Bennington 22 Lsb for Sale

Bennington 22 LSB Specifications

At 22 feet 6 inches overall with an 8-foot-6-inch beam, the 22 LSB occupies the most popular size class in the pontoon market — large enough for a family of six to eight to spend a full day on the water comfortably, yet compact enough to tow behind a half-ton pickup truck and launch at any public ramp. The ~2,300 lb dry weight keeps the towing equation manageable for a wide range of tow vehicles, a practical consideration that matters enormously to lake boaters who trailer their boats regularly rather than keeping them in a year-round slip.

The 42-gallon fuel capacity is generous for the class and provides a full day of mixed-use boating — cruising, tubing, anchoring — without the anxiety of watching the fuel gauge. Paired with a Mercury 150 HP FourStroke (the most popular engine choice), expect 4–5 miles per gallon at cruise, translating to a practical range of approximately 150–180 miles. The 16-inch draft with the engine trimmed up is a significant advantage on shallow lakes and river systems where V-hull boats run aground. This shallow-water capability is one of the fundamental reasons pontoons dominate inland waterways.

Performance & Pontoon Engineering

The perception of pontoon boats as slow, wallowing party barges is at least a decade out of date, and Bennington’s engineering is a principal reason why. The 22 LSB uses Bennington’s proprietary elliptical pontoon tube design — a cross-section that is wider than it is tall, reducing hydrodynamic drag compared to the traditional round tubes used by most competitors. The elliptical profile also lowers the centre of gravity, contributing to stability and reducing the “tippy” feeling that cheaper round-tube pontoons exhibit when passengers move to one side. Bennington welds their tubes from marine-grade 5052 aluminium using full-length continuous welds rather than the skip-weld (stitch-weld) technique common on budget brands — a detail that affects structural integrity and long-term corrosion resistance at every seam.

Lifting strakes are the single most impactful performance upgrade on any pontoon. These aluminium fins are welded to the underside of the pontoon tubes, angled to direct water downward as the boat accelerates. The effect is dramatic: lifting strakes reduce the wetted surface area at speed, allow the boat to plane more quickly, and improve top-end speed by 3–5 mph. On the 22 LSB, lifting strakes are included with performance-oriented packages and are among the most worthwhile options on any pontoon configuration sheet. A twin-tube 22 LSB with a Mercury 150 HP and lifting strakes will reach 28–33 mph depending on load — more than adequate for watersports and spirited cruising.

The tritoon option — adding a third centre tube — transforms the 22 LSB into a genuinely quick boat. The third tube provides additional buoyancy and lift, enabling the boat to carry a larger engine (up to 200 HP on the 22-foot platform), get on plane faster with a full passenger load, and reach top speeds of 35–40+ mph. The performance improvement is not merely about speed; the third tube also improves handling in rough water and cross-chop, reduces bow rise during acceleration, and provides a more stable platform at rest. For buyers who want to pull wakeboarders, tubers, and skiers, or who boat on larger lakes where afternoon chop is a factor, the tritoon configuration is a near-essential upgrade. The trade-off is additional weight (~200–300 lbs), slightly increased fuel consumption, and a higher purchase price — but the performance and ride quality gains are substantial.

Fuel efficiency at cruise is where the modern pontoon surprises sceptics. At a comfortable cruising speed of 18–22 mph, a twin-tube 22 LSB with a Mercury 150 HP burns approximately 5–7 gallons per hour — comparable to or better than a fibreglass runabout of similar passenger capacity. The flat-bottom pontoon design that critics deride is actually remarkably efficient at moderate displacement speeds, and once on plane, the reduced wetted surface area (particularly with lifting strakes) keeps fuel consumption competitive. For the typical lake outing — a mix of cruising, idling in a cove, and the occasional watersports pull — a full 42-gallon tank provides 6–8 hours of varied use.

The modern tritoon has fundamentally changed public perception of pontoon boats. A generation ago, pontoons were genuinely slow and limited to calm-water cruising. Today, a well-configured tritoon with 200 HP can match or exceed the performance of most fibreglass bowriders in the same size class while offering dramatically more usable deck space, superior stability at rest, and a shallow draft that opens up water that V-hull boats simply cannot reach. For inland lake use — which is where the overwhelming majority of recreational boats in America actually operate — the performance argument against pontoons has largely evaporated. The 22 LSB, properly configured, is a genuinely versatile platform that cruises, entertains, and tows watersports riders with equal competence.

