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Responsive and Fun for All Sailors

Comfortable Sailing for Couples

Exhilarating Sailing with Friends

Well Balanced and Safe in Heavy Air

Fast Round-the-Buoy Racer

Awesome for Family Sailing

Superb for Teaching Sailing!

The colgate 26 – a sailboat for all reasons.

Welcome to the awesome world of Colgate 26 sailors and sailboat owners. Colgate 26 sailboats are known as The Boats For All Reasons, because they are so versatile and so safe in all wind and sea conditions. Many Colgate 26 owners just enjoy sailing in and around harbors and lakes with family and friends. Other Colgate 26 sailors spend most of their time aboard racing in local and regional competitions. Some Colgate sailboat owners are members of sailing clubs and sailing schools that use the Colgate 26 sailboat exclusively for club activities, coaching sailboat racers and teaching new sailors. Whatever the reason, you can be assured that your Colgate 26 is a safe and unsinkable sailboat, with ergonomic comfort and sophisticated go-fast features that make sailing so much fun. Want to find out what Colgate 26 owners have to say? Here are a few Colgate 26 reviews and testimonials from ardent fans.

To learn more, contact Steve Colgate: 239-985-7505 or 239-218-0471; [email protected] .

6338 Presidential Court, #201 Fort Myers, Florida 33919 +1.239.985-7505

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The Pearson 26 One-Design : 1977–1983

Bill Shaw said "I took our proven Pearson 26 hull, gave her a new deck, moved the shrouds inboard for closer sheeting and voila — I had the perfect boat"

The Pearson 26 One-Design is in a class by herself - an alternative with the proven characteristics of her sisterships, the Pearson 26 and Pearson 26W . Both her sailing ability and her lines are beautifully balanced. Racing, cruising, day sailing. The best of all world at a price that defies analysis.

For some time now I've been wondering why there are no boats designed to appeal to the one design racer and the day sailor who's ready for cruising accomodations. The sailor I'm talking about is that type who doesn't want to give up round-the-buoy racing or have quick after supper before sundown sails. I figured there are hundreds of good sailors out there who can't afford a full blown cruising boat or don't want one because of the nature of the sailing they do. You know what I mean... probably day sailing, a few overnights, and a schedule of club racing. This kind of activity doesn't call for an expensive boat with all the amentities of an offshore cruiser. Rather it calls for a nice compromise between a performance one-design and an easily managed family cruiser... a beautifully finished boat with a big cockpit and low profile that still sleeps four and has provisions for a head and a galley. So I took our proven Pearson 26 hull, gave her a new deck, moved the shrouds inbound for closer sheeting and wallah… I had the perfect boat. Its everthing you need at a desireable price. Give the Pearson 26 OD some thought. Mention it to your friends at the club, start a fleet, Come Sail With Us…

Pearson 26 – By The Numbers

Specifications*, technical data.

Pearson 26 Resources

• Pearson 26 Owners Guide
• Pearson 26 Parts Catalog
• Pearson 26 Brochure (1981)
• Pearson 26 One-Design Brochure (1978)
• P26 Detail Sheet
• P26 Line Drawing
• Pearson 26 Layout
• Pearson 26 Deck
• Pearson 26 Details
• P26 One Design Details
• BoatCheck Owners Review
• Pearson Models MSRP 1978

Pearson 26OD On The Web

• Boat Review by John Kretschmer
• Boat Review by Practical Sailor
• P26OD Specs - SailboatData.com
• Pearson-Info P26 - dan.pfeiffer.net

Pearson 26 One-Design Brochure

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C&C 26 Impressions

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Check out cncphotoalbum.com.  

