o'day 36 sailboat

Better Sailing

Are O’Day Sailboats Good? A Closer Look at a Classic Brand

For many, sailing is not just a hobby; it’s a passion, a lifestyle. It’s about the rhythm of the waves, the dance of the wind, and the thrill of the voyage. Certain names have made their mark at the heart of this world, and one such name is O’Day. An iconic brand in American sailing, O’Day sailboats have been a staple on the waters for decades. In this comprehensive review, we dissect what makes these boats unique and ask the central question: Are O’Day sailboats worth the hype?

Genesis: The Birth of a Legacy

Understanding O’Day requires a trip back in time. Founded in 1958 by Olympic sailor George O’Day, the brand’s inception was rooted in a clear vision: produce competitive sailboats that were both accessible and user-friendly. This dedication to quality and accessibility would become the hallmark of O’Day.

Stability Meets Performance

O’Day sailboats are often celebrated for their exceptional stability, a boon for both beginners and seasoned sailors. This stability doesn’t come at the expense of performance. Boats like the O’Day 22 and 25 were meticulously designed to ensure a stable voyage, even in challenging conditions. Combined with a carefully crafted hull, their keel configurations allowed for speed, agility, and safety.

Durability: Standing the Test of Time

The world of sailing is replete with tales of O’Day sailboats that have weathered countless storms and still sail proudly. The secret lies in their robust fiberglass construction. These boats have been known to provide decades of reliable service with proper maintenance. Their longevity is not just a testament to the quality of materials but also to O’Day’s craftsmanship and engineering prowess.

>>Also Read: Best Sailboat Brands

Inside an O’Day: Where Comfort Resides

Beyond the technical aspects, the interiors of O’Day sailboats speak of a dedication to comfort. Practical design ensures maximum space utilization. Ample headroom, cozy berths, and generous storage make them perfect for extended trips. While they might not compete with luxury yachts, the interiors have a charm that exudes warmth and coziness, making every journey memorable.

Value Proposition: Quality at the Right Price

George O’Day’s vision was not just about crafting exceptional sailboats but also about making them accessible. Throughout its history, O’Day’s pricing has reflected this commitment to value. Their boats, especially when compared to some competitors, often came with an appealing price tag. This accessibility has opened the world of sailing to many who might have found other brands prohibitive.

A Thriving Community

Brands that stand the test of time often foster strong communities, and O’Day is a shining example. Owners share a bond forged in the waters and reinforced at marinas, clubs, and online forums. This camaraderie is invaluable for new owners, providing a platform for shared experiences, maintenance tips, and even sailing adventures.

Moreover, the widespread popularity means that service, repairs, and spare parts are easier to find. Even decades after their prime, O’Day sailboats find support, love, and care from a dedicated community.

Limitations: Every Coin Has Two Sides

No review is complete without addressing potential drawbacks. Despite their many strengths, O’Day sailboats may not satiate every sailor’s needs. Some sailors looking for ultra-modern aerodynamics and speed might find them a tad underwhelming. Moreover, given their age, older models can demand significant investment in upgrades or overhauls to align with contemporary standards. However, many purists argue that this is a small price for owning a piece of American sailing history.

Are O’Day Sailboats Good? – The Verdict

O’Day sailboats have firmly anchored themselves in the chronicles of American sailing history. Their emphasis on stability, performance, and affordability made them a favorite among recreational sailors. And while they might not be the epitome of luxury or racing prowess, they undoubtedly offer a balance of quality and value.

O’Day sailboats are more than just vessels; they are narratives, stories of a brand that made sailing an attainable dream for many. Their boats aren’t just machines; they are companions on countless adventures, silent witnesses to the joys, challenges, and thrills of the open waters.

So, are O’Day sailboats good? The answer is nuanced. O’Day might not top your list if you seek modern, high-tech marvels. But if you’re looking for reliable, durable, and historically rich sailboats that offer a blend of performance and value, O’Day stands tall.

In the grand sailing arena, O’Day sailboats have etched their legacy, not just in fiberglass and sailcloth but in the hearts and memories of countless sailors. They represent a chapter in American sailing that speaks of innovation, dedication, and an undying love for the sea. Owning an O’Day is not just about possessing a boat; it’s about holding a fragment of history, a testament to the timeless allure of sailing.

Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.

Related Posts

The Ultimate Guide to Choosing the Best Fishing Line for Trolling

Lagoon Catamaran Review: Are Lagoon Catamarans Good?

Best Inboard Boat Engine Brands

Maximizing Comfort on Your Boat: Essential Supplies and Amenities

• Buyer's Guide
• Destinations
• Maintenance
• Sailing Info

Hit enter to search or ESC to close.

Boat Profile

O’Day Day Sailer

A proven performer for 61 years

From Issue   Small Boats Annual 2020 July 2019

T he production of small boats was booming in the 1950s on both sides of the Atlantic, and really took off in the late ’50s with the introduction of fiberglass. Famed designers Uffa Fox and George O’Day teamed up in 1956 to create the O’Day Day Sailer. Fox is credited with introducing the technique of planing to dinghy racing and designed many significant classes of boats, including the International 14. The story goes that Fox wanted a pure racing dinghy but O’Day wanted the small cuddy added to increase appeal to the recreational market in the U.S., so Fox designed the planing hull and O’Day designed the cuddy. The resulting Day Sailer was a 16’9” centerboarder with a displacement of 575 lbs, which makes for a light load to tow behind the family car. The fractional sloop rig includes a generously sized spinnaker for exciting downwind sailing.

The first Day Sailer was sold in 1958 and immediately became popular in the recreational and racing markets. It was later designated as the Day Sailer I as four different models have since been built, with over 10,000 boats hitting the waterways. Day Sailer (DS) models I through III have been built by eight different manufacturers, with the current Day Sailer being a modified DS I with a few DS II attributes, such as the internal foam flotation and cuddy thwart. The original DS models I, II, and III were built from 1957 to 1990 by the O’Day Company in Fall River, Massachusetts. The DS I and modified versions of it were later built by Can-AM Sailcraft, Rebel, Spindrift, Precision, McLaughlin, Sunfish/Laser Inc. The current builder of the DS I+ is the Cape Cod Shipbuilding Company (CCSC) in Wareham, Massachusetts, holder of the exclusive license since 1994. The Day Sailer Class Association owns the molds that are currently used by CCSC.