Layout & Features

The defining feature of the 22 LSB is its Luxury Swingback seating — the “LSB” in the model name. The aft bench seat spans the full width of the deck and features a backrest that pivots on a heavy-duty hinge mechanism. In its forward-facing position, the bench creates a conventional stern seating area that faces the rest of the boat, ideal for cruising and conversation. Swing the backrest aft, and the same bench becomes a rear-facing lounge overlooking the swim deck and open water — perfect for anchoring in a cove, watching tubers, or simply lounging with feet toward the swim ladder. The conversion takes about two seconds and requires no tools, cushion rearrangement, or filler pieces. It is one of those features that sounds modest on a specification sheet but transforms how the boat is actually used on the water.

The overall layout follows Bennington’s proven formula for the 22-foot platform. A pair of L-shaped lounges occupy the bow area, creating a generous forward social zone with a removable table between them. Amidships, the captain’s console sits to starboard with a tilt-adjustable helm chair and a passenger seat (or co-captain’s chair, depending on specification). The helm features a Simrad or Lowrance 7-inch touchscreen chartplotter and fishfinder combination unit, which provides GPS navigation and basic depth/fish-finding capability out of the box. A Fusion marine stereo with Bluetooth connectivity is standard, feeding four or more speakers distributed throughout the deck — an audio system that is genuinely good enough to enjoy without aftermarket upgrades, which is not something that can be said of most competitors at this price point.

Bennington’s woven vinyl flooring (available in SeaGrass or Teak patterns on L-series models) is a significant upgrade over the snap-in marine carpet used by budget brands. Woven vinyl dries quickly, resists staining, and does not trap the musty odour that carpet inevitably develops over seasons of lake use. It is also dramatically easier to clean — a hose-down after a day on the water is all it requires. The shift from carpet to woven vinyl flooring is one of the clearest indicators of a pontoon’s quality tier, and Bennington’s implementation is among the best in the industry.

Storage is thoughtfully distributed throughout the boat. Under-seat compartments run the length of both port and starboard lounges, providing ample space for life jackets, towlines, coolers, and the accumulated gear that a day on the lake demands. Cupholders are positioned at virtually every seating position — a detail that sounds trivial but reflects Bennington’s understanding of how pontoon boats are actually used. The bow area can be optioned with a changing room enclosure, a popular upgrade for families with children. Gate openings on both sides of the boat simplify boarding from docks and swim platforms.

Bennington’s modular furniture approach deserves mention. The aluminium furniture frames are powder-coated and bolted (not riveted) to the deck structure, with foam-filled seat cushions upholstered in marine-grade vinyl. The frame construction is notably heavier and more rigid than what competitors offer at this price point — picking up a Bennington seat cushion and comparing it to a Sun Tracker or Lowe equivalent makes the difference immediately apparent. This furniture quality is a major reason Bennington boats hold their value better than the competition and why 10-year-old Benningtons are still comfortable to sit on when competitor boats of the same age have cracked, faded, and sagged.

An available fishing package adds a livewell, rod holders, and a fishfinder upgrade, converting the 22 LSB into a credible panfishing and bass platform. Pontoon boats are increasingly popular among freshwater anglers who value the stable casting platform, 360-degree fishability, and the ability to carry a family that includes members who would rather swim and sun than fish. The fishing package does not compromise the boat’s social layout — it adds capability without subtracting from the core cruising and entertaining experience.

Bennington 22 LSB Ownership & Running Costs

One of the most compelling arguments for pontoon ownership — and for Bennington ownership specifically — is the dramatically lower cost of ownership compared to fibreglass boats of similar size and capability. The aluminium construction that forms the foundation of every pontoon is inherently low-maintenance, corrosion-resistant in freshwater, and effectively immune to the gelcoat blistering, osmosis, and structural delamination issues that plague fibreglass hulls over time. For a lake boat that lives on a lift or trailer, the annual maintenance equation is remarkably favourable.

