trailerable trimaran

6 Best Trailerable Trimarans For Bluewater and Coastal Sailing

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Having a boat costs a lot of money, even when you are not using it, marina fees, etc. And once it is in the water most sailors never go very far from their “home marina” and sailing will be somewhat restricted. However, what if you could fold your trimaran and put it on a trailer, store it at your house, and go to a new sailing spot the next time?

Here are 6 of the best trailerable trimaran:

• The Dragonfly series
• Corsair Series
• Windrider 17

Choosing the best trailerable trimaran (a multi-hull with three “hulls”) will depend on crucial factors like speed, durability, design, and ease of transportation. This article is here to help you get started with your research and hopefully help you on the way towards your dream boat!

Table of Contents

Cruising Trimarans That Can Be Transported

Cruising boats are made for multiday sailing either on the coast of your favorite sailing area or full-out blue-water ocean crossings. Extended living should be a priority in these designs.

1. The Dragonfly 25 and 28 (Dragon Fly Series)

Dragonfly is in the business of making the “best foldable trimarans on the planet” many would agree with this statement. Dragonfly is known for its commitment to easy trailering and ease of use, shown in designs for the Dragonfly 25 and Dragonfly 28.

The “Swing Wing” system on the linchpins is one of the key features of the dragonfly series. The system’s application makes it possible for the trimaran to narrow its beam as much as 50%.

Attesting to its Scandinavian manufacturing, most parts of the trimaran are made in-house. This guarantees quality and ensures that all used parts are above standard.

You don’t need to look further than the Dragonfly 25. Its centerboard slightly offset to port. Extra space is created in the main hull’s interior with a trunk buried under a settee. Performance-wise, the low drag and narrow hull shape allow the boat to reach blistering speeds.

Dragonfly 28 In Numbers

• Length: 8.75m
• Beam folded: 2.54m
• Max crew: 5-7 people
• Max Speed: 22+knots

Dragonfly 25 In Numbers

• Length: 7.65m
• Beam folded: 2.30m
• Max crew: 4-6 people
• Max Speed: 21+knots

2. Farrier F-22

New Zealand enters the trimaran manufacturing race with this premium sea goer. The vessel comes in two different versions: a performance variation with more horsepower and a full cabin cruising version. 

Compared to the dragon series the F-22 has the biggest allowance for space.

The F-22 is known for being one of the easiest trimarans to fold and load.

The sports version of the F-22 has some really good performance to offer. It has an aggressive spirit: you can mount a sail while leaving plenty of space for the boat’s fine entry and flared forward sections. The build quality is also topnotch—a lasting memorial to a principle that Ian Farrier always worked by: excellence.

Farrier F-22 In Numbers

• Length: 7.0m
• Beam folded: 2.5m
• Max crew: 3-5 people
• Max Speed: 20+knots

3. Corsair Series

This boat series has an exciting history. Farrier created it to promote his trailerable tri concept. However, the series is now independent with a top-class vehicle to its name.

The Corsair 760 is listed as providing some of the best performance and safety benefits to sailors.

Building off the spirit of excellence of the founder, the Corsair 760 has created a boat with comfort and racing potential. The boat can be tricky to handle at first, but it will be a breeze once you get the hang of it.

It is also worth noting that the corsair 37 is the largest trailerable trimaran on the market today.

Daysail Trimarans That Can Be Transported

Boats that are made for dayssailing are usually smaller, cheaper and more easily handled. They are perfect for those looking to enjoy a full day on the water in calm weather, but are usually less suitable for multiday events or rough sea sailing.

4. The Astus Models (20ft, 22.5ft, and 24ft)

If you’re looking for something small but still capable of doing day sailing, this 22.5-foot trimaran is for you. Built for speed and maneuverability, the Astus 22.5 has optional foils to optimize speed.

The modern design, coupled with the spacious interior, can fit up to four beds. Accordingly, this trimaran is suited for family outings. 

The Astus brand specializes in transportable trimarans, worth noting is that some models need a specific trailer whilst the smaller boats use a standard trailer.

5. Weta 14.5

The 2019 Weta trimaran is a 14.5-foot (4.4-meter) trimaran featuring a carbon frame, centerboard, rudder foil, and rudder shock. The hull is made from fiberglass and foam. The Weta is built for strength and speed based on these lightweight materials. 

The 2019 Weta trimaran is easy to sail and is worth considering whether you want to take a quiet sail, race with your friends, or take kids to a sailing lesson. It has a simple design and is easy to set up independently.

The small size makes it more suitable for daysailing in good weather rather than multiday cruising, although more experienced sailors will of course push the limits of this boat.

6. WindRider 17

The 17.4-foot (5.3-meter) WindRider 17 is one of the more versatile trimarans in the market. It packs high performance for a low cost. This trimaran has a light rotating mast to boost performance, and a full-battened mainsail optimizes visibility. 

This sailboat is made from rotomolded polyethylene, which is more durable than fiberglass and demands less maintenance.

The WindRider 17 has a comfortable interior and can fit six adults. This is an ideal choice for social sailing for a couple or a family and friends. It’s easy to ride, and a shallow draft allows easy maneuverability. 

What’s the Largest Trailerable Trimaran?

The largest trailerable trimaran is the Corsair 37 , this multihull is built for single-handed cruising while still maintaining the ability to comfortably seat 6 people.

The Corsair 37 provides comfort, speed, and safety. It also contains just enough space to accommodate amenities like a propane stove, a sink, and other equipment.

The vessel is designed to be a performance cruiser. It features an aluminum rotating wing mast, carbon fiber bowsprit, and premium deck hardware. The corsair can still cut through the water with ease despite its size, putting the wind in your sails.

What Is a Catamaran?

A catamaran is a boat with two hulls (a trimaran has three) connected by a bridge deck. Catamarans usually offer more space than both monohulls and trimarans of the same length. The catamaran is usually somewhat slower than a trimaran but faster than a monohull. They are usually made of fiberglass or carbon fiber.

Catamarans come in all shapes and sizes. You can find straightforward sailing catamarans, perfect for those who are only starting their sailing journey. Larger sailing catamarans have become extremely popular for long-distance sailing.

There are also power catamarans, they have huge diesel-powered engines (sometimes electric) and no sails. Also called “power cats”, these boats can reach 30+kts.

Can a Trimaran Be Trailerable?

As discussed above, some trimarans are possible to put on a trailer and move to another sailing area or to be stored at home. This is usually not possible with catamarans but is sometimes possible with the trimarans that are fitted with foldable amas (the two outer “floats” or “hulls”).

Some trimarans can be trailerable, this is mainly due to the ability to drastically decrease the vessels beam, sometimes as much as 50%. This allows the trailer plus trimaran to be below the legal requirements of the road.

Final Thoughts

It has proven difficult to beat the trimaran in terms of speed. Through the ages, this type of vessel has proven to be immensely enjoyable in all kinds of sailing activities. These can range from sea adventures to waterborne relaxation in your free time.

Trimarans come in various types, foldable, for cruising or racing, etc. However, there is a common factor: many of the small ones are trailerable. This makes them easier to move than most other types of boats.

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

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Folding System

Legendary ability, unbeatable reliability.

Folding and unfolding a Corsair trimaran takes only a minute. With just 4 bolts to remove, it is easily managed by one person, and is normally done while afloat. Simply raise (to fold) or press down (to unfold) the inboard end of one cross beam. It can be done from the safety of the cockpit and only a little force is needed due to the folding system’s carefully balanced geometry, and the movement of the floats being mostly horizontal.

The solid aluminium folding struts have absolute control over the folding motion and prevent flexing or racking. A stainless steel bolt on the inboard end of each beam secures the floats for sailing. Crucially, wingnets remain attached during the folding process – their frictionless fixing allows them to tension themselves appropriately through the folding process. The system is so simple and balanced that Corsair trimarans can even be folded while motoring.

TRAILERING ACROSS CONTINENTS

Corsair Marine trimarans are especially weight-conscious, and sit low on their trailers meaning they have excellent trailering characteristics. They are equally easy to launch, giving you more time on the water, and the ability to expore many more remote cruising grounds or participate in regattas far from home. Some Corsair trimaran models go from trailer to water in 25 minutes, and with practice even the largest boat models can be done in 40 minutes.

Corsair 880 Trimaran | 2022 Boat Review by Multihulls World

Corsair 880 – Drive Out, Fold Out, Thrill Out, Chill Out

Australian Debut of the Corsair 880 at the Sydney International Boat Show

• Folding Corsair Trimarans: Legendary Ability, Unbeatable Reliability
• 5 Reasons Why The Corsair 760 Trimaran Won Multihull Of The Year
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My Cruiser Life Magazine

7 Best Trailerable Sailboats for Cruising

Many sailors balk at the idea of leaving their boat in the water at a marina. Slip fees are expensive, and maintenance bills get bigger the longer you leave a boat in the water. However, if you want a boat under 30 feet long, there are trailerable sailboats that will fit the bill.

Like any boat purchase, you’ll need to analyze precisely what kind of trailer sailer you want. Will a simple weekend sailboat suffice, or do you really need the best trailerable cruising sailboat you can find? 

Here’s a look at some of the pros and cons of the best trailerable sailboat. Plus, we’ll look at how to compare them for your purposes.

