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  • Sailboat Guide

Niagara 26 is a 26 ′ 8 ″ / 8.1 m monohull sailboat designed by George Hinterhoeller and built by Halman Manufacturing Co., Goman Boat Ltd., and Hinterhoeller Yachts Ltd. starting in 1975.

Drawing of Niagara 26

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

The first 69 boats were built by Hinterhoeller (after George Hinterhoeller had left C&C and re-established his own company). Later boats were built under license by Goman Boat, and then Halman Manufacturing, all Canadian firms.

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A hidden treasure.

This question is one we all hear over and over: "I like to race but spend a lot of time sailing to and from races and also on weekends. I like a little more room to live on board than a Kirby or J24 and 27 offers. I have a limited budget too, the boat has to be around $15,000 Can., and price is a major consideration. I still want it fast, so what kind of boat should I chose?"

A hidden treasure!

Niagara 26 Regatta

For years, many have pondered this question and no single answer has come up. Well, I'm confident enough about the Niagara 26 that I dare propose it as the answer.

garvock, a Niagara Sailboat Owner Page member and Niagara owner wrote:

"Well the name of one boat Kept coming up all the time, the Niagara 26. I travelled to Meaford to see "Wind Warrior" and found out that it was the club champion. I travelled to Thornbury and talked to the owner of "Slip stream" the club champion there. I travelled to Barrie and began to crew with "Babe" the club champion there. In the end I purchased a Niagara 26 with a partner and liked it so much I purchased another one on my own. We took first place in the high rating white sails division at the Meaburywood Regatta in our first year. We were third in the Georgian Bay Regatta (which was won by Slip Stream) as well."

In 1975, George Hinterhoeller of Niagara on the Lake Ontario Canada, the designer of the immensely popular Shark daysailer, wanted an affordable, overnight cruisable yet fast sailboat. His design became the Niagara 26. 170 boats were built in all.

The Niagara 26 sails like a racing boat. It is a sparkling all round performer, taking the often light airs with aplomb, yet rugged enough to over come gale conditions without concern. The boat is comfy enough that at the cruise end, it's tough to return to the working world.

This George Hinterhoeller design has very good upwind performance which leaves her contemporaries far behind. Sail adjustments abound but can be used or ignored at the discretion of the skipper. The Niagara 26 is a fractional rig and has adjustable backstay, cunningham, outhaul, pole up, pole down and 4 halyards all led aft to cabin. There are 4 winches with jam cleats beside each and a mainsheet traveller that crosses the cockpit. Sail inventory is typically #1,#3, main and spinnaker. All of the adjustments make this a great boat for "wanna be" racers or true racers but most can be ignored if a sensible sail plan is used on a comfortable day sail. With the sails control you can easily de-power the mainsail and keep it full for better downwind legs in up to 35 knots of wind. The boat can handle the extra sail area. Cruising mode welcomes reefing when you don't have crew sitting on the rail and you don't want your chips and peanuts falling overboard.  

The cockpit has two large lockers under the cockpit seats and has a large lazarette locker under a "poop" deck. This locker has a cutout in the transom for outboard motor mount much like the Shark although some boats came with saildrive inboard, making them a bit slower. The interior has 5'5" headroom in galley tapering to 5'2" in head. There are two layouts. The first few boats have a table that folds down from the bulkhead in between two single settee berths while the more common layout has a starboard single settee berth and a port dinette that transforms in a double berth. You will find the usual cruising setup; galley with sink, cooler, stove, hanging locker. Teak/holly sole and teak bulkhead with a door leading to head area. There is a lot of teak especially in the first few boats. Through another bulkhead is the v-berth with a 10 gal water tank beneath. All you need for your typical family of four.

For nigh on 20 years, Don Campbell of Niagara on the Lake Sailing Club and owner of Counterpoint Hull #6 (now named Wotan and raced at CNDM) has trailered his Niagara to Florida each winter, cruised the Bahamas, then trailered to Georgian Bay each summer.