The original 26 was part of the same series including 29 MK1 and the 34 - some of the earliest cored-hull production boats from C&C. It's a roomy boat for it's length, a bit boxy-looking compared to the standard C&C fare of the day. All three boats were said to be 'tender', but sailed well by all reports. Not sure of the difference between that 26 and the 'Encounter'... only a year apart. The 26 Wave looks to be simply a shoal draft version of the 27 MK5.. virtually identical moldings and dimensions. Late 80s offering, good looking boats with crisp molding detailing on deck. I've not heard of people claiming tenderness for that boat, but in general most C&Cs sail quite well, as I'm sure you know. Hull speeds will be similar.. that's a function of length rather than design - esp when planing is not going to be involved.  

Faster, made a point about the hulls, and I checked my 'owners manual' and the 'Encounter' 26 has "Single unit moulded fiberglass, alternate layers mat and woven roving". The deck is "alternate layers hand laid up mat and roving, balsa cored". Maybe they changed things in later boats, I'll check with CnC Photoalburm, but that is what my book says. I'm thinking this is a good thing? I think she is a little tender, it doesn't take much to heel her over, but she does sail well. If under main only, a guest of about 15 will round her up, and nothing you can do to stop her, a good thing for stupid people like me who, 'THINKS' they are sailors! Look forward to hearing more about your boat.  

I have a C&C 34, and while my experience is limited, I don't think of her as tender... more as spirited. I find she just likes to sail at 15-25 degrees over... almost no matter the wind speed. I had a problem of her rounding up in gusts, but now I just trim accordingly on a gusty day, and not much issue anymore. As for hull speed, I've had her above hull speed for consistent stretches, without feeling like I was on edge of control.  

I like that..."spirited". C&C's traditionally are stiff boats. The construction as well as the use of the balsa helped with their frame strength and rigidty. It can be like different cars...some people love power steering...some like the feel of the road. With a C&C you will feel like you are sailing and you can respond accordingly. The tenderness is part that and part learning how to keep the boat on its feet without over trimming it or having too much sail area for conditions. While its fun to bury the rail at times, long term sailing and cruising for most on here not racing it would wear them out kept up over 6 hours time. Each boat you have the find whats its sweet spot is and how to reduce sail area and from which sail Our C&C 35 MKIII likes a full main and reefed headsail first, other boats handle differently. She is faster at 20 knots steady with a partially reefed 135 and full main, then leaving everything up and depowering or reefing the main. Different trails have taught me that. I have sailed a lot on all three of the 26 and they are fun boats. Quuality when built was good. Condition depends on the owners maintainence and upkeep program individual; for each boat. Dave  

If under main only said: That doesn't sound good -- I just sold my Mirage 26 which did very well at gusts of even 20 knots ( bottom of flags curl and white caps - right?) she was her best heeled over between 15 to 25 degrees. Just bought my C&C which was dry docked and had her shipped to my Marina -was impressed by the interior space, wide decks, diesel engine and also her wheel steering. Never had her in the water and can't wait until next spring but now I feel perhaps I should have done some research before handing over the bank draft. Click to expand...

That doesn't sound good -- I just sold my Mirage 26 which did very well at gusts of even 20 knots ( bottom of flags curl and white caps - right?) she was her best heeled over between 15 to 25 degrees. Just bought my C&C which was dry docked and had her shipped to my Marina -was impressed by the interior space, wide decks, diesel engine and also her wheel steering. Never had her in the water and can't wait until next spring but now I feel perhaps I should have done some research before handing over the bank draft. Click to expand...

No, you did not waste your money, the 26 is a great boat, my rounding up is because I only sail on main alone. Everyone will tell you CnC's are well built boats! Did not mean to give you any negative feelings about the 26, I love mine, as you say it has alot of room on deck, and below.  

I don't think you have anything to worry about. I'd rather have a boat that was lively enough to react to a puff than a dog that can't get out of her own way... C&C knew what they were doing. As long as all the usuals were checked/surveyed/dealt with you'll be just fine.  

Thanks .. felt a bit disappointed for a while but I'm over it. Why sail with main alone? When only going out for a quick sail I sometimes only put up the fore sail because putting up the main is a bit of a hassle for me.  

Ha, ha, I think the main is easy? My wife doesn't know anything about sail trim, so I try to K.I.S.S. for her. She is more of a rider than anything else. I would like to hear more owners input on the 26.  