Table of Contents

Best trailerable sailboats, easy to launch trailerable sailboats, quick setup time, towing weight, catalina 22/25 “pop-top”, com-pac horizon cat for classic coastal cruising, marshall sanderling — small, portable, classy, west wight potter 19 — the tiny go-anywhere sailboat, seaward 26rk with retractable lead keel, corsair f-24 trimaran – sporty sailing, macgregor 26m — maximum speed meets maximum living space, long-range cruising boats, 7 best trailerable boats – a recap, what’s the best trailerable sailboat for a cruise, trailerable sailboats faqs.

• Catalina 22/25
• Com-Pac Horizon Cat
• Marshall Sanderling
• West Wight Potter 19
• Seaward 26RK
• Corsair F-24 Trimaran
• MacGregor 26M

We’ll get into more detail about each brand in my post today, so hang tight!

What Is a Trailerable Sailboat, Exactly?

For this article, the priorities for a trailerable sailboat are:

• Easy to launch
• Require minimum setup to launch and store
• Lightweight enough to be towed by the average vehicle

Before you can really classify a sailboat as trailerable, you need to evaluate and narrow your search criteria. Truthfully, 50-plus-foot ocean-going sailboats are regularly put on trailers. But that’s done commercially, on a big rig, with special permits for oversized loads, and even led cars.  

That probably isn’t what most people mean when they think of a trailerable sailboat. But what is the priority here, the trailerable part or the sailboat part? Compromises are going to have to be made somewhere. 

If you’re looking at the 20-foot-and-under sailboat crowd, finding a trailerable example should not be hard. Most sailboats this size are designed for trailers anyway since they aren’t the sort of boats people want to pay to leave in a slip year-round.

Things get more interesting when you look at the 20 to 30-foot boats. In this class, there are stout ocean-going cruisers with deep keels and lightweight centerboard trailer sailboats designed from the get-go to be trailered by the average car or SUV. The differences between these boats are night and day.

Sailboats often have a hard time at boat ramps. First, deep keels mean that the trailer must extend farther into the water than the average boat ramp allows. This means the ramp needs to go back far enough, and the trailer tongue needs to be long enough not to swamp the car. 

If you have a boat like this, you’ll need to find the right boat ramps. Unfortunately, not all ramps are created equally. If your boat draws more than two or three feet on the trailer, you’re going to be limited to steep, paved, and high-quality boat ramps. Unfortunately, those aren’t standard features, so your cruising grounds are going to be limited.

Usually, ramps aren’t built steeply because they are often slippery. Your tow vehicle will need excellent traction and torque to pull your fully loaded boat out of a steep ramp. The steeper the ramp, the more trouble you’ll have. 

The alternative to finding steep ramps is to use a trailer tongue extender. This lets you get the trailer into deeper water without swamping the tow vehicle. But it also means that the ramp needs to extend deep enough. Many ramps end abruptly. Allowing your trailer to sink off the edge is an excellent way to get stuck or pop a tire.

Pick a boat as easy to launch and retrieve as a similarly sized powerboat to remove all of these boat ramp problems. The soft chines of most sailboats will always require a little more water, but a swing keel and the hinged rudder raised mean that the boat can sit low on the trailer bunks. That way, you only need one or two feet of water to launch, an easy feat at nearly every boat ramp you can find.

The next consideration for a sailboat to be portable enough to call it “trailerable” is the amount of time it takes to step the mast and get it ready to cruise. 

To accomplish this, you need a mast that can be stepped by a two-person team–maximum. Ideally, it will have some tabernacle hardware to enable one person to do the task for solo sailing.

There is an entire family of pocket cruisers that could ideally fit on trailers. But you won’t find the Fickas or the Falmouth cutters on my list, simply because they aren’t easy to launch or easy to rig. But, of course, they’re also too heavy for most vehicles to tow, which leads us to the final point of excluding them this trailable pocket cruiser’s list.

One of the most significant financial burdens the trailer sailer faces is their tow vehicle. You are all set if you already drive a two-ton dually diesel pickup truck. But if your daily driver is an SUV or light pickup, you need to think long and hard about the math of the towing equation. 

Whatever boat you buy cannot exceed the towing rating limits of your tow vehicle. If you don’t have a tow vehicle, you’ll need to buy one. This will double or triple the cost of getting a trailer sailer in most cases. For the same money, you may want to look at a boat that stays in the water at a traditional boat slip. For the cost of a trailer sailer and a tow vehicle, you can probably step into a nice boat that is larger and more comfortable than any towable.

If you have a tow vehicle, you need a light enough vessel for it to tow. Most modern SUVs tow less than 2,500 pounds. Anything more than 5,000 will require a full-size pickup. Remember that the tow weight isn’t just the boat’s displacement—it’s the empty hull weight, plus the weight of the trailer and any extra gear you need to pack into the boat. 

Finding a vessel that fits these limitations on weight isn’t easy. If the manufacturer’s goal is to make it towable, immediate limits are placed on the materials they can use. This means less seaworthiness since boats are built light and thin. As far as stability goes, lead keels are generally out, and water ballast systems or centerboards might be used instead. It doesn’t mean these boats aren’t safe and fun, but they aren’t designed for rough conditions, crossing oceans, or living on in the water full-time .

7 Best Trailerable Cruising Sailboats

There are more trailerable sailboats out there than you might imagine. Here’s a look at seven popular options of all shapes and sizes to give you a taste of what you might want to take to sea.

The boats here are selected for their storage and living space. With these boats and a little outfitting, you can spend weeks gunk-holing in the Chesapeake Bay or island hopping the Bahamas. If you broaden your scope to include daysailers with no cabin space, there are countless more options.

One of the worst parts of a small trailerable sailboat or pocket cruiser is the lack of stand-up headroom. One clever solution that you’ll find on some weekend sailboat types is the pop-top. 

The pop-top is simply an area around the companionway hatch that extends upward on struts. So when you’re at the dock or anchor, you get standing headroom down below—at least right inside the pop-top.

You can build a canvas enclosure for your pop-top to use it in all weather. A pop-top makes your boat feel much larger than it is and allows you to move freely to cook or get changed down below or even do a nice boat bed area. 

Later models of the Catalina Sport 22 and Capri 22s lacked this cool pop-top feature, so if you want it, you’ll need to seek out an older model on the used market.

Com-Pac has been building small sailboats since the early 1970s. They currently sell two lines, each with various-sized boats. All are well built, and a majority of their boats are trailerable. 

Most interesting at the Com-Pac traditional catboats . The rigging is more straightforward than modern sloops, with only one large mainsail. Com-Pac boats come with a unique quick-rig system to make getting on the water fast and simple.

The Horizon Cat Coastal Cruising has a displacement of 2,500 pounds with a 2’2″ draft when the board is up. She has a separate head forward and space to lounge either topside or down below. The smaller Sun Cat has slightly few amenities but shaves off a few feet and pounds, making it easier to tow and it is one of these amazing small sailboats. Com-Pacs features stub keels, so their centerboard and hinged rudder do not take up space in the cabin.

On the sloop rig side, the Com-Pac 23 comes in a 3,000-pound traditional sailboat or a very interesting pilothouse. Both are incredibly livable for their size , with shallow two-foot-long fixed keels and high-quality construction.

Another option if you like catboats is the Marshall Sanderling. This salty 18-footer oozes traditional charm , all while being easy to sail and easier to tow. And while she has wooden boat lines, she has a modern laminated fiberglass hull.

The Sanderling has a 2,200-pound displacement, so tow weights will be around 3,000 pounds. At only 18-feet, she’s on the small side for cruising. The cuddy cabin has no galley, and the portable toilet is not enclosed. But that small size means a simple boat that’s easy to maintain and take anywhere. 

An electric motor package is an exciting option on this weekend sailboat!

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You can’t mention tiny trailer sailers without touching on the famous West Wight Potter . These 15 and 19-foot pocket cruisers have earned a worldwide reputation as the ultimate go-anywhere coastal cruiser.

The West Wight Potter 19 offers the most living space for staying aboard and cruising. So even though its dimensions are diminutive, this little boat packs a lot in. There’s a single burner hotplate and sink and a porta-potty tucked under a cushion. Yes, it’s tight—but the company claims the little boat can sleep five people. Any more than two will feel pretty crowded, however.

The boat comes standard with a mast-raising system that a single person can manage alone. It has a daggerboard for a shallow draft of a half-foot when the board is up. The total towing weight is around 1,500 pounds, which means nearly any car can tow a West Wight Potter.

This little-known trailer sailer is produced at the same Florida factory that makes Island Packet Yachts. That should give you a little bit of an idea of what sort of boat it is—trailerable, yes, but also high-quality, beautiful, and built for cruising. In other words, it’s one of the nicest all round pocket cruisers and it feels like a much larger boat.

The Seaward is easily the saltiest boat on this list . It’s beefy and seaworthy. Instead of a lightweight centerboard, Seaward fits the RK with a bulb-shaped retracting keel. Other big-boat items include a Yanmar diesel inboard motor and an enclosed head. The spacious cabin of the boat features a double berth and is ready for salt water cruising.

According to sailboatdata.com , the tow weight of the 26RK is 6,000 pounds. With the keel up, the draft is 1.25 feet.

Multihull sailors need not feel left out from the trailer sailer club and the pocket cruiser. Beyond the ubiquitous beach Hobie Cat, there are not many options for catamarans. But trimarans are uniquely suited to be towed.