Three builders ultimately became involved with the Niagara 26.  Hinterhoeller's Niagara boat works built the first 69 boats, then Goman in Midland Ontario built some and final Halman in Goderich built the later boats. On the question of the differences between the three manufacturers. Rumours say, Niagara Yachts and Goman are almost the same in quality of construction and speed. Halman changed a few things. For instance you can tell that the spreaders are not swept back on a Halman Niagara 26. This is an advantage (some say) running dead down wind, but going up wind it does not point as well. Halman also put more Fiberglass in their boats which increased the weight by a few hundred pounds. The quality of the workmanship in the Halman hulls has been questioned, with (supposedly) more leaking and screws protruding through the hull.

The Niagara 26 c ompetes in PHRF-2 with a respectable handicap (for the outboard motor with spinnaker) of 0.996 T/T and 183 T/D. Montreal has a growing fleet with 18 SLVYRA rated sailboats on the Handicap list, four of them club racing bi-weekly at the CNDM. Niagaras have consistently placed at the top of their Class at Husdon's Labour Day Regatta. Additionally an active and resourceful Niagara owner group with answers and advices about tuning, parts, maintenances and repairs can be found at

Conclusion: "Great boat for someone who aspires to be a racer but is really a cruiser. "

George passed away in 1999, but his legacy lives on. There are 75 known Niagara 26's still sailing and possibly more - mostly in the Georgian Bay, in Halifax and in the Montreal area but also around Canada and the US Northeast.

This article was created using different sources and with additional original content.

David Godin, SLVYRA

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The Niagara 26 is a 26.67ft fractional sloop designed by George Hinterhoeller and built in fiberglass by Hinterhoeller Yachts Ltd. since 1975.

170 units have been built..

The Niagara 26 is a light sailboat which is a high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally very small. There is a very short water supply range.

Niagara 26 sailboat under sail

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Depth sounder for Niagara 26

  • Thread starter George Jarvis
  • Start date Dec 22, 2022
  • Forums for All Owners
  • Ask All Sailors

George Jarvis

The depth sounder in my newly purchased Niagara 26 has long given up the ghost. The brand is no longer manufactured and a replacement is not available. It had a thru hull transducer and round, cockpit bulkhead mounting. Any recommendation for a replacement? Would a transom mounted transducer work? Would the adjacent motor cause any problems? Would love opinions. Thanks.  

Ralph Johnstone

Ralph Johnstone

I believe all transducers are now inside-hull mounted wherever possible. Cored hulls are out of luck.  


George Jarvis said: The depth sounder in my newly purchased Niagara 26 has long given up the ghost. The brand is no longer manufactured and a replacement is not available. It had a thru hull transducer and round, cockpit bulkhead mounting. Any recommendation for a replacement? Would a transom mounted transducer work? Would the adjacent motor cause any problems? Would love opinions. Thanks. Click to expand


Before you rip out the transducer, they are often cross-brand compatible.. I once put an early 2000s Raymarine head on a decades old Signet transducer, and it worked much better than the original (tripled the range) without needing to haul.  

The Niagara 26 is a nice boat with a good pedigree. Enjoy it. A transom mount transducer won't be reliable. The issue will be keeping the transducer in the water when the boat heels. I doubt the boat has a balsa cored hull. This means you can use an in hull transducer that shoots through the hull, so no drilling necessary. You may also find that many of the modern transducers have speed, depth, and temperature sensors in one unit. Since the instruments are old it may be worth while to replace all of them with a new display and transducer. Contemporary instruments from RayMarine, B&G, and Garmin are NMEA 2000 compatible which will allow them to network with a chart plotter if you add a chart plotter at some time. From time to time Defender and other outlets will offer refurbished devices for less money than new. Or wait for the Spring Boat Show specials.  


We cruised and raced N-26 #80, for a decade. Solid layup hull. I glued the DS transducer to the inside of the hull, under the cockpit. Never a problem. That said, the thickness of the layup does slightly reduce the depth from which you can get a sharp return. It was dependable up to about 120 feet, and one time up in the Straits of Juan DeFuca it did get a reading in over 400', albeit from a flat rock bottom. Great great boat. Well built, very fast, and very easy to sail. Nice interior for a couple for cruising, as well.  