I have a C&C 24 but have never seen a 26! I have a 26 Mirage and a 27 C&C near my boat and there are many 25's but on lake St. Claire where there many C&C's the 26 is elusive! My 24 is tender but well built and fun to sail! I like my marina neighbor's Mirage 26 and had offered to buy it before I bought mine several years ago. If the C&C 26 sails like it, it!s a nice all around boat( especially with it's diesel inboard and this guy has Rolly Tasker heavy duty sails)! My other neighbor has a 82 27 C&C he bought new over $30k and is still a great boat! WhAt years were the 26's made?  

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• By Richard Smith
• Updated: January 24, 2014

One of many designs that Gary Mull made for Ranger Yachts, the Ranger 26, conceived to be the ideal compromise between a safe and comfortable on-soundings family cruiser and a competitive racer, reflects much of the art and technology that Mull blended so well in the many boats he designed during his all-too-short career. The Ranger 26 is undeniably fast: One won the 1970 IOR North American Half-Ton Cup.

The 26 is a good-looking boat with a distinctive sheer and a nice balance between freeboard and cabin height—a handsome profile wasn’t sacrificed to standing headroom—and exemplifies the construction techniques of the 1970s.

The hull is laid up by hand, and the balsa-cored deck mates to it on an inward-facing flange along the sheer line. A black-anodized aluminum toerail, fastened with bolts on 6-inch centers, completes the joint. The 1-ton iron fin keel is bolted to the hull and should be inspected periodically because the half-inch galvanized keel bolts have been known to corrode badly.

The Ranger 26 is a masthead sloop. Its deck-stepped mast is supported by upper shrouds, double lowers, a headstay, and a backstay rigged with a tensioning bridle.

At about 12 inches wide, the side decks are on the narrow side. Sailors going forward must take care when negotiating the chainplates and genoa tracks and blocks. An anchor roller wasn’t fitted as standard equipment, so anyone planning on cruising a Ranger 26 would want to consider fitting one that could perhaps also hold an anchor.

The cockpit is a little over 7 feet long and is ample for racing, cruising or socializing. The width between the seats is about right for leg bracing when heeled. Since the boat has no quarter berths, an abundance of stowage space is available under both cockpit seats.

An outboard motor provides propulsion. The transom has a cutout to accept it, but a low bulkhead just forward of the transom keeps water out of the cockpit proper and provides a convenient mounting location for the mainsheet traveler. Steering is by tiller.

The accommodation plan is conventional for this type of boat. A molded-fiberglass pan that forms the base for interior furniture includes berth fronts and platforms, and a padded vinyl headliner extends down the cabin sides. A compartment for a portable toilet and a storage closet separate the V-berth from the saloon. In the saloon, a dinette (that converts to a small double berth) is fitted on the port side, and a settee is fitted to starboard. The small galley consists of a sink to port of the companionway and a two-burner propane stove to starboard. Standing headroom is about 5 feet throughout, and sitting headroom above the seat cushions is more than 3 feet. The cabin trim is teak, and the bulkheads are teak-veneered.

Bandit , the boat I sailed for this review, races with a 130 percent genoa fitted on a Harken furler. In the 8 to 10 knots of wind that day, the boat handled well under the main alone. Once the genoa was unfurled, the boat heeled slightly before quickly accelerating to about 5 knots.

Bandit carries her 40 years lightly because she’s been well maintained. She’s a fine example of a 1970s-era racer/cruiser and is still able to show her transom to many competitors.

The Ranger 26 was built from 1969 to 1976. Depending on condition and equipment, list prices range from $3,000 to $5,800—quite a bargain for the inshore cruising opportunities that the boat offers.

Richard Smith and his wife, Beth, sail their Ericson Cruising 31, Kuma , in the Pacific Northwest. This article first appeared in the December 2013 issue of Cruising World.

