Macgregor 26 Boats For Sale. MacGregor 26 Boat Review. Go Back to Reviews. Boat Review Date: June 2010 Author: Mike Brown Overview. Here is one trailable sailing boat whose most distinctive attraction is not its ability to sail. Instead it is its great ability as a fast power cruiser. That it sails well too and has a mass of clever features.
This water-ballasted trailer sailer is targeted right at the novice sailor; it's priced (and built) accordingly.
[Updated December 6, 2018]
- Mac Gregor Mac Gregor 26 m.
- Used MacGregor sailing boats for sale from around the world. Search our full range of used MacGregor 26 on www.theyachtmarket.com.
This is not your usual Used Boat Survey. Then again, the MacGregor 26 is not your usual boat. We first reviewed Roger MacGregor’s water-ballasted trailer sailer in 1987, and while we think our conclusions about construction and performance are still valid, we’ve received many letters from MacGregor owners saying our criticisms—especially our reservations about centerline water ballast—are at worst unfair, at best suffering from a lack of perspective.
In an effort to give owners a forum for their views (and who know these boats better?), in early 1995 we solicited comments. Many owners mailed us long, detailed letters, on which this review heavily relies.
The Original MacGregor 26 Review
To recap the earlier article, here’s a brief list of what we liked about the MacGregor 26, and what we didn’t:
Pluses
• Good dealer support
• Efficient “jigged” production reduces costs
• Innovative daggerboard and rudder design
• Positive flotation
• Above average quality sails
• Simple mast-raising system
• Through-bolted hull-deck joint
• A lot of boat for the money
Minuses
• Quick and dirty construction
• Many deck fittings without backing plates
• Plywood deck core more likely to absorb water than balsa
• No structural bulkheads to take rigging loads in heavy conditions
• Minimal rig: articulated spreaders; Nico-pressed eyes; plate adjusters instead of turnbuckles
• Heavy in the ends, due to long water ballast tank
• Trailer not galvanized
• No table or icebox
• Little stowage space
• Cramped leg room in cockpit, and low seatbacks
Some of our criticisms were later addressed. For example, the sloppy tiller-to-rudder assembly was improved, space under the V-berth was opened up, provision was made for an optional boom vang, the trailer was fitted with a jack stand, and a demountable table provided.
History of the MacGregor 26
Roger MacGregor’s story would make Horatio Alger proud. He founded the MacGregor Yacht Corp. in 1964 to prove the validity of his Stanford MBA thesis that boatbuilders would be more successful if they were more efficient. By 1967 he decided to treat the business as more than an intellectual exercise or hobby. The boats were first called Ventures. The 21, 22, 222, 23, 24 and 25 were all entry-level trailer sailers, marketed to beginning sailors, which has always been MacGregor’s perceived niche. Two exceptions were a 36' catamaran and a 65' ultra-light displacement boat (ULDB).
The MacGregor 26, introduced in 1986, is a development of the 25, but with water ballast instead of a swing keel. MacGregor told us that in the spring of this year he took the 26 out of production, having built about 7,000. “It has been replaced with the 26x,” he said. “We expect to build about 900 of the new boats in the next 12 months. The 26x took off so fast that we are ending production on our 65 and the MacGregor 19 in order to free up space.” In total, he built 105 65s and about 2,000 19s. These are impressive numbers, proving (in addition to his near 30-year run in the business) that there are a lot of people interested in sailing if the price is right, and that efficient production methods (in 1987 we called it corner-cutting) is the only way to deliver it.
The 26x appears to be a cross between the 19 Powersailer and MacGregor 26, incorporating the water ballast system of the latter and the broad stern of the former in order to achieve 25-mph speeds with a 50-hp. outboard. There is “full standing headroom” and twin kick-up rudders. It sells for $13,990, including trailer, sails, seat cushions, pulpits, lifelines, and electrical system.
Water Ballast of the MacGregor 26
MacGregor says the 26 is self-righting, with its 1,200 lbs. of water sealed in the baffled centerline compartment under the sole. After launching, a valve is opened to flood the area, then closed; on haulout, the valve is opened to drain the water. Water, of course, is not particularly dense, nor is its location in this boat very low, so its contribution to righting moment is not as great as one might think.
An owner in Oregon said, “It seems tender initially but recovers nicely. The water ballast system has worked flawlessly. The only negative aspect is that the water does not come out until the boat comes out of the water and two-wheel drive isn’t enough on a steep ramp.”
Other comments include:
“The ballast tank is a bit slow to fill and far too slow to drain. The ballast tank is too close to the waterline to be effective, and so the boat is very tender. To retain a comfortable heel angle, headsail area must be reduced at 6 to 8 knots (we count our installation of a CDI jib furler among our best investments). Reefing of the main is advisable above 12 knots. Even after taking these precautions, the boat can attain some fairly precarious attitudes as following seas crest below it.”
