat rounded up very easily at higher heel angles. The new style rudder has a much longer, higher aspect design.

"With the four-part vang (included as standard equipment), we didn't miss the absence of a traveler, since we were able to employ vang-sheeting. Garhauer supplies most of the deck gear for the C-250, including the vang, blocks and chainplates. Hardware quality seemed uniformly serviceable, though not fancy. Cabintop jib winches are little Lewmar #6s, okay for the 110% jib but not for a larger headsail." Here is that "serviceable" word again. My 1999 Catalina 250 water ballast shipped with Lewmar #7 winches, not the #6. In addition to the Garhauer hardware, the boat employs Harken cam cleats, bullet blocks, pivoting block/cleat combinations, etc. A CDI furler is standard equipment. The C-250 wing keel ships with Lewmar 16ST winches due, I suspect, to the greater demands of the 135% genoa. The wing keel also offers a different halyard control system including turning blocks and rope clutches. For more information as to the differences between the water ballast and wing keel versions, visit my Photo Gallery.

"We found it quite awkward to move back and forth between the cockpit and the forward deck, especially with the boat heeled and the main hatch open. The smoked Plexiglas main hatch, if closed, might have made it easier to move around, but the boat owner was concerned that it might get scratched. An extra set of stanchions midway between the existing ones would help." I don't know what they are talking about here. I find it very easy and not a bit awkward to move back and forth between the cockpit and the forward deck, even when heeled. Of course, I am 6'3" and can easily step from the bridgedeck to the cabin top. I keep my Plexiglas main hatch open as well. Not to keep it from being scratched, but because I wouldn't trust it to support my weight. Having it closed would give me a false sense of security. This could, however, be a hazard to children (or adults) as they would then be able to fall through the companionway from the cabintop.

"The C-250 sales literature lists 'halyards led aft to the cockpit' as a standard feature. This is not accomplished in the conventional manner--turning blocks at the mast base, and rope clutches at the aft end of the cabintop. Instead, the turning blocks are combined with cam cleats right at the mast, and the halyards are cleated at long distance. This simplifies rigging and derigging at a launching ramp, but caused a problem on our test boat: The projecting blocks and cleats can foul a flailing jib sheet during a tack. Also, with sails flying, there is no obvious out-of-the-way place to store the lengthy halyards. Consequently, we'd prefer the more conventional arrangement despite the slightly greater effort required to rig and unrig." I certainly agree here. There are many times when my jib sheets will snag on the mast-mounted block/cleat combinations. I would suggest that Catalina use the turning block/rope clutch system on both the water ballast and wing keel models.

Let's talk about construction. PS accurately describes the construction of the boat, including the plywood-cored deck (to increase stiffness), the balsa-cored cabintop (to reduce weight up high), and the "solid laminate [hull] using knitted fiberglass fabric and a vinylester skin." While PS doesn't think the C-250's "modified shoe box type" hull-deck joint is "very salty" looking, they do admit that it is strong. PS likes how the interior liner dresses up the appearance of the cabin. They don't like the difficulty this liner creates when running cables/wires. There is a small space between the liner and the exterior hull/deck. You have to work hard to route wires in this area, but it can be done. Making a small investment in an electrician's snake will improve your success dramatically. One item that PS mentions that I had never heard was that early designs of the C-250 included plans for positive floatation. They say that "the early Catalina brochures announced that the C-250 had positive floatation, meaning the boat would float when holed. But before production started, the designers decided that flotation space would carve too much living space out of the cabin.    So in the production version, there's no special floatation." Newer brochures do not make this claim.

Here is what they have to say about the rudder: "[It] is of composite construction, with a fiberglass skin covering a rigid foam core. Its cross-section appears to be an efficient foil shape with a square trailing edge about 3/16" wide (considered good design). Strangely, the standard rudder is fixed rather than a kick-up type. Because the rudder is by far the deepest part of the boat, and therefore vulnerable to damage, we'd purchase the optional kick-up rudder (we think it should be standard). Otherwise, as one owner noted: 'The specified 1'8" draft with the board up is with the rudder off, [making] the boat unsteerable!'" Is this the original rudder that shipped with the C-250? Catalina Yachts has made available a high-aspect replacement rudder for early models of the C-250. All new models ship with this high-aspect rudder. The kick-up version is now standard equipment. PS confirms the weight of the high-aspect stainless-steel reinforced centerboard as being 90 pounds. They also mention that a small amount of lead is encased in the lower part of the board (obviously designed to enhance lowering the board).

