trimaran telstar

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• Sailboat Reviews

With Performance Cruising's introduction of its new trailerable trimaran, competition in the foldable multihull market is going to heat up. Though a predecessor went by the Telstar name in the '80s, the T2 is brand new in every sense.

A family operation with its own launch site and factory on Back Creek in Annapolis, MD, Performance Cruising has quietly ascended to the top tier of the domestic catamaran building segment of the industry since designer-builder Tony Smith and his wife Sue emigrated to the U.S. in 1980.

While completing requirements for a degree in engineering at the University of East Anglia, Smith studied the mechanics of boat performance in the classroom and spent his spare time participating in singlehanded races. He finished fourth in the first Round Britain Race, a 1,760-mile contest.

He began his boatbuilding career by constructing a 24-foot Piver catamaran in a shed in England. In 1969, Smith developed a then-radical method of integrating foam- sandwich coring with fiberglass and produced the inaugural Telstar, which was a 26- foot, folding trimaran. During a 10-year run, 300 were sold worldwide. Along the way, he also was involved in the construction of 30- to 70-foot custom yachts.

Telstar was successfully introduced to the U.S. market with the couple’s arrival. Shortly thereafter, following the loss of the molds in a factory fire, he shifted gears and re-emerged in 1981 with the design for a 31-foot cruising catamaran appropriately called the Phoenix. The first of the Gemini family, this 31-footer was succeeded in 1993 by the Gemini 3400, the first catamaran with a lifting, underhung rudder system. In its current iteration, it is marketed as the Gemini 105MC.

With 800 boats on the water, Smith claims to manufacture the best selling catamaran in the U.S. In 2002 the company’s 20 employees built and sold 54 boats (valued at $8 million) in a 16,0000-square-foot factory. To accommodate the production line for the new Telstar, which Smith calls “T2,” the company is currently increasing its production space by 20,000 square feet.

Of PC’s status in the marketplace, Smith says, “Prior to 911 and the recession, the sailboat industry had become a market for rich people who wanted to retire early and go cruising. The market for bigger boats was enormous. And boats became more like toys. With the recession and loss of paper wealth, people were forced to reevaluate their situations and plan on working for another 10 years. Fortunately, the Gemini did well throughout that period because we continued to produce a product for sailors who were going to buy a boat regardless of what the economy did.”

With an eye to the boatbuilding industry, son Neil Smith graduated from Delaware University in 1998 with a mechanical engineering degree attained after completing a research project dealing with vacuum infusion methods. Bringing his bent for new technology, Neil joined the firm as an engineer shortly after graduation. Daughter Laura and son–in–law Will Hersfeld are also involved in the day-to-day operation of the company.

The manner in which Smith’s firm decided to reintroduce a trailerable trimaran speaks volumes about the differences between the Big Three American sailboat manufacturers, and privately held companies like Performance Cruising, MacGregor Yachts, and a handful of other mid-sized boatbuilders that are not attempting to appeal to a mass market. The decision came about following a Saturday morning meeting of the entire clan.

Explains Smith: “In 2002 Laura, Will, and Neil were looking for something with more fun and excitement than the boats that were then on the market. They’re not retiring, they’re not going cruising, they just wanted to have fun. Trailing and performance were important features. None of the family are bored with Gemini, but Gemini is more suited to the liveaboard cruiser, or people that have more time.”

A secondary consideration, says Smith, was forging a plan for the future of the company, looking toward a time when the management reins would be turned over to the next generation. To that end, the Smiths and Hersfelds opted to use profits from the Gemini sales (a substantial backlog of orders is in place) to subsidize the development of Telstar and pay for construction of the additional production space.

“Telstar will not compete with Gemini for buyers because it is an entirely different boat,” says Smith. He is targeting a market that he describes as “a cross section of 75-year olds looking for performance and a stable platform, former Gemini owners who purchased an RV are now telling us that they want a trailerable multihull that will allow them to travel and still have the option to hoist a sail at a body of water, and, younger families with children who are new to sailing and want to explore the camper-sailing lifestyle with a boat that has enough deck space to portage kayaks and windsurfers, even when folded.”

A symbiotic byproduct of the T2 development, says Smith, will be technological advances in construction that may ultimately be transferred to the Gemini line.

Design Comparisons of Telstar and Corsair Marine’s line of Ian Farrier designed folding trimarans are inevitable. However, Smith maintains that the boats are distinctively different.

“Corsair boats are built, in my opinion, to appeal to the racing crowd. They are performance boats for the Randy Smyth types.” Further, the mechanical operation of the retractable amas (“outriggers,” as Smith calls them) on the T2 is entirely different than a typical Corsair. When preparing for a sail, the amas on the T2 are deployed by pulling a single line that extends them from the hull in seconds. Netting between the hull and ama produces a seat for crew. The amas on the T2 sit five inches deeper in the water than those of a Corsair 28, so the T2 has more utility as a powerboat. Under power, she’s beamy enough that folding the amas under the center hull produces a stable platform while still offering crew seating. In contrast, the amas on a Corsair fold upwards to produce a shape resembling a spider, so those boats have less form stability when underway. We’ve tested Corsair’s boats and concluded that the Telstar system offers a decided advantage. And one additional advantage of having the outriggers tucked under the main hull is reduced windage on the highway.

The shortcomings of multihulls have historically focused on the lack of pointing ability and the need for wider berths in marinas. However, contemporary multihull designers like Smith and Farrier are producing shapes that have dramatically improved upwind performance. And the development of folding trimarans has resolved the berthing issue while producing boats that are much more versatile.

Comparing his new design with the initial Telstar, Smith says “One difference is that the old 26-footer was measured without accounting for the width of the transom-hung rudder. The new boat has an internal steering system. The actual lengths of the two boats, including the old rudder, are very close.” However, the newer design, which adds a boarding swim-step platform to the stern, includes a steering system that allows the rudder and outboard to be steered simultaneously by the tiller. “That system is at least five times more costly than the original, though significantly better functionally.”

Other changes are more dramatic: The T1 was designed with a 15-foot beam, compared to 18 feet in the T2, which produces a beam-to-length ratio of 8:1; that ratio for the new boat’s amas is 15:1. The T1 carried approximately 300 square feet of sail area; the T2 carries 250 square feet of canvas in the mainsail alone, and a total of 524 square feet when the genoa is included. Add a screacher and you get another 590 square feet of sail area. A retractable bowsprit is an option that will improve offwind performance and sail handling with the screacher.

In order to retract, the original Telstar’s amas were hinged to the main hull-deck structure. Smith attempted to employ the same design, but determined those hulls did not have adequate buoyancy to meet his demand for stability and comfort. The redesigned amas are connected to the center hull by way of 2′ 6″ boxes at the bow and stern that rotate 180 degrees in a lateral plane and move the amas outward over a five-foot span with the simple pull of a line. The redesign is more complex and sturdy than the original and results in roughly 1,000 pounds of additional buoyancy.

The main hull is a “dramatically better shape, more akin to a high performance monohull,” explains Smith. “Thirty years ago the underbody profile was that of a dolphin. The new design has a semi-circular, teardrop shape, and is shallower by four inches, and is six inches wider.” The main hull has a relatively sharp entry and flat run aft to a five-degree deadrise at the keel. The kick-up rudder extends 3′ 3″ under the stern, but may also be used for steering in the upright position. To get under sail, an electric motor raises the outboard engine.

The mast is a deck-stepped, two-spreader section from Selden. The mainsheet is located at the end of the boom and dead-ended out of the way on a traveler that spans the stern. With two sheet winches on the coachroof and the mainsheet nearby, a singlehander can trim the sails with relatively little effort.

“The original chainplates were on the cabinside, but that arrangement gave too wide a sheeting angle so we moved them six inches inboard, and now have a continuous stainless chainplate from the deck to the hull, through the cabin,” Smith says.

Beginning with hull #7, our test boat, buyers will be purchasing a product that will be produced unchanged for the foreseeable future. Though Smith says the basic shape of the hulls and deck are fixed, he continues to tinker, especially with mast and standing rigging. At present, the mast weighs 200 pounds, but is about to undergo a significant weight reduction in concert with the design and development of a tripod system consisting of A-frames that, when fine-tuned, will support the mast and provide a simplified system of stepping and unstepping the rig.

Without a panorama of photos, it is nearly impossible to describe Smith’s patented mast-lowering system; suffice it to say that, when completed, it will reduce the load on the Telstar’s mast to 80 pounds, including the weight of a Furlex headsail furling unit. This system may have universal application for the owners of other trailerable boats.

Deck Layout The cockpit, squeezed into the aft portion of the center hull, offers an unrestricted, 360-degree view, and seating for a crew of four. Seats affixed to the stern rails can accommodate two others. The deck amidships and the netting between the hull and amas provide additional seating area, so it would be easy to overload the boat.