“Water ballast works perfectly.”
“A few capfuls of swimming pool chemicals every week seem to keep bad odors and algae away.”
“The MacGregor’s primary strength lies in its water ballast system, and hence, relatively low weight, which allows it to be trailered. These same features become liabilities where sailing/motoring are concerned. The boat is very sensitive to moderate winds, exhibiting strong weather helm. At times, the boat heels uncomfortably (no doubt partly due to the high positioning of the ballast); this can be difficult to correct given the boat’s very basic sail controls.”
“The water ballast tank has never been a problem. You do sacrifice some storage room, as well as access to locations for a depth or speed transducer. There’s also no deep bilge, so nowhere to put a pump.”
“I use a Speedwatch knotmeter [no through-hull transducer] and I epoxied the depth sounder transducer to the top of the water ballast tank under the Vberth. The sounder works fine when the tank is filled.”
“The water ballast and centerboard give comfortable stability, provided the board is down all the way and the tank is full. I’ve never been scared by a gust.”
“We consider the boat plenty stiff for our sailing. The first sails we added were a storm jib and a trysail, which we have used extensively.”
The choice of water ballast versus other types seems reducible to the importance of trailering: If you trailer often to protected waters, water ballast definitely has its virtues. On the other hand, if you wish to do some open-water cruising in higher wind strengths, a keel/centerboard or swing keel provides more stability.
The MacGregor 26 Centerboard
Early boats had daggerboards, but this was changed later to a pivoting centerboard.
“The boat’s slender centerboard is surprisingly efficient. However, it is hung from a 3/8'-diameter cross pin and gains its lateral stability by the blade bearing on the side of the trunk. The inherent slop in this assembly results in a continual thumping as the boat rocks at anchor. The resulting noise is very annoying at bedtime, and it can only be eliminated by fully retracting the board. This action generally induces an equally annoying rolling motion.”
“The centerboard pivots into a slot molded into the [ballast] tank and so does not intrude into the cabin. Single-handers must leave the tiller to adjust it, because its control line is led to the galley counter and not out to the cockpit.”
“I keep the centerboard angles at about 45 degrees, which seems to work well. The rudder has to go straight down, but I have rigged a piece of shock cord to hold it in position instead of the solid line supplied.”
The board, which weighs 25 lbs., provides good performance, at least according to most owners. However, the owner of a 1991 model said both their rudder and board were inefficient and were being replaced with home-made ones to Computer Keel designs. Another owner said the board often jams in the trunk (due to mud, etc.) and that a pry bar is essential equipment.
Construction of the MacGregor 26
The MacGregor 26’s hull is solid fiberglass and the deck is cored with plywood. The hull-deck joint is through-bolted, which is good, but it is sealed with foam weather-stripping, which, according to owners, has a tendency to leak.
The fiberglass liner, which limits hull access, is pressed into wet mat laid on the hull, and vertical surfaces of the mold are tabbed with 8' woven roving, but without fillets to form a nice, supporting radius between the two surfaces. In 1987, we said that the construction of the 26 was in some ways sloppy, but “adequate for the use for which the boat was designed.”
“This boat has the best glass work of any boat I have owned.”
“There are only a few places where the hull is thick enough to support screw loads. Limited access makes through bolting unpracticed in many locations. The interior is worse. Much of the sole liner is quite thin and the upper wall and headliner cannot be expected to hold anything heavier than a small plastic fixture. Expect stress cracks to quickly appear in both the cockpit and cabin sole. They will appear later in numerous other locations.
“The major drawback to this design is the severely restricted access to either the hull or deck for inspection, repair or customization.”
“The boat comes with no stern pulpit and a single lifeline that extends neither to the front nor rear of the boat. This is inadequate for keeping adults on board, let alone children. As delivered, the boat’s electrical distribution system consists of one toggle switch. Power is supplied by a group 24 battery that is afforded neither a containment box nor terminal covers. The boat is wired with what appears to be lamp cord and connections are made with wire nuts. The wire is not tinned and most of the original connections turned to dust within 12 months.”
“Fittings, hardware, rigging are adequate, but in some areas appear too lightweight and flimsy (gooseneck, mainsheet system and its deck attachment, cam cleats for control lines). The inside liner for the forward cockpit wall was so thin that it was punctured by an errant elbow.”
“My 1987 MacGregor 26 shows gelcoat cracks at virtually every deck fitting. The cleats are plastic! And there are no bow chocks.”
