Perkins 4.

108 diesel engine specs

Perkins 4.99 diesel engine specs. Perkins diesel engine numbers. Perkins diesel engine specifications. Perkins diesel engine specs.

Located in Worcester, MA, not far from the water, Foley Engines specializes in industrial and marine engines. Capitalizing on the shop’s location in New England, owner Jay Foley has created an engine package that updates the Perkins 4.108 engine for the 21st century. The new engine is being called Not Your Father’s 4.108. The Perkins 4.108
engine was used largely in sailboats as an auxiliary engine. The engine, which Perkins stopped building in the early-‘80s, is now very old and has some chronic issues with it. However, those issues aside, people want to stick with this engine because once it’s installed in a sailboat it’s very hard to change the mounts, exhaust system and other aspects
of swapping the engine for a new one. Since these engines go in sizable sailboats, which are worth something, the owner has an incentive to replace the engine and not trade the boat in. “People still value the mechanical aspect of the engine,” says Phil George, one of Foley Engines’ lead engine builders. “The fact that it’s not electronically controlled,
fuel injected or common rail is beneficial. People who travel on the open seas tend to lend a lot of credit to an old mechanical-style engine like this.” Unlike many engines you see today, the Perkins 4.108 is not turbocharged, which some people value, especially those with sailboats because turbochargers are very noisy and need servicing. “We offer
the engine on a rebuild exchange basis, and we do a lot of innovative things to it,” says Jay Foley, the shop’s owner. “Starting at the front of a basic Perkins 4.108 engine, we take off the old-style fan belt and replace it with some Rockwell Hardness tested pulleys and run a serpentine belt system. That’s a good upgrade because now the client can run
a high-output alternator for his refrigeration unit or something else. The engine came out of the factory in 1975 with a 37-amp alternator. People these days want to run larger batteries and power, larger ice cube makers and whatever. We equip the engine with a larger 105-amp alternator that’s also driven on the serpentine belt system.” Foley
Engines offers a six-groove serpentine belt conversion kit that includes a full set of three anodized serpentine pulleys for the water pump, alternator and crankshaft. This upgrade will eliminate problems caused by a v-belt. Moving back on the engine a little bit, the Perkins 4.108 has a cartridge-style secondary fuel filter.

Perkins diesel engine specs.

Located in Worcester, MA, not far from the water, Foley Engines specializes in industrial and marine engines. Capitalizing on the shop’s location in New England, owner Jay Foley has created an engine package that updates the Perkins 4.108 engine for the 21st century. The new engine is being called Not Your Father’s 4.108. The Perkins 4.108
engine was used largely in sailboats as an auxiliary engine. The engine, which Perkins stopped building in the early-‘80s, is now very old and has some chronic issues with it. However, those issues aside, people want to stick with this engine because once it’s installed in a sailboat it’s very hard to change the mounts, exhaust system and other aspects
of swapping the engine for a new one. Since these engines go in sizable sailboats, which are worth something, the owner has an incentive to replace the engine and not trade the boat in. “People still value the mechanical aspect of the engine,” says Phil George, one of Foley Engines’ lead engine builders. “The fact that it’s not electronically controlled,
fuel injected or common rail is beneficial. People who travel on the open seas tend to lend a lot of credit to an old mechanical-style engine like this.” Unlike many engines you see today, the Perkins 4.108 is not turbocharged, which some people value, especially those with sailboats because turbochargers are very noisy and need servicing. “We offer
the engine on a rebuild exchange basis, and we do a lot of innovative things to it,” says Jay Foley, the shop’s owner. “Starting at the front of a basic Perkins 4.108 engine, we take off the old-style fan belt and replace it with some Rockwell Hardness tested pulleys and run a serpentine belt system. That’s a good upgrade because now the client can run
a high-output alternator for his refrigeration unit or something else. The engine came out of the factory in 1975 with a 37-amp alternator. People these days want to run larger batteries and power, larger ice cube makers and whatever. We equip the engine with a larger 105-amp alternator that’s also driven on the serpentine belt system.” Foley
Engines offers a six-groove serpentine belt conversion kit that includes a full set of three anodized serpentine pulleys for the water pump, alternator and crankshaft. This upgrade will eliminate problems caused by a v-belt. Moving back on the engine a little bit, the Perkins 4.108 has a cartridge-style secondary fuel filter. The cartridge filter will not
hold any fuel, so when the owner changes the fuel filter he has to bleed the system, which is a pain in the neck. “We convert that to a spin-on secondary fuel filter, which will hold fuel, so when the client tightens the filter up into the bracket, he has in effect bled his system,” Foley says.

