macgregor 26 sailboat interior

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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.

RELATED ARTICLES MORE FROM AUTHOR

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

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

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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

Macgregor 26S

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

• 2 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 3 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 4 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 5 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 6 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 7 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 8 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 9 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 10 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 11 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 12 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View
• 13 / 13 Lehi, UT, US 1995 Macgregor 26S $6,500 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

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

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

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Fell in love with the MacGregor 26M, but...

• Thread starter SailFan1
• Start date Oct 21, 2020
• Macgregor Owner Forums
• Ask A Macgregor Owner

Hello there! I am new to this forum and new to sailing too! My husband and I have a (new to us) 1971 Venture 21 in great shape we are doing some small things to to get it on the water here in a few days. BUT, I've had my eye on the Macgregor 26M for the ability to do overnighters, haul to different locations and sail, etc. I like the space and the interior. However, the man doing some repairs on our Venture says he has sold Macgregor 26M's and he is not a fan. He says it's dangerous, he's seen some actually sink (he says the hull is very thin), and also that it tips (keels) way too easily as in a dangerous way. I do see that the owners here are very passionate about these boats which gives me hope! I have not actually seen one in person, yet I have really researched and read and viewed many articles on this boat. What can you MacGregor 26M Owners say to me about his assessment? I am very interested! And, thank you in advance.  

Don S/V ILLusion

This is just my opinion and hope it doesnt offend anyone but - buy a real sailboat. This thing is a powerboat with a mast, isn't very sturdy or sea-kindly and doesnt sail well. We had one on a lake in college many years ago.  

None of the "likes" you mentioned pertain the M's motoring (power sailing) ability. Is that important to you? Have you looked at a classic Mac26? Dagger or Swing centerboard? I had a 26S for 10 years.  

In all honesty, the Mac 26M is pretty awful. Sails like crap. The venture 21 is a bit smaller for sure with mush less room but it is a real sailboat and trailerable.  

What @Justin_NSA said. Look for a Mac 26S or 26D or even a Mac 25 (if the keel is in good shape). Other water ballast boats worth considering are the Catalina 250 as well as the Hunter 23.5, 26 and 260. The Mac 25 is very similar to the V21 you have... it has a cast iron swing keel...but the interior is more like the Mac 26S or 26D. The other boats I mentioned (as well as the Mac 26M) are water ballast boats. You dump the ballast at the ramp to make it light enough to trailer. They feel very different when sailing. The first 5 degrees of heel is essentially a free fall with no counter righting moment. So the boat "jiggles" a lot when not under sail. After it heels about 5 degrees it starts to stiffen up and feel more similar to a "real" ballast boat. I have owned a Mac V21 and a Mac V22. I now own a Hunter 26. I have also sailed on a Mac 26S as well as a Mac 25. If you like the way the Mac 21 feels under sail, the Mac 25 will feel the most familiar and is probably the stiffest of the boats I mentioned. BUT you will need a hefty tow vehicle to pull the Mac 25 around. I love my H26 but it is difficult to launch for a day sail. The Hunter 23.5 is surprisingly large for a 23.5 foot boat. You might also want to consider a Rhodes 22 for a small boat that is surprisingly large inside.  

I've been working on a spreadsheet (Excel) for comparison of these models - except I didn't put the Ventura in there. But I will. If the OP will PM me, I'll send her the spreadsheet after I shore up the Mac section. There are SBO links to reviews of these models. We are not allowed to post spreadsheets - for a good reason. To PM hover over my user name.  

SailFan1 said: Hello there! I am new to this forum and new to sailing too! My husband and I have a (new to us) 1971 Venture 21 in great shape we are doing some small things to to get it on the water here in a few days. BUT, I've had my eye on the Macgregor 26M for the ability to do overnighters, haul to different locations and sail, etc. I like the space and the interior. However, the man doing some repairs on our Venture says he has sold Macgregor 26M's and he is not a fan. He says it's dangerous, he's seen some actually sink (he says the hull is very thin), and also that it tips (keels) way too easily as in a dangerous way. I do see that the owners here are very passionate about these boats which gives me hope! I have not actually seen one in person, yet I have really researched and read and viewed many articles on this boat. What can you MacGregor 26M Owners say to me about his assessment? I am very interested! And, thank you in advance. Click to expand

I really am appreciating all of your feedback gentlemen!! Your input is all very helpful. I am open to other boats, but we do have the concern and limitation with our car only able to tow 3500 lbs., maybe just a bit more.I’d love to be able to consider some of these other larger or heavier boats, but maybe down the road. I will respond to each of you as I go thru your responses. Truly, thank you!!  

SailFan1 said: he says the hull is very thin Click to expand

SailFan1 said: I really am appreciating all of your feedback gentlemen!! Your input is all very helpful. I am open to other boats, but we do have the concern and limitation with our car only able to tow 3500 lbs., maybe just a bit more.I’d love to be able to consider some of these other larger or heavier boats, but maybe down the road. I will respond to each of you as I go thru your responses. Truly, thank you!! Click to expand