PS then addresses the deck. They like the C-250 cockpit: "The cockpit is designed for comfort, with fairly high coamings and seat dimensions to suit most people . . . Visibility from the helm is good." In my opinion, the cockpit is very comfortable. The Catalina 250 has more square footage in cockpit seating than either the Catalina 28MKII or the Catalina 270. It also has more than some versions of the Catalina 30 [based on information from CCushions; a closed-cell foam seat company in Rockport, TX]. The new models of the C-250 now have standard-equipment stern seats (copied, no doubt, from Hunter).   These stern seats are the favorite seats in the house!

PS liked many of the other deck features as well: "We liked the convenient location of the outboard motor controls, with the motor head accessible without having to reach over the stern. We also liked the fact that a manual bilge pump, located in the port footwell wall, comes standard; and that the cabin table can be set up in the cockpit for al fresco dining. The cockpit seemed reasonably safe to us, despite the open transom. Any water that washed in over the sole (not protected from big following seas by even as much as a toerail) would be stopped from entering the cabin by a full bridge deck forward, and would drain out quickly via the same opening."

They used the term "sparse" to describe the minimal storage in the cockpit lockers and they thought the claim by Catalina that the fuel lazarette can hold a 6-gallon fuel tank was an exaggeration. I agree with both statements. I have found only one 6-gallon plastic tank that will fit in the lazarette (made by Tempo). The already small storage in the cockpit lockers is further reduced by the addition of a 4 lb. LPG tank/solenoid/locker combination in the starboard cockpit locker (beginning with the '99 model year). This LPG tank (which supplies the cabin stovetop) is a wonderful addition and I consider it worth the trade-off in locker capacity.

PS was not pleased with the size of the triangular anchor locker in the bow: "[it] is a little too small. The owner's manual states it is big enough for a 13-pound anchor. However, when we tried to insert a 13-pound U.S. Anchor (a Danforth type), it wasn't wide enough for the 21" stock; the premolded notch in the locker is only 18" wide." Other owners have told me that there are 13-pound Danforth style anchors that will fit in this locker. I wish the locker were both deeper and wider; I can live with a small reduction to cabin space.   Regardless, I can squeeze two 8-pound Danforth style anchors in the locker (both with 15 feet of 1/4" chain and 150 feet of 3/8" line). An extra depth of 2" would make this much easier.

Let's turn our attention to the cabin interior. Again, PS has generally good things to say: "The layout below is similar to many other modern sailboats under 30': A single bright and airy cabin; V-berth forward, extending aft to twin settees forming a U-shaped dining area around a table supported by the mast compression post; an enclosed head compartment complete with a solid teak plywood door; small galley; and a big aft berth behind the companionway ladder, under the cockpit. In our opinion, Catalina does a workmanlike job of decorating interiors on a tight budget, and the C-250 is no exception. We liked the minimal use of teak--just enough to keep the cabin from looking like the proverbial bathtub. We also liked the hull lining from berth-top to sheer clamp, a molded white plastic "ceiling" meant to look like painted wood strips, but much easier to maintain. A teak trim strip, meant to look like a sheer clamp, helps to break up the all-white plastic upper half of the cabin. Unfortunately, cabin headroom is only 4'6", both at the galley and in the head." Me and my family are very happy with the layout of our C-250. It is open and airy. PS is correct, the teak trim strip does much to reduce the starkness of the interior. The teak enclosed head (both door and wall panels) also adds warmth to the interior. For those of you who want more headroom, maybe the wing-keel version is for you. While the wing adds 4" to freeboard, it adds 10-1/2" more headroom to the cabin interior because there is no centerboard trunk or water ballast tank. The wing also changes the rigging and performance (click HERE for the specifics).

Ventilation on the C-250 is provided by the forward bow hatch (hinged fiberglass measuring about 19" x 19"), a Beckson "Rain Drain" opening port located in the head, and the companionway and hinged pop-top. All other ports are fixed. PS rates ventilation as "adequate except for the hottest days." Here in Texas, it is HOT and HUMID! Without the addition of fans, sleeping at night would be unbearable. Catalina would make owners very happy if they would provide a bug screen, or at least a frame for a screen in the forward hatch. Currently, an after-market screen that fits over the entire hatch must be used to keep the bugs out. An item PS failed to mention is the now standard pop-top enclosure curtain. The curtain substantially increases headroom in the cabin near the companionway, galley and head.   The curtain includes clear window panels and bug screens. This item was offered as an option on earlier models.

Light in the cabin is well done. The fixed ports allow plenty of light to enter the cabin during the day. At night, light is provided by four "red/white" dome lights (head, settee, above electrical panel, aft berth), and two swivel-socket halogen lights (above dining table). PS says that "light, like ventilation, is adequate for most conditions . . . Besides a complete set of running lights, steaming light, and anchor light, the battery powers four 5" dome lights and two small spots over the dining table. It's enough light for eating, but if you like to read in bed, you'll need to add lighting." I would agree that a more focused light would help those wanting to read in the aft berth. The dome lights disperse too much light and others wanting to sleep might be affected.