The long side benches in the cockpit provide uncrowded seating for six. The sole is above the waterline and is self-bailing.

The early DS I can be identified by wooden thwarts, seats, and cockpit sole, a centerboard lever, open cuddy, and a transom deck. The DS II came out in 1971 with built-in foam flotation. The cuddy opening is smaller than the opening on the DS I because it also acts as a thwart, and a thinner transom allows mounting a small outboard motor without the need for a bracket. The Day Sailer I and II are considered class legal for one design racing, but the DS III is not considered race-legal due to higher freeboard on the transom, which was a departure from Fox’s hull design. O’Day built the III from 1985 to 1990, so to race in One Design regattas it is important to buy a DS I or DS II. The current Day Sailer in production is a modified version of the DS I with improved self-rescuing capabilities, two sealed air tanks, and a cuddy flotation tank with a smaller hatch.

The Day Sailer, no matter which model, is a very versatile boat, easy to rig, sail, transport, and store. With the mast down the boat and trailer take up just a few feet more than an average family car, so can be stored in most garages, though the mast may need to be stowed diagonally. At the ramp, the Day Sailer can be rigged in under 30 minutes: step the mast, add the boom, bend on the jib and main, clip the pop-up rudder onto the transom, and sort out the sheets.

Stepping the mast is the biggest challenge. The 23′4″-long racing mast is stepped through the top of the cabin onto the maststep fixed to the floor of the cuddy, and that can be tricky for one person. The mast does not weigh much, but it is helpful to have a helper at the foot of the mast to guide it into the cuddy opening. The good news with this arrangement is that once the mast is stepped, it is secure, and there’s no rush to attach the forestay.

A mast hinge, a popular option, makes raising the mast much easier.

About 75 percent of the new boats are delivered with a hinged mast, eliminating the awkward gymnastics of stabbing the mast through the cuddy. Once the mast is raised and the forward hole on the hinge pinned, securing the forestay to the bow fitting takes the strain off the hinge. Side stays can then be tightened to take out the slack, but no more than hand tight. Stays that are too tight can damage the hull. Tighten the nuts on the turnbuckles and tape over any cotter pins.

There are different sheeting arrangements for the boom. Some boats have sheets attached in the middle of the boom; the sheet on a DS II starts from a traveler on the transom and ends forward on a swivel cam cleat mounted to the centerboard case. The DS II boom also has a spring in the gooseneck that allowed for roller furling— disconnect the sheet, pull the boom aft, and roll the sail onto the boom. A reefing claw has to be added to connect the sheet to the sail-wrapped boom, but this design is not optimum, nor is the wad of rolled-up sail by the boom’s gooseneck. A better arrangement is to add a conventional set of reefpoints to the mainsail. The boom also has a vang to improve sail control.

The 6′ 3″ beam gives the Day Sailer good stability, enough to keep the boat under someone standing on the foredeck.

The jib on the racing version of the DS is a standard affair, attached with hanks onto the forestay and raised with a halyard. Some skippers add a downhaul to lower the jib from the cockpit. Both the main and jib halyards are led aft on the top of the cuddy. The recreational version of the new DS I comes with a roller-furling jib, which we consider essential for sailing dinghies, especially if singlehanding. We have added a roller-furling jib to our DS II along with the mast hinge. We also added the hardware and rigging for a spinnaker, halyard, spinnaker pole, spinnaker pole control lines, sheet blocks, and jam cleats.

T he Day Sailer is a treat to sail; it handles well, tacks with ease, and powers up quickly with its large sail area. The planing hull is responsive to the tiller, and the wide beam makes it stable. The boat will roll quickly but then sets on a tack, holding it with stable and positive helm control. The centerboard can be easily adjusted from amidships.

We sail a Drascombe Lugger and a Sunfish; the Lugger drives like the family sedan and the Sunfish like our Mustang. The Day Sailer handling is closer to that of the Sunfish—when the breeze picks up, the mainsheet needs to be held in the hand and someone should be ready on the jibsheets. The jibsheets run through the coaming on the DS I and through small cars on the DS II. For the highest performance, skippers have added tiller extensions and hiking straps. There is an outhaul on the battened main; racing versions have barber-haulers and travelers added. Pop the spinnaker, and it will scoot along quite nicely in a light breeze.

The Day Sailer carries 100 sq ft in the main, 45 sq ft in the jib and, for sailing off the wind, another 95 sq ft in spinnaker.

The Day Sailer’s 7′ 4″-long cockpit provides plenty of room for three adults, or two adults and two kids. With four adults it gets cozy; there is not much moving around, so whoever is sitting next to the tiller or foredeck needs to know what to do. It is easy to depower the main, reef it, or furl the jib as needed.

The cuddy is spacious for storing picnic or camping gear, and it affords a space equivalent to a two-person backpacker tent for sleeping aboard for overnight cruising. Adding a topping lift makes the boom nice ridgepole for a boom tent; there’s plenty of room to sleep in the uncluttered cockpit. The Day Sailer has completed many endurance cruising events, such as the Texas 200, Florida 120, and the Everglades Challenge.

A small kicker can be added for auxiliary power. We have used both an electric trolling motor and gas outboard, with best results coming from a 2-1/2-hp four-stroke that pushed push the boat to 6 knots at one-third throttle. The DS I will require a bracket to support and outboard; the DS II transom is thin and sturdy enough for a direct mount. If we’re not going far from home, we occasionally skip the outboard and carry a paddle; with her low coaming we have paddled her a bit, even backward over the transom.

The transom of the Day Sailer II will accommodate an outboard for auxiliary power. The Day Sailer I will require a bracket.

