Did factory stop building the R21-EC?

[Seaquel]

Barry,

Rather than measuring individual components, I would suggest that the total sum of a Ranger Tug is bigger than the individual parts, and that is what makes both R27 models outstanding designs – but also different in a more fundamental way. My initial comments were in response to the question of choices being offered by Ranger Tug. Happily, you and I are both equally thrilled with our respective boats, different as they are. I'm not trying to convince you that you would have preferred the R27 "Classic", and you won't convince me that I should change to the new RT27 OB, even though I acknowledge there are some things I really like, such as the reversible dinette seat with opening aft window to become part of the cockpit seating. Brilliant! But other aspects of the new model, such as gas vs. diesel and subsequently lacking a full swim platform for carrying a dinghy or taking space from the salon to enlarge the V-birth are not to my liking. So the point is not that one is “better” than the other: rather they are different and appeal to different missions.

I’m guessing we use our boats differently. If I were using my boat more for day use, fishing, or hopping from marina to marina and/or regularly traveling longer distances in a day, then I may share your preference for the R27 OB. However, I never use my boat for just a single day trip. I boat relatively close (San Juan’s) to where I launch (Anacortes) so speed is not critical, although my WOT of 20+ knots is faster than I need (but still fast enough to get ahead of most weather in a pinch). In my recent retirement I have come to appreciate what sailors have long known, that cruising is about the journey, not the destination. I find that the slower I go (within reason), the more relaxed I become. My previous gas-powered Sea Ray achieved a top speed close to 40mph on full plane, and I found too frequently this resulted in “white knuckle” driving, not daring to take my eyes off the water lest I risk hitting logs and other dead-heads (or unexpected boat wake). Besides, if I’m just cruising from a mooring buoy at Prevost Harbor on Stuart Island to dropping anchor at Echo Bay off Sucia Island, I can cover the 14 nautical miles in just one hour (@ easy cruise speed of 14K); and two hours if I take my time (@ 7K cruise) while eating lunch underway, taking pictures, etc. (I could also push the throttle and cover this distance in less than 45 minutes, but what’s the hurry?)

Also, the higher output alternator of our inboard diesel allows for adequate charging to our house batteries on relatively short trips, i.e., from Stuart to Sucia, so we can stay on anchor for a few days. And the larger fresh water tank (50 gal vs. 40 gal) also extends cruising capability. We once cruised two weeks in the Canadian Gulf Islands on a single tank of fresh water (barely)! All of this adds up to more limitless cruising “off the grid”, which is why/where we boat.

Further, if I decide to alter my course and take a hike to the lighthouse on Patos Island on my way to Sucia, I can drop anchor and deploy my dinghy and take a crew of four to shore with little effort, since our dinghy is mounted on the full swim platform on Weaver Davits and can be deployed in less than 60 seconds. In fact, by traveling more slowly, I frequently find myself making unexpected stops, dropping the dinghy, and exploring a cove or beach or a hike that was not the day’s final destination. On our way to Comox last summer for the Desolation Sound cruise, two of our highlights were un-planned visits that only happened because of how relatively effortless it is to anchor and deploy our dinghy: one was a lunch stop at Ruxton Island to search tide pools among a spectacular crushed seashell beach; the other was a stop at Sandy Island just south of Comox to explore amazing expansive sandy beaches. While other Ranger Tugs sped past us in a hurry to reach Comox, we discovered a unique beach littered with thousands of Sand Dollars. These spontaneous side-trips would never occur if I could not deploy my dinghy quickly and easily, something that is not compatible with outboard power. (This does require getting comfortable with anchoring, which comes with spending more time overnight away from marinas.)

Another benefit of the full swim platform is additional “deck” space when anchored. We use the swim step for many things just like one would use a backyard deck. In fact, the first thing I do once I’m anchored is to lower the dinghy, not necessarily to use it (I also stow a kayak and SUP board on the racks above the cabin), but because the dinghy, resting in the water (but attached to the swim step) further extends my “deck”. I can place kayak paddles there, assemble crab pots without occupying the cockpit space; and our dog likes to lie in the dinghy on a hot day. When we deploy both the kayak and SUP board the dinghy serves as a sort of extended “dock” from which we launch with room and ease. And on anchor for a few days, I can then use the dinghy for pulling crab pots without moving my tug. Trying to pull up crab pots from a kayak may not end well! 😉

And those stainless steel railings surrounding the cockpit area? Keeping them clean is a minor task relative to the utility that they provide us, including complete flexibility on where to best position the barbeque, a cutting table, outboard for the dinghy, plus unlimited bungee attachment points for securing folding chairs underway and attaching canvas screening on those really hot, bright sunny days when a bit more shade is desired than can be provided by the bimini. And of course the railings provide convenient hand-holds everywhere, including additional tie-off points for my kayak/SUP board.

With the season changing from Summer to Fall, we will continue to cruise and anchor out, relying increasingly on our diesel heater to keep cozy and comfortable in our floating cabin. I also prefer the seamless single-source design of using diesel for both propulsion AND heating, since I don’t have to worry about running out of my heating source. This also reduces the risk of foul fuel in a separate, small 5 gallon diesel tank used in the R27 OB that is more likely to sit for long periods of non-use and collect moisture or bacteria, the worst thing for diesel fuel.