Why? For one thing, performance oriented boats like trimarans are based on it being built light. There is no ballast—a trimaran’s stability comes from its two outer hulls. Additionally, the living space is entirely housed in the central hull–the outer floats are small and sometimes foldable. Finally, there are no keels on tris, so they are extremely shallow draft and perfect for trailering.

If you’re looking for adrenaline-pumping sporty and fun sailing, it’s impossible to beat what a trimaran will offer. Let’s not beat around the bush—most of the trailer sailers on this list have hull speeds around five knots. The Corsair has no such limits, routinely sailing at 15 knots or more .

The new Corsair 880 trimaran has an unloaded weight of 3,659 pounds. It is trailerable behind a big SUV or small pickup and is probably the most fun sailing option that is trailerable at all.

An even more portable option is the older Corsair F-24. It has a light displacement of under 2,000 pounds—so nearly any SUV can tow it.

MacGregor owns the market on trailerable motor sailers since they more or less created the product to fit the bill. The MacGregor 26 is not like other boats. The design combines a planing powerboat with a centerboard sailboat. Imagine scooting along at 20 knots or more when the wind is down or enjoying a sporty sail on a breezy day–in the same boat.

The entire boat is built from the ground up for towing and long-range sailing. So if you want a big sailboat that you can tow behind pretty much any SUV, the MacGregor has to be on your list. 

Depending on the model, the 26-foot-long boats have incredibly light dry weights of between 1,650 and 2,350 pounds. Considering the massive volume of the roomy cabin, the ability to tow such a large vessel opens up an entire world of opportunities for owners. 

It’s not all good news, of course. MacGregor owners love their boats, but they are built light and are not ideally suited for offshore cruising or rough weather. But in bays and for coastal sailing on nice days, few boats can get as much use as a MacGregor. 

The motorboat capability of the 26M and 26X might not appeal to hardcore sailors, but for those looking to maximize their use of the boat depending on the weather, their mood, or location, it makes a lot of sense. 

MacGregor shut down in 2015, but the daughter and son-in-law of the original owners took over production and renamed the boat the Tattoo 26 . The company will soon release a smaller version, the Tattoo 22 .

If the 26 is a bit big to make your list of best trailerable small sailboats, consider the smaller Powersailer 19. It’s nearly identical to the 26, just smaller and lighter.

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What Do You Want Your Trailer Sailer To Do?

After you’ve settled on how you will tow and launch your trailer sailer, now it’s time to dream about what you want it to do. Where will it take you? 

The beauty of a towable boat is that you can travel anywhere. A boat in the water might take weeks or months to move a few hundred miles. But if you can attach it to your car and do 65 mph on the interstate, you could sail on the Pacific on Monday, the Gulf of Mexico on Wednesday, and the Atlantic on Friday.

We can divide our trailerable sailboats into three groups – daysailers, weekenders, and cruisers.

These are designed with open cockpits and no space to sleep. This is a majority of the sub-22-foot boats on the market. They are designed to be launched, play for the day, and return to the ramp or dock.

A weekender will have rudimentary sleeping facilities. Think of it as a floating tent—it’s not a five-star hotel, but you can sleep under the stars or get out of the rain. Conceivably you could stay aboard indefinitely, but it doesn’t have much room for gear. So most people are ready to get off after a day or two. 

A cruising boat has sleeping, cooking, and toilet facilities built-in. These might be small and simple, but in any quantity, they mean you can disconnect from shore for a long time. Unfortunately, squeezing all of this into a tow-friendly package isn’t easy, and very few boats do it well. 

The best trailer sailor for your adventures will depend on many factors. Like any boat, whatever you decide on will be a compromise – boats always are. But there are plenty of choices out there, no matter what size your tow vehicle is and no matter what sailing adventures you have in mind.

What size sailboat is trailerable?

Even large yachts are routinely transported by towing across land, so the question is more of how big a sailboat can you tow? Your tow vehicle will be the limiting factor. The upper limit for most large SUVs and trucks is usually a sailboat around 26 feet long.

Sailboats are generally very heavily built, with ballast and lead keels. Sailboats specifically made to be trailer sailers are lighter. They may use drainable water ballast tanks instead of fixed ballast and have fewer fixtures and amenities.

To find the best trailer sailer, you need to balance the total tow weight, the ease of rig setup at the boat ramp, and the boat’s draft. Shallow draft boats with centerboards are the easiest to launch and retrieve.

Is a Hunter 27 trailerable?

No. The Hunter 27 is a one of those fixed-keel larger boats built from 1974 to 1984. The boat’s displacement is 7,000 pounds, not including trailer and gear. That alone makes it too heavy to tow by all but the beefiest diesel trucks. 

Furthermore, the fixed keels had drafts between 3.25 and 5 feet, all of which are too much for most boat ramps. In short, the standard Hunter Marine 27 is too big to tow for most people.

On the other hand, Hunter has made several good trailer sailers over the years. For example, the Hunter 240 and 260 were explicitly designed for trailering. They have drainable water ballast and shallow keel/centerboard drafts less than two feet. 

Is a Catalina 22 trailerable?

Yes, the Catalina 22 is easily trailerable and makes a wonderful weekend sailboat. In fact, there were over 15,000 Catalina 22s made and sold over the years. 

The boat’s displacement is 2,250 pounds, which means your total tow weight with trailer and gear will be under 3,000 pounds. This is within the capabilities of most mid to full-size SUVs and light trucks. Be sure to check your vehicle’s towing capacity, of course.

The centerboard on the Catalina 22 is another factor in its easy towing. With the board up, the boat draws only two feet. This makes it easy to float off the trailer at nearly any boat ramp. You should avoid fixed keel versions of the 22 for towing unless you have access to extra deep ramps. 

Matt has been boating around Florida for over 25 years in everything from small powerboats to large cruising catamarans. He currently lives aboard a 38-foot Cabo Rico sailboat with his wife Lucy and adventure dog Chelsea. Together, they cruise between winters in The Bahamas and summers in the Chesapeake Bay.

Can someone tell me why no other manufacturer makes pop tops? Those who have them, love them. Makes sense for head space with a trailerable boat too. Catalina stopped making them decades ago, yet people still swear by them. So, why isn’t there any newer models?

MacGregor put pop tops on many of its trailerables

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Dragonfly Trimarans

Dragonfly trimarans for sale.

The Dragonfly 25 is an easily trailerable trimaran for sailors looking for both performance and comfort.

Dragonfly 25.

The Dragonfly 28 is an excellent trailerable trimaran built for performance and cruising comfort.

Dragonfly 28.

The Dragonfly 32 is the perfect combination between family cruising, racing, and offshore adventures.

Dragonfly 32.

The all-new Dragonfly 40 Performance Cruiser is a cutting edge design with a spacious cockpit and stylish interior.

Dragonfly 40, dragonfly trimarans for sale in the us.

Dragonfly Trimarans are built in Denmark to extremely high standards by Quorning Boats. The current Dragonfly range extends from the trailerable 25 and 28 footers, up to the larger 32 and 40 foot models. All Dragonfly Trimarans employ their hallmark “swing wing” system for retracting the floats for docking or in the case of the 25 and 28 for easy trailering. One feature of this system is that the floats remain in the vertical orientation, which is an advantage when keeping the boat in a slip because it eliminates the issue of fouling of the outside surfaces of the floats. Another hallmark of Dragonfly trimarans is their attention to detail in the interior design and finish, creating a beautiful comfortable place to spend time inside the boat. If you are looking for a Dragonfly Trimaran for sale, Windcraft Multihulls is a US dealer located in the Southeastern United States. Contact us for more information.

Click here to read more about why you should buy a Dragonfly Trimaran.

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DRAGONFLY 28 – FAMILY CRUISER & RACER

DF 28 OVERVIEW

Dragonfly 28 is the ultimate trailerable trimaran. jens quorning calls it the ‘swiss army knife’ of his range; compact, versatile and multifunctional. as a result it is our most popular model, with almost 250 built..

DF 28 is available in Touring and Performance versions, but the accommodation is the same in both. However Performance has a taller carbon rig and more powerful floats, which offer a more dynamic sailing experience. As a result, each boat is optimised to its owner’s wishes.

Dragonfly 28 trimaran is for the modern sailor, who demands multiple roles from his boat. It’s as happy gliding up to your favourite beach for a family picnic as it is exhilarating on the race course. Separate cabins, a generous galley and an enclosed heads with marine WC all ensure your family are comfortable and have privacy when cruising.

The Swing Wing system allows it to fold quickly to access a single marina berth or the road trailer. This is operated from the cockpit in less than 1 minute per side, and without any tools. The kick-up centreboard and rudder allow Dragonfly 28 to float in knee-deep water, for easy access to your favourite beach. In addition, huge lockers in the floats accommodate extra sails, inflatable paddle boards, folding bikes etc.

“It’s the most exhilarating sailing I’ve done since a ride on an Extreme 40 cat last year – and I enjoyed it as much”

“The fastest touring boat in the World under 30ft”

“For the life of me, I cannot understand why multihulls aren’t more popular in the UK. Here is a 28ft yacht that charges around at 15 knots without any effort. She is as close-winded as a monohull, she doesn’t heel more than 15 degrees and has bags of stowage”

“DF 28 was as good as I had hoped, beautifully designed and sailed very well. I am glad that I chose the Touring version, which is right for the solo-sailing I want to do”

“Even with the log reading speeds in the mid-teens, I didn’t need my oilskin trousers”

“ During our test sail we topped 18.7 knots without even trying – this is a seriously quick cruiser-racer”

IMAGE AND VIDEO GALLERY

Technical spec.