D ay Sailers are easy to find and inexpensive, considering their capabilities. If you come across one, there are few important things to check. Make sure the centerboard moves in the trunk, see that the forestay tang and bow seam are not pulled up, inspect the cuddy deck for noticeable depression which would indicate failure of the maststep under the cuddy floor, and if it is a DS II look inside the flotation compartments. Rinse her off and get her ready to sail. There is a great Day Sailer Association with a web-based forum, and excellent parts availability.

Audrey and Kent Lewis enjoy time with CYANE, along with their small fleet of kayaks, canoe, sailboats, and lapstrake runabout. They blog about their adventures on smallboatrestoration.blogspot.com

Day Sailer Particulars

Length:   16′ 9″ Beam:   6′ 3″ Draft, board up:   9″ Draft, board down:   3′ 9″ Displacement:   575 lbs Sail area Main:   100 sq ft Jib:   45 sq ft Spinnaker:   96 sq ft

The Day Sailer is built by Cape Cod Shipbuilding Company . Prices start at $18,335 (less sails). For more information about the Day Sailer Class, visit the Day Sailer Association .

Is there a boat you’d like to know more about? Have you built one that you think other Small Boats Monthly readers would enjoy? Please email us!

Share this article

Join The Conversation

We welcome your comments about this article. If you’d like to include a photo or a video with your comment, please email the file or link.

Comments (38)

Great article Kent! I have a sister to your boat, right down to the racing mast and blue hull!! But since we’re moving to the Pacific NW, I’m about to sell it. I’m limiting myself to only 3 boats for the move (and it’s a hard sorting out!!!!). Great write-up about a fantastic boat! Thanks! Charlie

My father was George O’Day. It is nice to know the basic design that my Dad helped create is still vibrant 60 years later. I always find it interesting since Dad was a pure racing sailor that he designed a boat and saw the importance of appealing to the recreational aspect of sailing. He wanted to open the door to the bigger audience to share his passion of sailing.

I sailed with your father on a Hobie 16 at a Red Cross small craft instructor program. So much fun sailing with a legend.

Charlie we know it’s hard, the Day Sailer is such a timeless boat. If she has to change skippers, find her a good one.

Miss Beth, so wonderful to hear from a family member, it must have been quite an adventure to grow up around boating and racing. That Day Sailer hull was Cap’n Jack’s favorite, we enjoyed looking at it. Thank you for the insight into your family’s history.

Cheers, Skipper and Clark

I’ve had an O’Day for years, my first sailboat. I love sailing her around our little lake.

This boat is the best for a small family. In Brazil it’s a great option.

O’Day DS was my first brand-new boat. I was a “veteran”of maybe six months sailing in the late 1960s and she taught me to love sailing.

Great boat design. I’ve sailed different ones on and off over the years. Still a favorite.

Beth, your father made great boats as my father still has an O’Day 20 he bought new in ’76 and it’s still like new and a great sailing boat!

I recently bought a 1966 model after downsizing from a Viking 28. My father owned a Rhodes 19 and we sailed that boat for years on the western end of Lake Ontario. The design was similar, so the transition to the 16 was easy. I love the boat because even in high winds I can make a simple adjustment to the main with reef points. Solo sailing is fun and safe. I can see why so many were sold.

Hello, I just bought O’day sailboat. I do believe from what I’ve been reading that it’s a Daysailer 1. I was told this boat has never been registered and never had a kicker motor on it, I can’t find the metal tag on the transom but I see the two rivet holes where it should have been. Is there any other place on this boat to find the serial number? I would like to put a kicker on it and register it and, if not, is there a way to register this boat? Thank you for helping

The requirements to register a small boat that has not been registered before is different for each state. In NY, a boat is registered through the DMV. HIN numbers are placed on the right side of the transom. If you do not have one your boat was made prior to 1972.

Thank you for the reply, I’m working on getting a HIN number now.

Check with O’Day. Some manufacturers hide a second HIN onboard. Worth a shot.

My boat has a plate on the inside toward the front of the boat. On the bulkhead (might not be the right term) behind the mast. You’ll have to crawl into the cubby to see it. It’s a little plate 2″ x 4″ and shows Hull no. and Class no. The paperwork I have says the boat was made in 1967. Does anyone know the difference between Hull number and Class number?

Can anyone give me today’s value of a 1960 O’Day Day Sailer, #333, with a small motor that goes on the mount with sails that all sit on a Dilly trailer? It has all the original woodwork that my husband redid. It does not have a spinnaker but has the jib and main and a Proctor mast.

My daughter and I are looking for an older (less expensive) sailboat. Not sure where your at , we are South of Boston. The O’Day is our first choice. If you are going sell, please reply to this comment. Thanks

[I’ll connect sellers to John. Ed.]

16′ O’Day Day Sailor with trailer and motor

2013 DS for sale in Sharon,MA. needs work on floatation tanks

At 30 years old, I just bought my first sailboat which is a 1965 DS I. The boat has sat for a few years and she needed a good power-washing plus painting of the hull and inside the cubby and several new lines. I’m completely inexperienced with sailing (plenty of time cleaning boats, though) and couldn’t be happier to learn on such a beautiful vessel. Thanks for this article! It’s great to get some background info. Plus, plenty of words to highlight as I expand my boating vocab.

Day Sailers are easy to find? I guess you know where to look (certainly no offers in Craigslist). I have not been lucky enough to come across a good one that is 10 to 20 years old. I live in Massachusetts. Would you mind sharing where to look for one?

I have an O’Day day sailer 16.5 ‘ up for the taking. Our family had years of good times sailing and camping with It. Great family boat. Wooden seats and rails. Needs some work. In central Massachusetts

I am assuming you have gotten rid of your O’Day day sailer – if not, I may be interested. I’m new to sailing at 57 years young! I just took lessons at KYC here in Blue Hill, ME and am looking for a great starter boat that I can learn in and have fun on the bay.

Thanks, Kelly

Actually, I just bought a 1989 DS2 from Craigslist, on trailer, for $300. It needs only minor work and a lot of cleaning. I hope to float it Saturday to see if it sinks like a rock (I know it has flotation), and will need glass work, but I could see nothing amiss while on the trailer.

So, never say never.