Molded steps in the companionway bulkhead facilitate movement forward, and recessed handrails on the deck make up for the lack of lifelines. Everywhere, deck gear has been kept to a minimum; one winch on the mast is utilized to hoist halyards, eliminating the need for turning blocks and sheetstoppers on the coachroof. Smith explains: “a multihull sails flat enough that moving halyard winches aft is unnecessary.” Two cabintop winches handle the genoa sheets; the addition of a furler, or bowsprit, will not require additions to this complement.

Accommodations The interior configuration of the T2 is similar to the T1, but is 33 percent larger, according to Smith, and has more than six feet of standing headroom, a plus in the narrow confines of any vessel this size. Spaces are small, but the area is furnished well enough to make it habitable for short periods of time, or when cruising in areas that offer an opportunity for the occasional shoreside meal. The interior is well lit with light pouring in through fixed portlights and Bowmar hatches. The width of the main salon at the back of the settee is 7′ 3″ and the length measured on the centerline from the foot of the companionway forward is 8′ 9″. Our test boat was outfitted with a “Deluxe” interior, which enhances appearance and utility.

The galley is to port at the foot of the companionway, opposite a navigator’s table. Settees port and starboard provide seating at a teak table, which doubles in size when unfolded to become large enough to accommodate six adults (the table camouflages the keel trunk).

The galley on our test boat was fitted with a sink and optional two-burner stove with a broiler. Though there’s no built-in icebox, there’s sufficient space under the nav table to house a 12-volt cooler.

A paucity of counter space in the galley will result in the chart and dining tables doubling as meal prep areas. However, storage for plates and utensils is to port of the centerboard trunk in a bin on the main bulkhead, with additional shelving and cabinets in the galley. And compartments in the amas offer an additional 84 cubic feet of storage area.

The chart table is large enough to unfold a chartkit, but odds are a navigator will operate at the dining table. The instrument panel is to starboard on the companionway bulkhead, so it is possible to access the VHF radio while standing in the cockpit. And this bulkhead is large enough to mount a chartplotter on a swiveling base that could easily be viewed from the cockpit.

Smith claims the boat offers berths for four, but we deem that a stretch. A 6′ 6″ settee to port converts to a double berth that will suit two adults. The single settee to starboard will handle one more. The third berth—a 6′ 2″ by 3′-wide area under the cockpit sole—is suitable only for munchkins or the sleep-deprived.

The head is forward in an enclosed space. It contains a toilet, sink, and shower, the last a welcome addition on a 28-foot vessel.

Excepting that tight third berth, accommodations on the T2 are comparable to most 26- to 28-foot monohulls.

Construction The company’s production facility is a model of efficiency. A Gemini catamaran typically requires five to seven days to proceed past six stations before a forklift launches it into Annapolis’ Back Creek. However, Smith is confident that he will be able to produce T2s at the rate of one a day in the expanded facility.

Gemini hulls, decks, and interior liners are solid fiberglass, the direction that the T2 was headed until Neil Smith began to influence his father. As a result, construction evolved from traditional hand-laid, solid FRP to a vacuum-bagged layup system, and ultimately to the resin-infusion system currently being employed.

The result, say both father and son, is the dispersion of exactly the correct proportions of resin to fiberglass in the laminate that produce lightweight but strong sections. Because it eliminates some of the human involvement in a lamination and produces solid structures, the resin infusion method is gaining momentum in the industry. The tradeoff for a manufacturer is a potentially more expensive process when the cost of equipment and raw materials are considered, in exchange for a reduction in cure time (less than 30 minutes from the time fabric is saturated), and more consistent laminates. Smith’s methods with the T2 include laying Kevlar in high-load areas in the interior of the outriggers as well as in stress points in the hull.

Smith explains that “when we weighed the new boats they were almost at exactly 3,000 pounds—their designed weight—compared to the first vacuum-bagged boats, which weighed closer to 4,000 pounds,” including the weight of the 50-h.p. Honda outboard.

As the construction process evolved, the galley, floor panels, nav station, and furniture were fabricated using the resin-infusion method. “The galley now weighs only eight pounds,” Smith affirms. Though attachment points for deck gear remain reinforced solid fiberglass, Smith is tinkering with alternatives that he hopes will reduce weight in these areas without compromising structural integrity.

Of the raw materials, he says: “We are still researching materials and resin in our vacuum infusion process. The resins need to be a low viscosity with high elongation so they work with Kevlar. Vacuum-infused laminates need special attention when it comes to a secondary bond. The T2’s hull and deck are bonded together using Methacrylate adhesives. The joint is a simple outward turning flange with a riveted gunwale guard for additional strength.

“This is a more complex boat than the one we started with,” adds Smith, who says that he’s still tinkering. “I am not ready to compromise and dive into mass production yet. If it weren’t for Neil, we’d have sold 40 boats using a traditional laminate. So, we’re still working on it.”

Performance We sailed the boat in gusty conditions and an 18- to 24-inch chop on Chesapeake Bay. With wind speeds in the low 20s, we carried a full main and partially furled genoa. On a long weather leg, boatspeed easily hovered between 7 and 7.5 knots as we steered from the starboard seat. Interestingly, the boat knifes through the chop more smoothly than the Gemini we tested in similar conditions two years before, something Smith attributes to “less windage on the Telstar and a finer hull entry angle.”

Surprisingly, this boat pointed to within 30 degrees of the apparent wind without stalling either main or genoa, and we easily sailed over a cruising monohull that was beating to weather. However, the cockpit feels crowded with four crew in the well, and a monohull owner used to longer seats will have to adjust to a smaller, rectangular space. (The cockpit became roomier when two of our crew moved to the stern rail seats.) Singlehanders will appreciate having sail controls within reach of the tiller, but a new owner should plan on installing pouches for sheet tails.

As we eased sheets and bore off in a dying breeze, the GPS registered 9.2 knots of boatspeed in 13 knots of wind, without the benefit of current. Smith was disappointed at the conditions since he says he has pegged the speedo at 16 knots while sailing in similar winds on flat water.

The T2 can motor at 17 miles per hour with a two-cylinder, 40-hp Tohatsu outboard. Newer boats are being equipped with either an 8.9-hp Mercury or a 50-hp Honda outboard. Though the latter option will lift clear of the water for sailing, we feel its substantial weight will be detrimental to performance under sail. Prototype hull #3 was fitted with a jet drive—a failed experiment because the jet’s high rpm level produced cavitation in the hull.

Price Base sailaway price for the boat is $62,000, including a Beirig mainsail and 168-square-foot hank-on genoa. The Deluxe model, geared to the cruiser, bumps the price up $13,000 for additions that include a laminated interior with teak appointments, folding teak table, full galley with propane stove, 25-gallon water tank, enclosed head, 18-gallon holding tank, a DC power system and deep-cycle marine battery, and transom seats. Potential buyers also should consider the cost of an outboard and trailer; a 9.9-hp Mercury—roughly $3,000, the 50-hp Honda—roughly $9,000; a twin-axle galvanized trailer adds $3,800. In comparison, the base price for a Corsair 28 aft cabin model is $73,455; working sails add $5,700 to that price; an 8-hp outboard and twin-axle trailer are another $7,500. Potential buyers should scrutinize both firms’ lists of standard and optional gear. There are significant differences.

Conclusion We confirmed that the T2 is significantly faster and initially more stable than a monohull of comparable size. It presents some progressive innovations including its folding mechanism and “power-cruising” mode. Due to its size and limited amenities, we think this boat will best be put into service as a weekender and occasional coastal cruiser, where it should acquit itself well. But we’d be wary of taking it offshore for an ocean passage—particularly with a 210-pound outboard engine hung near the transom and no provision for an escape hatch.

Tony Smith, unlike the majority of boatbuilders, is never completely satisfied with his creations, as evidenced by the fact that he’s still tinkering with aspects of his well-established Gemini catamaran to reduce weight. Adopting the vacuum-infused process in construction of the T2 has eliminated a whopping 800 pounds. “I’ll still be making changes (to the T2) 25 years from now,” he says.

We applaud this persistence in refining PC’s boats. That kind of aftermarket thoughtfulness will ultimately resolve problems like the “berth” under the T2’s cockpit sole (an area better suited for stowage than slumber). And his mast-lowering system, when ready, may ultimately have far-reaching application for many trailerable sailboats.

The T2 is a welcome addition to the trailerable multihull market.

Contact • Performance Cruising 410/626-2720; www.performancecruising.com .

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Telstar 28 Trailerable Trimaran ...good boat?

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I was looking through SAIL and saw the add of the Telstar 28 Tri what was trailerable and was pretty wowed by it. I am looking for a trailerable to purchase before Christmas and it seems I have read so much about how a multi hull is considered better than a mono that I might consider the Telstar. The first question that popped into my mind is would the "trimarans" (not sure if thats the right usage) maybe the pontoons... would they break off easily while underway. Lets say I was going parallel with the waves and both pontoons happen to be on the crest of a wave at the same time and the center hull would be in the trough of the wave. If the wavers were big enough and close together like that could that potentially cause a major problem??????? It seems to me like that would be A LOT of weight on the joints. Did the buildbers prepare for this instance and make the boat strong enough or the boat be ale to flex or what? Just something I didnt understand.. Also, I am wanting something with a nice spacious cabin and I know that the Telstar is 28' wich would help but with it being a tri, would it suffer in space when I think about the beam of the center hull? I cant seem to find the demintioins for it. Has anyone been inside one of these things? What do you think? Good boat? Sturdy? Good Liveability?  