“In the MacGregor lay-up scheme, after the first white gelcoat layer is sprayed into the mold, it is followed by a black layer to help show air bubbles during the glassing. Sounds good, except that the black is showing through on the deck, particularly in the molded-in non-skid, so it never looks really clean. Even without full bulkheads, the deck doesn’t seem to oilcan (though at the aft end, the vertical transom does when someone uses the swim ladder. Several fittings are misaligned, such as the simple barrel bolt that locks the enclosed head, and the pop top frame is out of alignment just enough that several mounting points are stressed when it is locked down.
All in all, there’s a bit of skimping everywhere you look. There’s not an extra inch of a line or cable (for example, you have to lay across the cabin top to reach the idle jib sheet to prepare for a tack. Come on, Roger!). Bowlines everywhere, not an eye splice to be seen. And there’s so much raw fiberglass in the unpainted hull interior, you’ll spend hours picking fibers out of your skin each time you reach in.”
“I have several blisters in the gelcoat, in the nonskid areas. In general, the fiberglass is thin. The hulldeck joint is not watertight. The hardware is serviceable, but low-end.”
Construction appears to be just strong enough for expected conditions. As one couple told us, they know of MacGregor 26s that have made the passage to Catalina Island, but having been caught in some nasty stuff on the same trip on other boats, they wouldn’t take their MacGregor. Most owners seem well aware of the boat’s limitations.
The MacGregor 26 Rig
The boat is lightly rigged. In 1987 we said the rig was too small for light air, and too flimsy for heavy air. Also, to improve performance one must add the essential controls: mainsheet traveler, boom vang, backstay adjuster, turnbuckles, etc.
“It takes about 45 minutes to set up with one person, and somewhat less with two.”
“It only takes five minutes to get the boat into the water, then five minutes to raise the mast. However, this has very little to do with how long one spends putting the boat into the water and taking it out.”
“Since getting the boat I have installed at least $1,200 in hardware plus electronics. I now have everything led aft, internal halyards, fully set up for racing and fast, easy reefing.”
Quickbooks payroll for mac online. “I wonder if the dinghy-class rigging such as the Nico-press fittings and lack of turnbuckles is too light for this boat. Still, the displacement of this boat suggests it’s not quite fair to compare its rigging needs to heavier, stiffer boats of similar LOA. For most owners, they and the boat will probably bend before anything breaks.”
“To make the boat suitable, I have had to add a Harken mainsail traveler, lead the halyards back to the cockpit, add a vang, and make numerous minor improvements. It had a sloppy tiller-to-rudder connection with a 3/8” bolt through sloppy holes in the stainless pipe. I drilled the holes to 1/2' and inserted a couple of bronze shoulder bushings, which tightened it up greatly at low cost.”
“I had slugs installed in the mainsail and routed the halyard to a rope clutch in the cockpit. Also replaced the manual shroud adjusters with turnbuckles. This allows me to tune the rig more accurately.”
As many readers have pointed out, the MacGregor philosophy is to provide the basic boat and let owners upgrade as they choose. We have no trouble with this, so long as buyers are aware of after-sale expenses.
MacGregor 26 Performance Under Sail
In addition to the rig deficiencies noted above, sailing performance is restricted by fixed bull’s-eye jib fairleads and wide sheeting angles due to gunwalemounted shrouds, which obviates the use of a genoa close-hauled.
A Michigan owner, who said he has sailed in “a million races from dinghies to 40-footers, wrote, “My biggest disappointment is speed. I simply have not been able to sail even close to the PHRF handicap. Our typical speed when cruising is 5 knots.
Two-thirds rigs are very touchy. I do wish it was a 7/8 rig.”
“The MacGregor is not intended for offshore, and I would not recommend it for coastal cruising either. But for inland use, weekend use, occasional weeklong cruises in protected waters, the boat certainly exceeds any applicable quality standards.”
“The first thing I noted was that in very light airs, I was overtaking boats that were in a class much superior to mine. You got to be kidding!”
Many owners applaud the boat’s light-air quickness. The low displacement/length ratio of 96 and high sail area/displacement ratio of 19 tell the story. But to perform well in even moderate winds, one must add the necessary controls. Nobody likes to go slow, but the majority of owners seem to be family cruisers, for whom an extra half-knot doesn’t mean that much.
Performance Under Power
Owners like the transom-mount for the outboard. Most, but not all, said the engine controls were easy to reach (varies with motor brand).
“The typical 8-hp. long-shaft outboard is adequate for most conditions. Only when trying to race back to shore in the teeth of a squall did it fail to make headway. The position of the engine in the motor well makes it comfortable to operate. Turning both the rudder and engine will get the boat to turn just about within its own length.”
“I have a Yamaha four-stroke 9.9-hp. engine with a large propeller geared down and an extra long 25” shaft with 6-gallon tank in the same well with the motor.”
“Maneuvering is much crisper with the centerboard down.”