Capitalizing on the shop’s location in New England, owner Jay Foley has created an engine package that updates the Perkins 4.108 engine for the 21st century. The new engine is being called Not Your Father’s 4.108. The Perkins 4.108 engine was used largely in sailboats as an auxiliary engine. The engine, which Perkins stopped building in the
early-‘80s, is now very old and has some chronic issues with it.
However, those issues aside, people want to stick with this engine because once it’s installed in a sailboat it’s very hard to change the mounts, exhaust system and other aspects of swapping the engine for a new one. Since these engines go in sizable sailboats, which are worth something, the owner has an incentive to replace the engine and not trade
the boat in. “People still value the mechanical aspect of the engine,” says Phil George, one of Foley Engines’ lead engine builders. “The fact that it’s not electronically controlled, fuel injected or common rail is beneficial. People who travel on the open seas tend to lend a lot of credit to an old mechanical-style engine like this.” Unlike many engines you
see today, the Perkins 4.108 is not turbocharged, which some people value, especially those with sailboats because turbochargers are very noisy and need servicing. “We offer the engine on a rebuild exchange basis, and we do a lot of innovative things to it,” says Jay Foley, the shop’s owner.

The Perkins 4.108 engine was used largely in sailboats as an auxiliary engine. The engine, which Perkins stopped building in the early-‘80s, is now very old and has some chronic issues with it. However, those issues aside, people want to stick with this engine because once it’s installed in a sailboat it’s very hard to change the mounts, exhaust system
and other aspects of swapping the engine for a new one. Since these engines go in sizable sailboats, which are worth something, the owner has an incentive to replace the engine and not trade the boat in. “People still value the mechanical aspect of the engine,” says Phil George, one of Foley Engines’ lead engine builders.
“The fact that it’s not electronically controlled, fuel injected or common rail is beneficial. People who travel on the open seas tend to lend a lot of credit to an old mechanical-style engine like this.” Unlike many engines you see today, the Perkins 4.108 is not turbocharged, which some people value, especially those with sailboats because turbochargers
are very noisy and need servicing. “We offer the engine on a rebuild exchange basis, and we do a lot of innovative things to it,” says Jay Foley, the shop’s owner. “Starting at the front of a basic Perkins 4.108 engine, we take off the old-style fan belt and replace it with some Rockwell Hardness tested pulleys and run a serpentine belt system. That’s a
good upgrade because now the client can run a high-output alternator for his refrigeration unit or something else. The engine came out of the factory in 1975 with a 37-amp alternator. People these days want to run larger batteries and power, larger ice cube makers and whatever.
We equip the engine with a larger 105-amp alternator that’s also driven on the serpentine belt system.” Foley Engines offers a six-groove serpentine belt conversion kit that includes a full set of three anodized serpentine pulleys for the water pump, alternator and crankshaft. This upgrade will eliminate problems caused by a v-belt. Moving back on the
engine a little bit, the Perkins 4.108 has a cartridge-style secondary fuel filter. The cartridge filter will not hold any fuel, so when the owner changes the fuel filter he has to bleed the system, which is a pain in the neck. “We convert that to a spin-on secondary fuel filter, which will hold fuel, so when the client tightens the filter up into the bracket, he
has in effect bled his system,” Foley says. “Bleeding a diesel system is very important because you have to get the air out in order for the engine to run.” That’s not all Foley Engines is upgrading. The shop has also keyed in on the rear seal of the Perkins 4.108 since it is known to be a chronic leaker. “Most owners just put up with it, because if they
put in a new seal, that’s going to leak too,” he says. “We went ahead and had our own seal made that cures that problem and since it won’t leak anymore, the engine is much easier to live with.” Additionally, there isn’t a true air filter on a Perkins 4.108. So Foley Engines takes off what Perkins calls an air filter and equips the Not Your Father’s engine
with a product called a Walker Air Sep. “The Walker Air Sep serves as a washable air filter that also introduces negative crankcase pressure to minimize oil leaks,” Foley says. “Most importantly, most diesel engine noise comes from the air intake, and the Walker Air Sep cuts the noise down by 8 or 9 decibels. That is like going from a Mack truck to a