SD.....Customer aisle 4..........  

Check with sailingdog who has a Telestar 28 - he's the most prominent poster here and will proudly provide info on his boat  

I can't believe this post is 7 minutes old and Dawg hasn't jumped on it already!  

Perithead - here's a video SD made of a Buzzard's Bay sail late last season:  

Perithead...you are aware this is sailnet, don't you?? Its normally for sailboats only, no powerboats, and no "things" that float and move with a sail.....like skinny windsurfers with side floats for balance.... However...since SD is a nice guy we won't say anything...but please, be brief with your quest.... By the way, its normally a good gesture here at sailnet to post one's photo as an introduction. OK? Humbly yours, Xavier Perez de Cuelar  

One suggestion, this might get more of a response if it was placed in the 'Buying a Boat' forum and not here in 'Sailboat Design and Construction'. I would also suggest that you do more research on Trimarrans which are very different creatures than cat's. In a general sense small Tri's are much faster than a similar length cruising cat, and sail more like a monohull (which is a good thing), but there is nothing spacious about their interiors. In a general sense, for any given length, Tri's offer substantially less living space, are far more weight sensitive, are wetter, less seaworthy, less forgiving, and require more skill to sail, especially in heavier going. In general Tri's like cat's are supposed to be designed for any wave configuration and loading. In general, in modern Tri's you rarely hear of ama/aka failures. That said, around here in Annapolis, I have encountered some vague local scuttlebutt about Telstar build issues, but my exposure has been to second hand info and so not all that reliable. Personally, to my eye, the Corsairs have always looked like a better built and more sophisticated design. Respectfully, Jeff  

Perithead, As others have indicated, when SailingDog signs in he will be a great source of hard data and performance info on this neat boat. I will add just this, more by way of anecdote: About 5 years ago, I was aboard the Telstar 28 prototype when it was being rigged for the first time and when the folding akas were being put through their paces in Annapolis, at the builder's dock on Back Creek (builder is Perfomance Cruising, who also make the Gemini catamarans). I was impressed by the clever interior layout and spaciousness -- given that it was a multi-hull. By that I mean it does not have near the same volume in the main hull as you would expect from a mono-hull. But this is a multi-hull, and the accepted trade off for better sailing performance is less accomodations in a given length. Also, I was very impressed by the folding akas, although at the time I wondered how sturdy they'd be and whether they could be easily manipulated away from the protected dock if necessary. Tony Smith, the designer and builder, assured me they were engineered to be adequate in every respect. He also demonstrated to me that the mast could be raised by one person -- an important point for trailering. More recently we passed a Telstar 28 trimaran on Chesapeake Bay. We were heading opposite directions through a tight cut called Knapps Narrows. Before entering the narrows, the Telstar folded its akas and brought the amas in tight against the main hull, then proceeded to transit the narrows with little more beam than a mono-hull. Presumably the skipper folded everything back out after reaching open water again. Very impressive!! Trimarans are a different breed of sailboat, and do require some additional skills and understanding of their performance and stability limitations. We once rendered assistance to a Corsair 27 that had pitch-poled at night on Chesapeake Bay. So get some advice from experienced mulit-hull sailors before pushing one too hard in heavy conditions.  

Hey...a friend of mine bought a Corsair, its in Portugal, its a fast boat, but he is very unhappy. Its poorly built, and leaks everywhere...the retracting mechanism is poor, and he is now selling it. We told him..but he was stubborn and wouldn't listen...  

I had a Wind Rider 17 trimaran for a year and it was ridiculously fun (but a pain in the ass to setup). It's generally pretty hard to rooster tail in a sailboat. That thing was sick in 20. You'll sacrifice space for speed and you'll always need to be very aware of weight in that small space since multi hulls are complete pigs if you load 'em up with too much weight. I seriously considered getting a Corsair but went with a mono hull instead - I think they're better cruising boats. Outboards also really suck if you have any kind of sea state. But - if trailering is a major purchase decision you can't do much better than trimarans (well, maybe a Flika). I think I'd need a Mac Truck to trailer my Westsail. I don't know anything about Telstars though.  

Excellent post SD  

Dawg -- got on the Telstar at the Naptown boat show in Oct. and was impressed. Not my cup of tea (committed monohull guy here), but a nice layout, build quality was good -- and the damned thing looked fast as hell just sitting there.  

I too have a Telstar 28 and just towed it from the marina this weekend. We sail it on Lake Minnetonka in Minneapolis. My wife usually runs the helm as I take care of the sails. We have not had any problems handling the boat in high winds - just do some reefing and we are good to go. The amas take about 10 seconds to push out and that increases the boat to about 18 feet wide. In decent winds, there is not a boat on the lake that can keep up with us. We did enter our first sailboat race of our lives this fall and got smoked big time. The wind was hitting as high as 4 knots and the course was straight upwind and downwind - not a good combo for this boat. It just so happened the guy who set up the course won the race. How'd that happen? Raising and lowering the mast is fairly straight forwards and one person can do it. When we first raised the mast, we attracted quite a crowd and one of the gawkers asked us how many years we had been doing that. I told him it was our second time of raising it. All in all, it is really a fun boat to sail and is quite easy. This summer, we tended to have other people at the marina go out on our boat as there is quite a bit more room to move around because of the amas. We have had as many as 8 people on board and no one is tripping over each other. My favorite part of sailing it with monohullers is watching how fast they grab their drinks when the wind kicks up. Their beverages aren't going anywhere.  

Dang cold! We started getting some flurries. We had pulled it a couple weeks earlier to have some work done. When we took delivery of our boat in May, the nut used to lower the centerboard had galled and we had our marina replace it, however, we ran out of time and it still isn't done. Also, the starboard ama has a big silver dollar-sized chip missing out of it due to it hitting the main hull when we would extend and retrieve it. We are going to have a piece of the fiberglass that is hitting it trimmed back about a 1/2'' to prevent that. We had to park our boat and wanted to move it before we got hit with any bad weather, so we will have to have those repairs done this spring. We went to the St. Pete Strictly Sail show and talked a bit with Will. It was good to see him, but he was busy trying to make a living. We went over to a Corsair, 28' I think, and talked with them. It reminded me of a big hobie cat. I think the Telstar and Corsair are two totally different animals and am glad we decided on the Telstar. We had a good sailing season and learned a great deal from some really experienced sailors. I think we averaged between 3 and 4 sails a week throughout the summer in all different kinds of conditions. We had one sail where we saw some menacing clouds coming in and my wife, the amateur weatherwoman, said we needed to head to the marina. We parked the boat, got in the car and as we drove around the lake, the winds were really kicking up and by the time we got home, it was really blowing. A couple of the J boats racing that day capsized because they didn't couldn't get in quick enough since they were sailing into the wind and we were on the opposite side sailing downwind.  

SD - one problem I had with my W17 trimaran was that it refused to go into irons... on monos you let everything go an your into the wind pretty quick - makes single handing with out auto helm pretty easy. Is this something with all trimarans? You vids are fun looking.  

The current W17 did not exist in 2007 .. so it can be assumed that the above comment probably refers to the WR17 or Windrider, that was sometimes referred to as a W17.  

I was looking through SAIL and saw the add of the Telstar 28 Tri what was trailerable and was pretty wowed by it. I am looking for a trailerable to purchase before Christmas and it seems I have read so much about how a multi hull is considered better than a mono that I might consider the Telstar. Click to expand...

The first question that popped into my mind is would the "trimarans" (not sure if thats the right usage) maybe the pontoons... Click to expand...

would they break off easily while underway. Lets say I was going parallel with the waves and both pontoons happen to be on the crest of a wave at the same time and the center hull would be in the trough of the wave. If the wavers were big enough and close together like that could that potentially cause a major problem??????? Click to expand...

It seems to me like that would be A LOT of weight on the joints. Did the buildbers prepare for this instance and make the boat strong enough or the boat be ale to flex or what? Click to expand...

Just something I didnt understand.. Click to expand...

Also, I am wanting something with a nice spacious cabin and I know that the Telstar is 28' wich would help but with it being a tri, would it suffer in space when I think about the beam of the center hull? I cant seem to find the demintioins for it. Has anyone been inside one of these things? Click to expand...

What do you think? Good boat? Sturdy? Good Liveability? Click to expand...