“With our 8-hp. outboard at half-throttle, fuel consumption is about 14 mpg. No problem maintaining 5 knots.”
“Low speed steering is non-existent.” We’re not sure where the Yamaha owner above found space in the well for his 6-gallon tank as a number of others said there was no designated place for it.
MacGregor 26 Interior Details
The 7' 11' beam and high freeboard make for a large interior, though there is little stowage space; drawers and lockers are labor intensive and counter to MacGregor’s philosophy.
A California owner said, “Because of its voluminous living space we selected the MacGregor over the pricey Schock and better built Hunter. With its relatively high aft freeboard and shallow cockpit, there is room for an aft berth that we have not found in boats as large as 35'. Our family could bed down without converting any of the other living space. While the enclosed head area is functional, it best serves to hold an enormous amount of gear out of the way and out of sight. Other than being spacious, the boat is nearly unlivable and only marginally ready for sail as delivered. A couple hundred hours of work and $4,000 were required to outfit the boat to our satisfaction.”
“The queen-size berth [6' x 7'] under the cockpit is quite comfortable. It’s possible to customize. Step one, get rid of that mirror over the galley sink. It’s on one of the few usable wooden surfaces for mounting shelves and other things. Forget about cooking inside; you’ll need the minimal counter space for preparation. We use a gas grill either mounted to the stern rail or on a low stand on the cockpit floor.”
“The all-fiberglass interior is extremely easy to keep clean. The way the interior liner is installed there is a crack at mid-height that allows one to reach inside between the liner and the hull. I have installed grounding wires, additional electrical wires, etc., in this space.”
“The huge lazarette can smuggle six Cubans. Underway, the tiller is in the way of access. Fantastic ventilation with the hatch and pop top open. Publisher for the mac. The galley with integral sink is a laugh. It is a catch-all, and quite simply, we have never used ours.”
The cabin of the 26 extends to the rail, making for a large interior. Later improvements to the galley alleviate some of the above concerns. Stowage seems to be the chief annoyance, as few find the space under settees convenient or particularly dry.
The MacGregor Trailer
MacGregor makes its own trailers of painted steel. “California environmental regulations evidently prohibit galvanizing. Too bad. Rust becomes a challenge from day one. A retaining clip on one of the leaf springs rotted away within two years.”
“The MacGregor needs only 15 inches of water to float and sits very low on its trailer.”
“The trailer cross member loved to ‘bite’ chunks out of the bow gelcoat until I placed a roller 6' aft of this C-channel.”
Future buyers of the 26x might inquire if a credit could be had to forego the trailer; especially if used in saltwater, it would be worth some extra dollars to buy a galvanized trailer.
Summary
Despite the many criticisms, nearly every owner finished his report saying that all things considered, the boat is a good value that gets one out on the water at a bargain price. Better to be sailing than waiting for a promotion that may never come. One owner likened the 26 to the Volkswagen minibus of “Alice’s Restaurant fame.” There is a place in the world for the MacGregor 26, and 7,000 owners are glad Roger recognized this. It’s price in the spring of this year was $11,990, including trailer, sails, cushions and electrical system. Notable options were surge brakes for the trailer ($279), spinnaker ($495), vang ($69), toilet ($98) and mast raising system ($98).
“A fun, quick weekender. With practice and a few tweaks, you can blow the boards off ‘floating parlors’ of similar length. Most things can be upgraded, but the process will be tricky.”
“All in all, as you said in 1987, it is a good buy at the price. I consider that I got what I paid for.”
“I love the idea that my boat can go 60 mph wherever I please! My Mac is simply a great family and friends boat, and I wish I’d bought one 15 years ago.”
“The cost of the MacGregor is a very important factor for someone like me. While you might be able to find a used boat that costs the same, I would be very wary that I might be buying someone else’s problems.”
“Out of the box, the Mac 26 is not a boat at all. It is a boat kit. It is a hull, deck, mast and two sails with a few essential pieces of line thrown in. More ‘stuff’ will raise the entry price quite a bit. I have made countless modifications. Fit and finish are not really relevant topics. The boat is mass produced. You can customize like a madman; I really think this accounts for much of the rabid devotion of some owners. They did much of the design and it suits their tastes.”
Related Files
Read More on These Topics
In March of 2003, MacGregor introduced the MacGregor 26M, to replace the 26X that had been in production for 7 years. Approximately 5000 of the X had been produced before being replaced by the M. The new boat is substantially different from the old. The following is a summary of the changes.
PRICE
We have raised the price on the new boat to $18,990.
Price increases are a bummer, but inflation has rolled on, and a lot of materials, including resin, have jumped dramatically. We are putting a lot more into the new boat, and I hope that you will agree that the improvements are worth the extra cost.
We were being pressed hard on costs on the old boat, and a major price increase was likely if the X had remained in production.)