Hi Laranja, I just read your comment about trying to find a used O’Day Day Sailer. I live in Wareham where Cape Cod Shipbuilding is located, they are the current builders of the Day Sailer. They usually have used boats available. I have a 1971 DS, a wonderful boat.

I have a 2013 DS for sale in Sharon,MA. needs work on floatation tanks

Fantastic article

Interested in purchasing a fine example that was actively sailed

I agree with the many positive comments above. Great article! I was a longtime owner of an O’Day Widgeon (14′), and after many boat-less years I’m pleased to have purchased a 1984 O’Day Daysailer II just last week. It’s in good condition, and after sourcing a few needed part, I’ll enjoy it on lakes here in Georgia. Thanks for the great article, which has served as an orientation of sorts for me as to what to expect when I launch her for her maiden voyage under my ownership. A long-time marketing and sales executive, I’m naming her SAILS CALL!

I just got a DaySailer, thought it was a 67 DS1 but the transom is thick with a box on the port side by the transom so not sure now DSII?

I just today bought and brought home to MA a 1966 O’Day Day Sailer (as shown on the registration from NH), and it has a thick transom with lidded box on the port side. Also has a wide cuddly opening and wooden cowling and thwarts as described above for a DSI.

We’re down sizing from a 53′ Pearson to an O’Day 18 that someone offered us. I have no qualms about the sailing, but the temperature of the water here (Massachusetts to Connecticut) worries me very much, after a lifetime in the tropics. Are these dry boats when sailed conservatively?

I have a 2013 Cape Cod built DS for sale in MA. Needs some work on floatation tanks.

I just sold our Venturer 22 and picked up (rescued) an O’Day 16 DS. A couple weeks in the shop and it looks ready to sail. One question: the roller reefed main (boom) does not “lock in.” I suppose I could jiffy reef it but does anyone have experience with the roller reefing boom? Am I missing a part (the claw) or do I just not get it.

I want to buy an O’Day sail 17′

We have a 1976, 17′ foot O’Day DSll (?) on trailer that we are transferring to another family member. We are trying to figure out the best way to get it from Oregon to New Hampshire. Any ideas out there?

Great article. My only question is we’ve had the 69 O’day Javelin in the family since gramps bought it new but it always seemed too easy to get into trouble with and the one time we turned it over on a very windy day. It was nearly impossible to right back up without a lot of help. So I’m wondering if the DAYSAILER is a much better and more stable boat and more forgivable. There certainly are more of them around too. Thanks, Ed on Long Beach Island at the Jersey shore

Kent/Audrey,

What trailer make and model do you use for your DS?

Thanks, John in VA Beach

Hi all O’Day fans! I’ve been looking for a lightweight, skinny water sailboat that is fairly easy to row AND also has some sort of cabin arraignment, The boat would be used to beachcruise and camp on Florida’s Gulf Coast and in the Keys. I had almost given up on anything with a cabin until I ran across the O’Day 17, I may have found the perfect boat. Now all I need do is find one in my price range and learn how to sail !!! Oh, anyone out there have any experience in the Everglades Challenge? Fair winds and following seas…….

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Stay On Course

More From This Issue

Reader Built Boats

The Kingfisher Elective

Glenn’s class at JPII is now among the most popular electives, and he has twice as many students as he had at home. That’s 10 students, a healthy percentage of…

The Day Sailer, no matter which model, is a very versatile boat, easy to rig, sail, transport, and store. With the mast down the boat and trailer take up just…

Ed Monk Skiff

Ed Monk was a famous Seattle-based Bryant’s Marina was a local yard that outfitted fishing vessels, and this skiff was likely a working tender for these vessels that could be…

From The Editor

What’s in your PFD pockets?

The PFD I’ve been using for the past several years is the Guide model from Kōkatat. It does much more than keep me afloat. It has a top-loading electronics pocket…

One of the better-known trailerable boats in Southcentral Alaska is the Tolman skiff. Designed by the late Renn Tolman of Homer, Alaska, in the early 1990s, the three models of…

The Cosine Wherry

The Cosine Wherry is 14′ 2″ long with a beam of 52″ and should weigh about 100 lbs when built to the plans. It is strip-planked with 1/4″ x 3/4″…

Although Carl Kaufmann made his career in journalism, his education was in naval architecture and marine engineering. So, he drew up his Block Island 19, a centerboarder with an overall…

Belle Daysailer

After I saw the photograph in the calendar, I searched up BELLE and found that Dan Gonneau, the designer/builder, had written a blog post that was a stream-of-consciousness diary about…

Parker Dinghy

Having had my sights set on building a plank-on-frame rowboat in the 12′ to 16′ range, I was immediately sold on the Parker Dinghy when I saw her lines. I…

A Superior Circumnavigation

By 6 a.m. we were slipping across exceptionally glassy water, paddling in silence. The water felt frictionless. The shore was lined with cliffs, with homes perched on the ledges high…

Fillet Brazing for Custom Boat Hardware

By using a brazing alloy that would build up in fillets at the intersections, the resulting radiused transitions would have the appearance of custom-cast fittings.  After some experimentation with different…

Flat-Bottomed Skiff HERON

Nick set his sights on a larger version of OTTER, long and slender, easily driven, capable of cruising at 10 knots while carrying 600 lbs. He enlisted his father, who…

On the day SADIE was launched, the wind was light and there was a slight chop off Lyme Regis. With five of us on board and the engine at 5,000…

I contacted François Vivier in the fall of 2016 to inquire if his Morbic 12, designed for lapstrake plywood, could be built with strip planks. He replied, “Yes, with some…

St. Ives Punt

Jonny built the first St. Ives sailing punt for Pete in 2014, followed by a second boat (with a slightly taller mast) for Scott in 2015. Good-quality larch wasn’t available…

Stickleback Canoe

Oughtred offers a number of options in the plans. The alternate station spacings he suggests can make the canoe 10′ 2″, 10′ 8″ (standard), 11′ 2″, or 11′ 6″. The…

Rushton 109

The Ruston 109 is an old-fashioned guideboat type combining lightness, good looks, and easy rowing. It’s a double-ender with nearly plumb stems, a lapstrake hull, and sweeping sheer. The boat…