Please forgive Sailormann, he's a eurocentric monohull heathen... I call things the way I see them...good, bad or ugly. The outer hulls are generally called amas or floats... they are most definitely not pontoons.... or training wheels. The crossbeams are also often called akas. The terms ama and aka are from the Polynesian terms used for their Proas... but have been adopted for use with Trimarans. The cabin space on a trimaran is generally a bit smaller than that of a comparable LOA monohull, since you don't have the depth of hull, since the hull is usually fairly narrow and flares to accommodate the cabin—stowage is much more limited. Also, you don't have a deep bilge to stash stuff in—the bilge on the Telstar is all of 2-3" deep. However, there is considerable stowage for relatively large, light, bulky items in the amas. Be aware that you can't get to the central ama storage area when the hulls are retracted. IMHO, the Telstar's crossbeams are very strong, even though it is a folding system. The beams do not fold in the direction of the major stress on them—ie. the vertical plane. The Corsair folding system depends on eight bolts for the rigidity of the amas in the vertical plane.  

sailingdog said: Define cold.. up here, the temps today were only up to the mid-forties... last week was a good deal colder. What other projects do you have for the boat coming up??? Click to expand...

Onremlop- The way I installed cockpit speakers was pretty simple, but does involve cutting two big holes in the aft end of the cockpit. You can see the speaker installation here . On the newer boats, there seems to be a hatch on the aft end of the cockpit, and that would vastly simplify this type of installation. Get at least a 40 amp charger, if you have a separate house bank. Otherwise a 20 amp charger should be plenty.  

question about hinges Hello Sailingdog, thanks for your really extremely informative post. I can only absolutely agree on the Corsair / Dragonfly issue, which is by the way just being confirmed again, as Quorning releases its Dragonfly 28, copying quite a number of the Telstar´s features, at the usual high price of about $150.000. We are looking for a decently priced tri for some years now and considering all arguments we will very likely be ending up buying a Telstar, new or second hand, mainly because of the value-for-money argument. That is why I have some crucial questions, stemming from Quorning´s early problems with their hinges (had to be replaced every 3 - 5 years): a) which materials are used for the pivoting parts? b) is there any slack in the hinges after having folded it as many times as you supposedly did? c) have you detected any faults in the laminate? being as light as she is, the T2 might be a candidate for cracks, I thought. d) any probs in general after some use? Well, thanks again for sharing your experience!  

Jogumann- The pivoting system is primarily made up of stainless steel with some fiberglass parts that add some rigidity and support to the system during the folding/unfolding process. I have no doubts about how strong the folding system is when the amas are deployed. The system is quite robust and handles even really snotty conditions without any issues. In several of the videos I've posted on Youtube, the conditions were 28-30 knots of wind, with gusts up to 35 knots or a bit more, 7-9' seas, and we had only one issue that I found, which I've since fixed. The issue was that we'd get a fair amount of water in the cockpit, and thanks to my lazy crew, down in the cabin as they'd forget to replace the bottom dropboard in the companionway. I fixed this problem by adding a bridgedeck to my Telstar's cockpit. Given some of the sailing I've done in mine, if layup were an issue, I'd probably know it. It hasn't been as far as I can see. One thing I will say about the Telstar 28s is that they are a relatively new design, having been announced in late 2003, and the design is constantly undergoing slight modifications to it. For instance, the current models do not sport the ama-mounted lifelines that were featured on the earlier boats. This is probably for two reasons. First, they really seem a bit unnecessary-after all the amas have a foot-high bulwark on the outside edge to keep you on the boat. Second, the stanchion mounts were a major source of water leaks into the ama interiors. I'd recommend you read the article I've written about the evolution of the design of the Telstar 28, which is on the ITOA forums .  

And another thread rises from the ashes!  

Ooof. Considering the back-story...poor choice of words.  

Hi all, I know this is a long dead thread, but I just found a 2008 Telstar to buy. Those of you that have and know and love your folding trimarans, Telstar 28s in particular I have a advice to ask. I want the speed, the trailer ability and shallow draft to gunk hole my brains out at any puddle of water big enough anywhere. My idea is to use this thing as an amphibious assault Winnebego! I'd use it as a travel trailer as much as a boat. I'm based in Texas, but far from the Gulf. I'd like to drag it to the Gulf, the Oregon Coast, lake Coeur D'Alene in Idaho, Revelstoke in Canada, Mountain lakes in the Ozarks, the Great Lakes.... where ever. Is that a terrible idea with a folding trimaran? It's only 3,000 pounds so seems it'd be both a boat and an RV and get me onto a lot of water I'd never get to explore. Thoughts? Thanks all!  

Samiam said: Hi all, I know this is a long dead thread, but I just found a 2008 Telstar to buy. Those of you that have and know and love your folding trimarans, Telstar 28s in particular I have a advice to ask. I want the speed, the trailer ability and shallow draft to gunk hole my brains out at any puddle of water big enough anywhere. My idea is to use this thing as an amphibious assault Winnebego! I'd use it as a travel trailer as much as a boat. I'm based in Texas, but far from the Gulf. I'd like to drag it to the Gulf, the Oregon Coast, lake Coeur D'Alene in Idaho, Revelstoke in Canada, Mountain lakes in the Ozarks, the Great Lakes.... where ever. Is that a terrible idea with a folding trimaran? It's only 3,000 pounds so seems it'd be both a boat and an RV and get me onto a lot of water I'd never get to explore. Thoughts? Thanks all! Click to expand...

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Imagine a craft that's equally adept at sailing at or above wind-speed and motoring at up to 15 knots. A craft with a stable 18' beam that easily retracts to a trailer-able 8'6". Imagine a craft that is engineered and built using the latest technology resulting in a super-light, incredibly strong laminate. Now imagine that craft is trailer-able, enabling you to create new adventures on cruising grounds you have always dreamed of sailing. In broad strokes, these are the qualities of the Telstar 28 Trimaran.

This one owner Telstar was shipped with almost every avalalbe option including the taller mast and performance sail package, and then further upgraded by her owner who has cruised her to the Chesapake, Bahamas, Keys, and Gulf Coast.  No longer in production, these well concieved tralerable tri's offer the ulltimate in cruising fun and flexibilty at a super affordable price.

I was present for the factory commissoning and sea trial of Torreya and have had the pleasure of saling aboard her many times since.  She moves extremely well in the lightest of airs,  and when the wind picks up the fun really begins.  

TORREYA  is priced to sell and will not be on the market long.... don't miss your chance!

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The T2 surpasses the challenge of combining optimal hull shapes, a performance rig, a convenient deck arrangement, and roomy cockpit - all with a large and comfortable interior arrangement. Sailors stepping inside the main salon are immediately taken with the light and airy interior thanks to the wide portlight array of windows and two overhead Bomar hatches. In addition, the substantial gangway with two steps makes entering and exiting, even with gear, sure and easy. Sailors will also appreciate a rather uncommon trait among trimarans this size; a full 6' of headroom. The centerpiece of the T28's salon is a teakwood table with comfortable seating for six adults. Up front, a separate head with shower provides privacy and extra storage. Additional storage is available on the port side of the centerboard case, integrated bins on the main bulkhead, galley storage, navigation station storage, and beneath the cockpit. The outriggers also supply another major storage area.

Whether you?re out for a day sail or a long weekend, the T2's galley makes it easy to produce an organized meal for you and your crew. There's plenty of countertop area and the main table is within passing distance. A stainless steel sink with hand-pump faucet provides access to 30 gallons of fresh water. The two-burner propane stove with broiler provides a surprising amount of versatility in preparing hot meals. There's also a good amount of galley storage with slide cabinets above and bin storage under and behind the stove. For extra canned storage, there's a perfect nook on the port-side of the centerboard case. An optional 12-volt cooler can be installed in the locker opposite the galley or simply make use of a larger cooler stored on the port side of the centerboard case. For grill-chefs, the stainless-steel along the cockpit makes a prime spot for attaching your propane grill.

The main hull design on the T2 is based on the proven hull-shape of the Gemini 105Mc catamaran.The 8-to-1 beam, tear-drop shape enables the bow to slice through waves with minimal effort while still maintaining good load-carrying capability further aft. A low rocker design on the main hull also minimizes pitching, providing smoother, faster performance. The T2's outrigger hulls evolved from the original Telstar outrigger hulls, only wider and longer with a 15-to-1 beam-to-length ratio.The semi-circular outrigger hull shapes taper to wave-piercing bow and submersible transom to reduce drag. With a 5' dead-rise from the keel, the outrigger shape also provides excellent lifting force to keep the T2 close to the wind.

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3 Small, Sporty Trimarans

• By Herb McCormick
• Updated: March 5, 2009

When it comes to cruising multihulls, the trimaran often plays second fiddle. The main reason is the sheer popularity and growth of cruising catamarans, thanks in no small part to the charter trade. But trimaran sailors have come up with a rather amusing handle for their beloved vessels: a cat-and-a-half. There’s some truth to the name.