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Owner's Review of the MacGregor 26 Sailboat Models

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

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

Differences in MacGregor 26 Models

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

Risks and Precautions

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

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

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

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

Safely Sail the Water-Ballast

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

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

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

Experience With the MacGregor 26S

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

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

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

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• Sailboat Guide

O'Day 26

O'Day 26 is a 25 ′ 7 ″ / 7.8 m monohull sailboat designed by Raymond Hunt (C.R. Hunt & Assoc.) and built by O'Day Corp. between 1983 and 1985.

• 2 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 3 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 4 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 5 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 6 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 7 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 8 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 9 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 10 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 11 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 12 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 13 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 14 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 15 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 USD View
• 16 / 16 Beavercreek, OH, US 1985 O'Day 26 $8,000 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)

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• Sailboat Reviews

Grampian 26

A plain jane cruiser from one of canada's oldest builderssports 6-foot headroom at a bargain price..

The first fiberglass auxiliary sailboats were built in the late 1950s; for the record, the first was the 40-foot Philip Rhodes-designed Bounty II (1956), followed by the S&S-designed New Horizons 26 (1958) and the Carl Alberg-designed Pearson Triton (1959). The burgeoning industry reached full bloom in the early 1970s, but the 1960s saw a rapid increase in the number of builders hoping to cash in on the new miracle material of fiberglass. No seams, no rot, no water absorption…or so we thought. Still, the claims were largely accurate, and even though the ad agencies were quick with hyperbole, the public bought it.

By 1961, a handful of European builders were also working with woven glass fibers and polyester resin, laying up hulls in female molds. In Canada, one of the first was Grampian Marine Limited of Oakville, Ontario.

In its first year, the yard produced the 16-foot Jumpahead Catamaran and Triangle 20. In 1963 it added the 27-foot Eagle sloop and Triangle 32, and in 1965 the Classic 31, Walton 37 and U.S. Yachts 41. The Grampian 26 was introduced in 1969 and continued in production until 1987, an astounding 21-year run. (Between about 1977 and 1984, however, the 26 is not included in BUC Research’s Used Boat Price Guide ; during that time the company made the Discovery 7.9, which appears to be based on the 26 hull. And, in our search for listings, we did not find any 1980-era Grampian 26s, so it’s doubtful many were sold). The company went out of business the next year, yet another victim of the industry downturn that has been attributed to the recessionary economy and glut of used boats.

Specifications

Loa ………………………………….. 26′, lwl ……………………………………21’9′.

Beam ………………………………….. 8′ 4″

Draft (keel/cb(up)……………. 4’3″/ 3’0″

Displacement ………………… 5,600 lbs., ballast …………………………. 2,600 lbs., sail area …………………………325 sq. ft..

We don’t know how many 26s were built, but an early brochure claims that 200 were sold the first season; having seen many of these boats over the years, especially in Great Lakes waters, we’re sure this was a successful boat for the company, probably with more than 1,000 built.

The Design and Performance

Alex McGruer, who we understand has passed away, designed most of the Grampian sailboat line, which in the early 1970s included the Albacore, Grampian 17 daysailer, and a line of cruisers-the Grampian 23, 26, 30 and center-cockpit 34. In commenting on the design of these boats, one must consider them in context of their contemporaries; each of the cruisers has a rather homely look, then as now. “High-sided, high-house, Clorox bottle, but very functional.” Was how one owner described the 26.

The hull of the 26 actually has quite nice lines, with a spoon bow, flat counter stern and gentle sheer. It’s the cabin that appears somewhat ungainly in its height, due to the demand for 6-foot standing headroom.

Inboard and outboard models were available, with the latter the more common. A 20-hp. electric start Chrysler outboard was standard for a time, though most owners report using smaller motors, with decreasing performance. The Atomic 4 gas engine and Volvo MD1B diesel were $1,800 and $2,100 options in the early 1970s.

Two keel configurations were offered, a keel/centerboard drawing 3′ 0″ to 6′ 6″, and a fixed keel drawing 4′ 3″. The rudder is a spade and steering is by tiller, though some owners may have installed cable wheel steering, unnecessary in a boat this size.