We have hull #58, built in 1980. I can't remember the make of the old sounder and Annie"s Song is covered for the winter. I believe the instruments were the original ones from 1980. I will have a look at a through the hull system.  

If the plan is to resurrect the old DS, it is important to know the difference between really old DS and contemporary ones. The ancient depth sounder transducers relied on the instrument head to send a ping out the transducer and the transducer to receive the echo and send that to the instrument head. Essentially the transducer was nothing more than a speaker and a microphone. The cable connecting the transducer to the head was a coaxial cable that was not easily spliced or modified. Later models had the all of the electronics housed in the transducer and the data was sent back over a network cable, NMEA 0183 or a proprietary equivalent. The display was mostly an interface to the electronics in the transducer. The next generation was essentially the same but used the more recent NMEA 2000 protocol (which is now about 25 years old). There are now 2 broad categories, the old depth only transducers and forward scanning sonar transducers which are not interchangeable. The sonar units use ethernet to transmit the data which is processed by a chartplotter. The sonar transducers use a proprietary protocol. I'm not aware of any devices that can take the very old, before NMEA 0183 data and change it to something that can be displayed by modern displays. There are devices that can change 0183 data to 2000 data. If the instruments are original, it is unlikely that you will be able to just swap the transducer or display with newer with success.  

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  • Sailboat Reviews

Niagara 31/35

A club racer and an offshore cruiser from hinterhoeller--each by a different designer--have above-average construction and both sail well..

Occasionally we hear from a sufficient number of owners requesting a Practical Sailor report on their boat that we cannot forever resist their supplications. A check of the files revealed that we already had a good deal of information on the Niagara 31 & 35. And when we asked current owners for their input, the response was considerable. In fact, we have enough paper to write separate reports, but because these two boats were built during the same approximate years, and represent interesting contrasts, we decided to combine the two in one article.

Niagara 31/35

Hinterhoeller Yachts was founded by George Hinterhoeller in 1977, after he left C&C Yachts, the company he helped start during the previous decade. George’s career in boatbuilding is long and interesting, beginning first in Canada with his highly successful Shark, a lightning fast 24-footer. The story of C&C aside, Hinterhoeller Yachts built two distinctive lines—the Niagara and the Nonsuch, the latter with unstayed masts and wishbone booms. The company was placed in receivership in 1989 and purchased by Strategic Associates Inc. in 1990, which in 1993 consolidated production with C&C. When a 1994 fire destroyed part of the C&C plant, Hinterhoeller moved back to its former facilities. It closed the doors again in November 1995 and currently is out of business, which is too bad, because owners had nothing but good things to say about Hinterhoel-ler’s customer service.

George’s son, Richard Hinterhoeller, a partner in the company, told us:

“The business plan was to operate a shop with two production lines. The two models were to be a 30′ club racer/cruiser and a 35′ bluewater cruising boat. Both were to be sensible, timeless models. George had been impressed by the Aurora 40 from Mark Ellis and contracted him to design the Niagara 35. For the smaller boat, George sat on his C&C 30 and made a list of the 10 items which would take an already great boat and make it better. In his typical down-to-earth fashion, George added up the necessary lengths of berths, head, cockpit and galley, and ended up with a target length of 31 feet.”

The Designs

Best known for his big race boats, Argentinean designer German Frers drew the lines of the Niagara 31. The 35, as noted, was drawn by Mark Ellis, who also designed the Nonsuch line, and more recently, the Northeast 37 motorsailer. The 35 came first, in 1978, and about 300 were built before its run came to an end in 1995. The Niagara 31 was built between 1980 and 1984. A less popular 26-footer also was built, as well as a 42.

Based on their specifications, the 31 is the more lithe of the two, with a displacement to length (D/L) ratio of 266 and a very generous sail area to displacement (SA/D) ratio of 18.9. The 35 is definitely more of a cruiser with a D/L of 329 and a SA/D of 16.47.