If part of the reason one goes cruising is for a quality sailing experience, it’s hard to beat a well-executed tri. With shallow draft, they can easily poke into the shallows or up on a beach away from the madding crowd. And many midsize trimarans can be folded up and trailered for a cruise to Maine or the Florida Keys. As one tri sailor put it, “It’s sweet to go to windward at 65 miles per hour.”

I had the opportunity to sail a trio of cruising trimarans over a variety of waters and with an array of avid sailors and builders. Interestingly, the respective boats and venues-the Telstar 28 on Chesapeake Bay, the Corsair 31 on Massachusetts’ Buzzards Bay, and the Dragonfly 35 in the U.S. Virgin Islands-seemed especially well suited for one another. All boats are compromises, and trimarans are no different: Unlike cruising cats, which can handle those hefty payloads and multiple staterooms, tris are limited in space and accommodations by the parameters of their layout. But when all was said and done, I came away with a fresh appreciation for the viability of a relatively compact tri as a terrific, even exhilarating, coastal cruiser. Here’s what I discovered.

Telstar 28: Bred on Chesapeake Bay

The result of an exacting evolutionary process, the Telstar 28 is the proud creation of expatriate British multihull designer Tony Smith, who’s been testing and refining his notion of what makes an appealing triple-hulled pocket cruiser for almost four decades. His Chesapeake Bay-based business, Performance Cruising Inc., is very much a family affair, with his wife, kids, and son-in-law all prominently involved.

Smith launched the first incarnation of the Telstar, a 26-footer, in England in the early 1970s, eventually building 300 of them before relocating to this side of the Atlantic. A 1981 fire put the Telstar on hold while Smith shifted his emphasis to producing the Gemini line of cruising cats. But earlier this decade, he brought the trimaran out of mothballs and began to fine-tune his original vision, going through more than half a dozen prototypes before he was satisfied that he had a boat worthy of the marketplace.

For Smith, a hard-core multihull racer in his youth, the tug toward performance has always been strong. But with the Telstar 28, he wanted a boat that would be fun and fast under both sail and power but that could also serve for weeks at a time as a floating home, possessing features and systems that are foolproof and strongly engineered but dead simple to apply. A foldable, trailerable cruising boat sounds good, but it’s much less so if operating it is a chore for the owner.

And so Smith and his son, Neil, went to work, experimenting with rig size, outrigger shapes, and engine horsepower. They fussed with float deployment, steering systems, construction techniques, and numerous ways to raise and lower the mast. The goal was straightforward: a boat that sailed simply and well and that a couple or small family could enjoy. When he had everything just so, Smith made a couple of trips to Florida, by himself, trailering a Telstar. He launched and retrieved the boat, put the mast up and took it down, and went sailing, all alone. Only then was the reincarnated boat ready for prime time.

The revamped Telstar, now 28 feet long, has been in production for several years, and nearly 70 new boats have been built. On a visit last August to the boatyard on the Chesapeake’s Back Creek, Will Hershfeld, Smith’s son-in-law, gave me the tour.

Smith is especially proud of the arrangements for folding and deploying the outriggers and for stepping and striking the deck-stepped spar, both of which a lone sailor can do almost effortlessly in no time flat. The outriggers can be deployed or retracted on the trailer or in the water utilizing an ingenious rotary-pivot joint that reduces the maxed-out 18-foot beam to a mere 8 feet 6 inches in collapsed mode. The mast can be winched up (or lowered) from the cockpit via a set of four A-frames that work in tandem to support the stick during the evolution. Neither the sails nor the boom need to be removed for the mast’s raising or lowering, which maximizes the efficiency of the task.

Somewhat less heralded but also extremely clever is the tiller/outboard connection. With a single pin in place, the tiller and engine operate in tandem for optimum steering control under power. Under sail, the pin can be removed and the engine raised, thus linking the tiller directly to the rudder. The standard engine, incidentally, is a 20-horsepower Honda that scoots the boat along at a tidy 7 to 8 knots. A 50-horsepower Honda that will reportedly deliver 15 knots of boat speed is an option to form a sail/power version of the boat.

Belowdecks, the immediate and biggest surprise is the spaciousness of the central hull, particularly the 6-foot standing headroom. A large head compartment is forward of the saloon, which includes a pair of 6-foot-long settees flanking a folding dinette. With a series of slats in place down the main thoroughfare, one of the settees can be converted to a generous double berth. On either side of the companionway, a small galley with a two-burner stove and a simple navigation area addresses the essentials for dining and piloting.

Thanks to vacuum-bagged infusion for the outrigger assembly and a foam-core laminate in the main hull, the Telstar 28 weighs in at an almost unbelievable 3,000 pounds. The working sail area, augmented by the mainsail’s generous roach, measures 524 square feet. The power-to-weight ratio seemed promising, and I was eager to see how it translated to speed under sail.

The Chesapeake was in a cooperative mood as we powered out of Back Creek and set the main and 150-percent genoa in 12 to 15 knots of true wind. Sailing closehauled at about 30 degrees apparent, the boat slid along respectably at 6 to 7 knots with a well-balanced, fingertip touch to the tiller. We threw in a few tacks, and a couple of things were quickly apparent. First, the combination of formidable side decks along the main hull and fabric trampolines (not nets) between the outriggers made for an extremely dry ride, something I wasn’t expecting. But the 50-horsepower outboard on our test boat was a slight burden, dragging a bit, even when raised, on starboard tack. Our performance spiked when we flipped over to port and the propeller completely cleared the water.

The Telstar really came alive when we set the 400-square-foot screacher off the sprit. At 50 degrees apparent, we bettered 10 knots, and when we fell off to a beam reach, we topped off at a very lively 13.2 knots. A small chop was building on the bay, however, and it definitely slowed us down slightly, as the light boat just didn’t have the inertia to muscle through the wavelets. It’s a small quibble: I was already impressed. This child of the Chesapeake-an ideal cruising ground for this quick, shallow-draft trimaran-had displayed plenty of gumption on its home waters.

Dragonfly 35: A Trade-Wind Rocket

The marvelous Danish-built Dragonfly 35 stands apart from the other pair of trimarans in this roundup on multiple fronts, the most notable of which are size, cost, and accommodations.

In the protected harbor of Great Cruz Bay, in the U.S. Virgin Islands, I met Dr. James Clayton, the proud owner of hull number 11 in the Dragonfly 35 run. Looking for a bit faster ride, with roomier accommodations and better sun protection, Clayton had moved up to the 35-footer from the 33-foot Dragonfly 1000, a boat that he loved and which is no longer in production. The 35 comes in two versions, Touring and Ultimate, the latter, which Clayton owns, boasting a slightly taller carbon-fiber mast with exotic, high-tech Vectran/Technora sails and strong, lightweight standing and running rigging.

Clayton obviously enjoys a boat that performs well, but he also likes creature comforts, and he’s loaded the boat with a variety of options, including an Andersen 46ST electric winch for mainsail hoisting, a watermaker, a three-bladed folding prop (instead of the standard two-bladed version), a diesel heater, and even a bow thruster, which is employed via a “garage door” that lies flush to the hull when not in use.

It seemed odd to choose the high-tech version of the boat and then load it up (and weigh it down) with such a long list of amenities. But Clayton had good reasons for his choices. The bow thruster proves very handy in controlling the fine, light bow in close quarters on windy days, and the heater was welcome during a cruise through Nova Scotia.

The Dragonfly 35 employs the builder’s Swing Wing system to fold the amas, but with a 12-foot-10-inch beam when the outriggers are retracted (down from a graceful, sweeping 26 feet 11 inches in sailing mode), trailering isn’t an option. Still, the folded boat will fit into a standard marina slip.

The accommodation plan doesn’t enjoy the interior volume of a contemporary 35-foot monohull, but it’s a clean, modern design that makes excellent use of the space. There are generous double berths on either end: a V-berth in a dedicated cabin forward, and another double beneath the cockpit. An enclosed head is situated forward of the main cabin, which has 6-foot-4-inch headroom and features a long settee to port, a cozy but handy navigation station at the foot of the companionway, and a lengthwise galley to starboard, with an abundance of counter space and good storage. The Volvo diesel, with saildrive, is located in a dedicated aft compartment.

The deck layout and corresponding sailhandling systems are also extremely well executed. A retractable carbon sprit in a sealed, dedicated tube is just forward of the recessed Facnor headsail-furling gear. Four flexible 9.5-amp Sunware solar panels do a fine job of topping off the house batteries. The single-line reefing system is led aft to the cockpit, an extremely comfortable space with a large bimini overhead and a rounded helmsman’s backrest aft. The traveler is mounted on a central beam just forward of the helmsman, while the double-ended mainsheet is close at hand.

There’s good visibility for the wind and speed instruments mounted over the companionway, and clear sight lines exist to the Raymarine chart plotter mounted on the rear of the coachroof. A portable beam can be removed to provide walk-through access to the transom and the aft deck shower. Finally, each of the amas is equipped with a rear hatch, through which can be stashed a pair of 17-foot sea kayaks. The Dragonfly 35 can most definitely be classified as a sport utility vehicle.