The lines of the Swallow seemed to offer an ideal compromise of lightness, speed, and roominess. The plans are suitable for skilled amateurs, as there are no step-by-step instructions or…

Ruth Wherry

The structure for the Ruth is a combination of plywood and lightweight western red cedar stringers. The 1/2″ marine-plywood stem, frames, and transom are notched for the full-length strips that…

Winter Wren II

I had already built a smaller and simpler Devlin boat, the 13′ 6″ Zephyr daysailer, a project that seemed plenty challenging at the time. The Winter Wren, while employing the…

Patrick, approaching retirement and seeing boatbuilding would fill the leisure hours he’d have ahead of him, thought the skiff would be a good winter project and decided to do much…

Australian-born designer Michael Storer developed a wooden SUP and named it Taal after a lake near his home in the Philippines. The boats and canoes he designs are light yet…

Albion Pacific Power Dory

My trials in a local lake proved that the boat trailered, launched, and performed remarkably well. The bottom is 5′ 9-1/8” at its widest point, and because of the narrow…

Nesting Boats

Trailering a boat comes with its own set of limitations, and cartopping a boat on his van didn’t appeal to him either, but a nesting sectional boat could go in…

More Boat Profile

Carolinian Carolina Dory

I came across Spira International’s website on a random internet search. I was intrigued by some of the designs and happily surprised that the boats could be built using construction-grade…

François Vivier designed the handsome pocket cruiser Pen-Hir for his own use. He cruises the boat for up to two weeks at a time, often singlehanded, along the Brittany coast.

Seaford Skiff

Seaford skiffs first appeared in the shallow marshes around the New York town of Seaford, Long Island, in the early 1870s. They are an evolutionary product of skiffs commonly used…

The Tango Skiff has interesting hull extensions that create an attention-grabbing geometry aft of the transom. The additional running surface and buoyancy of the extensions appealed to me because of…

Subscribe Today!

Become a subscriber today and you’ll recieve a new issue every month plus unlimited access to our full archive of backlogged issues.

Already a subscriber?   Sign In

Subscribe For Full Access

Flipbooks are available to paid subscribers only. Subscribe now or log in for access.

Boats for Sale

39' o'day sailboats for sale.

Connecting with Marinesource.com

Copyright 1992-2024 MarineSource Network, Inc. All Rights Reserved.

Featured Ads

Order Status

Email newsletter.

• Forum Listing
• Marketplace
• Advanced Search
• About The Boat
• Boat Review Forum
• SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more!

O'Day 35 vs Catalina 36

• Add to quote

The O'Day has the sugar scoop at less than $40,000 but to get a walk through transom on the Cat is close to $60,000. I see these boats meeting the same needs for a couple in the Caribbean so it's a push. Is the Catalina 36 MK 1.5 worth the $20k over the O'Day 35? I know the Catalina has a huge user group, but is it worth that much money?  

Hey, I'm prejudiced because I own (and am selling) and O'day 35. IMHO no, the Catalina is not worth the extra $. The two boats are similar. Both use Universal Diesel engines. The Catalina is heavier, the O'day should sail better (better SA/D, lower PHRF number). The Catalina has bigger 'rear stateroom' the settees in the O'day are better for sleeping (the backrests move up to provide more room). If you swim off the boat or board from a dinghy, the swim platform is very handy. Good luck, Barry  

Good info.. i know I want at least a sugar scoop. But getting the O'Day and using that extra $20k to buy kit for the boat sounds like a good plan.  

A little counterpoint. Are you sure it is a Mk1.5? I don't recall Catalina making that one. As far as I know they went straight to the full-on sugar scoop in the C36. Douglas "experimented" with the C34, putting in a "notch" in the original transom and calling that a Mk1.5. C36s are very well regarded in Northern California and command a premium price here. I understand that this is also true in other parts of the country. The market dictates the price and it is favorably disposed to the C36 and buyers are willing to pay the price. When I run the PHRF regression analysis, the O’day is a 147 v. the Catalina at 144. Your local committees may tweak or bias the formula for your local prevailing conditions. The Cat has a 35hp engine v. 21 HP for the O’day and has much larger water tankage. It is also heavier. The rig is bigger and the draft is deeper. The larger rig consistent with the boat being a foot longer (and the waterline two feet longer). As in all boats, condition, age and features trump everything. Do you have a link to the boats in question? Wither or not you buy the Cat makes no difference to me. The market for 36’s (in Cali) is pretty hot and boats without issues usually don’t stay at the broker’s docks for more than a few weeks.  

The 2 boats don't even compare! C36 is like house compared to a cabin! and I love Odays LOL I'd go for the C36 if at all possible  

True enough, a C36 in good condition with a scoop will be a tough find for less than $40k. I believe there are a few MkI C36's with the scoop (maybe ~1990), but most are MkII's, which makes them newer and pricier. Also, don't forget about the C34, which had some MkI's (~1989) with a scoop, an "Mk1.5" in the early 1990's with a walk-through scoop, and the 1994+ MkII with a wider transom and bigger scoop. I've seen a couple Mk1/1.5 34's in the $40k range. Lastly, keep in mind that the O'day 35's went out of production in 1989, so most are older boats than either the C36 or C34 with a scoop. I also think both of the Catalinas have about 6" or so more beam than the O'Day, if it matters. I've been aboard all three and the O35 feels the smallest inside. It's hard to think resale when you're a buyer, but as you're experiencing, both of the Catalina models seem to hold their value about as well as any boat of that age.  

If sailing performance is important to you buy the O'Day. If you are more the floating condo type buy the Catalina  

That's an odd comment considering O'Days aren't known as performance cruisers and PHRF ratings for the O35 and C36 are very similar, if not a bit in favor of the Catalina. I haven't sailed the O35, but I'd be surprised if it's a much better performer.  