Niagara 31/35

This distinction is also evident in their underbodies, where the 31 has a much smaller fin keel than the 35’s long “cruising fin.” The 31 has a large spade rudder that rises to meet the counter, and there is a partial skeg. The 35, interestingly, has no skeg for its balanced rudder. Years ago, we asked Mark Ellis why. He shrugged and said something about better handling. While most cruisers look to at least a skeg

to support and protect the rudder and perhaps to increase the lateral plane for directional stability, years later we found it interesting that Steve Dashew (Deerfoot and Sundeer lines of performance cruisers) prefers the spade rudder for heavy weather handling. So, there is no right answer on the issue of rudder protection vs. handling, but in a full-blown cruising boat, we’d still opt for support and protection.

Then again, despite numerous passages to the Caribbean and South Pacific, the Niagara 35 is not really a round-the-world type—among other things, it’s considered too small by many of today’s bluewater sailors.

Both the 31 & 35 are described as having somewhat veed hull shapes, which was a characteristic of IOR designs during the late 70s and early 80s; while it increases wetted surface area, it should be more seakindly than a more modern flat bottom boat.

Nevertheless, several owners described their 31s as having “flat bottoms” that don’t “cut the waves” and tend to pound a bit.


Hinterhoeller Yachts, like C&C, liked to use balsa coring for its light weight and rigidity. Both the Niagara 31 and 35 have it in the hull and deck. Unidirectional rovings were used and all structural bulkheads were bonded to the hull. Ballast is external lead bolted to a reinforced sump. Berth faces were molded but there was much wood used, including teak sole and a teak inlay in the 35’s molded overhead. Hardware quality was good, using, for example, Barient (later Lewmar) winches, Navtec rod rigging, Atkins & Hoyle hatches and, in the words of one 35 owner, “massive chocks and cleats.”

Owners generally rate construction as excellent, often citing Hinterhoeller’s reputation as a prime reason for buying. We received a few comments about gelcoat cracking and leaks around portlights and chainplates, with its attendant saturation of the balsa coring, but this is to be expected with any fiberglass boat. We had no complaints about the hull/deck joint, print-through or anything structural. One owner did say that the mast “rests on stringers made of built-up plywood laminates,” which he watches with a careful eye, though no problems have occurred. Another 31 owner complained of wild mast pumping, but we cannot imagine that condition being typical—something else is awry.


The 35 was introduced with an innovative interior dubbed the “Classic,” in which the forepeak is devoted to stowage (workbench, shelves, seat and lockers), the settees and cabin table are somewhat farther forward than normal, and the head and owners stateroom (with a double and single berth) are aft.

Many owners said the uniqueness of this layout was a factor in their purchase. Later, the more conventional “Encore” layout provided an offset double berth forward, with a quarter berth and U-shaped galley aft. Both seem popular with their owners, for different reasons.

Niagara 31/35

Layout of the 31 is straightforward, as can be seen in the drawing: V-berth, head, dinette and galley. A 6′ 2″ owner said he has standing headroom in the main cabin, but has to stoop going forward.

Light and ventilation on the 31 are by means of a skylight and four fixed ports in the main cabin, plus two opening ports in the head and a hatch over the Vberths. The 35 has four fixed ports, six opening ports and four hatches besides the companionway, including one in the head and another over the galley (actual number seems to have changed over the years). Most owners rate ventilation as good.

The 35, by virtue of its size advantage, naturally received more glowing remarks for livability than the 31. One owner said it is the “perfect liveaboard for a close couple.” A few owners, however, said the berths are “tight.” Settee lengths in the Classic model, however, are 6′ 7″ and the double aft berth is 6′ 4″. (We do not have widths on file.) Headroom is 6’4″ in the main cabin, 6′ 2″ in the aft cabin (Classic model). We like the offset double V-berth of the Encore model, despite the fact that the person sleeping outboard has to crawl over his/her partner to get out. This arrangement allows for a dressing seat opposite, and tends to waste less space than a V-berth. One last remark about the two 35 interiors: fans of the Classic say that the V-berth is a lousy place to sleep…true, underway, but at anchor the best breezes come through the forward hatch. Aft cabins, no matter how well ventilated with portlights and hatches, are a bit stuffy.