We sailed the boat on a day of moderate easterlies blowing at 12 to 14 knots. Upwind, at roughly 30 degrees apparent, the boat made anywhere from 7.9 to 8.4 knots, and as we eased sheets and bore off, the speed ratcheted up accordingly, to 8.5 to 9 knots. Frankly, I was somewhat disappointed in the sheer speed (Clayton has made more than 18 knots in breeze ranging in the 20s), but as I mentioned, we were carrying a boatload of extras. It was a choppy day, but the Dragonfly was in no way hampered by the seaway. The V-sectioned central hull cleaved nicely through the waves without hobbyhorsing, providing a smooth, purposeful motion and leaving the smallest of wakes. And steering the boat was a real joy, with the Jefa rack-and-pinion steering system offering true fingertip control. I’d love to sail a 35 in big breeze.

Corsair 31CC: Island Cruiser

The final stop on my Magical Trimaran Mystery Tour was Buzzards Bay, Massachusetts, the site of last summer’s annual Corsair Trimaran Nationals. That event was a fun, lively occasion with lots of action on the water and fun off it. No sailors, it seemed, were more excited about their boat than Charles and Hilary Badoian, who were spending the New England summer living aboard and cruising their Corsair 31, Ship o’ Fools.

The Corsair 31, originally designed by Ian Farrier and updated in recent times by Corsair Marine, has been in production now for well over a decade, with nearly 300 of them built. Originally produced in Australia, today they’re built in Vietnam. The 31 has been tweaked considerably from its inception, and it’s now available in four different models: the 31UC (Ultimate Cruiser), the 31AC (Aft Cockpit), the 31CC (Center Cockpit), and the 31-1D (One Design).

The One Design version comes with streamlined accommodations and a carbon-fiber rig with a retractable bowsprit as well as racing sails and modified foils, but it should be noted that every new Corsair 31-all of which now feature rotating masts-can be ordered with carbon rigs and retractable sprits.

The Badoians had been wandering through the Elizabeth Islands, southeastern Massachusetts, and Cape Cod for several months, and while they enjoyed the liveaboard lifestyle, they were also conducting, from their compact underway home, their full-time business as event planners. They’d come to the rendezvous to meet like-minded sailors, compare notes, and enjoy watching the racing from the deck of their own 31CC. Former owners of a Catalina 30, they’d made the switch to multihulls and were certain of one thing: After the easy speed and shoal draft of their trimaran, they weren’t going back.

Their 31-footer was actually an older model, built in 1996, but there are many similarities that have carried on through time. The most important was the basic layout of the center-cockpit version, which still features a V-berth forward, an enclosed head in the central cabin-along with a settee, a small dinette, and a surprisingly workable galley-and a second separate cabin aft, which is ideal for guests or storage.

The deck layout is also conducive to efficient shorthanded sailing, with the traveler and mainsheet well aft, easily within reach of the helmsman yet behind the tiller, making tacking and jibing a hassle-free maneuver. (In the Aft Cockpit version, the traveler is forward of the tiller.) The Badoians also were enamored of the roller-furling boom, another item that’s been passed down the line. Reefing, they said, was a snap.

The couple said they regularly enjoyed boat speeds ranging from 9 to 12 knots on Ship o’ Fools, which isn’t equipped with a bowsprit or a screacher. Unfortunately, on the day I sailed with them, the wind hovered between 5 to 8 knots, with only an occasional puff of around 10 knots. Still, under main and genoa, when it blew 5 knots, we made 5 knots. And when it topped 10 or so, we eased along at an effortless 7.5. In the flat water, steering from well outboard to get a clear view of the telltales, the sensation was almost more akin to flying than to sailing.

Corsair dealer Bob Gleason, whose Massachusetts brokerage firm, The Multihull Source, was hosting the Corsair Nationals, said that newer models far exceed the performance potential of older boats, thanks to a slightly taller rig, the aforementioned standard rotating mast, and the addition of a screacher mounted on a pole that retracts into a tube mounted in the forward cabin.

Gleason said the rotating masts also aid in raising and lowering the spar, as the outboard shrouds aren’t connected to the main hull; a pair of temporary shrouds are used to facilitate the operation. The amas of the Corsair 31 are also easily retracted and deployed via the longstanding Farrier Folding System, which hinges on just four bolts. The boat can be set up or put away by an experienced sailor in about half an hour.

The Badoians at some point may upgrade to a larger trimaran, but for now, they couldn’t be happier with their Corsair 31.

One of my fondest sailing dreams is to someday hop aboard a fast, zippy multihull, skip across the Gulf Stream from Florida to the Bahamas, and spend a long winter poking into every nook and cranny I can find. Without reservation, I’d happily take the Telstar, Dragonfly, or Corsair on such an adventure. That said, my time aboard left me with several observations about each boat.

The Telstar 28 is an extremely well-reasoned boat, but it was also first conceived in the 1970s, and unless you find beauty in utility, the profile is a bit boxy and certainly not as sexy as the other boats in this roundup. But with a price tag well under $100K, especially considering its portability in these days when moorage is at a premium, it’s also a good bargain.

The Dragonfly 35 is the gold standard in this collection, and given its $370K cost, it certainly should be. It’s foldable, yes, but not trailerable, and for some sailors in well-populated locales, finding a place to permanently moor it may be an issue. However, it’s also a solid, superbly crafted vessel that with its systems and potential for extended sailing, will take one anywhere in high style.

The Corsair 31 tilts toward the high-performance end of the spectrum, and for some sailors, it may be a handful. But there are options galore in the four respective versions, and other sailors will relish the competitive opportunities with a vessel that also provides more than reasonable accommodations for coastal forays. It may be the most versatile boat of the three.

In short, when buying any boat, it’s ideal to have choices. And if you’re in the market for a small multihull-no matter what your budget or intended plans-with this segment of midsize trimarans, there’s an excellent selection.

Herb McCormick is a Cruising World editor at large.

LOA 27′ 6″ (8.38 m.) LWL 26′ 3″ (8.00 m.) Beam (amas out/in) 18′ 0″/8′ 6″ (5.49/2.59 m.) Draft (board up/down) 1′ 0″/4′ 3″ (0.30/1.30 m.) Sail Area (100%) 524 sq. ft. (48.7 sq. m.) Displacement 3,000 lb. (1,361 kg.) Water 30 gal. (113.5 l.) Fuel 12 gal. (45.4 l.) Engine Honda 20-hp. outboard (Honda 50-hp. optional) Designer Tony Smith Price $89,500 Performance Cruising (410) 626-2720 www.performancecruising.com

Dragonfly 35 Touring

LOA 35′ 0″ (10.68 m.) LWL 34′ 5″ (10.50 m.) Beam (amas out/in) 26′ 11″/12′ 10″ (8.20/3.90 m.) Draft (board up/down) 1′ 10″/6′ 3″ (0.55/1.90 m.) Sail Area 904 sq. ft. (84 sq. m.) Displacement 8,598 lb. (3,900 kg.) Water 37 gal. (140 l.) Fuel 21.1 gal. (80 l.) Engine Volvo 30-hp. diesel Designers Borge and Jens Quorning Price $370,600/$404,700 Dragonfly Sailboats USA (908) 232-7890 www.trimarans.com

LOA 30′ 10″ (9.40 m.) LWL 30′ 0″ (9.15 m) Beam (amas out/in) 22′ 5″/8′ 2″ (6.84/2.5 m.) Draft (board up/down) 1′ 4″/5′ 6″ (0.41/1.68 m.) Sail Area (100%) 647 sq. ft. (59.9 sq. m.) Displacement 3,850 lb. (1,747 kg.) Water 25 gal. (94 l.) Engine 9.9-hp. outboard Designer Ian Farrier/Corsair Marine Price $151,000

Corsair Marine (619) 585-3005 www.corsairmarine.com

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Telstar Boats for sale

2005 Telstar 28 Trimaran

Naples, Florida

Make Telstar

Model 28 Trimaran

Posted Over 1 Month

2005 Telstar 28 Trimaran "Escape" is a great cruising trimaran with a turn of speed and the ability to get into shallow harbors unavailable to most boats.  It has a 50hp Honda 4-stroke outboard for auxiliary power, full batten main, furling headsail, optional reaching strut, autopilot, GPS, and a custom trailer..  This vessel is in excellent condition and is priced right.  Give us a call to set up an appointment to see this boat today.

2006 Telstar T2 Trailerable Trimaran

Cortez, Florida

Model T2 Trailerable Trimaran

Category Racer Boats

2006 Telstar T2 Trailerable Trimaran New Arrival in our yard on trailer ready for her new owners.  Equipped with low hour twin Mercury 25 hp 4 strokes.  Priced to sell, this 2006 Performance Cruising Telstar 28 sails well in light and heavy winds. With the swing keel and rudder are raised, you can anchor in 2 feet of water--perfect for exploring Florida. The interior has been extensively remodeled with teak cabinets and storage. There is a queen sized bed with memory foam. It is trailerable! It has been stored in the summer under cover to protect it from the sun.She has been primarily used it in the keys and then sailed up to Charlotte Harborfor storage. What a great sail from the keys to Cape Sable, along the everglades, through Marco Island and up through Boca Grande.