Volvo.” According to Phil George, the Walker Air Sep also gets rid of a lot of the smell from the engine through the blow-by ventilation tube by reclaiming that blow-by gas and recycling it through the air intake on the engine. “In addition to that, a long time ago on these 4.108s if there was any wet blow-by that came out, it would dump that oil into the
bilge,” he says. “The Walker Air Sep has a provision in place to reclaim that oil and put it back in the oil pan or crankcase.” Foley Engines also optimizes the fuel injection system on the 4.108 to allow the engine to start more readily and provide more power. “The Not Your Father’s 4.108 has helped move this engine ahead a whole generation in
engine performance and design,” Foley says. “We can sell this engine to someone who is considering getting rid of their old 4.108 and getting a Yanmar or Volvo. A new engine would cost $15,000 plus installation, hassles, etc. This way he can stick with the same mounting pattern, exhaust pattern, he knows the engine, he likes the engine, and now it
has 21st century accessories – the serpentine belt system, Walker Air Sep, improved rear seal, optimized injection system, spin-on fuel filter, and more. It’s a nice package and we sell them as factory remanufactured engines.” The Not Your Father’s 4.108s are all dyno tested and come with warranties. Aside from the upgrades, the Not Your Father’s
4.108 also has new internals such as sleeve kits and bearings, the wearing surfaces have been re-machined, and the injection system was built by a local ADS (Association of Diesel Specialists) shop, which specializes in injection systems. Foley Engines even went so far as to create its own paint for the Not Your Father’s 4.108. “Perkins has always
used Marine Blue, but you can’t get that anymore from Perkins, so we created our own and put a coat of clear on top,” Foley says. Despite it being a new color, Foley has kept the Perkins Marine Blue name for the paint color. The horsepower of these engines is in the high-50 hp range. Foley says 57-59 hp is what he has been seeing on the dyno. The
engines run around 2,300 – 2,400 RPM. “We are getting a little extra horsepower out of these engines, they start much easier, they don’t leak, they’re quieter, and for all those reasons we believe it’s a good package,” he says. The deal sounds even sweeter when you consider that these engines run around 500-600 hours a year depending on how
much an individual uses the motor.
The engines never really wear out as much as the accessories wear out. “This engine package is a new slant on things and I would encourage other builders to put a local spin on something,” Foley says.

Since these engines go in sizable sailboats, which are worth something, the owner has an incentive to replace the engine and not trade the boat in. “People still value the mechanical aspect of the engine,” says Phil George, one of Foley Engines’ lead engine builders. “The fact that it’s not electronically controlled, fuel injected or common rail is
beneficial. People who travel on the open seas tend to lend a lot of credit to an old mechanical-style engine like this.” Unlike many engines you see today, the Perkins 4.108 is not turbocharged, which some people value, especially those with sailboats because turbochargers are very noisy and need servicing. “We offer the engine on a rebuild exchange
basis, and we do a lot of innovative things to it,” says Jay Foley, the shop’s owner. “Starting at the front of a basic Perkins 4.108 engine, we take off the old-style fan belt and replace it with some Rockwell Hardness tested pulleys and run a serpentine belt system.
“People still value the mechanical aspect of the engine,” says Phil George, one of Foley Engines’ lead engine builders. “The fact that it’s not electronically controlled, fuel injected or common rail is beneficial. People who travel on the open seas tend to lend a lot of credit to an old mechanical-style engine like this.” Unlike many engines you see today,
the Perkins 4.108 is not turbocharged, which some people value, especially those with sailboats because turbochargers are very noisy and need servicing. “We offer the engine on a rebuild exchange basis, and we do a lot of innovative things to it,” says Jay Foley, the shop’s owner. “Starting at the front of a basic Perkins 4.108 engine, we take off the
old-style fan belt and replace it with some Rockwell Hardness tested pulleys and run a serpentine belt system. That’s a good upgrade because now the client can run a high-output alternator for his refrigeration unit or something else. The engine came out of the factory in 1975 with a 37-amp alternator. People these days want to run larger batteries
and power, larger ice cube makers and whatever. We equip the engine with a larger 105-amp alternator that’s also driven on the serpentine belt system.” Foley Engines offers a six-groove serpentine belt conversion kit that includes a full set of three anodized serpentine pulleys for the water pump, alternator and crankshaft.