Spore for mac. Jul 14, 2014 While Spore is a single player game, your creations and other players’ creations are automatically shared between your galaxy and theirs, providing a limitless number of worlds to explore and play within. Internet Connection Required. Minimum System Requirements This game will not run on PowerPC (G3/G4/G5) based Mac systems (PowerMac).
APPEARANCE
Looks are subjective, but we are getting a lot of feedback that the new 26 is one of the best looking trailerable sailboats ever built. It has a more traditional shear line, and the dark blue hull is a knockout. It really stands out in a boat show or at a marina.
The dark blue hull is an option, and will cost extra. The white hull, with black stripes, just like the 26X, is standard.
The transom, with its smaller opening and rounded corners, makes a big improvement in the view from the rear. Much of the rudder system is inside the boat, offering less clutter on the transom. The good looks came at a fairly small price. The transom opening is smaller and not quite as easy to pass through.
The boat looks a lot longer, and the taller rig gives it a more traditional sailboat look.
The sliding hatch, rather than just sitting on the cabin top, contours to the deck. When it is open, there is no gap between the deck and the hatch leading edge.
A DEEPER V SHAPE IN THE BOTTOM OF THE HULL
The new hull has a deeper V bottom (15 degrees), rather than the flatter bottom of the older boat (8 degrees).
The purpose of the deep V shape is to give the boat a softer ride under power, with less slamming against choppy seas. It also provides a moderate reduction in wetted surface, which benefits the boat’s sailing ability.
The V bottom has softer corners at the transom, and, at typical angles of heel, the corners dig in less and create a less turbulent wake.
The deeper V bottom keeps the boat from sliding around on the trailer, and gives better tracking under power.
The more pronounced centerline ridge provides a stiffer hull bottom.
PERFORMANCE
The new boat is significantly faster under both power and sail, and quite a bit faster under main alone. We compared two identically rigged and loaded boats, a 26X and the new 26M, both equipped with 50 hp Mercury Bigfoot engines.
At identical rpm settings, the new boat had an advantage of approximately 2 to 3 mph. This advantage held over a wide range of speeds. It held in both calm and choppy water. The big reason for the higher speed on the new boat is the lack of centerboard trunk drag. When we studied the videos of the speed runs, the turbulence from the 26X centerboard trunk was clearly visible, while the new boat offered a really clean water and spray pattern. The old centerboard trunk carried along about 100 lbs of water, the new trunk, with its tighter tolerances, carries virtually none. The 26X, boat, with its flatter bottom, was slowed each time it came down hard off of a wave.
Both boats showed an equal ability to get up on a plane.
Under sail, the differences were striking. In all conditions, the new boat had a major speed advantage. The taller rig, reduction of the drag from the centerboard trunk, and the rotating mast really paid off. I believe that it will prove to be the fastest trailerable boat we have ever built.
The most striking difference in speed was when both boats were sailing with main alone. In typical conditions, when the 26x was sailing with main and jib, it was going about 5.7 mph. When the jib was furled, the speed dropped by 2 mph. With the new boat, when the jib was furled, the speed dropped by only 1 mph, with little change in the balance of the boat.
This means that an owner can go out for a sail and forget the jib, and still get good performance. In high winds, the main alone is an excellent choice. The new boat is less likely to get in irons when tacking with just the main, and if it does, it is far easier to recover. It balances almost as well with the main alone as it does with the main and jib.
Since the front third of the main is now working, and not screwed up by the turbulence of the mast, the thrust is now forward, rather than to the side. The result is more speed and less healing angle. When the mast is properly rotated, the boat comes alive. When the mast is centered, the boat slows measurably.
A DAGGERBOARD HAS REPLACED THE CENTERBOARD
Better performance is the big reason for the change. Here are a lot more reasons.
1. LESS INTERFERENCE WITH THE INTERIOR
A centerboard trunk presents a 16″ high problem from the mast almost back to the steps. Unfortunately, this ridge dominates the interior plan, and made it essential to bring the seating structure on one side out beyond the centerline. This forces a dinette type of configuration, which makes it more difficult to have a good conversational type seating for a bunch of crew members. It also reduced the interior floor space (and thus moving around space) by a significant margin. The daggerboard trunk, which is partially hidden by the galley, eliminated these problems.
2. IMPROVED STRUCTURE
The daggerboard trunk takes the full downward thrust of the mast to the keel of the boat.
The daggerboard requires a much smaller opening in the hull, which helps reduce drag and keep structural weight down.
3. NO ELECTROLYSIS OR LEAKS
The daggerboard requires no metallic parts below the waterline. There are no holes in the hull to leak, or pins to wear.