1963 Sangermani TELSTAR

Miami, Florida

Make Sangermani

Model TELSTAR

Category Cruiser Boats

1963 Sangermani TELSTAR EnglishWONDERFUL VINTAGE YACHT OF THE HISTORIC SHIPYARD SANGERMANI-HEALTHY BUT TO RECONDITION ItalianoMERAVIGLIOSO YACHT D'EPOCA DELLO STORICA CANTIERE SANGERMANI - SANA MA DA RICONDIZIONARE FranaiseMAGNIFIQUE YACHT VINTAGE DE L'HISTORIQUE CHANTIER SANGERMANI-SAIN, MAIS À LA REMISE EN ÉTAT DeutschWUNDERSCHÖNE VINTAGE YACHT DER HISTORISCHEN WERFT SANGERMANI-GESUND SONDERN ZUR ÜBERHOLUNG EspaolMARAVILLOSO YATE VENDIMIA DEL HISTÓRICO ASTILLERO SANGERMANI-SANO PERO PARA REACONDICIONAMIENTO SANGERMANI-,

2006 Performance Cruising Telstar 28

Key Largo, Florida

Make Performance Cruising

Model Telstar 28

2006 Performance Cruising Telstar 28, It is sad for me to put my beloved boat up for sale. A divorce settlement has caused a need for cash. I have owned this boat now for 5 years. I have sailed it in the Puget Sound and the Straits of Georgia in British Columbia. It was trailered to Florida and for the past few years, I have used in the Keys in winter and sailed it up to Port Charlotte for undercover storage in summer. It was a marvelous sail along the Everglades to Marco Island and on up the Gulf Coast. The interior has been remodeled to make a queen sized bed. It has a galley and head and lots of deck space as it is 18 feet wide when the pontoons are out. It can be easily folded up and put on a trailer.It performs well under sail or motor. $49000.00

2005 Performance Cruising Telstar 28

Sarasota, Florida

2005 Performance Cruising Telstar 28,Telstar 28 folding trimaran. Beachable sailboat. Fast under sail or power. Draft- 10" keel up, 5' keel down. Beam- 8' folded in ( will fit in any dock), 18' open. Specs: Furlex roller furling, 150 genoa, stack pac main, 50 HP Honda, mast lowing system, life lines, retractable keel and rudder, compass, GPS, 2 anchors w/ 25' chain, rail mounted grill, Bimini, trickle solar charger, propane stove w/ tank, dock lines and fenders. Complete package. $45000, 9413763363

2005 PERFORMANCE CRUISING Telstar 28

Green Bay, Wisconsin

Private Seller (608) 516-8544 Photos Photo 7 Photo 9 Photo 3 Photo 4 Photo 5 Photo 6 Close Request Information * Name First Name * Email Telephone (optional) Best Time to Contact Anytime Morning Mid-day Evening Question/Comments (optional) Shop Safely: Protect Your Money. By using this site, you agree to our Terms of Use. Contact Seller 2005 PERFORMANCE CRUISING Telstar 28, This is a turn-key boat, 2005 cruising/performance boat. Put her in the water and sail away. She is absolutely a fun ride. This is a trailerable boat, we trailer out of Green Bay and taken it as far as Spanish, Ontario, Canada. We have been out as long as 17 days, needing only a pump out once per week...no need for battery charging. This boat has been in fresh water since 2010. Stored in-doors in winter. She was sailed for 4 weeks each in 2010, 2011, 20012, 2 weeks in 20013, and 1 week in 2014 - all in fresh water and for 1-2 weeks at a time. The trailer has new brakes in 2010, 4 new tires 2011, two spares, and checked by an ASA professional every year. Motor has been properly winterized with new engine oil, filter, gear lube, and spark plugs every spring. Also flushed with engine attachment flush adapter (included) every fall.Cabin has been modified for 2 person cruising but can be returned to original design easily.We have sailed for a week with 4 people on-board by putting up a 2 person tent in the ama...really! We have day-sailed with 8 people on board.We always have an anchorage no matter how crowded the anchorage may be because we only need 2 feet of water, even when using the motor to maneuver.There is over $4,000.00 worth of extras on this boat, all less that 4 years old.We are asking $63,000.00. Make an offer. We may deliver based on location, the boat is currently in Green Bay, Wisconsin. $63000, 6085168544 Be sure: Get a boat history report|Finance this boat|Get an insurance quote|

1981 Telstar 26 [8M] Folding Trimaran ****SOLD September 2014

Tacoma, Washington

1981 Telstar 26 [8M] Folding Trimaran 26 ft folding Trimaran designed and built by Tony Smith who now builds the Gemini 34 / 105 Catamaran and the Telstar 28 T2 folding tri. This one is Hull #254 - one of the last few built in the USAMuch roomier than the Farrier tris end the newer model Telstar and solid decks are very convenient for dinghies, dock boxes or just lounging around -- Makes it the most spacious trailerable boat ever... I have both sailed and motored at over 9 knots! Motor steers with the rudder to make this tri turn sharp in a marina. This boat is totally solid and everything works. Pressure water. Propane 2 burner stove. Enclosed head with 5 gal holding tank. Much roomier than the Farrier tris and soldi decks are very convenient.Must be folded after it gets on the trailer with a sub frame to get the boat up high so the folding clears the fenders, but the boat can be launched without getting car wet.Has bathroom, stove, sink with water pressure, and water capacity of 10Gtowing weight 6K Full set of 5 sails. including genoa, storm jib and spinnaker, and roller furling genoa. Autohelm tiller autopilot. 2 depth sounders. Compass. Must be folded after it gets on the trailer which has an amazingly engineered sub frame to get the boat up high so the folding amas [side hulls] clear the fenders, but the boat can be launched without getting car wet in 45 min and mast put up in 15 min more. This has been our personal boat. We have cruised in Desolation sound and Barclay Sound, on both sides of Vancouver Is. as the trailer trip between the two is only 30 miles!Comes with Honda 9.9 4-stroke.But for $3000 more I can swap out the Honda 9.9 for a still under warranty 2013 Mercury 30 EFI is sweet on beefier motor mount and is only 157# - a few more than Honda 9.9 that came with it and the new mount system is easier to lift than the stock system with the Honda 9.9. Because it is EFI [electronic fuel injection like all cars have been for last 30 years]. It is much more fuel efficient and you never need to worry about ethanol gumming up your carb[s]. Price reduced 4/26/14 For additional information, reply to this ad or see: http://www.vflyer.com/home/crlk?id=235000240&ps=16 vFlyer ID: 235000240

1985 Hans Christian 38T

Gig Harbor, Washington

Make Hans Christian

Category Cutter

Posted 1 Week Ago

The seller, a professional Captain, is willing to offer comprehensive training on the boat's systems and sailing techniques. All records have been kept with the boat and all systems are in working order. The boat bottom was peeled and had four coats of WEST Epoxy and Petit Barrier coat applied 8 years ago (Zero Blisters). New Dodger, new hatch, and helm covers. New four deep cycle battery bank was replaced this year along with an extra set of sails in good to excellent condition. Also comes with a new Italian-made sea drogue worth over $2,800. There are a few small jobs still left for the new owner like refreshing the cap-rail (bright work) and a little touch-up paint on the bowsprit. Once on board, you'll feel how solid this boat really is!! Stock #387943 TIMELESS ELEGANCE AND STYLE ARE ON FULL DISPLAY WITH THE SOLID BUILT 1985 HANS CHRISTIAN 38T BLUE WATER CUTTER Welcome aboard this spectacular 1985 Hans Christian 38T, fully equipped for cruising and more. Crafted by Harwood Ives and custom-built by Hans Christian Yachts, this classic vessel embodies the essence of sailing on the high seas. This 38-foot fiberglass hull beauty is a heavy displacement, double-ended cutter rig designed specifically for blue water adventures but makes for a fantastic liveaboard as well. This unique sailboat with a clipper bow and a long bowsprit, gives her a unique head-turning appearance. The solid reputation of the Hans Christian has a devoted owner base, this vessel stands out for its superior build quality and timeless design. Her stunning interior is a testament to the exquisite craftsmanship and is filled with beautiful Burmese Teak cabinets, cupboards, and drawers. Featuring two cabins and a quarter sea berth along with a spacious enclosed head that includes a private fully tiled shower. Navigate the entire cabin with a wide center aisle and for your taller crew, you'll enjoy 6 foot 6 inches of headroom. A large 'Butterfly Hatch' brings in the light above the U-shaped dinette settee just opposite a comfortable couch style settee to stretch out and relax. You'll enjoy the gourmet U-shaped galley boasting genuine marble countertops with ample room for meal prep, a fully functional propane 3 burner cooktop, oven, and topside fridge/freezer surrounded by those teak cupboards, cabinets, and drawers. A quote from the Seller, an experienced Captain in his own right - "Personally, I am most impressed with all of the self-tailing bronze winches that are placed all over the boat. I've never seen a boat with so much bronze jewelry. not even on another Hans. I can imagine what those winches alone much have cost when they were installed. As you probably know self-tailing winches are already ridiculously expensive but to have them in bronze is quite the unicorn. This true 'Blue Water Boat' is built like a tank and laden with teak and bronze jewelry!" The Hans Christian's Telstar keel with clipper bow and duel roller furling head sails make her a dream boat for liveaboards and seasoned sailors alike. This vessel is outfitted with modern amenities, including a Raytheon Auto Helm, Monitor Wind Vane, Magnum inverter, and solar panels (extra working panels included). The recent upgrades, such as fresh bottom paint and a new dodger, ensure optimal performance and comfort. Other great features include an electric windlass, microwave, diesel cabin heater, cruising sea drogue, spinnaker and an extra set of sails. This boat with the traditional V-berth fore-peak, could not be more of a dream boat for the liveaboard or the saltiest of hard-core cruising sailors. Don't miss the opportunity to own a piece of sailing history - with reportedly only 5 of these unique vessels built in 1985. The perfect boat for exploring the Puget Sound or completing that dream of cruising the World! Reason for selling is extra inventory.