DOWNLOAD TECHNICAL SPEC FOR THE DF28

BROCHURE, BOAT TESTS + AWARDS

DRAGONFLY 28 PDF Brochure

European Yacht of The Year Nominated – 2009/2010

YACHTING MONTHLY Read the article

YACHTING WORLD Read the article

DRAGONFLY MODELS

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Corsair 760 Trimaran

Solo sail, family fun or race with mates.

The Corsair 760 offers a incredibly versatile platform that can be folded away and transported by trailer to your favourite destination, but unfolds to provide space, speed and stability when sailing. Optimised for short handed sailing, it’s ideal for a solo adventure to a remote location, or a great way to teach the kids how to sail while having fun…but when racing season starts, you will be always at the front of the fleet with incredibly efficient apparent wind performance only a trimaran can offer.

Convenience of driving

The Corsair 760 folds up to standard trailer width and with a total weight under 2 tonnes with a double axle trailer, it can be towed by most regular 4WD vehicles and stored in a cost effective manner. The mast raising system makes it easy to raise and lower the rig and launch the boat using just the winch from the trailer. 

Roomy and stylish cabin

Sufficient cabin space will comfortably accommodate a family or a group of friends. While LED mood lighting and white interior create an image of larger space contrasted by the colour cushions. The centre table is supported by the daggerboard case and can be lowered to create a double bed in the salon or can be simply stowed away. The forward section in front of the daggerboard case is occupied by a double berth. A deck hatch provides natural light and airflow through the interior.

FINANCE AVAILABLE

FROM JUST $1,500 PER MONTH (WITH 30% DEPOSIT)*

Take advantage of affordable finance packages with loans available from just $1,500 per month based over a 7 year period based on a 30% deposit. Other options are also available. *Conditions apply.

• Beam Folded 2.5m
• Draft D/B Up 0.3m
• Draft D/B Down 1.6m
• Mast Length 10.5m
• Unladen Weight 950kg
• Max. recommended auxiliary 8HP

Boat Description

Introducing Corsair Marine’s newest pocket cruiser, the Corsair 760. This new trailerable trimaran is destined to bring trailer sailing to the next level. Originating from the ever-popular 24 and 750 range this new model has received a radical redesign by our French partners at Perus Yacht Design. The Corsair 760 offers sailors more comfort, performance and safety than our previous 24ft trimaran range. This has been achieved by cleverly designing high volume and wave-piercing floats. Because of this offers additional buoyancy and significantly increasing the vessels righting moments and safety margins. The 760 offers a comfortable cruising interior with compact galley and pop top. This compact cruising trimaran has been designed to comfortably sleep couples for weekend getaways. Or with the addition of an optional collapsible dining table will sleep up to 4. The 760 a performance cruiser the whole family can enjoy.

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Yachting Monthly

• Digital edition

Astus 20.5: Fast, fun and affordable trailable trimaran

• David Harding
• August 20, 2021

For fast yet undemanding sailing, easy trailing and simple camper-cruising, the Astus 20.5 trimaran is likely to find wide appeal says David Harding

The Astus 20.5 is taut and responsive to sail. Credit: David Harding

Product Overview

• Fast and easy to sail
• Can be trailed behind a small car
• Easy to reduce beam for marina berthing
• Less accommodation than a monohull of similar size
• Rigging process could be simplified
• Slightly stark interior finish

Manufacturer:

Price as reviewed:.

Boats that are small and light enough to keep in your driveway and trail to where you want to sail make a lot of sense.

One drawback, however, is that they tend to be slower than bigger boats – especially if they’re of a size and weight that allows them to be easily managed short-hand, both afloat and ashore.

If you want to sail from Poole to Weymouth for the weekend in a 20ft trailer-sailer, for example, it might take a while.

This is where speedy trailable trimarans like the Astus 20.5 come in.

When I sailed its predecessor, the 20.2, about 10 years ago, we regularly hit 15 knots on a reach without breaking sweat and maintained an easy 6.5 knots upwind.

This 20 footer can match 50 footers for speed. Credit: David Harding

You can cover a lot of ground at those sorts of speeds.

I first met the Astus 20.5 at the Düsseldorf Boat Show in 2019. Since it’s a newer boat and designed by no less a design team than VPLP, I had high hopes that it would offer even more than the 20.2.

Quite apart from the sailing potential, the trailing is as simple as can be with a boat like this.

If you choose the resin-infused hull, the Astus 20.5 weighs under 500kg (1,100lb), or just over 500kg with the standard solid laminate.

The lighter weight means you can use an unbraked trailer , saving money, maintenance and yet more weight, so you can trail it behind a normal hatchback vehicle.

Getting somewhere fast under sail is one thing. Having somewhere to sleep when you arrive is another.

The Astus 20.5 is simple to sail for two people. Credit: David Harding

Though its cabin is smaller than on a monohull of similar size, the Astus provides seating, stowage and space for a companionable couple to be able to stretch out.

Then of course you have the trampolines each side on which you can rig a tent for more sleeping space.

The opportunity for a sail on the Astus 20.5 finally came when Hein Kuiper of Boats On Wheels brought his first demonstrator to the UK.

In fact we went out twice – first for a photo session in Poole on a brisk winter’s day and then a few months later in Chichester Harbour.

Since the boat arrived in Poole on its trailer, I was able to see how it went together.

Pulling out the hulls is pretty straightforward: their aluminium beams slide in and out of the fixed beams on the main hull. You can do that ashore or afloat.

There’s nothing complicated about raising the rig, either, and it can all be done singlehanded .

The whole process, from arriving with the trailer to sliding the boat into the water, took Hein a couple of hours or so the first time or two (comparable with a monohull of similar size, he reckons) but would undoubtedly get quicker with practice.

Continues below…

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Producing a boat that planes under power and sails like a thoroughbred has been an elusive quest for decades. Has…

Dragonfly 28 Sport

Whether you choose the standard or the Sport version, the mast is the same height.

The difference is that the latter comes with a square-top mainsail to give appreciably more sail area.

If you want to save as much weight as possible and make raising and lowering the mast easier, you can have it in carbon. A wing mast is another option.

The rig and hardware don’t appear to be modified in any way as a concession to the boat’s trailer-sailer nature.

Here and there, the odd ready-made loop or strop would save fiddling around with bits of line.

It is basic down below but there’s seating and sleeping space for two people. Credit: David Harding

All that is forgotten as soon as you’re under way.

On our second outing, once the electric outboard had pushed us out of Northney Marina – where the boat proved to be surprisingly manoeuvrable with the centreplate fully down – we headed off on a beam reach at 12.5 knots in 12-15 knots of wind.

In most boats, 12.5 knots would be going some. In this 20-footer, it felt perfectly relaxed.

Over the course of the following couple of hours we covered every point of sail including, of course, reaching under spinnaker.

With the gusts rarely exceeding 16 knots in the flat water of the harbour, we didn’t quite manage to break 15 knots.

It wasn’t a bad speed-to-effort ratio nonetheless.

The boat felt rock solid the whole time, and I knew from the photo session in Poole that she could carry the kite on a beam reach in appreciably more wind than we had in Chichester.

It is easy to reduce the beam of the Astus 20.5 for marina berthing. Credit: David Harding

It’s hard to imagine that 20 knots wouldn’t be perfectly achievable.

Upwind we maintained between 7 and 8.5 knots most of the time.

As you would expect, you need to keep the bow down a little to maintain full power.

You also need the purchase of the 6:1 mainsheet to maintain sufficient tension in the upper leech. It makes a big difference.

You won’t need more than two people to go out and have fun on the Astus 20.5. Credit: David Harding

Tacking was pretty positive provided we had adequate boatspeed going into the tack, and leeway appeared minimal.

All told the Astus 20.5 was great fun to sail and easy to manage two-handed.

There was little for a third person to do except enjoy the ride or contribute to the righting moment by joining the helmsman on the windward trampoline.

If you were racing, you could use a longer tiller extension and fit toe-straps to maximise the advantage.

Beating our way back up the harbour, we demonstrated the windward ability of the Astus 20.5 by sailing straight past a 15m (49ft) monohull.

Creature comforts aboard the Astus 20.5

David Harding has been testing boats for decades and is also a sailing photographer

Above decks the Astus offers a vast amount of sitting and lounging space thanks to the trampolines.

Down below, the hull’s narrow beam makes things cosy but you still find a seat either side, space for a chemical toilet under the aft end of the berth and a fair amount of stowage beneath and to either side of the companionway.

The centreboard is offset to port to leave the middle of the boat clear.

The finish is simple and uncomplicated, largely to save weight. There would be plenty of scope to fit a slide-out galley and devise lightweight stowage solutions to make better use of the space.

Astus 20.5: the test verdict 

More than anything else, this boat is tremendous fun.

She feels taut and responsive to sail. I found that it took an hour or so to begin to find her sweet spots, but after that she just makes you want to sail her.

She inspires confidence and is easy to handle, too. In most conditions you could manage perfectly well single-handed and for cruising you won’t need more than two.