Disclaimer: I own a Cat 27 But I did look at lots of ODays before buying. If it comes down to these two boats and you like them equally the key question is: Which one is/was better maintained? When buying and older boat the deferred maintanence and the post-purchase outlay to play maintanence catch up from previous owner is a huge consideration. Engine: Which engine is better maintained (or at least appears that way) Sails: Which boat has better shape (not necessarily more) sails? Rigging: Which boats rigging is in better shape? Other: Hose clamps appear maintained updated? Through hulls? Wiring? Age of electronics? Head and macerator? Keep bolts? Last but not least, you can still buy lots of Catalina parts from CD. Very handy if you are a new owner. Either way, best maintained boat wins and its the details that matter. $20k might be worth it. The PHRF rating in this case is irrelevant esp if large variances in sail condition. Josh  

• ?            
• 176.2K members

Top Contributors this Month

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Customer Service

• Free Newsletter

Catalina 270 vs. The Beneteau First 265 Used Boat Match-Up

Ericson 41 Used Boat Review

Mason 33 Used Boat Review

Beneteau 311, Catalina 310 and Hunter 326 Used Boat Comparison

Tips From A First “Sail” on the ICW

Tillerpilot Tips and Safety Cautions

Best Crimpers and Strippers for Fixing Marine Electrical Connectors

Thinking Through a Solar Power Installation

Polyester vs. Nylon Rode

Getting the Most Out of Older Sails

How (Not) to Tie Your Boat to a Dock

Stopping Mainsheet Twist

Fuel Lift Pump: Easy DIY Diesel Fuel System Diagnostic and Repair

Ensuring Safe Shorepower

Sinking? Check Your Stuffing Box

The Rain Catcher’s Guide

What Do You Do With Old Fiberglass Boats?

Boat Repairs for the Technically Illiterate

Boat Maintenance for the Technically Illiterate: Part 1

Whats the Best Way to Restore Clear Plastic Windows?

Giving Bugs the Big Goodbye

Galley Gadgets for the Cruising Sailor

Those Extras you Don’t Need But Love to Have

What’s the Best Sunscreen?

UV Clothing: Is It Worth the Hype?

Preparing Yourself for Solo Sailing

How to Select Crew for a Passage or Delivery

R. Tucker Thompson Tall Ship Youth Voyage

On Watch: This 60-Year-Old Hinckley Pilot 35 is Also a Working…

On Watch: America’s Cup

On Watch: All Eyes on Europe Sail Racing

Dear Readers

• Sailboat Reviews

O’Day 30

With good performance, low maintenance, and a big interior, the 30 is a good coastal cruiser..

The first O’Day 30 we saw back in 1977 was named Moby Dick . Compared to most of the boats in our boatyard, she did look a lot like a great white whale: beamy white hull with high topsides, white deck, white cabin trunk, and not much exterior wood trim. But what really struck us about the boat was the amount of interior volume. The boat had as much interior space as most 34-footers built at that time.

With her straight sheerline and short overhangs, the O’Day 30 was not as handsome to our eyes then as more traditional-looking boats, but the design has held up surprisingly well. Today it still looks quite modern, yet more conservative than many newer Eurostyled boats.

Over 350 O’Day 30s were built between 1977 and 1984. During 1984, the 30 was modified by changing the keel and rudder, and the stern was lengthened to accommodate a European-style boarding platform. This “new boat” was called the O’Day 31, and it stayed in production until 1986.

O’Day 31 hulls are numbered, quite correctly, as a continuation of the O’Day 30 series. About 150 “stretched” O’Day 31 models were built.

Sailing Performance

With a typical PHRF rating of 177, the O’Day 30 is very close in speed to other modern cruiser/racers of the same length. The boat was never marketed as a racing boat: performance cruising has always been an O’Day concept.

The boat was originally built in two underwater configurations: a keel/centerboarder, and a fin keel of moderate depth. The centerboard version of the boat is about 500 pounds heavier than the keel version. The extra weight is mostly in ballast to give the two boats similar stability. Where PHRF committees distinguish between the two underwater configurations, the centerboard boat is rated about three seconds per mile slower—about what you would expect for the difference in displacement.

Upwind performance is good. Shrouds and genoa track are inboard, and the hull and keel shape from C. Raymond Hunt Associates is clean and modern without being extreme. Downwind, the boat is slow without a spinnaker.

The mainsail is very high aspect ratio, almost 4:1. Off the wind, this is ineffective sail area, and a poled-out headsail will not provide enough area in light air to really keep the boat moving. At the very least, an asymmetrical cruising spinnaker is called for.

Because the mainsail is small, the boat needs large headsails, and they will need to be changed frequently for optimum performance. With a small main, reefing is a relatively ineffective way to reduce sail area.

Standard sails with new boats were a main and 110% jib. In addition, the boat really needs a 150% genoa and a 130% genoa for good performance in a wide range of wind velocities. With a wide waterline beam and 40% ballast/displacement ratio, the boat can carry a fair amount of sail.

Unless the original owner specified the optional larger headsail sheet winches, you’ll have to consider upgrading if you go to big genoas: the stock winches are too small for headsails larger than 110%.

Most owners report the boat to be well-balanced under sail, but some early boats suffered from a lot of weather helm due to an excessively-raked mast. The solution is to shorten the headstay and eliminate almost all mast rake. This may require shifting the mast step aft 1/2″ for the mast to clear the forward edge of the mast partners.

Although the rig size did not change over the course of production, spars from three different manufacturers were used in the boat. The original rigs are by Schaefer. Kenyon spars were used in the middle of the production run, Isomat rigs in later boats. All the rigs are stepped through to the keel, and are properly stayed.

The standard location for the mainsheet traveler is on the bridgedeck at the forward end of the cockpit. From a purely functional point of view, this is a good location. Several owners in our survey, however, complain that the traveler limits the installation of a cockpit dodger. As an option, the mainsheet traveler was available mounted on a girder atop the deckhouse.

This is a tough call. The bridgedeck location is very handy for shorthanded cruising, since the person steering can reach the mainsheet from the helm, particularly on tiller-steered boats. At the same time, a good dodger is almost a must for cruising, and the midboom sheeting arrangement simplifies dodger design.