The moderate displacement/length ratio of 242 would suggest that the boat has a sensible, seakindly hull form. The sail area/displacement length ratio of 16.5 is in line with other conventional cruising boats. The ballast/displacement ratio of 47 percent makes her fairly stiff. A 1970 brochure says, “High speed performance combined with cruising comfort lets you vacation quietly with your family—or boil a wake for your racing rivals to follow!”

Owners responding to our Boat Owner’s Questionnaire paint a less conclusive picture. About half rate the boat’s upwind and offwind performance as average, with comments such as “Definitely not a racing boat,” and “She is no flash.” The other half rate sailing performance as above average to outstanding, adding notes such as, “Besides all-out racers, no boats 26-31 feet seem to stay with us.” Such polarity reveals the subjectivity, hence unreliability, of such ratings. One man’s speed wagon is another man’s milk truck.

A look at the PHRF numbers shows that the fixed keel model has an average rating of 213 and the centerboard models 222. By way of comparison, the 1970s-era Pearson 26 rates 210, the Ranger 26 195, and the Cal 25 about 222. Naturally, the keel model would be faster, but both numbers indicate respectable performance for what is essentially a family cruiser.

Most owners feel the boat balances well with an easy helm, though some said it can be skittish. A number of respondents said early reefing is required. “With full genoa she tends to become overpowered with winds above 15 knots,” said the owner of a 1970 model. “Easily sails itself with tiller lashed, if there is little chop,” said another.

Construction

The Grampian 26, like most low- to mid-priced production racer/cruisers, has a fiberglass pan interior, which forms the foundation of the berths and galley.

The manufacturer called this a “double skin,” which implies extra strength, though this building method seldom imparts more rigidity to the hull than a wooden interior properly tabbed in place.

Many owners rate quality of construction as above average, but those with complaints are nearly equally numerous. A number of owners said that gelcoat crazing was a problem, and that rigging appeared lightweight, though none reported failures. “It is built and rigged too lightly for offshore use.” said the owner of a 1972 model, “but is entirely adequate for coastal/protected waters.”

Other problems mentioned include cracks in the aluminum stemhead and mast step fittings, window leaks, bow and stem pulpits “coming apart,” rusty “keel plates.” loose rudder, and unspecified problems with the keel. One might expect to encounter some of these problems in nearly any older boat, but taken together they should give a potential buyer pause. Our impression is that this was a boat built “just strong enough” for expected use, which as the above owner stated, is for coastal and protected waters.

At the same time, if one approaches an older boat with the attitude that anything can be fixed, even fitting new keel bolts and rudder bearings, a Grampian 26 at the right price could be a good deal.

The Grampian 26 interior features a v-berth quarter berth, settee and small galley.

The standing 6′ headroom was a major element in its appeal. That, plus an inboard engine and a marine toilet, go a long way toward making one feel he’s no longer camping.

With a waterline length of nearly 22′ and an 8′ 4″ beam, there is a fair amount of room in the Grampian 26, at least by the standards of its day. The layout is straightforward, with a V berth forward, enclosed head, convertible dinette, small sideboard galley, and a quarter berth. A couple with one child could be quite comfortable on this boat; with two kids, the dinette must be used for sleeping, and anytime you have to knock down the table, the routine of daily living is disrupted.

“There is no 26-foot sailboat around with same interior space or cockpit that can sail as well as this,” said the owner of an early model. “The galley is cramped,” said another, “but what can you expect?” Berth sizes are noted as “big.” Headroom in the head and forward cabin slips just below 6′.

On deck, one problem is the narrow side decks, which several owners said makes going forward a little tricky. This is the result of the obvious tradeoff with interior space—wide side decks would put the cabin side smack in the cook’s face, and though it doesn’t appear an adult could sit on the inboard side of the dinette as is, a narrow trunk cabin would make it that much tighter.

