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The Pursuit DC 286 is a new-generation 30-foot dual console that moves beyond the 246 with twin-engine redundancy, a full-beam hardtop and more serious cockpit capacity.
A Pursuit DC 286 buyer is not simply choosing a 30′ 0″ Pursuit. This model is a new-generation 30-foot dual console that moves beyond the 246 with twin-engine redundancy, a full-beam hardtop and more serious cockpit capacity, which is why it tends to fit buyers who want a true offshore-capable family day boat but are not ready for the size, weight or overnight systems of the DC 365. Its physical scale is straightforward: 9′ 6″ of beam, approximately 9,340 lb dry weight, 217 gal of fuel and up to 600 hp. It lands in a useful middle ground: twin 300s, 217 gallons of fuel, a protected helm and enough fishing hardware to make offshore days credible without turning the boat into a cabin cruiser. The 286 is materially easier to own than the 326 or 365, but its 9-foot-6-inch beam and day-boat interior give up the wider social spaces and larger onboard systems of those boats. For a cross-shop, start with the DC 306 if the buyer wants slightly more length, beam and cockpit utility. Move to the DC 246 if the buyer wants simpler single-engine ownership and easier storage. The S 288 is worth a look when the buyer wants a 30-foot center console with a deeper 24-degree transom deadrise and more open fishing circulation.
The DC 286 is the point where Pursuit’s dual-console formula begins to feel purpose-built for real offshore family use rather than simply a premium day boat. Twin 300s, 217 gallons of fuel and a full-beam hardtop give the driver more redundancy and range, while the enclosed head and convertible cockpit keep the family side credible. Its appeal is balance. It is large enough to run seriously without taking on the width and systems load of a 326.
Published factory figures. Confirm every dimension against the individual boat before you commit.
The DC 286 uses a 21° transom and a 9′ 6″ beam, drawing about 2′ 0″ with the engines raised and 2′ 11″ with them lowered. Dry weight of roughly 9,340 lb is only the starting point. A full 217 gal fuel load is significant, and cruising gear or fishing equipment adds more. Condition matters more than shine. Then compare that feel with the DC 306, particularly if the buyer is attracted to slightly more length, beam and cockpit utility.
A 30-foot hull on a 9-foot-6-inch beam gives the 286 more presence than the 246 without making it feel as broad as the upper Dual Consoles. The 21-degree transom is consistent with Pursuit’s family-offshore brief. During the test, watch the transition onto plane with several people aboard and compare the ride from the bow and companion seat, not only the helm. That is where the extra size should justify itself over the smaller boat.
Pursuit pairs the DC 286 with twin Yamaha F300 in the reference configuration. Maximum published output is 600 hp. The DC 286 also needs a low-speed test.
Twin F300s change both confidence and cost. The redundancy matters offshore, and twin throttles can make the boat easier to place around a dock, but every scheduled service now happens twice. Check that hours are reasonably aligned and that both engines have been maintained on the same schedule. At cruise, they should carry similar rpm and load. A persistent mismatch is worth investigating before assuming the engines are simply ‘a little different.’
Published fuel capacity on the DC 286 is 217 gal. Ownership math changes once the DC 286 is loaded. The dry figure is about 9,340 lb, and a full 217 gal fuel load adds substantial mass before freshwater, people and gear. That wet condition is the one a lift, haul-out yard or transport plan needs to support. Buyers moving up from a smaller boat should confirm those limits before assuming their current infrastructure will carry the DC 286.
For the DC 286, range should be estimated from the trips the family actually makes. Start with the 217 gal tank, record fuel flow at a comfortable cruise and include the slower running that happens around inlets, sandbars and fishing spots. A DC 286 family day often mixes cruising, no-wake running, fishing and short repositioning rather than one steady out-and-back cruise. Planning from the exact boat’s display gives the buyer a better answer than applying one published consumption number to the whole day.
The useful sea trial for a DC 286 is not a top-speed demonstration. With 21° at the transom and roughly 9,340 lb of dry weight, the boat has its own rhythm offshore. The DC 306 is the comparison to make if the buyer wants slightly more length, beam and cockpit utility.
Build the DC 286 sea trial around the way a dual-console crew actually rides. Put passengers behind the windshield and in the bow, then run the 21° hull at the cruise speed the family will use most. Watch how much tab is needed as people move around and whether spray reaches the protected seating. The model should make its case through It lands in a useful middle ground: twin 300s, 217 gallons of fuel, a protected helm and enough fishing hardware to make offshore days credible without turning the boat into a cabin cruiser. If that advantage does not feel meaningful underway, compare the DC 306 before deciding.
Walk the DC 286 from bow to stern before opening a single locker. Then work through Full-beam fiberglass hardtop, Twin F300 power and 28-gallon insulated cooler under the port aft seat.
The 28-gallon cooler under the port aft seat is a good example of efficient 286 packaging: it adds useful cold storage without putting a freestanding cooler in the traffic path. The aft jump seat and transom seat should be folded away during the inspection to see how much working room remains. For a family that fishes only occasionally, that flexibility may matter more than having the most open cockpit in the Pursuit range.