This upgrade will eliminate problems caused by a v-belt. Moving back on the engine a little bit, the Perkins 4.108 has a cartridge-style secondary fuel filter. The cartridge filter will not hold any fuel, so when the owner changes the fuel filter he has to bleed the system, which is a pain in the neck. “We convert that to a spin-on secondary fuel filter,
which will hold fuel, so when the client tightens the filter up into the bracket, he has in effect bled his system,” Foley says. “Bleeding a diesel system is very important because you have to get the air out in order for the engine to run.” That’s not all Foley Engines is upgrading. The shop has also keyed in on the rear seal of the Perkins 4.108 since it is
known to be a chronic leaker. “Most owners just put up with it, because if they put in a new seal, that’s going to leak too,” he says. “We went ahead and had our own seal made that cures that problem and since it won’t leak anymore, the engine is much easier to live with.” Additionally, there isn’t a true air filter on a Perkins 4.108. So Foley Engines
takes off what Perkins calls an air filter and equips the Not Your Father’s engine with a product called a Walker Air Sep. “The Walker Air Sep serves as a washable air filter that also introduces negative crankcase pressure to minimize oil leaks,” Foley says. “Most importantly, most diesel engine noise comes from the air intake, and the Walker Air Sep
cuts the noise down by 8 or 9 decibels. That is like going from a Mack truck to a Volvo.” According to Phil George, the Walker Air Sep also gets rid of a lot of the smell from the engine through the blow-by ventilation tube by reclaiming that blow-by gas and recycling it through the air intake on the engine. “In addition to that, a long time ago on these
4.108s if there was any wet blow-by that came out, it would dump that oil into the bilge,” he says. “The Walker Air Sep has a provision in place to reclaim that oil and put it back in the oil pan or crankcase.” Foley Engines also optimizes the fuel injection system on the 4.108 to allow the engine to start more readily and provide more power. “The Not
Your Father’s 4.108 has helped move this engine ahead a whole generation in engine performance and design,” Foley says. “We can sell this engine to someone who is considering getting rid of their old 4.108 and getting a Yanmar or Volvo. A new engine would cost $15,000 plus installation, hassles, etc. This way he can stick with the same mounting
pattern, exhaust pattern, he knows the engine, he likes the engine, and now it has 21st century accessories – the serpentine belt system, Walker Air Sep, improved rear seal, optimized injection system, spin-on fuel filter, and more.
It’s a nice package and we sell them as factory remanufactured engines.” The Not Your Father’s 4.108s are all dyno tested and come with warranties. Aside from the upgrades, the Not Your Father’s 4.108 also has new internals such as sleeve kits and bearings, the wearing surfaces have been re-machined, and the injection system was built by a local
ADS (Association of Diesel Specialists) shop, which specializes in injection systems. Foley Engines even went so far as to create its own paint for the Not Your Father’s 4.108. “Perkins has always used Marine Blue, but you can’t get that anymore from Perkins, so we created our own and put a coat of clear on top,” Foley says. Despite it being a new
color, Foley has kept the Perkins Marine Blue name for the paint color. The horsepower of these engines is in the high-50 hp range. Foley says 57-59 hp is what he has been seeing on the dyno. The engines run around 2,300 – 2,400 RPM. “We are getting a little extra horsepower out of these engines, they start much easier, they don’t leak, they’re
quieter, and for all those reasons we believe it’s a good package,” he says. The deal sounds even sweeter when you consider that these engines run around 500-600 hours a year depending on how much an individual uses the motor. The engines never really wear out as much as the accessories wear out.