Both boats feature oiled teak bulkheads and joinerwork with varnished pine strapping in book cases and above quarter berths, bi-fold doors and swiveling lights.

A Paloma instantaneous LPG water heater was offered as an option and universally liked by those who bought one. While they are still made, the company doesn’t warrant them for marine use (but who cares?). There are, of course, others on the market, most of which are more expensive without offering any real improvements.

While one owner said the craftsmanship of his Niagara is “Hinckley quality,” we think that’s stretching it, though the work is outstanding for what amounts to a production boat.

Raised bulwarks on both boats give a far greater sense of security than mere toerails. Numerous 35 owners said that the high bow and 4″ bulwarks do much to keep the cockpit dry.

The 35 has a bowsprit with rod bobstay, which makes carrying anchors easy. The 31 was criticized by one owner for having an inadequate bow roller.

The cockpit of the 35 is quite large—great for lounging, but one owner said it’s too wide for bracing the feet when heeled.

Niagara 31/35

The 35’s mainsheet traveler is out of the way, on the coachroof, but it doesn’t enable the helmsman easy access for trimming (always a trade-off!). On the 31, drawings show the traveler is end-of-boom on some boats, in the cockpit on others (another tradeoff).

End-of-boom is great for singlehanding, but doesn’t afford the control of mid-boom sheeting.

The 31 has no bridgedeck, while the 35 does—again, the coastal-offshore difference.

Hardware and stanchions have proper backing plates and deck reinforcement.


Where the 35 edges the 31 for cruising comfort, when it comes to performance, the 31 excels. Thanks to its big sloop rig with 492 square feet of sail, it does nicely in light airs. This also means reefing is required earlier—most owners say at about 15 knots.

And nearly all said so. Owners also report that the boat sails exceptionally well on all points; she’s stable, well-balanced and quick. “Will outpoint most racer-cruisers,” said the owner of a 1993 model. Another said, “This is a technical cruiser/racer, not for the beginner.”

The 35, by contrast, is not so fast nor closewinded. It’s smaller sailplan suits it more to breezy conditions and offshore work. One owner said speed improves dramatically over 8 knots of wind. It points respectably, though not as high (partly due to wide sheeting angles), and off the wind owners say she doesn’t track as well as she could. Overall, however, owners rate the boat’s handling as above average. And they say the 35 “cuts through the seas” better than the 31.

Auxiliary Power

Besides the unusual interior of the Niagara 35 Classic, perhaps the next most distinguishing feature of these boats is the standard Volvo diesel with Sail Drive. For those who don’t know, a sail drive is rather like the lower end of an outboard motor. Advantages of it include locating the prop somewhat farther forward, directing prop wash straight aft instead of down at an angle, and elimination of shaft logs and stuffing boxes. A major disadvantage is that the casting is aluminum, which requires good quality zincs to prevent corrosion, and meticulous inspection and replacement of them. And, in the case of these two Niagaras, the engines to which they are coupled are on the small side.

Now, some traditionalists like Tom Colvin think most boats have engines far too large, that they add unnecessary weight and burn excessive fuel and seldom are run at recommended rpm. On a sailboat, after all, primary locomotion should be sailpower, with the engine used only for close-quarter maneuvering.

Throughout the industry, customer preference, however, has been decidedly the opposite. We received numerous complaints about the small Volvo diesels initially offered with the Niagaras—a puny 13-hp. MD7A on the 31 and a 23-hp. MD11C diesel on the 35. A Westerbeke 21 was optional on the 31, and several different engines on the 35, including Westerbeke 27, 33, 40 and Universal M35D, all with V-drives. While the Sail Drive powerplants can push the boats at hull speed in calm water, they lack the power to punch the boat through head seas, and we all know that when the crew gets sick of slogging to windward and the day is growing late, help from the motor gets one home faster.

Niagara 31/35

Corrosion is a major concern of Sail Drive owners, though many said they’d had no problems. On this issue, owners seemed split down the middle: half said they wouldn’t buy a Sail Drive unit, half said they were much less expensive and hadn’t experienced problems.

