Catalina 390

To fully appreciate the impact of Catalina yachts on the Australian boating scene, take a cruise around the moorings of Sydney's Middle Harbour and Clontarf to the east of the Spit Bridge, or walk out along the northernmost arm of the Royal Prince Alfred Yacht Club's marina on Pittwater.

You will find yourself surrounded by Catalina's aft-cockpit production yachts; everywhere you look there are more.

It seems that the US builder's 'Cruiser Series' models in the 30-40ft size range have struck a particular chord with the Australian market. These are yachts which are set up for comfortable daysailing or weekends afloat, with the option of longer term cruising when the opportunities arise. And they have gained a reputation for offering value for money, which seems to have been maintained in spite of the Aussie dollar's slide against the greenback.

A popular model in the range has been the Catalina 380, of which more than 20 have been sold here, according to Australian distributor Norm Ambrose. It has also been very successful in the US market, where it won the Cruising World 1997 Midsize Cruiser Of The Year upon release.

Now Catalina has launched a 'new' Cruiser Series model, the 390. The reason for those inverted commas around the word 'new' is that the 390 is essentially the same yacht as the 380, but with a reworked interior layout. Where the 380 has two double cabins, including an impressively-sized master cabin aft with island berth, the 390 has divided the stern quarters into two double sleeping cabins in a move designed to suit the charter holiday market, or private owners looking to accommodate three couples rather than two.

Otherwise, there are few differences between the 390 and the 380, but if you're onto a good thing, why not stick to it? That certainly seems to be the philosophy of the company's founder and president, Frank Butler, when he says: "I believe Catalinas do well in a very competitive market, because they are the result of listening carefully to our customers and dealers. When we design a new boat, we don't try to reinvent the wheel each time. We incorporate proven features with new ideas and a lot of boatowners' suggestions. This gives the line continuity, helps us avoid overly trendy styling, and insures good resale value for Catalina owners."

STYLING AND CONSTRUCTION
Unlike most other major players on the international production yacht market, Catalina does not tout big-name yacht designers in its publicity material, preferring a more corporate approach. The result is a distinctive Catalina 'look' carried across the various models, comprising moderately raked stem and stern sections and U-shaped hull lines carrying the beam down from the gunwale to the waterline, relatively high topsides broken by that distinctive Catalina rubbing strake which completes the hull/deck join, and a long coachhouse extending well forward of the mast.

You're not likely to be trampled by the rush of people wanting to tell you how beautiful these boats are, but utilitarianism is well served with the provision of sturdy boats which can sail and also offer very high people/load carrying capabilities.

Construction is in solid fibreglass for the hull and GRP/balsa core for the one-piece deck. Strength and stiffness are provided through the addition of a separate fibreglass grid, bonded into the hull while it's still in the mould and designed to take the keel, rig and engine loads. The GRP hull liner is then installed (for the sake of appearances rather than structural integrity) and the cavity filled with foam.

Catalina offers five-year warranties on hull structure and gelcoat blister protection.

The hull/deck join consists of an external flange bonded and bolted in place and capped with that distinctive rubbing strake.

Fin or wing keel options are available (fin keel on the test yacht), both with lead ballast and secured to the hull with stainless steel bolts to American Bureau of Shipping (ABS) standards.

IN-MAST FURLING OPTION
Standard masthead rig dimensions are the same as those of the 380, with a big 135% overlapping genoa set up on a roller furler and a small-roached, fully-battened mainsail offering plenty of horsepower for family cruising or occasional club racing.

Catalina has also developed an in-mast mainsail furling option, as seen on the test yacht, using a bigger section mast of the same height as the standard spar and a non-battened, hollow-leech mainsail. Mainsail shape and the integrity of the furling system (ie, its resistance to breakdown in severe conditions, when its reliability is needed most) are the two common concerns about this type of rig.

During the course of this test the mainsail shape seemed acceptable for good cruising performance. And there was no sign of any bad behaviour from the in-mast furling system. While we didn't get survival conditions (thank goodness), the boat was put through its paces by a sudden 30-35kt squall. A great chance to test the mainsail furling system, you might think, but by the time the genoa was rolled up in a logical first reaction to the new breeze, the wind strength was already backing off to 10-15kt, and it was time to break out sail again rather than reef it in.

The double-spreader rig is solidly supported by standing rigging including the forestay, split backstay, cap shrouds and three sets of lowers, based at the inboard edge of the sidedecks (with genoa sheeting angles in mind) and linking to the hull's structural grid via tie-rods under the deck. The mast is deck-stepped, supported under the coachroof by a compression post.

There is no teak decking, based on a philosophy of keeping maintenance (and price) to a minimum. The cockpit is functional and reasonably-sized for a cruising yacht in this range. It features high, contoured coamings, which provide seating or backrests and may give guests who are new to sailing an added feeling of security.