The Astus 20.5 has less accommodation than a monohull of similar size

Then there’s the speed. No matter whether or not you’re in a hurry to get anywhere, it’s easier to slow down in a fast boat than to speed up in a slow one.

Speed is fun in itself, and it’s hard not to enjoy sailing straight past a monohull more than twice your length.

Niggles are relatively few.

I thought the rudder blade could do with a touch more balance and I wasn’t sure that the fixed end of the 2:1 jib sheet was quite far enough aft on deck.

Other than that, it all works.

Hardware is mostly from Harken and the spars are by Sélden, so there’s no skimping in these departments.

Would she suit you and your crew?

The Astus 20.5 will attract attention. Several people stopped for a chat and to admire her back in Northney having seen her on the water.

If you’re a dinghy sailor moving up but not ready to slow down, this is a good choice.

Just as much interest is coming from big-boat sailors moving down or wanting a second, smaller boat that still has a good cruising range. Few boats of this size go so fast with so little effort.

The Astus 20.5 is ideal for exploring harbours, estuaries and rivers

As for the inevitable monohull-versus-multihull debate, there are trailable, family-friendly boats of this size with one hull that sail very nicely.

I have clocked over 12 knots in one or two, but only under spinnaker, with good sailors on board and not for sustained periods.

As long as you’re prepared to accept that sailing regularly at double-figure speeds means sacrificing some interior volume, the Astus could suit you perfectly. And for exploring harbours and estuaries, camper-cruising and nudging into the beach, it’s absolutely ideal.

For all the latest from the sailing world, follow our social media channels Facebook, Twitter and Instagram .

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Dragonfly 28

Design & Performance

• Reviews & Awards

Specifications

• Photo & videos

Maintenance

Great fun and  easy handling - accommodating 5 people. The Dragonfly 28 is for the modern sailor, who requires multiple possibilities from his vessel. This boat is all about possibilities, fun - and above all, excellent sailing abilities. The Dragonfly 28 comes in two versions - the Touring version represents the trailerable family cruiser, whereas the Performance version is the trailable In- and Offshore Racer with a wavepiercing float design that calls for the ultimate performance.

Dragonfly 28 Videos

The Dragonfly 28 sets the standards for leisure and flexibility on the water and on wheels. The Dragonfly 28 has been a lifelong dream of Jens Quorning, who designed and developed this complex boat with his co-designer Steen Olsen. The development took almost 2 years and is the ultimate combination of design and function.

The Dragonfly 28 is a foldable and trailerable 28 ft trimaran, that provides you with all the benefits and features from a trimaran on the water - allowing speeds up to 22+ knots, shallow draft and high comfort while sailing, as the boat is barely heeling.

Below deck, the boat is quite spacious and with a lot of well thought solutions, that provides volume and makes the boat very functional. The companionway ladder can be positioned in the middle for easy access from the cockpit, you can slide it to port or starboard for better access in the galley, or it can be raised to give you access to the large double berth in the aft cabin. Forward there is access to a double V-berth and the main cabin offers an easily set-up foldable berth - offering accommodation for five adults in total. All berths are full size comfortable berths of each 2 m+ long.

The Dragonfly 28 has a standing headroom of 1.85 m in the main cabin as well as a generous galley space on each side. The spacious dinette offers a nice view outside, like on a deck saloon yacht.

Stowage space is of course limited in a boat of this size, but ideal to avoid overloading. On the other hand, light, bulky objects like fenders, empty jerrycans or similar can be stowed away in the floats, each of which has an access hatch.

The Dragonfly 28 appeals to both family sailing and racing - just hit the cruising speed that makes you all smile. Compared to monohulls, a trimaran is so much more comfortable to sail. Further, you have a much longer range on the water, or you get to your destination in a shorter time.

With a draft of 45 cm only, you can anchor into any bay, jump into knee-deep water, sail the boat up on a sandy beach or even let it fall dry. You can ask your kids for their approval - they will love it! The big double trampolines offer extra deck space, and they are the perfect spot for sunbathing and sundowners.

On the trailer you can average 45 knots - launch and rig the boat yourself with a set-up time of 40 minutes. This boat offers you independence. You can launch and rig the boat without paying for lifts and you can cruise for a weekend, a week or even a season wherever you like, delivering and collecting the boat by road.

The boat is easy to sail even single handed - all in all a multifunctional multihull and an ultimate versatile performer.

Designed by Jens Quorning and Steen Olsen

Reviews, articles & awards.

Voile Magazine test sailing the Dragonfly 28

Yacthing World - October 2009

Feeling a bit jaded with sailing? Tired of visiting the same old places?

Yachting Montly - July 2010

Text and photos: Chris Beeson

Yachts & Yachting - April 2010

Text and photos: Jeremy Evans

Multihulls World - January 2010

Text and photos: Gilles Ruffet

Die Yacht - 14/2009

Text and photos: Fridtjof Gunkel

(Test in German)

Yacht Revue - 11/2009

Bådmagasinet Sejl - June 2009

Text: Øyvind Bordal / Photos: Per Heegaaard

(Test in Danish)

Bådnyt - June 2009

Text: Morten Brandt & Henrik Hansen /Photos: Henrik Hansen

Practical Boatowner - August 2009

Text and photos: David Harding

Båtnytt - January 2013

Text and photos: Lars Guditz

(Test in Swedish)

Segling - August 2012

Text and photos: Emma Hammenstig

Navigator - 2015

Text: Lauri Kurvit - Photos: Nele Tasane

(Test in Estonian)

Navtika - October 2015

Text and photos: Julijan Visnjevec

(Test in Slovene)

Waterkampion - March 2014

Text and photos: Bertel Kolthof

(Test in Dutch)

TM - July 2016

Text and photos: Tönu Ojala

Die Yacht - November 2018

Text and photos: Martin-Sebastian Kreplin

Biggest Slovenian nautical magazin Val navtika awarded our Dragonfly 28 Sport as a Boat of the Year 2016, winner in the multihull category.

Biggest Polish sailing magazine Zagle awarded our Dragonfly 28 Sport as Yacht of the Year 2018, winner in the category special sailing yachts.

MAINTENANCE

Dragonfly 28 Touring, Sport, and Performance

To inform and illustrate recommended service, maintenance, and refitting on an older Dragonfly, we have drawn this general information sheet. Rough elements, like strong winds and wave conditions, strong saltwater and UV do have some impact on the boat after a long sailing life.

We strongly recommend servicing and changing vital parts on your boat according to our recommendations. This information overrules any other former information you may have, as the following is based on updated knowledge.

Exchange intervals of structural parts

Dragonfly 28 Touring and Sport (built since 2009)

• Waterstays – every maximum 7 years or 15.000 NM.
• Side stays and forestay – every maximum 10 years or 15.000 NM.
• Beam stop cable to forward, outside beam under trampoline – every maximum 10 years.
• Diamond spreader stays on the mast – every maximum 15 years.
• Structural Dyneema line in backstay – every maximum 7 years. (Only the Sport version)

Dragonfly 28 Performance (built since 2016)

• Waterstays – every maximum 7 years or 10.000 NM.
• Side stays and forestay cable – every 10 years (max), or by max 15,000 NM.
• Beam stop cable to forward, outside beam under trampoline – every 10 years.
• Diamond spreader stays on the mast – every 15 years.
• Structural Dyneema line in backstay – every maximum 7 years.

The above listing of exchange intervals is the recommendations from the Dragonfly yard, and it is not an extension of the 2-year warranty committed from when the boat was new.

From January 2024 we engrave all terminals on structural wiring such as waterstays, side stays and diamond cables, to make it easier for you as a customer to follow the above recommended exchange intervals.

Visual check of all cables is still required when changing the rigging. When trailering the boat, we strongly recommend focusing on side stay cables, as these easily bend when stepping the mast. Bended side stay cables near the terminal may cause the side stay cable to break.

On all Dragonfly’s, please regularly check the forestay cable in the top by the terminal. When furling, the spinnaker halyard may block the forestay, which can cause failure of the forestay.

Trampolines

On all Dragonfly’s, we recommend re-stitching (sewing) along the seams of the trampolines every 6-7 years (in climates with strong UV, every 5 years). Normally, our clients change their trampolines after 10-12 years use.

Float deck Teflon pad rings

The white 5 mm Teflon pad rings on the float deck need to be changed every 13-15 years – this is neither critical nor structural. For easy change of these pads/rings, you just bolt off the floats from the wings.

Quick-Links

Over the years, Quorning Boats has used the riggings links, so-called Quick-Links, in the Dragonfly production. When replacing these, it is of utmost importance to purchase links of same high quality or similar products carrying same strength (working load). Many products look the same, but do not carry the same strength.

The above picture shows a Quick link from Peguet that is used on all Dragonfly’s.

Caution for all painted surfaces on the boat and mast

Painted surfaces may not be covered with Plastic or other non-breathable materials, as water and condensation cannot be lead away from the painted surfaces, and these are not able to dry.

When water is stuck between the Paint and a non-breathable or non-ventilated material, blisters can occur between the paint and the gelcoat or the carbon sections of the mast.

Due to these circumstances, the permanent use of Ex. Matt-Fenders cannot be recommended, as water and Condensation can also get stuck between these and the hull, and lead to blisters in the Paint.