All agree that the Sail Drive greatly enhances handling in reverse, making the boat’s movement predictable—a not inconsequential consideration when berthed in a tight marina slip.

On the flip side, V-drives make access to the stuffing box difficult. But even including conventional diesel installations, owners rated overall access to the engines somewhat difficult for certain operations.

The Niagara 31 and 35 are two very nice, albeit different boats. Construction quality is above average. The 31, designed by German Frers, is a quick and nimble racer/cruiser that also makes a comfortable coastal cruiser. The 35 has made successful passages to the Caribbean and South Pacific islands. She’s not large by today’s blue-water standards, but well-built and very handsome.

We’re not all that keen on balsa-cored hulls for long-range cruising, but we did not receive one complaint about delamination in the hull (a few in the deck, where it is more predictable). This, we presume, is a testament to the attention and skill of Hinterhoeller Yachts. And while we think the spade rudder and small skeg on the 31 is perfect for its application, we still wonder about the absence of a skeg on the 35. Only one owner, however, lamented this configuration, though several noted the boat’s less than steady offwind handling, which might be one of the effects.

Hinterhoeller boats have traditionally held their values well. A look at the Price History illustrates this, at least until a few years ago, when values of most boats dipped. Still, today’s prices for an early 80’s Niagara 31 (about $41,000) and 35 (about $60,000) are not too far below their original base prices.

We’d take the Niagara 31 for club racing and coastal cruising, the Niagara 35 for down island cruising. Our preference would be for the larger Westerbeke-powered models, sans Sail Drive despite the fact it handles better. The corrosion potential in saltwater would worry us.


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  • By Jayne Finn
  • Updated: May 3, 2006

niagara 26 sailboat review

Traditional looks combined with modern features draw frequent compliments for the Niagara 35, which was designed by Mark Ellis and built from 1978 to 1990 by Hinterhoeller Yachts in St. Catherines, Ontario.

Under way, the boat is stable and stiff, and we’ve had the rail of our Niagara 35, Phantasia II, in the water only once, when beating down Lake Huron in 20 knots of wind. On that same trip we hooted and hollered downwind at over 8 knots on a day on which virtually no one else was out. While the boat tracks and maneuvers well, sail trim and the right sail combinations really make or break progress upwind or in light air.

A sudden encounter with a rock in poorly charted Georgian Bay assured us that Hinterhoeller built a tough boat. No water came in, and the only visible damage was mangled lead on the leading edge of the keel.

Below the waterline, a semibalanced spade rudder complements a longish rather than deep keel that’s massively faired into the hull with a substantial sump. The hull is semicored and needs to be monitored, but Niagara 35s aren’t known to have blister problems.

On deck, a short bowsprit extends the foretriangle and supports double anchor rollers. Later models came rigged with an inner forestay on the large and secure foredeck, and many older ones have been similarly retrofitted, once duly reinforced. The keel-stepped, single-spreader rig is staunchly supported with double lowers, and the chainplates tie into accessible interior knees heavily bonded to the hull. Jibs can be sheeted to an aluminum toerail on the bulwark or to an inner track on the wide side decks. On older boats, the balsa-cored decks should be checked for water saturation around fittings.

The cockpit seats have high backs for comfort and are long enough for stretching out; beneath are deep lockers. A drained and vented propane locker aft holds two 20-pound tanks. A bridge-deck keeps the companionway secure.

The interior of our Niagara 35 was one of two configurations. It’s an unusual but intelligent design for extended coastal cruising for a couple.

The companionway leads to the aft cabin, which has a smallish double berth to port and a quarter berth to starboard with a stand-up nav station on top of a large dresser at its head.

Doors lead from the aft cabin to the head and to the galley. Another door opens to the head from the saloon, which is largely forward of the mast. Sitting in the saloon with these doors open, you have a view of the entire length of the boat, which–with over 6 feet of headroom and lit by four fixed windows, four opening ports, and four hatches–has a sense of openness that belies its size. When fitted with lee cloths, the saloon settees either side of the drop-leaf table make excellent sea berths.