“This engine package is a new slant on things and I would encourage other builders to put a local spin on something,” Foley says. “This is clearly a product we can sell because we are here in New England on the water. Maybe somebody can do a similar thing on a John Deere engine for agriculture.” Engine of the Week is sponsored by Cometic Gasket
To see one of your engines highlighted in this special feature and newsletter, please email Engine Builder managing editor, Greg Jones at [email protected] As an Amazon Associate, we earn from qualifying purchases. We may also earn commissions if you purchase products from other retailers after clicking on a link from our site. The boat I used to
sail in the Caribbean had a Perkins 4.108, it was in many ways a good engine that helped us out when the winds were unfavorable. If you know anything about diesel engines, you probably know that the Perkins 4.108 is a desirable classic in its field. It’s a timeless engine still used to this day. The Perkins 4.108 is a diesel engine commonly used in
marine equipment and some Jeeps. While this engine’s original design is over 50 years old, it is still prized for its low sound levels. Some people retrofit their Perkins 4.108 with new parts to keep it up to modern operating standards. Whether you’re knowledgeable about engines or not, I’m here to answer all the questions you may have about the
Perkins 4.108! A Perkins 4.108 (108 cu in or 1.76L) is a 4 stroke diesel engine used mainly in boats. These internal combustion engines ignite fuel using heat made from compressing air in the combustion chamber. It’s old, reliable, and known for being quiet. This engine was initially introduced at a boat show in 1960s New York. Though the device’s
initial design has undoubtedly aged, it was manufactured until the 80s and is still common today. Its parts are inexpensive to replace, making these engines economical to use in the long term. Perkins 4.108 engine schematics The Perkins 4.108 will output a max of 51hp (horsepower) at 4000 rpm according to Perkin’s official data. Although, the
cruising output is suggested to only be 32hp at 3000rpm for longevity purposes. It’s essential to be aware of the term horsepower to understand what your engine is capable of. HP (horsepower) is calculated by determining how much power is needed to move an object a certain distance for a specific amount of time. The Perkins 4.108 packs an okay
punch for such a small diesel engine. That’s one of the primary reasons it’s still such a prized and favored engine. A Perkins 4.108 engine uses between 0.6 and 0.8 gallons (2.27 to 3.02 liters) of fuel every hour if you run the engine at 2000 revolutions per minute. RPM (revolutions per minute) refers to the number of complete rotations an engine’s
crankshaft makes each minute. This measurement is helpful because it gives you an idea of how fast a machine is running. So when you run a Perkins 4.108 at 2000 RPM, the average fuel consumption is about 0.6 gallons to 0.8 gallons (2.27-3.02 liters) an hour. Running one or two engines on a catamaran? Benefits and cons, read my article
Catamaran fuel consumption explained. Perkins engines are still made. However, the production of the Perkins 4.108 came to a stop in the late 1980s.
Perkins is still running as a manufacturing company for diesel engines and works through Caterpillar to produce thousands of engines every year.
While Perkins 4.108 engines are no longer actively manufactured, you can still buy used ones or upgrade your current 4.108 with new parts. According to Caterpillar, Perkins has manufactured over 20 million engines in the company’s lifetime. 4.5 million of those 20 million engines are still being used, which attests to the reliability and broad range of
Perkins products. If you can’t find a Perkins 4.108 specifically, the company has plenty of other options to choose from.
Fun fact: there has even been testing trying to run the Perkins engine on compressed natural gas (Source) Perkins has released a wide variety of engines over the years. That means that it can be tricky to identify the exact make of your Perkins engine without finding the serial number first.
Every Perkins engine has a serial number on the engine plate. This serial number will provide you with all the information you need to determine the specifics of your machine. After you find the serial number on your Perkins 4.108 engine plate, you can break down the numbers to find more information about your engine. You can use this unique
number to identify the country of origin, manufacturing year, and build-line. You can check out this Perkins serial number guide for more information about what your serial number means. Here you can see a Perkins engine running While many mechanics and consumers highly revere a Perkins 4.108 engine, no machine is immune from potential
issues. Here are some of the most common Perkins 4.108 problems: Low to significant amounts of oil leakage (I had this issue) Changing the fuel filter can be challenging (this one as well…) The rear crankshaft seal tends to leak If you notice your 4.108 engine displaying any of these issues, it’s essential to address them as soon as possible. Perkin
engines are fairly easy to repair by yourself, so if you are interested in being self-reliant, maybe in preparation for a longer sail, then this is a good engine to start with. Getting to your engine can sometimes be a task However, it’s also important to remember that complete engine replacement is not always necessary. You can easily replace specific
parts of your Perkins 4.108 engine with a broad range of contemporary and vintage replacement parts. eBay is a great place to find replacement parts at reasonable prices. Pro-tip, remember that this is a diesel engine so if you run out of fuel you will need too bleed the fuel lines from air before you can start it again. This happened to me in the Miami
river and it was not a pleasant experience, so learn from my mistake. You can find a Perkins 4.108 engine on online marketplaces such as eBay, Facebook Marketplace, and Craigslist. While finding a fully functional 4.108 in one working piece might be tricky, you can also search for the individual parts.