Although wheel steering was an option, you’ll find it on a large percentage of boats. Owners report no problems with the wheel installation. Early boats have a conventional, centerline backstay. On later models, a split backstay was standard, permitting a stern boarding ladder to be mounted on centerline.

All things considered, the O’Day 30 is a boat that performs well under sail. She’s not really a racer, but she will stay up with almost any boat of her size and type, and is easy to handle, to boot.

O’Day was one of the first big builders to take the all diesel route, even though the Atomic 4 was still a popular engine when this boat went into production. Not all of the engine installations in the O’Day 30, however, have been equally successful.

Originally, the boat was equipped with a singlecylinder, salt water cooled, 12 hp Yanmar diesel. This was one of the first Japanese diesels on the market, and one O’Day 30 owner reports that Yanmar replaced his engine—three years after the boat was built—due to a series of problems that simply could not be solved.

During 1978, the engine was upsized to a Yanmar 2QM15, since the boat was really underpowered with the smaller engine. Owners report that Yanmar installations are noisy, which is partially due to the fact that there is no sound insulation in the engine compartment.

As first built, the engine beds were attached to the walls of the engine box. According to one owner, this was such a bad arrangement that the vibration from the engine loosened the beds. Later boats have a molded fiberglass engine bed/drip pan combination, which is far better than the original installation.

With 1980 models, the Yanmar engine was dropped in favor of a two-cylinder, 16 hp Universal diesel. Owners report no problems with this engine.

Engine access is very good, particularly on later models. In early models, a panel behind the companionway ladder must be unscrewed to get to the front of the engine. On later models, a sloping panel in front of the engine can be removed, and the galley counter over the top of the engine can be lifted out of the way for complete access.

Lack of sound insulation is the weak point of the engine installation. It probably would have cost about $100 to provide halfway-decent sound insulation in the engine compartment when the boat was on the assembly line. You can do it after the fact, but not as simply or cheaply. We’d highly recommend this project, since without insulation the engine compartment resonates like a drum.

With the exception of the original, single-cylinder Yanmar, all of the engines are big enough to push the boat to hull speed in most conditions.

The standard, exposed, two-bladed solid prop causes a fair amount of drag under sail, but you should probably keep it unless you race. We feel a folding prop is not the way to go on a cruising boat, and a feathering prop would be disproportionately expensive on this boat.

Early boats have an 18-gallon aluminum fuel tank. Later models—after 1980—are usually equipped with a 26-gallon aluminum tank. The larger tank gives better range under power, despite the fact that the more powerful engines used late in the production run also use more fuel.

Construction

The hull of the O’Day 30 is an uncored fiberglass laminate. Hull stiffness is increased through the use of a full-length molded body pan, glassed to the hull. Construction is basically solid, but is certainly not fancy. Owners in our survey report a fairly standard number of minor production-boat complaints: surface crazing in gelcoat, leaks around mast, leaks around deck hardware and ports, poor interior finish quality. Gelcoat blistering is neither more nor less common than on other boats.

The O’Day 30 was one of the first small cruising boats to use Navtec rod-type chainplates, which are anchored to the body pan. This is a good, strong arrangement.

In our experience, O’Day’s approach to building was to use good-quality fittings, combined with reasonably sturdy construction. The boats generally have pretty mediocre finishing detail, and costs were kept down by keeping the standard boat fairly simple.

For example, there is no sea hood over the main companionway. This may seem like a minor shortcoming, but it means that this hatch is going to leak if you take solid water over the deck. Instead of a labor-intensive full-length teak toerail, there are short, thin teak strips screwed to a raised, molded fiberglass toerail. The strips do not have to be curved or tapered, since they can be easily bent to shape.

Likewise, most of the interior furniture is part of the molded body pan, trimmed out with teak. The cabin sole is fiberglass, with teak ply inserts. You do not buy these boats for their high-quality joinerwork, nor do you buy them for sophisticated systems or creature comforts.

A single battery was standard, as was a two-burner alcohol stove without oven. Propane cooking was not an option. Double lifelines were optional. Even a spare winch handle was an extra-cost option: only one winch handle was supplied, although four winches were standard!

Because the O’Day 30 is a relatively heavy boat, its basic construction is fairly expensive. To keep the price comparable to other boats in its size range, costs had to be cut somewhere, and they were cut in finish, detailing, and systems. You simply can’t build a boat that weighs 500 to 1000 pounds more than the competition, provide the same systems and detailing, and keep the price the same.

All in all, this is a reasonable tradeoff. You could, if you wanted, add a propane stove, bigger batteries, engine compartment insulation, bigger winches, and many of the other things that you might expect to find on a well-equipped 30-footer. But you won’t get your money back when you sell the boat. The price of your used O’Day 30 will be controlled by the price of other O’Day 30’s on the market, even if they are less well equipped than your own.

The standard water tank varies in capacity from 25 to 30 gallons, depending on the model year. On late models, which have the smaller tank, you could also get an extra 25-gallon water tank, which is mounted under the port settee. With this tank full, the boat has a noticeable port list. Without the optional tank, water capacity is inadequate for cruises extending beyond a long weekend.

Deck layout is reasonably good. There is an anchor locker forward, although its so large that it’s tough to straddle while hauling in the anchor rode. You can walk forward on deck outboard of the shrouds on either tack.

The cockpit is fairly small, thanks to the big interior. There is a large locker to port that can be used to store sails, and a small locker to starboard at the aft end of the cockpit.

With 1980 models, ballast was reduced by 350 pounds in the keel version, 400 pounds in the centerboard boats, according to factory specifications. Still later, ballast in the keel version was increased by 150 pounds. Although these are significant changes, owners of later boats do not report that the boat is noticeably more tender, nor do the PHRF ratings reflect any change in performance.

With her wide beam and long waterline, the O’Day 30 has a big interior. In fact, we have little doubt that if the boat were still in production, O’Day would have figured out how to modify the interior to get three in separate cabins, which has become fairly common on contemporary 30-footers.

For the first three years of production, the boat had a very standard interior, with settees on either side of the main cabin. In 1980, the interior was retooled. The starboard settee was replaced with a U-shaped dinette with permanent table, and the head compartment was shifted to the starboard side of the boat.