All of the above makes little difference if you are primarily using the boat for day use, or even overnighting at marinas with shore power. But to cruise in the style of larger boats, and have the relative capabilities to cruise “off the grid” while seeking remote anchorages, the R27 “Classic” is truly unique in a package that is easily trailerable. As noted before, neither Nordic Tug or American Tug offer a trailerable tug, and now neither does Ranger Tug. Our choices just became significantly more limited, which is my point. Yes, we could consider the R29 or R31, but we would give up significant trailering ease, not to mention it would no longer fit in the garage we built for Seaquel (and at far greater cost). With trailering a bigger chore, my concern is we would actually spend more and boat less, given that our preference is to keep her garaged rather than moored.

Lastly, diesel will hold its value longer, a simple fact proven in the marketplace whether justified or not. And as long as the R27 “Classic” is out of production, it will likely hold its value even more since it will become impossible to find a new trailerable diesel tug now that Ranger Tug no longer makes them. From that perspective, I can share your enthusiasm for the popularity of the new RT27 OB, because I believe the scarcity of a well maintained R27 "Classic" will further hold it's value. Not that we have any plans to sell: like you, we enjoy our Ranger Tug immensely and plan to hold on to her for a very long time – after all, she is now almost irreplaceable! 😀

 

[baz]

Mark:

My previous posting was an opportunity for having a precise set of measurements for both R-27 models so that others here trying to come to terms with the differences could make an informed decision.

Between the two of us we've pretty much covered all the other aspects of each model's design attributes.

The bigger cabin issue, bigger V-berth issue, head enclosure location, storage space and dinghy installation capability issue are quite likely the major differences people will be interested in.

The diesel inboard vs. gasoline outboard provides a totally different aspect to what the two R-27 models can be used for and fall into a category of their own with a person most likely having a strong opinion for one or the other.

I would suggest to people who favor inboard diesel and the traditional tug-look be comforted by the fact that there are many used R-21EC, R-25 (classic), R-25SC and R-27 (classic) models to be found these days and likely to continue over some number of years to come. The biggest item will be the selling price of the older models vs. the selling prices for the newer models, along with warranty expirations.

 

[cracker39]

.. not all of us can afford the new RT boats, and I think that if the plan is to never come back to the R21 EC, it ignores that fact .. and I expect that there are a lot of us .. if that's the case, maybe Ranger should look at spinning off the R21 and R25 production to a company that will cater to a different clientele, that wants their boats a lot simpler, and less encumbered with costly gizmos, and all the maintenance issues that seem inherent with these bigger boats .. if Ranger thinks that their existing clients want bigger, more complex boats, than this new company would not be in competition with someone that builds smaller and simpler . just my opinion .. Cheers Rob

I have to agree with Rob. I can’t see Ranger re-introducing the R21 with any real enthusiasm now that they are concentrating on larger and more complex boats, yet there will always be a niche market for a boat like the R21. A small, quality-driven builder, should be able to make a good living producing boats based on the R21’s design and pedigree - without any threat to Ranger. Bring back the abandoned tall mast as an option, provide factory options for cockpit enclosures and other former options, keep the Yanmar 2GM20F or the optional 3GM30F (—-as long as they’re still available,) and re-emphasize the frugal trailer/cruising/camping aspects the R21 so aptly fulfills. It’s a big jump from the R21 to anything bigger - and not all of us want to go there.

 

[Oceanwarryer]

Haven’t seen anyone mention this - but there is a Ranger 41 cb on the way. The 21 has been dropped in favour of the 23.

 

[cracker39]

Haven’t seen anyone mention this - but there is a Ranger 41 cb on the way. The 21 has been dropped in favour of the 23.

The 23 is certainly what a lot of people are looking for but, without reference to the price differential, it’s a whole different concept from the R21 EC There is no way to compare the two - or even suggest a link in their heritage outside of the fact that they once shared the same builder. I stand by my prior comments that the R21 EC, with Ranger’s blessing, needs to find a new builder to continue its’ legacy. Failing that, it would not surprise me to see classic R21s, or R21 ECs, experience a steady increase in value. This little boat, with its’ Yanmar diesel, ages well!

 

[HudsonRanger15]

Greetings from NY,
after working and retiring, I went out and bought my first boat the R21EC 2014. As an inexperienced boater, I learned a lot on her. Mainly on the Hudson River, I trailered her up the northeast and took her out in the Atlantic. She was magnificent. As a kid, I was always a fan of the Tugboat. I Saw her at the NY boat show and I knew she was mine. I have since upgraded to the R23 diesel. A totally different experience but most of all, a Ranger Tug diesel, a limited edition is what I call it. I was at the New York Boat show this past week and sadly there were no Ranger Tugs. First time in (4) years. The Ranger Tug 21 EC will always be a classic.

JJF

 

[cracker39]

It’s hard to define what makes a “classic,” but certain boats like the 13’-9” Boston Whaler, the 17’ Grumman Canoe, and now the R21 Ranger Tug, among others, seem to have characteristics that make them worthy of the title. They stand the test of time, they do the job they were designed to do, they shun useless embellishment, they age gracefully, they build fond memories, their owners embrace them with a certain passion, and they maintain value.

 

[Chimo]

It’s hard to define what makes a “classic,” but certain boats like the 13’-9” Boston Whaler, the 17’ Grumman Canoe, and now the R21 Ranger Tug, among others, seem to have characteristics that make them worthy of the title. They stand the test of time, they do the job they were designed to do, they shun useless embellishment, they age gracefully, they build fond memories, their owners embrace them with a certain passion, and they maintain value.

I would add the C-Dory to that list. It was a tough decision to move to a RT. Look how many C-Dory's there are out there that meet your criteria for "classic".

 

[cracker39]

The list would certainly include quite a number of boats - and yes, from my limited knowledge of the C-dory it would probably make the cut. C-dorys have always been on my list but, like the R21 Ranger, they are few and far between here in Maine - and they seldom show up for sale.