A hanging locker to starboard and drawers and lockers to port separate the saloon from the forward cabin, which on our boat is given over to sail stowage, bins, lockers, and a workbench complete with vise. A deep chain box low in the bow can be divided for chain and rode.

The engine, behind the companionway stairs, is more accessible than on many boats this size.

Some Niagara 35s have had lavish upgrades, which can be reflected in their prices, but early boats in basic condition are listed as low as $50,000. Prices for the later Encore version, which has a conventional V-berth forward, tend to be higher.

Jayne Finn and her partner, Mike Evans, will take Phantasia II from Cobourg, Ontario, this summer to Gaspé and the Bras d’Or lakes.

LOA 35′ 1″ (10.69 m.) LWL 26′ 8″ (8.13 m.) Beam 11′ 5″ (3.48 m.) Draft 5′ 2″ (1.58 m.) Sail Area 598 sq. ft. (55.6 sq. m.) Ballast (fin keel) 5,500 lb. (2,495 kg.) Displacement 15,000 lb. (6,804 kg.) Ballast/D .37 D/L 353 SA/D 15.7 Water 80 gal. (303 l.) Fuel 20 gal. (76 l.) Engine Westerbeke 29-hp. diesel Designer Mark Ellis

  • More: 31 - 40 ft , before 2000 , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats
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Yacht Details

Yacht description/specs.

Specs Builder: Hinterhoeller Designer: Herman Frers Keel: Fin

Dimensions LOA: 31 ft 3 in Beam: 10 ft 3 in LWL: 24 ft 3 in Maximum Draft: 5 ft 0 in Displacement: 8500 lbs Ballast: 3550 lbs

Engines Total Power: 21 HP Engine 1: Engine Brand: Westerbeke Year Built: 1981 Engine Type: Inboard Engine/Fuel Type: Diesel Drive Type: V Drive Engine Power: 21 HP

Tanks Fresh Water Tanks: 1 (40 Gallons) Fuel Tanks: 1 (22 Gallons) Holding Tanks: 1 (25 Gallons) Accommodations Number of single berths: 1 Number of double berths: 2 Number of cabins: 2 Number of heads: 1

Electronics Autopilot Radar VHF Depthsounder Log-speedometer GPS Wind speed and direction Radio

Sails Fully battened mainsail Spinnaker Furling Genoa

Rigging Spinnaker pole Steering wheel

Inside Equipment Refrigerator Fresh water maker Oven Sea water pump Marine head Battery charger Manual bilge pump Electric bilge pump

Electrical Equipment Shore power inlet Inverter

Outside Equipment/Extras Davits Tender Swimming ladder Wind generator

Covers Mainsail cover Bimini Top Lazyjacks

Engines Westerbeke 21HP 3 cylinder 4 Cycle Diesel Engine with 2:1 reduction Hurth Vee Drive transmission. 55amp Alternator Low Drag Prop

Accommodations The interior layout from bow to stern is as follows: Enclosed V-berth followed by an enclosed head to port and hanging locker to starboard. Next is the main salon with a double settee with table in centre to port and a straight settee to starboard. The L-shaped galley is located on the starboard side of the companionway stairs and the nav station is to port. Teak and holly floor Wilcox Crittenden Head Stainless steel sink Manual fresh water foot pump Stainless steel holding tank w/deck fitting for pump out and y valve Macerator PUR Watermaker

Galley Stainless steel deep sink Manual fresh water foot pump 2 burner gimbaled Hillerange propane stove Deep icebox w/refrigeration

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Review of Niagara 42

Basic specs., sailing characteristics.

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Niagara 42 is 1.89, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.6 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Niagara 42 is about 258 kg/cm, alternatively 1446 lbs/inch. Meaning: if you load 258 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1446 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?


Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Niagara 42 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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C & C 24 pros and cons

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C & C 24 pros and cons I am seriously considering a 77 C&C 24 for sailing around the Buzzards Bay area and hope to get some feedback from other folks with some experience with this particular class. I would need to purchase a new working jib or 110% jib for the boat and possibly a new depth guage and have found a wide range of prices so I could use some feedback from this as well. Any sort of info would be welcome.  

