Design and Construction
The O'Day 28 has a moderate-displacement hull, a fin keel, and an internally mounted spade rudder. Its fiberglass hull and deck have cored areas typical of the era, and the deck carries a raked stem and slightly reverse transom. Early boats were available with a centerboard; this was later replaced by a shoal-draft fixed-keel option. A deep-keel and tall-rig combination was also offered for sailors who wanted more bite to windward.
Steering is by wheel. Displacement is 7,300 pounds, including 2,350 pounds of lead ballast, while beam is 10 feet 3 inches. The ballast-to-displacement ratio is near 32 percent, giving the boat the stiffness owners value without making the boat tender.
Rig, Performance, and Handling
The masthead-sloop rig keeps loads predictable and sailhandling straightforward. The sail-area-to-displacement ratio is around the mid-teens, and the displacement-length ratio is near 270. When pressed, the boat settles into a comfortable groove around its 6.4-knot hull speed. Typical PHRF bases cluster around 198–204, depending on keel and rig.
Owners regularly describe the 28 as forgiving, stiff enough for coastal slop, and happiest on weekend passages where predictability matters more than raw pace. Its moderate fin keel and internally mounted spade rudder also make it manageable in close quarters.
Cockpit and Accommodations
The O'Day 28 makes a strong case for its length below. The beamy saloon is spacious for a boat of this size, and the layout includes an enclosed head and practical galley. A generous V-berth and proper quarter berth provide sleeping space. Headroom on many examples is respectably close to six feet, allowing a cruising couple or small family to move around without constantly ducking.
The cockpit is deep and secure without feeling cramped. Wide side decks and sensible handholds make moving forward in a seaway a calm affair rather than a balancing act.
Systems and Propulsion
Systems access is better than average for the vintage, including access to the engine, steering, bilge, and electrical equipment. That makes routine servicing—and larger jobs such as a repower—less of an ordeal than on many boats of the same age.
Power was usually provided by a small Universal diesel of around 11–12 hp. Some boats left the factory with original OMC gas saildrives, which are widely regarded as noisy, thirsty, and expensive to support. Many buyers therefore prefer examples repowered with a small Yanmar or Universal inboard, reflecting both the market’s verdict on the original gas saildrive and the relative ease of fitting a calmer, simpler drive.
Known Issues
Chainplate and stanchion leaks can wet the bulkheads and local deck core if the hardware hasn’t been rebedded on schedule. The forward chainplates, in particular, deserve a careful look. As with many 1980s boats with cored decks, through-bolt penetrations, portlights, and mast partners can also leak. If neglected, these leaks may eventually require core repairs.
Rudder moisture and play in the bearings or stock aren’t endemic, but they’re worth checking. Boats that retain the original OMC gas saildrive also carry the drawbacks of its noise, fuel consumption, and support costs.
The Verdict
The O'Day 28 is a sensible, well-mannered coastal cruiser that trades raw speed for predictability and livable volume. It isn’t a rocket, but its forgiving nature, useful accommodations, and straightforward systems make it a sound choice for a family stepping up to a 28-foot keelboat.
Pros
- Forgiving, stiff handling suited to weekend coastal passages
- Beamy saloon, enclosed head, practical galley, and near-six-foot headroom
- Better-than-average access to the engine, steering, bilge, and electrical systems
- Several keel and rig options, including a centerboard and a deep-keel/tall-rig combination
Cons
- Original OMC gas saildrives are noisy, thirsty, and costly to support
- Chainplate, stanchion, and cored-deck leaks require disciplined rebedding
- Modest sail-area-to-displacement ratio limits light-air acceleration