In regard to the interior cushions, PS says they "liked the cloth upholstery on the settees and forward V-berth--a blue suede-like material. Oddly, the aft berth cushion on our test boat was different, a light colored contemporary cotton print. The 3" cushions were comfortable, but a heavy person might disagree." If you order a boat from Catalina, you will be given a choice of fabrics. When I ordered my boat, I chose the blue suede-like material for all but the aft berth. Unfortunately, this material was not available as an option for the aft berth. I suspect this was done to reduce costs. Also, I am 6'3" and almost 300 pounds and I find the 3" cushions to be very comfortable, especially in the large aft berth.

PS says "the V-berth measures 75" long, 68" across the wide end, and 10" across the narrow (bow) end--enough space for a very friendly medium-sized couple.   The big berth aft has more horizontal space for two, being 76" front-to-back, 72" across the forward end and 56" across the end nearest the transom. For most of its width, however, the overhead is only 17" above the cushion top." I haven't confirmed the sizes PS provides, but they appear correct. Although I don't mind sleeping in the aft berth, my wife is claustrophobic and refuses to sleep there. She enjoys the V-berth with its openness. I know of a C-250 owner who has installed Beckson "Rain Drain" opening ports in his cockpit well to provide ventilation and light to the rear berth. This is a great idea if you find the aft berth too dark and foreboding. A call to Catalina confirms that this "enhancement" does not adversely affect the structural integrity of the boat.   Before undertaking such a project, call Catalina to verify this for your particular boat.

The C-250's removable table is stored under the v-berth and can be used in either the cabin or the cockpit [note: the wing keel version does not ship with a cockpit capable table]. PS says "the removable cabin table is 37" x 34", with rounded corners to prevent hip and thigh bruises. It is 3/4" thick, with a durable melamine surface, and is well braced by the 2-1/4" anodized aluminum compression post, as well as by a pair of folding legs."   A permanently attached small varnished teak table is situated in the cabin and sits below the removable table when used in the cabin. We love this small table when under way. It opens up the cabin yet still allows us a place to keep our drinks secure. PS thinks it is "too small and low for most purposes." I disagree. It serves its purpose well. We tend not to use the large removable table unless we are having a sit-down meal in the cabin.   It is not as stable as we'd like. Typically, our meals are informal and we eat in the cockpit (without the use of this table).

PS is less enthusiastic about the galley: "[it] is small, meant for weekending . . . There are a few cabinet doors and drawers, but nothing like most sailors would want on a long cruise." I don't think Catalina intends for the C-250 to be used for extended cruises. And, I don't think people buy it as such. I bought mine precisely for weekending and daysailing. Newer models employ a 12-gallon Todd fresh water tank located under the v-berth while older models provide a 5 gallon tank under the sink. The fresh water fill for the newer model is located in the anchor locker. Catalina includes a 48-quart cooler that fits in a molded-in space below the galley counter-top. A more insulated cooler will work better for long-weekends.

The C-250 includes a Seaward "Princess" single-burner stovetop. Older models use 8 oz. butane canisters that have proven problematic. Newer models use the Seaward LPG locker kit located in the starboard locker. An interior switch controls the solenoid on the tank. When gas flow is stopped at the solenoid, there is no chance of propane accumulating in the cabin. The LPG locker is adequently vented outside the hull at the transom.

Catalina's standard 90 amp-hour deep-cycle marine battery (Group 24) is located behind a panel in the aft berth (below the cockpit) in a glassed-in tray. Yes, this is a terrible place for the battery and PS agrees. To check fluid levels, you must remove the battery from the aft compartment which can be quite a struggle. And, the weight of batteries in this area of the boat does not enhance sailing performance. I've added a second battery (Group 27) to this aft compartment and keep it in place by strapping it to the existing battery. I doubt the glassed-in box for the original battery is strong enough for both batteries. A much better location for the batteries would be under the settees. The Seaward-supplied electrical panel is situated on the starboard side of the cabin just aft of the fixed port. Access is satisfactory. Wiring is neat and clean.

PS thinks the head could be better: "The head compartment contains a portable toilet (a nuisance compared to a permanent head, in our opinion), a tiny sink with cabinet under, and a small hanging locker, handy for stowing wet foul weather gear." For those who sail in areas that do not have pump-out facilities, the Porta-Pottie [Thetford Porta-Potti 735] is a MUST. Quick and easy. A larger capacity model might have been a better choice.   If you want the maintenance hassle of a marine head/holding tank, feel free to add one yourself (there is room for this addition). I, for one, am glad that Catalina chose the portable solution

If you purchase the water-ballast version of the C-250, you are likely drawn to its trailerability. My factory-supplied TrailRite trailer added another $3400+ to my purchase price.   Newer versions of this trailer include an integrated mast-raising system.   Stepping and unstepping the mast has never been easier. Refer to the Owners Manual for a description of this system.