While you might have more success searching for this particular engine on online used marketplaces, you can also ask around to search for one. One tip is to seek advice from your local mechanic and see if they know anyone who can sell one to you.
Another tip is to join different Facebook groups to connect with people who can potentially help you out.
Pro tip: when evaluating the condition of the engine, get help from someone that knows this exact engine type, this will reduce the risk of buying one with the above-mentioned problems.
Perkins first made the Perkins 4.108 in the 1960s. This diesel engine was introduced at a boat show in New York, and they are still popular today even though the company no longer produces them. This particular Perkins engine, unfortunately, stopped being manufactured in the 80s. It was actively made for about 20 years and is still a reliable piece
of machinery. The Perkins 4.108 will run somewhere between 5000 and 15,000 hours therefore it needs a complete rebuild. Maintenance and operational demands decide whether it’s closer to 5000 than 15000. The Perkins 4.108 is over 50 years old, but it is still used and favored by many for its low noise levels, functional operation, and easily-
replaceable parts. However, the 4.108 is prone to a few problems like oil leakage. Making fuel filter changes can also be challenging, and leaky rear crankshaft seals are typical. Despite these occasional issues, it is a reliable engine built to last for many years. It’s an excellent piece of equipment and a great example of a well-crafted diesel engine.
Page 2 As an Amazon Associate, we earn from qualifying purchases. We may also earn commissions if you purchase products from other retailers after clicking on a link from our site. Having a boat costs a lot of money, even when you are not using it, marina fees, etc. And once it is in the water most sailors never go very far from their “home marina”
and sailing will be somewhat restricted. However, what if you could fold your trimaran and put it on a trailer, store it at your house, and go to a new sailing spot the next time? Here are 6 of the best trailerable trimaran: The Dragonfly seriesF-22Corsair SeriesAstusWeta 14.5Windrider 17 Choosing the best trailerable trimaran (a multi-hull with three
“hulls”) will depend on crucial factors like speed, durability, design, and ease of transportation. This article is here to help you get started with your research and hopefully help you on the way towards your dream boat! Cruising boats are made for multiday sailing either on the coast of your favorite sailing area or full-out blue-water ocean crossings.
Extended living should be a priority in these designs.
Dragonfly is in the business of making the “best foldable trimarans on the planet” many would agree with this statement.
Dragonfly is known for its commitment to easy trailering and ease of use, shown in designs for the Dragonfly 25 and Dragonfly 28. The “Swing Wing” system on the linchpins is one of the key features of the dragonfly series.
The system’s application makes it possible for the trimaran to narrow its beam as much as 50%. Dragonfly 25 sailing in Norway Attesting to its Scandinavian manufacturing, most parts of the trimaran are made in-house.
This guarantees quality and ensures that all used parts are above standard. You don’t need to look further than the Dragonfly 25. Its centerboard slightly offset to port. Extra space is created in the main hull’s interior with a trunk buried under a settee. Performance-wise, the low drag and narrow hull shape allow the boat to reach blistering speeds.
Length: 8.75mBeam folded: 2.54mMax crew: 5-7 peopleMax Speed: 22+knots Length: 7.65mBeam folded: 2.30mMax crew: 4-6 peopleMax Speed: 21+knots New Zealand enters the trimaran manufacturing race with this premium sea goer. The vessel comes in two different versions: a performance variation with more horsepower and a full cabin
cruising version. Compared to the dragon series the F-22 has the biggest allowance for space. The F-22 is known for being one of the easiest trimarans to fold and load. The sports version of the F-22 has some really good performance to offer. It has an aggressive spirit: you can mount a sail while leaving plenty of space for the boat’s fine entry and
flared forward sections. The build quality is also topnotch—a lasting memorial to a principle that Ian Farrier always worked by: excellence. Length: 7.0mBeam folded: 2.5mMax crew: 3-5 peopleMax Speed: 20+knots This boat series has an exciting history. Farrier created it to promote his trailerable tri concept. However, the series is now independent
with a top-class vehicle to its name. The Corsair 760 is listed as providing some of the best performance and safety benefits to sailors. Building off the spirit of excellence of the founder, the Corsair 760 has created a boat with comfort and racing potential.