The Grampian 26 enjoyed a production run spanning two decades, so prices are bound to vary a good deal with age and condition. In 1973, the base price was $7,995, but by the time you added sails, engine, missing elements of the standard electrical system, pulpits and lifelines, genoa gear, toilet, compass and other essentials, you’d have spent another $2,000. That boat today probably is worth about the same…$8,000 to $10,000. Obviously an inboard model will sell for more.

Our recollection of the Grampian 26 is that it had a lot of room for a 26-footer, and the standing headroom in particular was appealing. Clearly these were major reasons for its popularity, and remain so today. For someone wanting basic amenities at a bargain basement price, the Grampian 26 satisfies several requirements. And its sailing qualities are respectable if not scintillating. Fussing with the outboard-and that is how most 26s are equipped-is the penalty for low price.

But, you can take an outboard to the serviceman in the trunk of your car, and easily perform much of the maintenance yourself in the garage or basement, at your off-season leisure. So outboards have much to recommend them, despite inferior motoring performance, and the weight and unsightliness of placement on the transom.

For an economy lake and coastal cruiser, the Grampian 26 is a good introduction to the joys and woes of family cruising…at a price that won’t break the bank. And considering that they’ve probably depreciated all they will for another 10 years or longer, with routine maintenance you should be able to recoup your investment when you’re ready to move up…or out!

As with most any older fiberglass boat, we’d check carefully the following major components before making a firm offer:

• Rigging: Few owners, it seems, are conscious about replacing the standing rigging before failure occurs. Stainless steel wire rope, and specifically the terminal fittings, become suspect after about 15 years, even if there are no outward signs, such as broken strands or cracks. If the standing rigging of a 1970s boat is original, plan on replacing it sooner than later. Check the spar itself for corrosion and cracks.

• Hull and Deck: Retain a surveyor who uses a moisture meter to detect unusually large amounts of moisture in the laminate. Older boats can be expected to have more moisture than new boats, but with so many used boats available, there’s no point in buying one that is saturated, as delamination and/ or blisters may be likely in the future. Have the surveyor check the deck carefully for signs of delamination of the skins from the core. Plan to re-bed deck fittings as time permits as leaky cleats and stanchions are a major cause of wet cores. Inspect the deck, above and below, around the deck-stepped mast for signs of compression-a cavity in the deck, delamination of the bulkhead tabbing, etc.

• Keel: Everyone runs aground sometime, and one would expect to find dents in external ballast keels, or abrasion of the fiberglass covering internal ballast. Determine how well the loads on keel bolts are distributed; transverse floors are the mark of better quality engineering. Saltwater that finds its way down the keel bolts into the ballast can cause serious corrosion; in this regard, freshwater boats are a safer choice. Check the bilge for cracks around the keel bolts. Exposed fiberglass on the bottom of internal ballast can soak up a lot of water; it should be dried and repaired with filled epoxy.

Anything else—except sails and engine—probably can be fixed at reasonable cost.

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Been looking at Sailboats for almost a year planning to buy one this winter(winter time is cheap time😁) Just when I think I’ve narrowed down my options and seen almost ever make and model out sails the Grampian. She will be a blue water cruiser once and or if I become the owner of one. Thanks for all your publishing’s, they are much appreciated.

I dispute your statement that Grampian built the Grampian 26 until 1987 as the boatyard ceased operation in 1977. There were boats sold after that date built by other companies who purchased the molds or hulls left when the yard closed. The Discovery was also built before closure but again the molds were sold and used by other builders into the 80’s This information is based on research I undertook when I ran the Grampian Owners Marina website. http://Www.grampianowners.com If you have any data contrary to this information I would appreciate knowing about it Thanks Ken

I have a G23 and it too is very roomy in the cabin. As for the swing keel, it is stuck in the up position due to the original owner never putting it down. The ballast of the keel is 1000 lbs, this might help with it mounted below the water line in the portion of the keel that is 2 feet 4 inches below the water line. Sails nicely, and motors nicely too. It is more a trailer sailor, and is very comfortable to sleep on.

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