The Catalina 545 Sailboat
Specs & Key Performance Indicators

Published Specification for the Catalina 545 Sailboat

Keel & Rudder Configuration: L-shaped keel with bulb, single spade rudder
Hull Material: Glass-reinforced polyester (GRP)
Length Overall*: 56’2” (17.12 m)
Waterline Length*: 50’6” (15.39 m)
Beam*: 15’6” (4.72 m)
Draft*: 6’4” (1.91 m)
Rig Type: Solent-rigged sloop
Displacement*: 36,000 lb (16,330 kg)
Ballast*: 14,000 lb (6,350 kg)
Sail Area*: 1,350 ft² (125.4 m²)
Water Tank Capacity: 757 litres (200 US gallons)
Fuel Tank Capacity: 530 litres (140 US gallons)
Hull Speed: 9.3 knots
Designer: Gerry Douglas
Builder: Catalina Yachts
Year First Built: 2019
Year Last Built: Still in production as of June 2025
Number Built: Not known

* Used to derive the design ratios referred to later in this article - here's how they're calculated...

Options & Alternatives

Interior Layouts: The 545 generally features a spacious three-cabin, two-head layout, but other interior configurations were offered, including different cabin arrangements and optional features like a walk-in closet, study cabin, or additional sleeping berths.

Sail Areas & Rig Dimensions

Sail Areas & Rig Dimensions

Sail Areas

• Mainsail Area: Approximately 76.2 m² (820 ft²).135% 
• Genoa Area: Approximately 77.6 m² (836 ft²).
• Total Estimated Sail Area (Main and 135% Genoa): 153.8 m² (1,656 ft²)

Rig Dimensions

• I (Foretriangle Height): 20.3 m (66'7")
• J (Foretriangle Base): 6.35 m (20'10")
• P (Mainsail Luff Length): 19.35 m (63'6")
• E (Mainsail Foot Length): 6.63 m (219")

Published Design Ratios
The Key Performance Indicators (KPIs)

The key design ratios for the Catalina 545 are:

• Sail Area/Displacement Ratio: 19.8
• Ballast/Displacement Ratio: 38.9
• Displacement/Length Ratio: 124.9
• Comfort Ratio: 27.5
• Capsize Screening Ratio: 1.9

Theoretical Sailing Characteristics

These design ratios offer insights into the Catalina 545's theoretical sailing performance:

Sail Area/Displacement Ratio (SA/D): 19.8
This ratio is a good indicator of a boat's power-to-weight. A SA/D of 19.8 suggests a reasonably high-performance cruiser. It indicates that the boat has ample sail area relative to its displacement, meaning it should perform well in light to moderate winds and accelerate effectively. It's likely to be quite responsive and relatively quick in most conditions, offering good upwind performance. However, a higher SA/D can sometimes imply a more tender boat that requires more active sail handling in stronger winds to prevent excessive heeling.

Ballast/Displacement Ratio (B/D): 38.9%
This ratio represents the percentage of the boat's total displacement that is dedicated to ballast, which provides stability and resistance to heeling. A B/D of 38.9% is a good, solid number for a cruising boat, indicating that it will be quite stiff and capable of standing up to its sails in a breeze. This contributes to a more comfortable ride and better performance to windward by resisting excessive heel. While a higher percentage generally means more stability, the location of the ballast (e.g., deep fin keel vs. internal ballast) also significantly impacts actual stability, which this ratio doesn't account for.

Displacement/Length Ratio (D/L): 124.9
The D/L ratio classifies a boat's "heaviness" relative to its waterline length. A D/L of 124.9 places this sailboat in the "light" displacement category (typically 90 to 180). This suggests a boat designed for speed and efficiency, particularly in lighter airs where wetted surface drag is a major factor. Light displacement boats tend to have higher potential speeds and can be more exhilarating to sail. However, the trade-off for light displacement can be a quicker, less comfortable motion in a seaway and potentially less capacity for carrying heavy loads like extensive cruising gear or provisions, making them more sensitive to overloading. Some ultralight displacement boats (under 90) can even plane in certain conditions.

Comfort Ratio (CR): 27.5
Ted Brewer's Comfort Ratio attempts to quantify how comfortable a boat's motion will be in a seaway. A CR of 27.5 generally places this boat in the "coastal cruiser" range (20-30). This suggests a boat with moderate stability and motion, capable of handling varying sea conditions comfortably for coastal sailing. While it might be fine for some offshore passages, it's not in the "heavy bluewater cruiser" category (30-40+) that prioritizes motion comfort above all else. This aligns with the light displacement, suggesting a quicker motion than a heavier, more traditional cruiser.