Quorning Boats cannot be held responsible for Blisters in the paint occurred due covering the painted surfaces with non-breathable materials.

Ordering Parts

Original parts can be ordered at Quorning Boats at [email protected]

Common spare parts can be shipped within two weeks, whereas special parts and/or custom-made parts usually are served within 6-8 weeks.

Parts ordered at Quorning Boats Denmark, will be produced in originally designed materials. Should you choose to order from other suppliers, please check that the same kind of materials are used – especially on the waterstays and other rigging parts, where stronger Dyeform cables are needed.

Owner's Manual

Please click here to see the Owner’s Manuals of the Dragonfly 28 

Read the Dragonfly 28 brochure

Check out the other dragonflys.

Dragonfly 25

Dragonfly 32

Dragonfly 40

NEW Dragonfly 36

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Quorning Boats ApS

Skærbækvej 101 7000 Fredericia Denmark

+45 7556 2626

[email protected]

VAT No DK 18 88 83 78

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Corsair Cruze 970

• By Tim Murphy; Photos By Billy Black
• Updated: August 7, 2014

Since 1985 the Corsair 31 has been a familiar trimaran on the racing and cruising scene. At yards in Australia and California, 303 of that model were built, with subtle design tweaks over the years. This year, the Corsair Cruze 970 replaces the 31 — and it’s all for the better.

Longer amas, as well as bows that are more plumb and hull forms with less rocker, add 20 percent more buoyancy to this boat, while retaining similar beam dimensions. The result is a more stable platform. The keel and rudder for the original 31 had been optimized for boat speeds between 3 and 10 knots. Incorporating the lessons from those 300 boats, today’s 970 features much thinner, higher-aspect-ratio foils that are optimized for speeds in the teens and higher. (A note to those who haven’t sailed Corsairs before: Those boat speeds are real. Try it!)

Living spaces, both inside and out, are improved in the 970. Boat of the Year judge Mark Schrader was a dealer for Corsair years ago and raced the boats many miles. “They’ve added two very comfortable park benches in the cockpit,” he said of the 970. On the 31, he said, “there wasn’t really any place for more than four people to sit, stand or do anything without hugging each other.” The 31 was offered with either an aft cabin or an aft cockpit arrangement; the 970 deftly manages to make space for both, while also adding headroom in the cabin. Using careful building techniques, including vacuum bagging, Corsair has added more furniture in the cabin yet kept the weight the same.

As with other Corsairs, the amas of the 970 can be folded inboard for trailering. The well-refined mechanisms for doing so are the same as in the previous versions.

We sailed the 970 in light air. With the screacher up in 8 to 10 knots of breeze, we posted 6.6 knots just above 60 degrees apparent, then cracked off and made 7.6 knots. Steve Marsh, a Florida-based Corsair dealer, said you can sail 15 degrees closer to the wind with the blade jib. Propulsion on the boat we sailed is a Yamaha 9.9-horsepower outboard on the transom, with a steering arm affixed to the 970’s tiller and remote engine controls in the cockpit. The 970 offers no inboard option.

Several years ago Australia-based Seawind Yachts purchased the Corsair brand. These days both lines are built at a single factory in Vietnam. The construction quality is quite good — better than the California-built 31s, observed Schrader. The company offers a five-year warranty on the structure, as well as manufacturers’ warranties on installed hardware.

Schrader summed up the pleasures of this boat: “You can park it on the beach. You can run around on the trampolines. You can get into a foot and a half of water. It’s your platform to go park in some little lagoon somewhere.”

And yet, all that idyllic parking doesn’t account for even half the fun. Because in getting there, you’ll learn what boat speeds of 20-plus knots feel like.

Click here to see more images of the Corsair Cruze 970.

Tim Murphy, a CW editor at large and a 2014 Boat of the Year judge, is the co-author of Fundamentals of Marine Service Technology (ABYC, 2012).

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Farrier International

a Division of Daedalus

The F-22 is a new design that has been developed in New Zealand by Farrier Marine (NZ) Ltd. The production F-22 is now available and is being built in the United States.

First Ever Sailing Review and Video of the F-22

2017 production f-22 specifications and options.

The F-22 was initially available in plan form for those who wished to build their own, but the production version is now readily available, so plans have been withdrawn from sale in order to concentrate on ramping up production.

Folding trimarans are more complex craft and difficult to build at low cost, particularly when combined with the desired low weight. Some trailerable multihulls are available for much less, but can often be no more than two or three very narrow fiberglass hulls, with little or no room, all tied together with a couple of basic aluminum or fiberglass beams.

Value is hard to find with many such boats, and the quality or configuration frequently does not justify the expense to buy, or the time required to build. In some cases it is surprising that they can cost so much when one gets so little. The F-22™ is intended to solve this problem, as a brand new entry level design, and intended to be a light weight, roomy, low cost trailerable trimaran, which is available as a full production sail-away boat.

The F-22 comes in two basic models, the full cabin cruising version as per current production version, with a standard rig, or taller racing rig.

Overall, the main design object was to achieve just the right balance between room, performance, and safety. Like all Farrier designs, the F-22 is a true and practical cruiser, but one that also happens to perform very well. The other main requirement was to keep both cost and building time low, and, to help achieve this, many aspects of the F-22 from design and building to marketing are being done quite differently.

General Background

The F-22 is intended to be a modernized version of the Farrier Trailertri 680/720, which pioneered the folding trimaran concept back in the seventies and eighties. Hundreds of such Trailertris were built from scratch, by many who had never built a boat before, and these first generation Farrier designs proved that the trailerable trimaran had a great future.

The production F-27 then followed, this being the first ‘second generation’ design and represented a major leap forward in hull shapes with its low rocker, and planing center hull, while retaining the same basic well proven beam structure and folding system. Construction also advanced significantly with round bilge hulls and foam core becoming standard. It was also one of the first production boats in America to use extensive aerospace vacuum bagging techniques for most parts, along with significant use of carbon fiber.

The F-22 features an even more integrated and further improved third generation beam and folding system, as developed for the F-32 and F-33. It retains the current and well proven hull lines, with evolutionary improvements, coupled with many detail upgrades.

Design Overview

The F-22 has been designed as a very versatile boat. It has more usable room the F-24 due to the many design refinements, and being a light and very simple boat, it is also towable by a 4 cylinder car, a very important factor with high fuel prices.

Hulls: Main hull lines have been optimized further with a higher displacement being achieved, but with a lower wetted surface area, while it has a slightly flatter bottom with less rocker so it will plane earlier. More interior room has also been created by optimizing main hull ‘underwing’ shape to exactly match the folded float sides.

Floats : These are significantly larger , with much more buoyancy lower down and further forward, for the maximum performance, and a lower heel angle.

The extra buoyancy in the bows is very important for today’s taller rigs, as just adding a larger rig onto an older hull design can generate bad habits and control problems. In comparison to the older F-24, besides having greater buoyancy overall, the F-22 floats have 43% more buoyancy in the first 200mm (8″) of float bow immersion for significantly greater fore and aft stability.

Floats are also flangeless as with the F-32 and F-33, for a cleaner, smoother look, along with less drag. Flangeless floats have significant structural advantages with the join seam being loaded under compression, rather than shear or peel, which means that water pressure will actually supplement the join seam glue, holding it together, rather than trying to break it apart as is shown by the following comparison:

More Details On Float Options

Deck: The cockpit is very long and a little wider than earlier designs, for a more spacious feel. The usual cockpit mid-bridge is to be eliminated by some careful engineering, and replaced by a removable compression strut for when needed (such as racing). This will leave the aft mounted traveler as the only obstacle across the cockpit, but one that is well out of the way.

The cabin roof camber and edge rounding have both been reduced to make cabin top more user friendly, safer to walk on, and easier to build. For lower weight and cost, only one winch will be required on most models, and this will be able to control all sheets and halyards.

Beams: The new F-33 style third generation beams and folding system are probably the biggest difference over earlier designs, with slimmer, more curved beams, that are set significantly higher. Beam tops are wide and relatively flat, for convenient and safe walking areas, while the wide overlapping flanges deflect any spray down, and cover lashing gap along wingnet edges, eliminating any chance of feet going through this area.

Folding struts are anchored directly to the beams (no metal brackets), but using an even simpler system to keep costs low. The shorter beams are mounted externally to the cabin, for more interior room, and give a significantly lower trailering height with less windage when towing (less fuel required).

Compared to the F-24/C24/Sprint750, still the best benchmark for this size boat, the F-22 beams have 18% less frontal area, are higher off the water (see drawing further below), and are significantly lighter at only 10kg or 22lb s each. This, coupled with the F-22’s larger floats, all add up to a faster, and much drier boat.

Rig: This is very simple, with rotating mast, all synthetic shrouds – turnbuckles and all metal parts have been eliminated wherever possible.

Sails: Three sails are standard, for simplicity and ease of use, these being main, jib, and a larger screacher. Mainsail is boomless, to save both weight and cost (and sore heads), while the longer luff of the boomless main is more efficient, and gives a lower center of effort. A roller furling boom is also optional if desired. Jib tack and/or furler (if used) is mounted partly below foredeck, for a deck sweeping jib for maximum efficiency, while also keeping sail area low down where it should be. Screacher mounts to the end of the aluminum bow pole, which can be pivoted up when needed.