The boat can be tricky to handle at first, but it will be a breeze once you get the hang of it. It is also worth noting that the corsair 37 is the largest trailerable trimaran on the market today.
Boats that are made for dayssailing are usually smaller, cheaper and more easily handled. They are perfect for those looking to enjoy a full day on the water in calm weather, but are usually less suitable for multiday events or rough sea sailing. If you’re looking for something small but still capable of doing day sailing, this 22.5-foot trimaran is for you.
Built for speed and maneuverability, the Astus 22.5 has optional foils to optimize speed. The modern design, coupled with the spacious interior, can fit up to four beds. Accordingly, this trimaran is suited for family outings. The Astus brand specializes in transportable trimarans, worth noting is that some models need a specific trailer whilst the
smaller boats use a standard trailer.
The 2019 Weta trimaran is a 14.5-foot (4.4-meter) trimaran featuring a carbon frame, centerboard, rudder foil, and rudder shock. The hull is made from fiberglass and foam. The Weta is built for strength and speed based on these lightweight materials. The 2019 Weta trimaran is easy to sail and is worth considering whether you want to take a quiet
sail, race with your friends, or take kids to a sailing lesson. It has a simple design and is easy to set up independently. The small size makes it more suitable for daysailing in good weather rather than multiday cruising, although more experienced sailors will of course push the limits of this boat. The 17.4-foot (5.3-meter) WindRider 17 is one of the
more versatile trimarans in the market. It packs high performance for a low cost. This trimaran has a light rotating mast to boost performance, and a full-battened mainsail optimizes visibility. This sailboat is made from rotomolded polyethylene, which is more durable than fiberglass and demands less maintenance. The WindRider 17 has a
comfortable interior and can fit six adults. This is an ideal choice for social sailing for a couple or a family and friends. It’s easy to ride, and a shallow draft allows easy maneuverability. The largest trailerable trimaran is the Corsair 37, this multihull is built for single-handed cruising while still maintaining the ability to comfortably seat 6 people. The
Corsair 37 provides comfort, speed, and safety. It also contains just enough space to accommodate amenities like a propane stove, a sink, and other equipment. The vessel is designed to be a performance cruiser.
It features an aluminum rotating wing mast, carbon fiber bowsprit, and premium deck hardware. The corsair can still cut through the water with ease despite its size, putting the wind in your sails. A catamaran is a boat with two hulls (a trimaran has three) connected by a bridge deck. Catamarans usually offer more space than both monohulls and
trimarans of the same length. The catamaran is usually somewhat slower than a trimaran but faster than a monohull. They are usually made of fiberglass or carbon fiber. Catamarans come in all shapes and sizes. You can find straightforward sailing catamarans, perfect for those who are only starting their sailing journey. Larger sailing catamarans
have become extremely popular for long-distance sailing. There are also power catamarans, they have huge diesel-powered engines (sometimes electric) and no sails. Also called “power cats”, these boats can reach 30+kts. As discussed above, some trimarans are possible to put on a trailer and move to another sailing area or to be stored at home.
This is usually not possible with catamarans but is sometimes possible with the trimarans that are fitted with foldable amas (the two outer “floats” or “hulls”).
Some trimarans can be trailerable, this is mainly due to the ability to drastically decrease the vessels beam, sometimes as much as 50%. This allows the trailer plus trimaran to be below the legal requirements of the road.
It has proven difficult to beat the trimaran in terms of speed. Through the ages, this type of vessel has proven to be immensely enjoyable in all kinds of sailing activities. These can range from sea adventures to waterborne relaxation in your free time. Trimarans come in various types, foldable, for cruising or racing, etc. However, there is a common
factor: many of the small ones are trailerable. This makes them easier to move than most other types of boats.