28-gallon insulated cooler under the port aft seat – Cold storage is built into a seat people actually use, so the cockpit does not need a loose cooler occupying floor space.
The hardtop is structural, shaded and set up for electronics and outriggers, giving the 286 a more substantial feel than an add-on top.
Twin outboards add redundancy and better low-speed control than the single-engine 246 while keeping the package below the weight of the larger DCs.
Sink, Corian surface and storage support family cruising without making the aft cockpit permanently domestic.
A private head with holding tank makes longer family days much easier and is a major usability step over an open-console boat.
Buyers who use the boat for long day trips can add cold storage without moving into a larger overnight model.
Electronics are only one part of the DC 286 systems story. The buyer should also operate Twin F300 power, Enclosed head, Forward bow seating with insulated storage and any climate, generator or stabilization equipment installed on the exact boat.
The 286 has enough equipment to make electrical condition important but not so much that inspection becomes overwhelming. Test the head, refrigerator if fitted, livewell or fishing pumps, helm electronics and every powered seat or accessory. The hardtop should also be checked where electronics and outriggers have been mounted. Clean routing and sealed penetrations are a better sign than an impressive stack of aftermarket hardware installed without much care.
Overnight capability on the DC 286 is described as day-oriented dual console with enclosed head rather than a full cruising cabin. Freshwater capacity is 26 gal, with 9 gal for waste.
The 286 is still a day-first boat. The enclosed head makes long family days much easier, but it should not be confused with a cabin. That distinction matters when comparing a 286 with an OS 325. Owners who always return to the dock can avoid cabin systems they would rarely use. Owners who keep imagining one-night trips during the walk-through may be describing an Offshore model rather than a larger Dual Console.
Use the gallery to judge the parts of the DC 286 that dimensions alone cannot explain: sightlines, cockpit
The Pursuit DC 286 market should be read as a range rather than a single number. Compare hours, service dates and fault history across the entire twin Yamaha F300 package.
The market should reward the 286’s twin-engine service history and hardtop equipment more than superficial cosmetic upgrades. Look for current engine service, healthy batteries, functioning electronics and clean upholstery around the high-traffic bow and transom areas. A recently detailed boat with two overdue engines is not a stronger value than a slightly weathered example with disciplined maintenance and a clean survey.
Illustration only and not an offer of credit.
Final rate, term, down payment and eligibility depend on the borrower, the DC 286 being purchased and the transaction structure.
Illustration only and not an offer of credit. Your actual rate and term depend on credit profile, vessel age, loan amount and ownership structure.
The DC 306 is the first comparison when the buyer wants slightly more length, beam and cockpit utility. Against the DC 286, those differences change more than performance; they change crew space, service burden and where the boat fits physically. Look at the DC 246 when the buyer wants simpler single-engine ownership and easier storage. The S 288 belongs on the list when the buyer wants a 30-foot center console with a deeper 24-degree transom deadrise and more open fishing circulation. The DC 286 should remain the choice only when its own case stays clear after those comparisons: It lands in a useful middle ground: twin 300s, 217 gallons of fuel, a protected helm and enough fishing hardware to make offshore days credible without turning the boat into a cabin cruiser.
The size comparison with the DC 306 is worth putting on paper. The DC 286 is 30′ 0″ long with 9′ 6″ of beam, while the DC 306 is 31′ 11″ with a 9′ 11″ beam. Fuel capacity is 217 gal versus 224 gal. Those differences can affect dockage and operating cost just as much as they affect cockpit space.
Start a DC 286 purchase by confirming what the boat actually is. The DC 286 is affordable when the buyer can purchase it and still maintain the systems that made it desirable.
The 286 purchase should be decided by whether its middle position is useful. It costs more to run than a single-engine 246, yet it stops short of the beam and systems of a 326. For many families, that is exactly the point. If the boat carries the normal crew comfortably, handles the owner’s inlet well and still fits the existing dock or lift, moving up may add expense without solving another problem.
The specifications on this guide describe the current or reference DC 286 configuration used for comparison. Pursuit equipment can change by model year, and engines or options may differ on an individual boat. Before closing, verify the hull identification, the installed twin Yamaha F300 package and every high-value option that influenced the price.
Once the DC 286 has passed the fit, condition and sea-trial tests, the buyer can evaluate financing for the actual boat.
The DC 286 is best suited to buyers who want a true offshore-capable family day boat but are not ready for the size,
The DC 286 reference dimensions are 30′ 0″ overall, 9′ 6″ of beam, 2′ 0″ draft engines-up and 2′ 11″ engines-down.
The DC 286 carries 217 gal of fuel. Range on this boat still depends on the installed twin Yamaha F300 package, cruise
The reference power for the DC 286 is twin Yamaha F300, with up to 600 hp. For this exact Pursuit, verify engine
The DC 286 can support overnight use because it offers day-oriented dual console with enclosed head rather than a full
A used DC 286 inspection should begin with a cold start, lower units, propellers and complete engine records. On this
The DC 306 becomes more relevant when the owner wants slightly more length, beam and cockpit utility. The DC 286 earns
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