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• Sailboat Guide

Telstar 8M is a 26 ′ 2 ″ / 8 m trimaran sailboat designed by Tony Smith and built by Sandwich Yacht (UK) between 1970 and 1981.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

The TELSTAR was designed and built by Tony Smith in Britain from the early 70’s through about 1980. The UK TELSTAR production was somewhere around 200 boats - first there was the TELSTAR 26 and around 1977 the TELSTAR 8m, which featured a fatter/roomier main hull. There was also a TELSTAR 35 and a version of the 8m which had outer hulls which pulled in close to the main hull while the boat was in the water, but few were built. Tony emigrated to the US and set up Performance Cruising in Maryland. There may have been 10 TELSTARS built in the US in late 1980 to mid-1981 (serial numbers 250 through 259 or 260). The factory burned down in mid-1981, and all molds were lost (Tony started building the GEMINI catamarans after the fire).

Type Year Hull #s LOA Sail Area Weight Comments

Prototype 1970 001 26’ 298 ? Entered Crystal Trophy

MK 1 1970-1975 002 - 080 26’ 340 3500 Std boat. In production 3 years.

MK 2 1976-1977 083 - 171 26’ 300 2800 Floats lengthened?

Marina Version 1978-1979 009 & 187 ? ? ? Folding amas.

Mk 3 1978-1979 172 - ? 8m ? ? Enclosed c/b trunk. Wider center hull.

8 meter (Std) 1978-1980 172-216 8m ? ? Standard 8meter. Heavier than later versions.

8 meterE 1980 184 + 8m 285/320 ? Economy lightweight. Tall rig (34’)

8 meter/Std 1981 250-260 8m ? ? Standard boat produced in USA.

T 36 1978 T35 (1 - 8) 35’ 470 11000

A new TELSTAR 26 is now available from:

Performance Cruising Inc. 7364 Edgewood Road Annapolis,Maryland 21403 410.626.2720 www.geminicatamarans.com

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• About Sailboat Guide

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Our Telstar II Trimaran

Why a telstar.

Our search for the ideal boat came to a conclusion with our new Telstar II trimaran by Performance Cruising . It started with a desire to have a sailboat that was large enough to permit us to stay aboard for a weekend or longer. Sailing our WindRider 17 was a blast, but there was no place to "go indoors" to rest or escape the weather (sun or rain). We learned a lot sailing her, but at the end of the day, we always had to break her down for trailing and head for home (or a hotel). If only we could stay aboard, both our sailing weekends and our sailing range could be extended.

I wanted a boat that could be trailered; that way we could expand our sailing grounds. My preference was for a used boat (for economic reasons, and because I wasn't convinced our first choice would be the right one). Other considerations included the ability to singlehand the boat and seaworthiness in the Great Lakes. From an esthetic point of view, I leaned toward the traditional "salty" look. I did, however, appreciate the speed of our little Windrider trimaran --it was just plain fun!

Kathy was more concerned about not feeling claustrophobic onboard. She also wasn't terribly fond of the heeling motion of monohulls, a fear I hoped she might overcome with experience. Kathy also placed more emphasis on "creature comforts", particularly the placement of the head and the galley accommodations.

Our first shopping experience was the 2008 Strictly Sail show in Chicago. We braved the cold and snow and took the Amtrak train to the Windy City for an extended weekend. One-by-one, Kathy eliminated the smaller boats. The 18-21 foot boats I had scheduled us to see were just too small for her comfort level. Later that Spring, Rob from the Great Lakes Sailboat Company spent a couple days introducing us to the Com-Pac 23 IV sloop and the smaller, but still lovely, Com-Pac Horizon Cat. We spent a lot of time sitting below decks, assessing the comfort factor. Ultimately, Kathy still felt uncomfortable. I was starting to get a little nervous, because these boats represented the upper limits of trailerability.

We had researched the trailerable trimarans, but the prices really put them out of my comfort range. They looked like fun, but most were designed primarily for racing, not cruising. The Telstar was the exception. Dan, of Adrift at Sea , a blog detailing his adventures with his Telstar, Pretty Gee, proved to be an invaluable source of information on the Telstar and its comparison to other trimarans. Unfortunately, it was difficult to view a Telstar in the Great Lakes region, but late in the summer, a used one was advertised in Chicago. It had been moved there from the East coast. We drove down and spent a couple hours crawling around the boat and sitting below decks. Finally, a boat Kathy found comfortable! I think the standing headroom below probably helped a lot. That particular boat had a racing rig, which I didn't really want, but we had confirmed the boat was a fit for both of us.

Will demonstrates the folding amas on the Telstar at the Annapolis Sailboat Show

The Annapolis Sailboat Show provided the big opportunity to study both the boat and its manufacturer, Performance Cruising. I was impressed by both. Will Hershfeld was particularly helpful with his patience and thorough understanding of the boat. Several current owners of Telstars also stopped by and added their own helpful comments, including Dan, whom I had previously known only via the Web. Rob, who traveled to the show with me, provided invaluable assistance asking the questions I didn't know enough to ask and guiding me through the buying experience. By the last day of the show, I was sold, and left a down payment before heading out of town.

Getting the boat home

The boat was built over the winter, and, before we knew it, it was time to travel to Annapolis to pick it up. In preparation for the trip, I ordered a set of McKesh Mirrors from Hensley Mfg., Inc. and picked up a license plate for the trailer at the local Secretary of State office. I also had Performance Cruising order an Equal-i-zer Hitch to make trailing a bit safer; I figured anything I could do to help my 2000 Toyota Tundra handle this big load would be worth it. The equalizer hitch paid for itself by the time we got out of Maryland, just by helping us deal with strong gusting sidewinds.

A blustery test sail on the Chesapeake Bay

Rob joined us in Annapolis for the commissioning and test sail. He was a big help driving home. Will did a thorough job of going over all the onboard systems and directing us in practicing raising and lowering the mast. The rainy weather broke long enough for an exhilerating test sail on the Chesapeake aboard one of their demo boats, with winds in the 20 knot range, gusting to 30. At least we had an appreciation for how the boat handled in those conditions. My biggest challenge was learning to steer with a tiller, a new experience for me. For some reason, my mind wanted to direct my hand in the wrong direction.

Arriving home in the wee hours of the morning, we squeezed the boat up our neighbor's driveway and got it turned around. There was no way it was going to fit in our drive. This would be her temporary home while we prepared her for launching. Preparation included getting familiar with all her systems, cleaning and waxing the hull and changing out the anchor light with an LED replacement.

Our new Telstar behind the Toyota Tundra

Buen Tiempo under sail in Lake Michigan, July 2010

International Telstar Owners Association

Owners and fans of Telstar Trimarans designed by Tony Smith

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• Board index Public Forums Telstar 26's and 8M's

Thinking of buying a Teltar 26 - some help please

Post by JohnWorkman » Tue Oct 07, 2014 4:00 pm

Re: Thinking of buying a Teltar 26 - some help please

Post by Ron » Tue Oct 07, 2014 5:30 pm

Post by theshipscat » Wed Oct 08, 2014 10:13 pm

Post by Hull52 » Thu Oct 09, 2014 1:39 am

Post by Stormy Petrel » Thu Nov 06, 2014 9:09 pm

Post by Ferret » Fri Jun 05, 2015 1:35 pm

Post by JohnWorkman » Thu Sep 10, 2015 11:20 am

Post by JohnWorkman » Wed Sep 16, 2015 3:15 pm

Ferret wrote: Did you ever buy your tri? May have a solution if you have not committed. Let me know... Over to you, Tri owner.

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