The standard F-22 performance level is quite high due to the light weight, but not scaringly so due to the efficient low profile rig. This rig is designed to be very suitable for the average cruiser, and not over powering as can be the case with some more extreme designs. However, for experienced sailors who like to sail more on the edge, the F-22R with its taller racing rig is optional, and this is even faster than the F-24, and competitive with the much longer F-82 (26′ 10″).

The F-22 has more beam and more buoyancy further forward than any other Farrier design, and while this makes the F-22 very safe, it should be noted that the 35.1′ (10.7m) F-22R mast is very tall, and with a very powerful sail plan, so the F-22R is not a good choice for cruisers in heavy wind areas.

Foils: Daggerboard or centerboard options are available. The daggerboard is the simplest and most efficient and its case helps to support the mast. The centerboard can be more convenient, its offset case taking up less room in the cabin, plus it will kick back should it hit bottom. Tapered foils are being used, as these can be longer with less wetted surface area – or more efficient. Daggerboards are never used in the floats as these have major drawbacks, including being twice as complex, and heavier. They also do not save any interior space compared to an offset centerboard, which is much more practical and simpler.

Directional control is via the latest transom mounted retractable daggerboard rudder system, for maximum efficiency and simplicity.

Auxiliary : An outboard of 4 to 8 HP is recommended, and this is mounted on an offset pivoting bracket, forward of the stern, to minimize cavitation.

The basic interior layout is very similar to the F-24, with a double forward and two single berths on each side, which will also extend down the cockpit sides as quarter berths.

CRUISING CABIN VERSION

Galley expands out into cabin for when used, and can folded away when not in use, for more cabin room (full details in Specifications). Head can be located as shown and a full width screen across cabin center can give basic privacy when needed. An additional aft berth is also be possible under the cockpit for those who don’t mind limited headroom (plenty of width). A future aft cabin option will however make the aft berth very comfortable.

Cabin sides have been moved outboard to be more parallel to centerline than earlier designs, which creates more interior storage room. The early Trailertri designs had wing berths, which work well, except there was no storage underneath. Thus, when one loaded up the boat, gear tended to be thrown on the wing berths, and this then ended up on the floor or settees when sleeping, creating a very messy boat. To overcome this on later designs, the wing berth areas were turned into dedicated storage areas while the settees were used for berths, and this has worked out far better.

There is standing headroom under the large pop-top. This can also slide forward for quick cabin access, have the aft end only lifted to act as a dodger, or lift completely up to considerably increase comfort and room below. Sides can then be fully enclosed/screened.

The new externally mounted beams increase the interior room significantly, and a good example of this can be seen with the forward beam bulkhead opening. This is now a min. 6″ (150mm) wider than earlier models (at 4′ 4″ or 1.32m), giving a very spacious feeling to the cabin, and making the forward double berth area noticeably roomier.

Folding and Trailerability

The F-22 uses the well proven Farrier Folding System™, easily the most popular folding system world wide, and now further improved with the new ‘third generation’ beams and folding system. Besides making building easier, the new configuration uses shorter beams and eliminates the ‘nuisance’ beam recesses in the main hull deck of earlier designs, improving safety, while giving a much cleaner look.

Early designs, including the F-27, always had longer beams than necessary, with more hold down beam bolts than required structurally, in order to provide a ‘fail safe’ folding system. The beams actually ended near the center line, and took up as much interior room as telescopic beams. Double or even triple beam bolts were also used which made the beams strong enough on their own, even if the primary structural member (the lower folding strut) failed. This ‘fail safe’ factor was very important to help reassure early buyers that this totally new type of craft would be strong enough, but this is no longer a factor.

The Farrier Folding System has now proved itself beyond doubt, and there has never been a single failure of any lower folding strut, in over 30 years. Thus it was possible to begin eliminating beam bolts and shorten the beams, as with later designs such as the F-24 and F-31. The F-22 goes even further, with beam length set at the minimal optimum, with no interior intrusion at all. The resulting short beams, braced by the lower folding struts, are the most efficient beams available for a trailerable trimaran.

The F-22 third generation beams are shown above. These are much cleaner, with a lower trailering height, plus they eliminate the nuisance recesses into the cabin as shown below (F-24/Sprint 750). This gives the F-22 more room inside, plus any need for awkward covers as are sometimes used is eliminated. Such covers also tend to get in the way when folded, and are easily broken.

The old style beams also have the join flanges along the lower edge, and any spray from wave tops hitting the beam fronts is deflected upwards. The F-22 join flanges are instead on the top, where they can trap any such spray, and deflect it downwards, away from the crew, giving a much drier boat.

The wider deck of the F-22 can also be seen, with less rounded corners, which gives a safer walking area forward beside the mast, as well as more room inside. The rounded corners seemed a good idea for the F-24 at the time in 1991, but proved to be a mistake, as walking along the deck became more difficult and riskier, particularly when on the trailer. The F-27 was always right on the mark here, with its flatter roof with smaller radius corners, and thus it was decided to use this again for the F-22. Similarly, the F-22 beam tops are flatter making them significantly more comfortable to both sit and walk on.

The F-22 beams and folding struts have also been lifted higher than earlier designs, with lower folding struts now being anchored inside the beams. The struts are thus even higher, and this will help eliminate any nuisance spray that can come from folding struts on occasion at high speeds. The differences are shown by the following comparison drawing of the F-22 and the F-24 design (blue lines).

F-22 to F-24 Comparison

The significant improvement with the F-22 can be clearly seen, along with the F-22’s wider overall beam, and larger floats.

More information on the many advantages of the Farrier Folding System can also be seen at:

Farrier Folding System Advantages

For ease of use, everything is being designed so that rigging and launching can be done single-handed. The target setup time from arriving at ramp and having boat rigged, and in the water, is 25 – 30 minutes.

Production F-22 Availability

The F-22 was initially available only in plan form, but is now only available as a full production sail away boat. This will come as a ‘boat in a box’, that can be shipped anywhere around the world and can be assembled by anyone, or by a local boat builder for those without the time or inclination to do it themselves.

The production F-22 will be marketed differently from earlier designs, with enthusiastic owners being sought, who are willing to buy their own boat, and then use it for demonstration sails, and/or local promotions, in return for a commission on sales. This could become a very enjoyable part time business for those interested, and may be eventually be setup as full time F-22 franchise opportunities.

An Important Note On Performance

Like all Farrier designs, the F-22 is intended to be a comfortable, safe cruiser, and one that can also be fast, but the performance is achieved by efficiency, not excessive power. However, many competitors over the years have put a great emphasis on performance and race results, with very tall rigs and minimal room. It would be easy to make the F-22 faster than the F-31 for instance – just eliminate most of the room, and put on a big rig. But what is usually not mentioned with such boats is the greater danger of capsize or pitch pole, with wind capsize speeds that can be lower than 25 knots.

Such boats have very little practicality, are scary to sail, their crews soon get tired of the lack of comfort, lack of room, and the need to rent a nearby motel when participating in race events away from home. They also get tired of the hours trying to assemble them, or the hassles in retracting the floats.

Others have found that if they really want to go fast with no comfort, a cat with a couple of slender 30′ (10m) hulls with a tall mast is better value (eliminate the center hull altogether), and such a cat may be able to at least sleep two in each hull instead of just two in one. However, while such boats can be cheap, they are not good all round performers, and remain very impractical for cruising or safe family sailing. One currently available appears to have a wind capsize force of less than 15 knots, and capsized during a recent race in only 14 knots. Not a good feature and any multihull that needs such a big rig to compete is not a very safe or efficient boat.

All Farrier designs (except racing versions) use a minimum wind capsize speed of 30 knots or more, to ensure safety for crew and families, plus provide both room and performance. Even racing ‘R’ versions seldom use a wind capsize speed of below 25 knots. A few good race results are just not worth the extra risk and discomfort.

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Corsair F-24 Boat Test

The corsair f-24 mk i cooks up a budget-friendly taste of fast..

In May 1999 Practical Sailor reviewed the then-new Corsair F-24 Mark II trimaran. Nearly 20 years later, were here to follow up with a focus on the Corsair F-24 Mark I, a boat that can represent a good value today since many newer designs have entered the market.

The late Ian Farrier (1947-2017) designed fast, trailerable trimarans for more than 40 years. A New Zealander, his first production success was the 18-foot Trailertri. His 19-foot Tramp was Boat-of-the-Year in Australia in 1981. In 1983 John Walton (of the Wal Mart family) founded Corsair to build high-performance multihulls, lured Farrier to Chula Vista, California, and the result was the very popular F-27 ( PS September 1990 ). Almost 500 have been sold since it went into production in 1985. It has since been superceded by the F-28.

In 1991, Corsair added the F-24 Sport Cruiser. This abbreviated version of the F-27, with a starting price more than 30 percent lower than the F-27, was designed to be affordable.

While she remained sharp in the performance department, her accommodations were even more spartan. We spoke with Ian Farrier several times about anchoring and cruising; it was pretty clear that his heart was in racing and he even suggested we were probably better in tune with the needs and practicalities of small multi-hull cruising than he was. Still, he designed a cabin that can handily do both, if you can accept the compromises.

The deck layout is similar to the typical 24-foot monohull, except that it is wide-18 feet-with wing trampolines on both sides. In addition to providing stability, this gives lounging space in fair weather and greatly increases safety in rough weather. Though lacking railings and lifelines-other than a pulpit and wrap-around stern rail-its hard to fall off the F-24 if jacklines and tethers are used. A single large Lewmar foredeck hatch provides ample ventilation. The cockpit will easily seat six, but three is more comfortable for vigorous sailing.