The forward cabin in the old layout is bigger due to the placement of partitions and doors, which gave more cabin sole area. With the V-berth insert in place to give a double berth, you could still stand up in the forward cabin to dress. In the newer interior, there is no place to stand in the forward cabin if the door is shut.

Headroom is 6′ on centerline in the forward cabin. There is a molded fiberglass hatch in the forward end of the cabin trunk. In our experience, molded glass hatches are a compromise. They are easy to distort by overtightening hatch dogs to compensate for old gaskets. If dogged unevenly, they tend to leak. It is also next to impossible to fit a dodger on a hatch like that on the O’Day 30, so it must be kept shut in rain or bad weather. Since the boat lacks any real provision for foul-weather ventilation, it can be stifling below.

Although the head compartment in both interior layouts is small, it’s a fairly good arrangement. To use the optional shower, doors to both the main and forward cabins can be closed off, giving plenty of elbow room. Unfortunately, the shower drains to the bilge, a nasty arrangement.

In the original layout, a dropleaf centerline table divides the middle of the main cabin. Four people can sit comfortably at the table using the two settees.

Four diners are far more cramped in the dinette than with the two-settee arrangement, even though O’Day’s literature claims space for five. There’s no way that anyone seated on the port settee opposite the dinette can reach the table. On the plus side, fore and aft movement through the boat is not restricted by the dinette, as it is in the two-settee interior when the table is in use. You pays your money and takes your choice on this one.

Storage space behind the settees shrank in the new interior, a significant loss on a boat this size.

The dinette table drops down to form a good-sized double berth, but because the mattress is made up of five (count’em) separate cushions, this is not a very comfortable berth to sleep on. Its shape is so complex that making sheets fit well is just about an impossibility. In the old layout, the port settee can be extended to form a more normally-shaped double.

Even with opening ports, ventilation in the main cabin is pretty mediocre. There is room atop the cabin aft of the mast for a small aluminum-framed ventilation hatch, and this was an option on later boats. If you don’t have the hatch, you should add it. Cowl vents—other than one on the foredeck—weren’t even options, but could be added.

Headroom in the main cabin is 6′ 3″ on centerline aft, slightly less at the forward end of the cabin. The galley and nav station are the same in both interiors, but some detailing varies depending on the year. Aft to port there is a stove well, with storage outboard.

The icebox is in the aft port corner of the galley. It is not particularly well insulated, and drains into the bilge. There is a deep single sink next to the icebox.

Originally, there was a long step from the companionway to the top of the galley counter, to which a teak board was fastened to form a step. Stepping on galley counters offends our sensibilities, since we prefer to delete the sand from our sandwiches.

Later boats have a more conventional companionway ladder, eliminating the giant first step and the possibility of a foot in the middle of your lasagna, but making it difficult to use the galley counter, now hidden behind the ladder. There is a compact nav station opposite the galley. It has a small chart table, and some storage and space for electronics outboard. The chart table must be kept small to give access to the quarterberth.

You’ll find the electrical panel in one of two places: under the bridgedeck in the galley, or outboard of the chart table. The nav station location offers more protection from water coming down the companionway—which it will—but space for electronics is sacrificed.

Sales literature refers to the quarterberth, which is 41″ wide at its head, as a “cozy double.” Cozy isn’t really the word for a “double” berth that tapers to less than 2′ wide at the foot. Forget it. Many owners have added an opening port from the quarterberth into the cockpit, and this helps ventilation a lot.

The interior of any 30′ boat is a compromise. For the coastal cruising for which she was designed, the interior of the O’Day 30 is spacious and functional, and is probably the boat’s best selling point.

Conclusions

With her good performance and big interior, the O’Day 30 makes a reasonable coastal cruising boat. This is a low-maintenance boat, with little exterior wood. Along with low maintenance, you get pretty plain-Jane appearance.

The boat still looks modern. If she appeared in a boat show today, she wouldn’t look dated.

Unless you need shoal draft, we’d opt for the deepkeel boat, for its simplicity, if nothing else.

The extended stern of the O’Day 31 makes that boat much better looking in our opinion, since the big, fat stern of the 30 is probably her least attractive feature. The 31′ boat is far more expensive on the used boat market, however, so you have to decide how much you’re willing to pay for improved looks and a boarding platform.

Compared to a lot of newer 30-footers, the O’Day is quite heavy, but we consider that a plus for a boat that may sail in fairly exposed waters. For the type of use most boats this size will get, the boat looks like a good value on the used boat market. You could spend a lot more money for a lot less boat.

RELATED ARTICLES MORE FROM AUTHOR

Good day to you. I am having a hull problem with my 1980 oday30. I bought it only a few years ago and when i was getting her ready for this season sailing i noticed a small hole where the bilge pump sits so i took it off and apparently ice had formed over the winter causing the inside layer to crack. This allowed moisture to enter and soak a good section of the hull above the fiberglass hull. I am getting conflicting reports how to fix this. Some say take all of the first layer out and re core it and fiberglass again. And some say you can fix the core with little attention to really fixing the problem. I have a hole about 1 foot by 5 inches and all cleaned up but i am pretty sure there is still moisture forward of the hole and near the mast. Ok so i am looking for your opinion please and thank you!!!

I just used Injectadeck. Worked great for a similar problem in my cabin.

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

Hans Christian 41T – Boat Review

Seven dead after superyacht sinks off Sicily. Was the crew at...

What’s the Best Sailboats for Beginners?

Why Does A Sailboat Keel Fall Off?

Latest sailboat review.

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

Posted 2024-09-04 16:28

Contact Information:

O’day sailboat - $2,500

QR Code Link to This Post

post id: 7781829905

posted: 2024-09-04 16:28

♥ best of [ ? ]

refresh the page.

O’day sailboat - boats - by owner - marine sale - craigslist

1972 sailboat comes with trailer, motor and sails $2500/ obo O’Day Day Sailor 2 in ready-to-sail condition. Includes a trailer and lots of extras. Sails are in good condition. This is not a project...