4. EASIER MAINTENANCE
The retraction cable is less subject to wear, and it can be easily replaced. The board itself can be lifted out through the deck for cleaning, inspection or repair. Removal of a centerboard is a tougher job.
5. QUIETER AT AN ANCHORAGE.
Daggerboards are a lot quieter and subject to less wear when the boat is moored or at anchor.
6. THE BOAT CAN SAIL WELL TO WEATHER WITH THE BOARD PARTIALLY RETRACTED.
With a centerboard partially down, the center of pressure moves aft, and the boat gets a lee helm when sailed into the wind. With the daggerboard partially down, the fore and aft center of pressure does not change, and the boat continues to balance well. This helps when trying to sail the boat to windward in shallow water.
For reaching, the daggerboard can be partially retracted to kill off weather helm, in the same manner as the centerboard. When reaching, you do not need the full lifting power of the board, and the partially retracted board works fine.
The down side, of course, is that if you hit something, the boat will come to a stop, just like any other keel boat in the marina. At normal sailing speeds, there should be no problem. The board is strong, and the hull is stronger. Don’t, however, leave it down when powering fast.
RIG
The 26’s rotating mast is similar to the setup used on modern catamarans. We have developed a system (for which we are seeking a patent) that allows conventional spreaders, with upper and lower shrouds, and a mast that rotates to good airflow across the mainsail.
With a conventional non-rotating mast, the mast creates a serious amount of turbulence on the mainsail, making the first third of the sail virtually useless. The deep notch between the mainsail and the mast disturbs the laminar flow of air across the downwind side of the sail and causes the smooth air flow to separate from the sail and disintegrate into a vast field of turbulence. The drawings below show the difference.
Since the first third of the mainsail is not working, the thrust created by the main is almost totally sideways, causing a lot of heeling and less forward thrust. (See the above drawing.)
With the rotating mast, the boat heels less and goes faster.
The mainsail can now be used as the only sail for comfortable effort-free day-sailing. When the wind kicks up, getting rid of the jib and keeping the mainsail retains really good performance, and makes sailing a lot easier.
The mast section is larger (fore and aft) and does not require a backstay. This reduces weight aloft, and reduces windage.
The rotating rig raises and lowers like a non-rotating rig, and requires no attention when sailing. As the boat tacks, the mast automatically adjusts itself to the proper angle without human intervention.
When raising the mast, there is no backstay to tangle up in the rudder system or outboard motor.
The mast is 2’ taller, giving a bit more mainsail area and a better looking rig.
The mast is sealed with injected urethane foam, and acts as a powerful buoyancy chamber if the boat is knocked down. The 67 pounds of buoyancy provided by the mast is equivalent in righting power of adding 500 pounds of ballast in the bottom of the hull. This multiplier is the result of having the center of buoyancy of the mast a long way out from the center of buoyancy of the hull.
We have beefed up the chainplates, bow plate and all mast hardware, and the rig looks strong and efficient. The chainplates have a stainless deck plate welded to them. These plates bolt to the deck, reducing the chance of a leak.
A small tube will be cast into the mast flotation foam to allow the future passage of wires to the top of the mast.
IMPROVED RUDDERS
The rudders’ fore and aft adjustment allows precise tuning. It is possible to set the rudder rake to completely eliminate rudder load on the wheel. (However, a slight weather helm is better for upwind control.)
The rudders are larger than those on the X, and have a more efficient elliptical tip.
With the deeper V hull, the upwind rudder is less likely to be raised out of the water when the boat heels.
With the deeper V on the new boat, the transom corners don’t dig in as much when the boat is healed over, and the wake is a lot cleaner. This means less drag.
With the new hull and rudder shapes, the boat has less tendency to round up into the wind when heeled far over.
STABILITY
To enhance stability at lower heel angles to make up for the V bottom, we have added a permanent ballast of 300 pounds inside of the water tank.
The ballast is in a sealed container surrounding the daggerboard trunk. The ballast is bonded to both the hull and the trunk, giving the trunk a great deal more strength. The 300 pounds of permanent ballast replaces an equal amount of water ballast, so the removable water ballast amounts to 1150 lbs. Total ballast is still 1450 pounds.
The new boat is about 200 pounds heavier in its trailering condition.
STRENGTH
We have added an extra layer of fiberglass mat and roving to the underwater area of the hull. This adds about 120 pounds, and adds to both stiffness and stability.
The deck has more beams, between the liner and the deck, and feels stiffer under foot.
COCKPIT
The cockpit seats are about the same length as those of the 26X, and slightly wider. The seat area across the front of the cockpit (where the mainsheet traveler is located), gives more seating area, but reduces the footwell floor area. To make up for the loss of foot room, we have mounted the pedestal on a stainless steel column (4″ in diameter). This replaces the large fiberglass box that went all the way to the floor, taking up a lot of foot space.
