Montgomery Marine built nearly 500 before delivering the last Jerry Montgomery-built hull in 1994. The molds were then sold, and Bob Eeg of Nor’Sea Yachts eventually began producing both models under the Montgomery Boats name, which continues today.
Design and Construction
The Montgomery 17 is a purposeful pocket cruiser rather than a scaled-down racer. Short overhangs, a spoon bow, fine entry, and simulated lapstrake topsides give her balanced proportions and a beautifully functional aesthetic.
The solid-fiberglass hull is stiffened by the difficult-to-mold strakes, which also act as miniature spray rails—a clever combination of structure and seakeeping in a 17-foot hull. To reduce cabin and deck weight, end-grain balsa core was specified, a material that later owners would need to watch carefully.
The keel-centerboard arrangement uses a keel-contained pendant and a full-length bearing for the board. Both the ferrous and later fiberglass centerboards were shaped for maximum lift. A deep, slender, vertically retractable wooden rudder completes the underbody.
Glasswork on the tested boat was excellent, with only minor gelcoat crazing around corners and stressed fittings. Owners also broadly reported solid construction, with no oil-canning or delamination.
Rig, Performance, and Handling
The Montgomery 17 carries a masthead Marconi sloop rig supported by six shrouds, a headstay, and a backstay. Sail area is 154 square feet on a 100% foretriangle, giving a sail-area-to-displacement ratio of 18.4. The standard rig requires 25 feet 6 inches of bridge clearance, although a few boats were built with a 21-inch taller mast.
Owners describe the M17 as solid, stiff, stable, predictable, and fast as the wind builds. Weather helm isn’t excessive. The boat tends to “shoulder in” until overpowered, then rounds up safely.
Like most masthead sloops, she needs the right headsail to make good progress to weather. With decent sails, however, she points well for a shoal-draft mini-cruiser. All owners said she was easy to heave-to and reef, with most putting in the first reef at around 15 knots. A few sailed her in 30-knot winds and felt the boat could take far more than the crew.
The Montgomery 17 has an average PHRF rating of 294 and a hull speed of 5.3 knots. Several owners considered her the fastest cruising boat of her size apart from the newer, Montgomery-designed Sage 17.
Accommodations and Cockpit
The original interior had a V-berth divided by the mast post. It measures 6 feet 7 inches along the centerline, 5 feet 11 inches wide at the head, and 6 inches wide at the foot, with 29 inches of headroom under the trunk. A very narrow quarter berth to starboard and a tiny galley to port completed the layout, while the head was tucked beneath the starboard section of the V-berth.
In 1978, a revised interior replaced the galley with a full-length port quarter berth/settee. In 1987, that berth was shortened to 5 feet to make room for a larger cockpit locker. The starboard settee berth is 6 feet 6 inches long and tapers from 15 to 19 inches wide, with 36 inches of headroom.
Overall cabin headroom is 4 feet 3½ inches. The sliding companionway is a generous 32 inches wide, but the hatch travels only 10 inches before it meets the mast step.
The self-bailing cockpit is deep and has high backrests. It measures 5 feet 3 inches wide forward and 4 feet 1 inch aft, with seats 6 feet 7 inches long. Two drained seat hatches can be secured for sea. A wet locker added aft in 1981 improved drainage.
Trailering, Auxiliary Power, and Production Changes
Trailerability is central to Montgomery 17 ownership. The test boat and trailer measured 22 feet 6 inches overall. With the mast stowed, the rig stood 8 feet 6 inches above the road at the bow pulpit and 9 feet 8 inches at the stern on the factory carrier.
Most owners use a long-shaft, 4- or 5-horsepower four-stroke outboard. Later boats received a retractable outboard mount.
Several production changes are worth noting. Teak replaced the perforated-aluminum toerails in 1984. In 1987, a lighter fiberglass centerboard with a lead core, lead-encapsulated ballast, and an increase in total ballast from 550 to 600 pounds addressed the rust problems at their source. These upgrades are worth seeking.
Known Issues
The main vulnerabilities on a used Montgomery 17 are concentrated in the keel and balsa core. A few owners reported the usual portlight leaks, saturated balsa core, and gelcoat fading associated with vintage fiberglass.
More common and serious were rusting cast-iron centerboards in older boats, which could bind inside the keel. Most affected owners removed the boards, then sandblasted, faired, and epoxied them.
More serious still is rust expansion in the iron or steel ballast sealed inside the keel. As the metal expands, it can make the keel bulge and lock the centerboard in place. Correcting the problem requires extensive fiberglass surgery: the iron or steel must be removed and replaced with lead, after which the keel must be reshaped and re-glassed.
The Verdict
The Montgomery 17 is a thoughtfully detailed pocket cruiser. Lyle Hess’s lines and the practical keel-centerboard arrangement have helped keep her in continuous production for decades. She rewards a careful buyer who understands the weaknesses of ferrous ballast and balsa core, while offering stiffness, seaworthiness, and trailering ease that punch well above her 17-foot length.
Pros
- Stiff, stable, and fast for a shoal-draft mini-cruiser
- Easy to reef and heave-to
- Easily trailerable keel-centerboard layout with 21-inch retracted draft
- Excellent glasswork and sturdy rigging, according to owners and testers
- Continuous production and strong owner-community support
Cons
- Encapsulated ferrous ballast can rust, swell the keel, and seize the centerboard
- Vintage examples may suffer from saturated balsa core and portlight leaks
- Companionway hatch travels only 10 inches before reaching the mast step
- Early cast-iron centerboards are prone to rust and binding unless refitted