Although PS did not review the factory-supplied Trail-Rite trailer, they did spend a fair amount of effort discussing trailer options and prices as well as the strain placed on a tow vehicle by the boat and trailer. PS repeats the boat weight listed in the Catalina brochure (2,400 lbs. dry with an additional 1,200 lbs. of ballast water). I received information from David Graas (Catalina Customer Service) that says the true weight of the C-250 is 3,250 lbs. dry and 1,300 lbs. of water ballast. He says the brochure is incorrect. With an estimated 1,300 pound trailer, the C-250 tops out at 5,850 lbs. (not including gear) when being pulled up a ramp with its ballast tanks full. This is quite a load. Make sure your vehicle can handle it. Even without the ballast tanks full, your vehicle must be capable of towing close to 5,000 lbs.

PS does make a valid point concerning the weight of the boat/trailer and the ramp-time needed to drain the ballast water: "one of the biggest strains on a tow vehicle is when it's pulling a boat and trailer up a steep ramp during haul-out. Unfortunately, with a gravity-drain of the water ballast, such as on the C-250, not all of the 144 gallons will have been drained on the ramp, since it takes 7 minutes to empty the tank with the boat level and on dry land--more time when the boat starts out at an angle and the tank outlet is still submerged. On crowded ramps with strict time limits or too many impatient boaters waiting in line, owners may have to pull the boat out with virtually all 1,200 pounds of ballast water still aboard. In that case, the tow vehicle would be pulling--up hill, possibly on wet, slick pavement--a load of not 4,400, but 5,600 pounds." REMEMBER, the weights PS states are incorrect.

I pull my boat/trailer with a Chevy 1/2-ton extended cab pickup (Z71 shortbed).    The trailer tracks nicely behind the truck at 60 mph. Those who have smaller vehicles (especially shorter wheel bases) have experienced a few problems. But, these problems are not caused by some defect in the Catalina 250 or its trailer. They result more from an insufficient tow vehicle. I am adding a couple of enhancements to my trailer: a spare wheel carrier, a welded-on mount near the stem roller that will hold my Honda outboard, and a quick-connect tongue extender.

PS summarizes the C-250 as follows: The C-250 is a purpose-built boat, adequate for daysailing or overnighting. It comes with a passel of standard features, not the least of which is a 5-year hull structure and gelcoat blister warranty. (Early hulls did have some serious hull problems, including a leak that influenced Catalina's decision to completely redesign the water ballast tank mold. But Catalina tells us the early hulls have all been retrofitted or are in the process of being corrected.) Also included as standard are sails, mast carrier, pivoting mast step, boom vang, jiffy reefing gear (except for one key block), a three-step swim ladder hinged on the transom, pulpit, lifelines and stanchions, trailer bow eye, and other extras. Catalina doesn't publish an official list base price, and we couldn't get an exact quote from the dealers we talked to, but by doing a few calculations, we estimated that the base price FOB factory (Woodland Hills, California) when we tested the boat in 1996 was about $15,800. If you're on the East Coast, freight could add close to $2,000. Then there's commissioning, which may be a nominal $100 to $200, or may escalate for bottom painting, electronics installation, and so on. Fully equipped with trailer, engine, optional canvas, full electronics, and other goodies, we could expect to pay close to $25,000. This seems fair to us, even when compared to the $12,000 for the MacGregor complete with trailer. The Catalina is just more boat. However, the sailaway prices we saw from two different dealers on the East Coast included an extra $2,500 for freight from California, and a whopping $1,500 for "commissioning, including bottom paint." At that rate, we'd be tempted to buy a trailer and do the commissioning and painting ourselves--if not to pick up the boat at the factory and save the freight as well."

My 1999 Catalina 250 (hull no. 384 w/Edson wheel steering, canvas package, TrailRite trailer, assorted interior options, freight, crane rental, tax, title & license) cost $24,500 in September 1998. The Honda 9.9 xls outboard w/electric start added another $2,200.   You will likely find it difficult to get firm prices from dealers unless you are prepared to "sign on the dotted line." Since there are fewer Catalina dealers than say, Ford dealers, they are in a better negotiating position and don't want to hurt themselves by gratuitously offering information. You also won't find boat list prices and dealer markups (as you can with automobiles) in publications like Consumer Reports. Caveat emptor.

Overall, I'm impressed with the detail provided in this Practical Sailor review. They are very thorough. Except of course, they do not make comparisons to other boats in the same general class. I appreciate their candidness and look for other publications to be as objective in their reviews.