Macgregor 26 For Sale Alberta
The footwell is narrower, to allow more room in the big berth underneath, and gives a better spacing to brace your feet against when the boat is heeled over.
The steering seat is similar to the one in the older boat, but is about 6″ higher. This allows room for the outboard motor to be under the seat, rather than behind it, and puts the captain up higher with a better view over the cabin top.
The cockpit cushions are improved and more comfortable. The inside sofa seat back cushions can be used, when sailing, as cockpit seat back cushions.
The fuel tank lockers in the cockpit will take two tanks, (12 gallons each). The tanks are in a recess in the cockpit seats, with a hinged hatch covering the opening, much like the system in the MacGregor 19. Since the tank holders are recesses in the deck, and not bonded in compartments, there are no exposed raw edges in the deck
FAR MORE CABIN SPACE
By placing the outboard motor under the captain’s seat, instead of behind it, we were able to move the entire cockpit to the rear and add about 15″ to the length of the cabin.
A MORE USABLE REAR BERTH
Improving the rear berth was a major design goal.
By moving the head forward, we were able to gain access to the rear berth from the starboard side. The head occupied the most usable part of the old boat’s interior, and is now a lot less obtrusive forward of the mast. (The down side of this is a slightly smaller head with 2″ less headroom.)
By shortening the footwell in the cockpit, by running the seats across behind the cabin entry, we were able to provide much more room in the rear berth, and make it a lot easier to get into.
By narrowing the footwell, we were able to make the rear berth look enormous. When you are standing in cabin, you are looking clear back to the transom
BETTER SEATING.
After a good sail, it is highly desirable to have a place where the crew can comfortably sit, preferably facing each other, with a good table between them to hold the drinks and goodies. On the 26x’s starboard side, the dinette and the head made this a bit more difficult.
The galley blocked seating for most of the port side of the boat. With this new design, 4 people can comfortably be seated on each side of the boat, and be in a position to have a good conversation. That many people in a small boat is a bit of a crowd, but it will work.
IMPROVED SEATS AND UPHOLSTERY
The main salon seats are more like comfortable sofas than the seats found in most sailboats. The starboard sofa is 6 feet long, and the port side is 10 feet. The seat cushions are 5″ thick, and the seat backs are thick and comfortable (the seat back cushions can also be used in the cockpit). The upholstery is top grade vinyl that has the feel and look of soft leather. The V berth and rear berth cushions are covered with an attractive fabric.
The main cabin sofas make fine, comfortable berths. (It is no longer necessary to unrig the table to use the seats as berths.)
The boat sleeps 6; 2 on the V berth (which is a bit small), 2 on the rear berth, and one each on the cabin seats. Again, this is way to many for a happy voyage, but it can be done.
UPHOLSTERED HULL SIDES
We have long been criticized for having rather Spartan, refrigerator like interiors. No more. The hull sides are upholstered in durable fabrics, providing a softer, warmer appearance. The fabric also does a lot to quiet the boat.
Replacing the hard liner with fabric sides knocked out a considerable amount of weight without any reduction in strength. This also lowered the center of gravity and added to stability.
MORE HEADROOM
Headroom is a full 6 feet under the closed sliding hatch, and 5’ 10″ under the cabin near the galley. Headroom is also increased over the rear berth.
SMALLER CABIN ENTRY
Raising the bottom edge of the cabin entry not only made the rear berth more accessible, but lessened the chance of flooding the cabin in the event the cockpit was filled with a severe following sea.
We also made the side decks wider, making it easier to get to the foredeck. The height of the toe rails on the cabin top have been increased.
MORE WINDOWS
The two rows of windows give a lot more light inside, and greatly improve visibility. (However, on the down side, the forward view is more restricted as a result of the forward head.) The windows are flush mounted, and thicker than on the 26X.
IMPROVED INTERIOR BULKHEADS AND CABINETRY
The galley and all doors and bulkheads are surfaced with top grade formica, and give the look of varnished mahogany.
All doors, bulkheads, windows, galley faces and hatches are cut with a computer controlled router, and are accurate to within 5 thousands of an inch.
The interior is now better looking, better built and more plush than anything we have offered before, and better than anything offered by of our competitors.
The galley top and sink are produced by a rather exotic process that gives the look of Corion. You will really like this.
GALLEY AND TABLE
Tables, when in use, are essential. But when not being used, they gobble up a large amount of needed interior space
Ideally, the table should be the focal point of a conversation setting. It should be really easy to set up and remove. When not is use, it should be out of the way. And it should be solid. We did all this. The table setup is a bit smaller than the 26X table, but quite useful.
The table can be rotated (on its central fore and aft axis) to a vertical position, allowing the crew to move around in the cabin. Or, when not needed, the table can be completely removed in seconds and stored out of the way.