• Insurance: $400–$800 per year for a boat valued at $50,000–$65,000, assuming inland lake use and a clean boating record. Pontoon boats benefit from lower insurance premiums than performance boats and V-hull runabouts due to their lower top speeds and excellent safety records. Rates vary by state, with Midwest lake states (Michigan, Minnesota, Wisconsin) offering competitive rates from carriers experienced with pontoon fleets.
• Engine service (Mercury outboard): Mercury FourStroke outboards are among the most reliable and widely serviced marine engines on the market. Annual service — oil change, gear lube, water pump impeller inspection, spark plugs on schedule — runs $300–$600 at an authorised Mercury dealer. The 100-hour or annual service interval is straightforward, and parts are universally available. Mercury dealers exist in virtually every lake community in America, making emergency service accessible in a way that some competing outboard brands cannot match.
• Winterisation: $300–$500 for engine fogging, fuel stabilisation, battery maintenance, and shrink-wrapping or covered storage. Required annually for boats in freeze-zone states (which covers the majority of the US lake market). Some owners perform this work themselves, reducing the cost to materials only ($50–$100). Proper winterisation is non-negotiable — a cracked engine block from frozen coolant is a catastrophic and entirely preventable failure.
• Pontoon tube maintenance: Minimal in freshwater. Aluminium pontoon tubes do not require bottom paint, do not blister, and do not develop osmotic damage. An annual wash to remove lake scum and occasional inspection of welds and anodes is the full extent of tube maintenance. This stands in stark contrast to the annual haul-out, bottom paint, and gelcoat maintenance that fibreglass boat owners face. For boats used in saltwater or brackish environments, sacrificial zinc anodes should be inspected and replaced as needed — but the 22 LSB is fundamentally a freshwater boat.
• Boat lift or dock slip: $1,500–$4,000 per season at a typical inland lake marina, varying enormously by location and lake prestige. A hydraulic boat lift ($3,000–$8,000 installed for a 22-foot pontoon) is the gold standard for pontoon storage, keeping the tubes out of the water to prevent fouling and making launch and retrieval effortless. Many pontoon owners trailer their boats and avoid marina costs entirely.
• Fuel: At $4.00–$5.00 per gallon for marina fuel and typical mixed-use consumption of 5–7 gph at cruise, expect $1,200–$2,500 per season depending on usage frequency. A household that boats 20–30 weekends per season and burns 6–10 gallons per outing will spend approximately $800–$1,500 on fuel.
• Approximate total annual cost: $3,500–$8,000 for a typical inland lake owner who keeps the boat on a lift or trailers it. This figure excludes the loan payment but includes insurance, service, winterisation, fuel, and storage. Compared to the $8,000–$18,000 annual running costs typical of a 35–45-foot fibreglass cabin cruiser, the pontoon equation is extraordinarily favourable.

Bennington’s build quality pays dividends at resale. The brand consistently leads the pontoon segment in residual values, with 5-year-old Benningtons retaining 60–70% of their original MSRP in typical market conditions — a figure that outpaces competitors by 5–15 percentage points. The combination of aluminium tube construction, superior furniture quality, and strong brand recognition creates a resale advantage that offsets the higher initial purchase price. Over a 5-year ownership cycle, the total cost of ownership gap between a Bennington and a lower-priced competitor narrows significantly once depreciation is factored in.

How to Buy a Bennington 22 LSB: What to Look For

New pricing: A new Bennington 22 LSB ranges from approximately $45,000 to $70,000 depending on engine selection and option packages. At the base end, a twin-tube model with a Mercury 115 HP and standard equipment lands near $45,000. Step up to a Mercury 150 HP with the performance package (lifting strakes, upgraded gauge cluster, ski tow bar), woven vinyl flooring upgrade, and the Simrad electronics package, and the price moves to $55,000–$60,000. The top of the range — a tritoon configuration with a Mercury 200 HP, full stereo upgrade, LED lighting package, and the premium furniture scheme — pushes toward $70,000. Engine choice alone accounts for $5,000–$15,000 of the variance, making it the single largest line item on the option sheet.