The cockpit is equipped with four Lewmar 16 winches (the jib winches are one-speed self-tailers, the reacher winches are standard two-speed), two multi-line jammers, and ten cam cleats. All essential sail controls, including halyards, are accessible from the cockpit, making for easy single-handed sailing.

The mainsail furls by winding around the boom; fast, convenient, and very gentle on the typical Mylar/carbon laminate sails. Reefing requires a quick trip to the mast to crank the boom around and attach the down haul, but that is it. The set up makes a vang impractical but few multihulls use them anyway, preferring to control the boom with the traveler.

The bow anchor locker holds two anchors and two rodes, so long as they are folding designs. Trimarans are best anchored using a bridle; the test boat uses a 20-foot Dyneema bridle that is retracted onto the wing nets when not in use.

The typical 6 horsepower outboard delivers about 5.3 knots at 1/3 throttle and about 6.5 knots wide open. The side mount provides decent performance in chop, pitching less than transom-mounted engines.

The portable fuel tank is protected from the sun and solar heating in an under-seat locker. It is wide is open for venting (but sealed from the cabin) and drains out through the open transom, safe and out of the way.

Since the emphasis was fast cruising and racing, storage and amenities are sparse. In the cabin there is storage behind the seat backs. The large rectangular top-opening lockers in the galley counter and under the seats can be fitted with hanging bags for easier access.

The head compartment has sufficient space for toilet paper and cleaning supplies. There is a large bottomless locker in the cockpit that also provides access to under cockpit areas. Lockers in the amas (outriggers) can hold light, bulky items.

There is sitting head room and ample seating for four on the starboard settee. An Origo alcohol stove and sink with rocker pump provide a minimal galley. A large cooler slides easily under the companionway. The forward V-berth is quite long, though a little pinched at the foot. The settee converts into a twin-sized bed using filler boards that slide neatly into storage slots under the companionway.

A portable head sits in a well behind a curtain, and is typically moved into the cockpit at bedtime for better privacy. Some owners rate the interior as poor, but most call it camping-out comfortable, suitable for an overnight or weekend.

Performance

Everyone wants to know how fast the little trimaran will go. To windward it points as well as most monohulls, thanks to a deep centerboard. Shell tack through less than 90 degrees if you pinch, though it’s faster if you bear off just a little. Keeping up with 40-foot cruisers is easy on any point of the sail, and you quickly chase them down on a reach.

With the wind free, expect to match true wind speed up to about 12 knots, after which you may reef or bleed power, depending on your mood. In lighter winds, pop out the reacher and you’ll get a whole new gear, easily exceeding wind speed.

In stronger winds, bear off until the true wind is on the quarter, and you’ll see 14 knots or more, although handling requires sharp attention if you haven’t reefed.

Compared to the Stiletto 27 (see PS July 2016), it is more weatherly, tacks faster, can safely handle more wind, but is slightly slower off the wind (though not as scary).

Upwind reefing begins at about 15 knots true for those who like fast sailing, but there is no reason not to reef a little earlier and enjoy more relaxed, but still spirited sailing. Maximum angle of heel is about 15 degrees.

With two reefs and the jib rolled up a little, shell take quite a lot of wind, perhaps 30 knots, without much excitement. Upwind in 20 knots is fun with the right reefs in, and that’s pretty good for a 24-foot boat. Farrier designed these conservatively, with windy conditions in mind. They are quite popular on San Francisco Bay, an area known for strong breezes.

The Mark II was touted as the new and improved version of the Mark I. By replacing the centerboard with a daggerboard, weight was reduced, and a rotating mast increased power, making the Mark II noticeably faster. The Mark I has more usable cabin space, since the centerboard case is hidden inside the settee, and the Mark I cockpit is also several feet longer, a boon to fun daysailing.

The centerboard is also a blessing in shoal water, automatically pivoting up if it smells the bottom, instead of breaking things when you find a sandbar at 15 knots. The Mark I has a kick-up rudder fitted into a cassette, keeping it under the boat, while the Mark II has a transom hung rudder. The Mark I works as a day sailor and weekender, while racers prefer the Mark II.

As with any multihull, there is always the capsize canard. Sailed poorly, any sailboat can capsize, says Farrier. My designs are not immune to this. With over 1,000 Farriers now sailing, even a low 1 percent capsize ratio would mean 10 capsizes a year. However, the capsize rate actually appears to be averaging .03 percent.

Large ocean-going monohull yachts are foundering annually, sometimes with loss of life. The basic safety difference is that the monohulls ultimate stability is resting on the bottom, while the multihulls is floating on top.

Reef appropriately and the risk is truly small. F-27s have completed successful transpacific and transatlantic crossings, and even the first circumnavigation of the North Pole under sail. Finally, the F-24 can’t sink. Built-in foam flotation, light construction, and multiple crash tanks in the amas and foam-filled akas (cross beams) make this impossible.

The F-24s main hull is fine, with a V-entry forward, U-sections mid-ships, and a relatively flat transom to damp pitching and provide lift for planing. Going to weather, most of the weight is on the amas, with fine V-sections that cut nicely through waves. Powering through short chop is not a strong suit among multihulls, but she has demonstrated considerable ability in choppy waters such as San Francisco Bay and the Chesapeake.

The heart of Farriers designs is the patented Farrier Folding System. Refined over the years, the mechanism allows the akas to fold-up, which reduces the F-24s beam from 17 feet 11 inches to 8 feet 2 inches.

We kept our F-24 in a small boat marina for a time, folding after every sail; we did this while motoring in the channel, requiring only a few minutes of light effort by one person.

While the claim of trailering to sailing in 20 minutes may be true for seasoned crews that race every weekend, allow two hours for the transition if you do this only occasionally.

Although no single step is physically difficult for a single person, there are many steps and a second pair of hands makes for safer work. The engineering has proved very reliable, and now that the patents have expired, copies abound.

Construction

Performance multihulls built to their designed displacements are hardly ever built on production lines. Corsair has been the exception to that rule. Light weight is an essential if you want a cat or trimaran to sail up to its speed potential, but you’re not likely to achieve it with normal materials and common construction techniques.

Turning out an F-24 that weighs 1,800 pounds (1,650 pounds for the Mark II) is no simple matter. It involves almost 50 separate molded parts, considerably more than same-length monohulls.

Carbon fiber and Kevlar reinforcement, vacuum-bagging, double-biased fabrics, acrylic-modified epoxy resin, and NPG gelcoat are all elements you’d expect to see in a custom shop. They all go into the F-24.

Glass/resin control, published laminate schedules, a computer-generated production protocol, universally bonded top hat joints between hull and deck, barrier coats of vinyl ester resin, isopthalic resin throughout the rest of the laminate, and bulkheads tabbed in seven places to the hull makes for a light but sturdy boat.

The akas appear to be held in place by the anchor bolts inserted when unfolding, but the sailing forces are actually carried by strong pivot arms connecting the akas to anchor points near the waterline, anchored deep within the hull, and by compression blocks where the arms meet the hull at deck level.

After 20 years we’ve had a few minor issues related to failed bedding and damage to the balsa core, but nothing affecting the main structural elements.

Conclusions

Whether you’re downsizing from a cruising cat, or upsizing from the family Hobie, the F-24 offers the sports car of youthful dreams, on a budget.

Is it worth paying three times as much as you would for a 24-foot mono-hull with more room? Not if you’re looking for cabin space and need an enclosed head. On the other hand, if fun sailing is the goal, the dollar-to-grin ratio is very high. Market demand is dependable and you will get your money back. It’s not the best beginners boat.

You can’t just sheet-and-forget, and getting the best from her requires experience and attention. But if you have a beach cat or fast dinghy background, it’s a great way to gain weekender capability without losing any of the fun. If you need a little more comfort or more speed, look at the Corsair F-27. And if money is no object there’s a world of Farrier designs to choose from.

Cruising in an F-24 is a tiny step above camping, but for the bare-bones cruiser who wants to cover some ground quickly, it fits the bill quite handily.

1. An alcohol stove and a small sink serve the micro-galley. 2. The V-berth is tight, but the convertible settee in the main cabin makes a twin-sized bed. 3. The porta-potty sits under the V-berth. It is often moved to the cockpit at night while sleeping. 4. A folding table seats one for dining.

• Fast, weatherly, and quick to tack.
• Stable. Only 15 degrees heel.
• Reefing starts at about 18 knots apparent.
• Easy to fold from 18-foot beam to
• 8-foot in about two minutes.
• Roomy cockpit. Tramps are fun in the summer.
• Eighteen-foot beam makes it hard to fall off.
• Well-built with stout rigging.
• Cramped cabin. No standing headroom and few amenities.
• Limited storage space.
• Portable head and no head compartment.
• Quick motion.
• Slow under power.

• Corsair Marine

RELATED ARTICLES MORE FROM AUTHOR

By far the most comprehensive review of the F-24 I was able to find online. Many thanks for the write-up, very informative and helpful.

Lakeside Marine & Motorsports has been awarded Best of Forsyth Boat and Marine Service as well as Used Boat Sales. Please contact us for any kind of Boat work or Purchase.

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