The galley now sits across the boat, on the starboard side. The molded counter top and molded in sink look great, and there is room for a standard stove.
The counter top is about the same size as the one on the 26X. The X galley was a bit too low to be used while standing, and impossible to use when seated. The new galley is easy to use while seated on the sofa, and is still somewhat too low to use when standing. The height of the galley countertop was dictated by the need for a stove, which would provide a heat problem on the overhead if it were much higher.
The inside of the galley is nicely finished.
Rather than take up a lot of valuable under bunk storage space for an ice chest, we made a home for one on the starboard forward corner of the rear berth. When the rear berth is in use, the ice chest can be removed, and replaced with a small cushion that fills the cutout in the larger cushion. You can either get an ice chest from us as an option, or you can get your own locally. This idea came from Todd at Marine Marketing (our dealer in Seattle), and it really works well. You can still remove the chest for packing at home, and move it around the boat where it is needed. When you are sitting and working at the galley, the standard position is quite convenient.
CARPET
We are using a much higher quality carpet, and it is nicely edged.
MIRRORED BULKHEAD
In order to accentuate the greatly increased size of the interior, we have covered the bulkhead, forward of the galley, with a good quality mirror. The effect is striking, and gives the look of a much larger interior.
MAINSHEET TRAVELLER
By extending the seats across the cockpit underneath the cabin entry, we were able to put a really good mainsheet traveller on the boat without screwing up seating and other usage of the cockpit. The traveller is tucked neatly up against the cabin back, out of the way.
The mainsheet no longer hangs across the crew area when the mainsail is let out when running down wind.
The traveller gives better control of the shape of the mainsail, with less dependence on the vang.
ELECTRICAL SYSTEM
We have upgraded the electrical system, with better fittings and heavier wire. The deck liners have molded-in runs that allow dealers and owners to install wire to all areas where it might be needed for extra lights, instruments, etc.
The old boat had 2 interior lights, the new boat has 4. There is one over the front V berth, in the head, in the main cabin, and over the rear berth.
COLORS
We have always used white interiors, and the new boat is a big change. The liners are tan, as are the upholstered hull sides. The cushions are a medium tan, and the carpet is a darker brown. It looks great.
NEW MAST RAISING SYSTEM
The new mast raising system is shown in the brochure. We us a small brake winch to raise and lower the mast, and a set of removable wire cables to keep the mast centered as it goes up and down.
The new system requires a lot less effort to raise and lower the mast, and tends to keep the mast centered when it is going up and down. It doesn’t use the halyard, and is not dependent on having the halyard properly cleated down.
The line going to the bow of the boat is a fixed length, and does not require guessing at the proper angle of the pole.
SELF TENDING JIB
We are working on a self tending jib option, that can be added to any new 26 at a later date. This will greatly simplify sail handling.
HEADSAILS ARE NOW OPTIONS
Since there are so many combinations of possible headsails, you have a choice between a working jib, genoa or the proposed new self tending working jib (which is slightly smaller than the working jib, because it cannot overlap the mast). In addition, each of these requires a choice of having snaps for hanking on to the forestay or with a luff tape for use with a furler.
You can pick the best combination for your type of sailing.
TRAILER IMPROVEMENTS
We have installed heavier axles, springs, wheel and tires to bring the trailering capacity to 4200 pounds. There is more fender clearance, better support for the hull, and more effective surge brakes.
We now have big stainless steel disc brakes, and an electronic system that ties into the car lights that automatically disables the surge brake system when backing up.
The deeper V hull helps keep the boat centered on the trailer when bouncing down the road.
LIFELINES AND PULPITS
You will be pleased to know that we are now putting a pelican hook on the lifelines in order to make it easier to get in and out of the cockpit. The lifelines are now higher in the cockpit and conform to the new European standards. On the cabin top, the lifelines are wider spaced to give more walking room when going forward.
The pulpit is substantially longer, and gives more to grab on the foredeck.
ANCHOR HANDLING
An anchor roller is now standard, and the anchor locker is substantially larger to hold bigger anchors.
ENGINES
Macgregor 26 For Sale
There is no change in the engine mounting system, or the type of engines that can be used.
We have, however, widened the engine well area to allow easier bolting of the engine to the transom. The transom is now flush, and a pad won’t be needed between the motor and the transom.
HIGH PERFORMANCE ASSYMETRICAL SPINNAKER
Macgregor 26 For Sale Uk
We are working on a very high performance, large spinnaker to be flown from a retracting pole extending about 5 feet forward from the bow. This should give really hot downwind performance. Present boats are not yet being delivered with this system, but it can easily be installed on any 26M in the future. The 26x cruising spinnaker can be used on the new boat, and is available as an option.