Tedd said: People are often surprised when they see how thin the wings and fuselage of a light airplane are, too. But they confuse bulk with strength. In reality, the situation is more complex. As with an airplane, each bit of weigh savings reduces loads in other areas leading to further possible weight savings. (And it works the other way, too, of course: Each unnecessary weight gain increases loads in other areas resulting in further weight gain.) For example, when the bow hits a wave the resulting forces are directly proportional to the mass of the boat because they are the result of the wave trying to decelerate the boat, and F=ma. Keeping the hull light allows less sail area, which allows lighter rigging, which together allows less ballast and, in the end, you have a boat that's much lighter and therefore experiences much less force when it hits a wave. Combine that with vacuum bagged, oriented fiber construction (rather than the chop fiber used on a lot of older boats) and you have a hull that seems thin and flimsy to someone accustomed to those older boats, but is plenty strong enough for its intended purpose. Nobody would claim that a Mac 26 is a blue water boat, but they're plenty strong enough for how they're meant to be sailed. Click to expand

SailFan1 said: ...we do have the concern and limitation with our car only able to tow 3500 lbs., Click to expand

rgranger said: You would be getting close with a Mac 26M. The specs show the empty boat at 2550. Now add an O.B. (350lb) gear, cooler, anchor, spare anchor, chain, food, stores and you are pushing your limit if not over already. If you go with a Mac 26s or 26d your empty weight is 1650 and your O.B. is in the 90lb range. Click to expand

I have towed mine with an AWD 2007 Equinox LT. It was rated at 3,500 towing capacity. It made the 28 mile round trip, and got the boat up the ramp; but I never used it to tow again. It was significantly overloaded. My boat is not heavily modified, and I never have over about 10 gallons of gas. All of that to say, at 3,500 towing capacity, don't plan on going far, towing a 26m - based on my experience. The 2008 Trailblazer with the 4.2 6 cyl, towed it fine. My 2016 Silverado crew LT tows it fine. You will need a higher tow rating to pull an M to really travel and enjoy it. If you aren't planning on a new tow vehicle, you need to be looking at a lighter boat.  

Jackdaw said: The lighter/cheaper/better story that Roger Mcgregor spun to newbies is simply not true. Quality/weight/cost. Click to expand

SailFan1 said: ...our car only able to tow 3500 lbs. Click to expand

Jackdaw said: You mention vacuum-bagged construction. Pretty sure they never did that. Click to expand

Tedd said: I don't think Macgregor ever claimed these boats were better than other sailboats in some general or global sense. He said that making them lighter and cheaper (and, yes, he did achieve both) made them better in specific ways. Better because easier to tow, launch, and recover which, for these boats, were critical requirements. Better because being easy to tow, launch, and recover means they can be kept at home, saving moorage cost and making maintenance far easier. And better because more affordable is always better, if the design meets its requirements. Your quality/weight/cost triad is true when low weight is achieved using more expensive materials and processes. But, again, that's not what Macgregor claimed, nor is it how they went about keeping weight low. Macgregor counted on building a relatively large number of boats from his investment in capital equipment to keep the manufactured cost low, rather than using exotic materials or processes. And, because the design kept the boat very light (DLR under 100, in imperial units), smaller sails and lighter rigging could be used, leading to further weight and cost reduction. Macgregor didn't deceive anyone. Sure, he portrayed his boats in the most positive way he truthfully could in his marketing material. Who doesn't? But the claims are all true, and the boats do perform as advertised. Click to expand

MacGregor 26 (newer model) - Practical Sailor

Sorry @Tedd . Going to have to lean more toward @Jackdaw on this one (with regard to the 26m - I have not fully experienced an S). I love my 26m. It does what I want, at a price point I can afford. It is an odd combination. I'm an odd guy. You can't compare build quality of a Mac with offshore boats, or higher dollar boats. The quality and price point were compromises. Roger was a marketing/sales guy through and through. I'm an engineer, and I know marketing when I step in it. All companies selling products do it to the best of their ability and Roger was among the best. The Mac boats meet their design objectives. Use them for their intended purposes, and enjoy them for what they are. If you own one, develop a thick skin. They are one of the most (if not the most) vilified boats in the industry. If you can't take the criticism, buy something else. The fact that so many people hated them and basically said "they are so dangerous, you will die if you even walk past one on the trailer" intrigued me. It was such a sharp contrast to the majority of actual owners who really enjoyed them. One test sail/motor later, I owned one. Perfect boat? No. Perfect for my current needs? Check. Can I take criticism? All day long.  

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Discussions relating to the MacGregor line of trailerable sailboats

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• Main Site Board index MacGregorSailors Forums MacGregor/Venture Discussion

Headroom in a 26S???

Post by taberahkj » Thu Sep 01, 2005 4:44 am

Post by Zavala » Thu Sep 01, 2005 6:58 am

Not that bad

Post by tgreen111 » Fri Sep 09, 2005 4:46 pm

Re: Not that bad

Post by Frank C » Sat Sep 10, 2005 5:49 am

tgreen111 wrote: ... The power-sailor aspect of the X is intriguing, but I have yet to get into a situation where I needed 50 HP to get somewhere else or off the water in a hurry. I usually resent having the weight of our 9.9 HP 2-stroke slowing us down , so I can't imagine lugging around a much bigger outboard.

headroom ????

Post by Steve K » Thu Sep 22, 2005 10:00 pm

Post by argonaut » Fri Sep 23, 2005 3:29 am

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

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

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

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

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

A Simple Comparison Table

Key Differences Between Hunter 260 And MacGregor 26

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

We want to see our money put to good use.

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

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

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

Also Read: Differences Between Sea Ray And Stingray Boats .

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

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

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

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

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

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

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

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

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

• Maintenance

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Frequently Asked Questions (FAQ)

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

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

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

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

Wrapping Up

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

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

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