In pride of place is a fibreglass cockpit table with twin drop-leaves for al fresco entertaining. The aft seating can be opened up to provide a walk-through stern with transom boarding platform, hot and cold shower, swim ladder and storage lockers.

There is a large anchor roller and locker at the bow, with Maxwell electric anchor windlass with foot switch a standard inclusion.

The deck also features stainless steel handrails on the cabin top and observation seats in the port and starboard corners of the pushpit.

Quality marine gear and equipment is specified as standard throughout, including the deck hardware. The headsail sheets lead back to two-speed, self-tailing Lewmar 54 primary winches within reach of the steerer, while the halyards, sail controls and mainsheet system are all controlled via two self-tailing Lewmar 40s mounted at the aft end of the coachhouse. Electric winch-power is an optional extra.

The mainsheet traveller is mounted on the coachhouse forward of the companionway. This set up has become pretty much standard on modern production cruisers for its advantages in reducing cockpit clutter, although it can leave the steerer feeling vulnerable without that familiar sail control within arm's reach.

There is little else for him or her to look for, however, with comfortable seating across the transom and, to either side of the stainless steel wheel, a substantial steering pedestal housing the engine controls and placing firmly within view the binnacle compass and optional wind and navigation instruments and autohelm (a variety of Raymarine electronics packages are offered).

While Catalina offers a range of optional covers, the test yacht has been equipped with a locally-made cockpit dodger and bimini which provide a high level of protection from sun and spray.

THREE CABINS FOR THREE COUPLES
This is the smallest model with three cabins produced by Catalina, according to Australian distributor Norm Ambrose, who says: "The US market is mainly large people, and they don't like poky cabins."

The big forward cabin with double V-berth has been retained, while the aft quarters have been divided into two mirror-image private cabins with double berths. Innerspring mattresses are provided in each of the cabins, with marinised (powder-coated) springs to resist the nautical environment. All three cabins also have hanging lockers and hull-side shelving for storing clothes and personal items.

The saloon includes comfortable settee seating for six to eight people on both sides of the dining table, which can be extended by the use of a large dropleaf. The dining table can be lowered within the wraparound settee to form a fourth double bunk if required.

A furnishing material called Ultraleather is used to good effect on the settees. Apparently the material 'breathes', to reduce problems with mould, etc. In combination with varnished teak veneers, white liners and teak-and-holly veneer floorboards, the interior looks good. Lots of cabin hatches and opening ports provide light and ventilation, and the inclusion of topside windows allows a view of the outside world from the comfort of the settees. Plenty of grabrails are provided throughout the interior.

There may be resistance from the charter market to the inclusion of one bathroom instead of two, in spite of the fact that the bathroom (situated on the starboard side of the companionway) includes a separate, full-sized shower stall, as well as the usual marine head, hand basin and vanity, while the forward cabin also includes a hand basin and vanity unit, but not a toilet.

There is good access to the 42hp Yanmar diesel, housed under the companionway and driving a two-bladed bronze propeller.

Flooring around the base of the companionway is non-skid Pirelli-style matting.

The galley is L-shaped and includes a front and top-loading electric refrigeration unit, two stainless steel sinks, gimballed three burner stove with oven, custom-moulded countertops, room to mount an optional microwave oven, and attention paid to providing enough storage space for utensils and provisions for six adults on a cruising holiday.

A decision has been taken to reduce the size allotted to the navigation station, which becomes an aft-facing arrangement on the starboard side, opposite the galley. This seems quite justified, considering that most Catalina 390s are likely to spend their cruising lives within sight of land and on passages of short duration rather than crossing oceans. Seating is provided by the aft end of the settee, with limited storage for charts and manuals in the nav table and mounting space on the adjacent wall panelling for the electrics panel, radios and electronic instruments.

Catalina is strong on the provision of functional plumbing and electrics. Standard inclusions are the pressurised hot and cold water system, hot water heater with engine heat exchanger and electric element, manual and electric bilge pumps and a holding tank for the toilet. The electrics include two heavy duty 12V marine batteries, battery charger, shore power and circuit breakers for AC and DC electrics.

UNDERWAY
The Catalina 390 proved a capable yacht under sail during our afternoon on Pittwater, coping well with squally, pre-frontal conditions which brought through some 25-30kt bullets.

The 390 has a solid feel and its ballast ratio is such that when pressed hard by too much sail, it will nevertheless stay on its feet and remain manageable. We did not have any big round-ups, in spite of being caught out a couple of times by the biggest gusts.

In the lighter stuff under 15kt of wind, the 390 provided good cruising performance and displayed no apparent vices on all angles of sail.

Manoeuvrability under motor was sufficient to meet the challenge of a tight reverse park into the marina pen at the end of an enjoyable afternoon's sail.

HIGHS

LOWS