Capsize Screening Ratio (CSR): 1.9
The Capsize Screening Ratio (also known as the Capsize Screening Formula, CSF) is a very simple measure of a boat's theoretical resistance to capsize, particularly when beam-on to large waves. A CSR of 1.9 is below the common threshold of 2.0, which is generally considered satisfactory for offshore sailing. This indicates a good degree of initial stability and a lower theoretical susceptibility to capsize in very rough conditions. It was developed in response to events like the 1979 Fastnet Race to identify boats less prone to inversion.

In summary, based on these ratios, the sailboat is a Light to Moderate Displacement Performance Cruiser. It has a good power-to-weight ratio (SA/D) for lively performance in various conditions, supported by a solid ballast ratio that provides good stiffness and resistance to heel. Its light displacement (D/L) contributes to speed potential, but its Comfort Ratio suggests a quicker motion at sea, more typical of coastal or performance-oriented cruising rather than heavy offshore passage-making. The low Capsize Screening Ratio provides a theoretical indication of good stability against capsize.

This boat would likely be enjoyable for those who prioritize lively sailing performance and responsiveness, perhaps for coastal cruising, regattas, or faster passages where comfort in the very roughest conditions is not the absolute top priority.

But the Design Ratios are Not the Whole Story...

While design ratios provide valuable insights, they have several significant limitations in fully defining a sailboat's sailing characteristics:

• Oversimplification: Ratios are single numbers derived from a few key dimensions. They cannot capture the complex interplay of hundreds of design variables, such as hull shape, keel and rudder foil sections, mast section, keel placement, wetted surface area, center of effort, center of lateral resistance, and various other hydrodynamic and aerodynamic factors. Two boats with identical ratios can sail very differently due to subtle variations in these uncaptured details.

• Static vs. Dynamic Performance: Ratios are static calculations. They don't account for dynamic performance characteristics like how a boat accelerates, its responsiveness to helm, its ability to point high into the wind, its performance in waves, or its behavior in gusty conditions. For instance, a boat with a good SA/D might perform poorly if its keel and rudder design create excessive drag or if its sail plan is inefficiently shaped.

• Sail Plan Nuances: The Sail Area/Displacement Ratio, while useful, often uses a "total sail area" figure that combines the main and a large genoa. It doesn't differentiate between the effectiveness of different sail plans (e.g., fractional vs. masthead, cutter vs. sloop) or the impact of sail shape, trim, or material on actual performance. A modern, efficiently designed rig with high-performance sails can outperform an older, larger sail plan with the same SA/D ratio.

• Environmental Factors: Ratios do not account for real-world environmental variables such as sea state, wind shifts, current, or water depth, all of which significantly impact a boat's performance and comfort. A boat that appears comfortable by its MCR might still be uncomfortable in very short, steep seas.

• Crew Skill and Experience: The performance of any sailboat is heavily influenced by the skill and experience of its crew. An expert sailor can make a theoretically "slower" boat perform remarkably well, while an inexperienced crew might struggle to extract the full potential from a highly optimized design.

• Intended Use and Compromises: Designers make compromises based on a boat's intended use. A racer prioritizes speed and pointing ability, often at the expense of comfort and interior volume. A cruiser prioritizes comfort, stability, and load-carrying, potentially sacrificing some ultimate speed. Ratios don't explicitly reveal these design trade-offs. For example, a high D/L ratio for comfort in a cruiser might mean it's slower in light air than a lighter displacement boat.

• Measurement Standards and Definitions: Different designers or publications might use slightly different definitions or measurement points for calculating these ratios, leading to minor inconsistencies. For example, "total sail area" can be calculated with varying genoa sizes (100%, 135%, 150%).

• Focus on Specific Aspects: Each ratio highlights a very specific aspect of performance. For instance, the Capsize Screening Formula is a simplified measure of initial stability against capsize but does not predict ultimate stability or how a boat recovers from a knockdown. The Motion Comfort Ratio is about resistance to motion, but not necessarily how "dry" a boat will be or how well it will track.

In conclusion, while design ratios serve as valuable comparative tools and provide a quick snapshot of a sailboat's general characteristics, they should always be interpreted as a starting point. A comprehensive understanding of a sailboat's sailing characteristics requires looking beyond these numbers to detailed design specifications, independent reviews, performance data from sea trials, and, ideally, firsthand experience on the water.

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