C & C 24 pros and cons I had a C&C 30 for a number of years and absolutely loved her. I think that C&C make fine boats. That being said, I wud spend the money and get a pre-purchase survey. You might want to chek out the 25'' for sale at Good Luck.  

C & C 24 pros and cons If you can handle a 24 you can handle a 30'' boat. Having owned both and sailed in Buzzards Bay I suggest you get as big a boat as you can afford. I really like C&C''s but the 24 has an outboard and when they hobby horse the prop comes out of the water. Buzzards Bay has lot''s of wind and waves. Good luck.  

C & C 24 pros and cons Chuck, I owned a 1980 C&C 24 from 1987 through 1999. I thought the boat was very well designed and constructed, and about the best boat for day sailing and limited cruising on the Chesapeake Bay that I could find. She would pound a little in choppy conditions, and the comment about the prop coming out of the water occasionally is a valid one. I had a 1980 Honda 7.5 outboard that I replaced in 1997 with a Honda 8. Both had long shafts, and the mount was adjustable, so not too bad a problem. Annual maintenance was a breeze. Basically one day to compound and wax the topsides and paint the bottom (I recommend ablative paint to minimize prep time). My only significant maintenance problem with the cabin windows, both port and starboard. The plexiglass windows are bonded to the cabin with (what appears to be) expoy or polyester resin, such that they are structurally integrated into the cabin side. The starboard window developed a vertical hairline crack (that never caused too much leakage or problem). The port window separated from the cabin at the aft end, and leaked more than I would tolerate. I made a template of the old window before removing it, had it duplicated in plexiglass at a local auto glass shop, and reinstalled it in 3M 5200, secured with s/s round head screws approx 12 in on center. I was not comfortable with my ability to rebed the window in resin or epoxy or whatever. This worked well, and was a one-weekend project to install. The chief reason I no longer have the boat is that my then financee, now wife did not like the head arrangement in that model of the C&C 24. The portapotti behind a canvas curtain did not afford enough privacy, so she suggested we get a larger boat. But for that, I would still be sailing the C&C. Good luck with a boat that I strongly recommend.  


leluck said: C & C 24 pros and cons Hi Leluck, I bought a 24 ft C&C last summer and love it. I have a dark blue hull and I have seen crack in the paint... I was wondering if you, or anyone here might have an Idea on what the paint is on this boat? Thanks in advance! Click to expand...

C & C 24 pros and cons Hi, I just want to thank you for turning me on to the C&C 25 over at Block Island Maritime. I am currently having a survey done on the boat (as soon as the weather gets above freezing)and if everything checks out alright, I will be the boat''s next owner. Have you had any experience with this particular boat? It appears to be well maintained but unfortunately, took on some water during the past few snows (I think through the the companionway boards) and it currently has about 2 inches of solid ice sitting on the cabin floor. Once again, thank you for the tip on the boat. Chuck Gilchrest  

C & C 24 pros and cons Chuck: Alas, I do not have any experience with that particular boat. In my quest to purchase an inexpensive boat, I stumbled across the website. Good luck with survey. Keep us informed as to your progress.  


Re: C & C 24 pros and cons I know these posts are over 10 years old. But in the event that ChuckG still gets an update on this post. Then, I have to ask if he like his purchase and tell us all about the boat. I have always been interested in pocket cruisers and this one seems roomy.  


Re: C & C 24 pros and cons Does your 24 have any type of kitchen area?  

Re: C & C 24 pros and cons Thanks alot, that really is a 24 with a lot of room!  

Re: C & C 24 pros and cons No problem, let me know if you have any more questions about her.  

Re: C & C 24 pros and cons I just purchased a 1975 C&C 24. This will be my first of many, have you had any problems finding any parts?  

Re: C & C 24 pros and cons Very few parts are C&C specific so no issues, if you need certain bits such as stanchion bases, these guys have odds and ends that come in handy, Holland Marine Products¨  

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