Used pricing (2020–2023 models): Pre-owned Bennington 22 LSBs from the 2020–2023 model years typically ask $35,000–$55,000 depending on engine hours, equipment level, and condition. The post-pandemic boat market inflated used pontoon prices significantly through 2021–2022, and while the market has normalised, Benningtons held their value better than most brands through the correction. A 2021 model with a Mercury 150 HP, low hours, and the performance package represents excellent value at $40,000–$48,000 — the steepest depreciation has already occurred, and the boat has years of reliable service ahead.

Understanding Bennington Tiers

Bennington’s model hierarchy can be confusing to first-time buyers. The tier system (from entry to flagship) runs: S (Sport — the entry level), SX (Sport Luxury — a step up in trim and features), L (Luxury — where the 22 LSB sits, representing the core of the brand), LX (Luxury Extended — premium materials and additional standard features), R (Resort — top-tier luxury with custom upholstery and premium everything), and Q (Quintessence — the flagship line competing with Avalon and Barletta at the ultra-premium end). The L series is where most buyers find the best balance of Bennington quality and value. Below it, the S and SX models use thinner gauge aluminium, simpler furniture frames, and less premium upholstery. Above it, the LX, R, and Q lines add progressively finer materials, more standard equipment, and bespoke styling options — but the structural quality of the pontoon tubes, deck framing, and core construction is consistent from S through Q.

What to Inspect on a Used Bennington

• Pontoon tube condition: Inspect every visible weld seam for cracks, corrosion, or signs of impact damage. Check the tube interiors for water intrusion by tapping along the length and listening for sloshing — any water inside a pontoon chamber indicates a weld failure or puncture that must be repaired before purchase. Look at the lifting strakes for bent or damaged fins, and check the mounting brackets where the tubes connect to the deck frame.
• Deck screws and fasteners: Pontoon decks are secured to the aluminium cross-members with self-tapping screws. On boats that have been bounced on rough water or improperly trailered, these screws can loosen or back out. Check for any raised or missing fasteners, and pay attention to areas around the helm console and heavy furniture mounts where vibration stress is highest.
• Furniture frames: Lift seat cushions and inspect the aluminium furniture frames beneath. Look for corrosion at connection points, cracked welds on swivel seat pedestals, and any looseness in the mounting hardware. Bennington’s frames are significantly more robust than budget brands, but they still warrant inspection on any used boat.
• Transom and engine mount: The transom is the highest-stress area on any outboard-powered boat. Check for cracks in the transom aluminium, loose mounting bolts, and any signs of electrolysis (white powdery corrosion) where dissimilar metals meet. Verify that the engine tilts and trims smoothly through its full range.
• Vinyl upholstery: Examine all seating for cracking, UV fading, and mildew staining. Bennington uses high-quality marine vinyl that ages well, but extended UV exposure (boats stored uncovered) will degrade any vinyl over time. Reupholstering a full pontoon runs $2,000–$5,000 — factor this into your offer if the vinyl shows significant wear.

22 LSB vs 22 LXSB vs 24 LSB

Three Bennington models closely overlap with the 22 LSB and confuse buyers. The 22 LXSB is the same hull and layout elevated to the LX tier — expect upgraded vinyl (Simtex or Sta-Kool), additional standard features (LED docking lights, upgraded stereo, premium helm chair), and a price premium of $5,000–$10,000 over the equivalent 22 LSB. The construction and performance are identical; you are paying for materials and trim. The 24 LSB adds two feet of deck length on the same L-tier platform, which translates to more seating capacity, a larger bow lounge area, and eligibility for the 250 HP engine maximum. The 24-foot model is better suited to buyers who regularly carry 8–10 passengers or who want the additional stability that the longer tubes provide in chop. The trade-off is a heavier boat (~2,600 lbs) that requires a more capable tow vehicle and costs $5,000–$8,000 more than the 22-foot equivalent. For most families of four to six who boat on moderate-sized lakes, the 22 LSB is the right choice. For larger groups or bigger water, step up to the 24.

Bennington 22 LSB vs Competitors

The 22-foot pontoon segment is the most competitive space in the American boat market, with every major manufacturer fielding a model that targets the same family buyer. The Bennington 22 LSB competes at the premium end of the mainstream market — priced above the mass-market brands but below the ultra-luxury pontoon makers. Understanding where it sits relative to the nearest competitors is essential for making an informed purchase decision.

Bennington 22 LSB vs Harris Cruiser 230

Harris is Bennington’s closest rival in the premium pontoon segment, and for good reason — both brands are owned by Polaris Marine and share some supply chain resources, though they maintain distinct design philosophies and separate manufacturing operations. The Harris Cruiser 230 is slightly larger at 23 feet and offers a more contemporary aesthetic with Harris’s signature curved fence panels and two-tone upholstery schemes. Build quality is close to Bennington’s standard, with full-length pontoon welds and heavy-gauge aluminium construction. The Harris edges the Bennington in standard equipment at equivalent price points — buyers often find the Harris comes with features that are optional on the Bennington. Where the Bennington wins is in furniture construction, brand residual value, and the sheer breadth of the dealer network. Harris holds slightly less resale premium than Bennington, which makes it a value play for buyers who prioritise features over brand cachet. Both are excellent boats; the choice often comes down to which dealer relationship and aesthetic appeals more.

Bennington 22 LSB vs Manitou Explore 22

Manitou (owned by BRP, the Sea-Doo and Evinrude parent company) occupies a performance-oriented niche in the pontoon market, and the Explore 22 reflects that DNA. Manitou’s V-Toon pontoon design — which uses a patented V-shaped centre tube rather than a conventional round or elliptical tube — delivers noticeably sharper handling and better rough-water performance than traditional twin-tube pontoons. In a back-to-back test on choppy water, the Manitou feels more like a V-hull boat than a pontoon. The trade-off is price: Manitou is positioned at the premium end of the market, often matching or exceeding Bennington’s pricing. The Bennington 22 LSB counters with a wider dealer network, stronger resale values, and the Luxury Swingback seating configuration that Manitou does not directly replicate. For buyers on rougher water or who prioritise handling above all else, the Manitou deserves a sea trial. For the broader lake lifestyle market, the Bennington is the more versatile and better-supported choice.

Bennington 22 LSB vs Crest Classic 220 SLC

Crest is an independent, family-owned pontoon manufacturer based in Owosso, Michigan, and the Classic 220 SLC competes directly with the Bennington 22 LSB at a modestly lower price point. Crest builds a solid, well-finished pontoon with a loyal following in the Great Lakes region. The 220 SLC offers comparable specifications — similar LOA, beam, and engine ratings — with a layout that emphasises open deck space and social seating. Build quality is good but does not quite match Bennington’s furniture construction or weld quality on close inspection. Crest’s advantage is value: the 220 SLC typically undercuts the Bennington by $3,000–$6,000 at equivalent specification levels, making it an attractive option for buyers who want a quality pontoon without the Bennington price premium. The trade-off is lower resale retention — Crest does not command the brand premium that Bennington enjoys on the secondary market — and a smaller dealer network outside the Midwest.

Bennington 22 LSB vs Sun Tracker Party Barge 22 DLX

The Sun Tracker Party Barge 22 DLX represents the high-volume, value end of the pontoon market and is one of the best-selling pontoon models in America. Built by the Tracker Marine Group (Bass Pro Shops’ manufacturing arm), the Party Barge benefits from massive purchasing power and vertically integrated distribution through Bass Pro and Cabela’s retail locations. The result is a pontoon that is dramatically less expensive than the Bennington — often $15,000–$20,000 less at comparable lengths — making it the default entry point for first-time pontoon buyers. The quality gap, however, is immediately apparent: thinner gauge aluminium, skip-welded pontoon tubes, lighter furniture frames, snap-in carpet rather than woven vinyl, and simpler electronics. The Sun Tracker is perfectly adequate for casual lake use and represents excellent value for budget-conscious buyers, but it does not approach the Bennington in construction quality, ride comfort, or long-term durability. After 5–7 years of regular use, the difference between the two becomes particularly stark. Buyers who can afford the Bennington premium and plan to keep the boat for more than a few seasons will find the investment justified.

For a full interactive pricing comparison between the Bennington 22 LSB and competing models, visit the Hulls.io Market Intelligence tool.