Irwin 37By Jack Hornor
Revised by BoatUS editors in October 2012
|Principal Dimensions & Specifications|
|Measurements should be considered approximate and the manufacturer's specifications may be relied upon. Bow & stern appendages are generally excluded.|
|Length Overall||37’ 0"|
|Waterline Length||30’ 0"|
|Maximum Beam||11’ 6"|
|Maximum Draft||4’ 0" - 5’ 6"|
|Sail Area 100%|
|625 Sq ft.|
If cost was never a concern of boaters, we would undoubtedly all choose to own boats that were beautifully built, finely finished, fast, and always sailed perfectly balanced. However, in the real world, most of us don't have unlimited budgets and cost is a primary consideration in our purchase decisions. Long ago Irwin Yachts recognized the cost considerations of the average boat buyer and, quite frankly, compromised on the quality of fit and finish to offer boats that were carefully priced, well advertised and widely sold to a very broad spectrum of customers. The Irwin 37 a roomy, appealing, center cockpit cruising design introduced in 1971, is no exception to this broad generalization of Irwin Boats. Between 1971 and 1982 more than 600 of these boats were sold. The Irwin 37 was offered with three different sail plans; sloop, cutter and ketch as well as three underwater configurations; shoal draft at 4', standard draft at 5'-6" and keel centerboard version which was the same as the shoal draft version but with a center board that extended to 8' with the board fully down. Early production 37's were built with no bowsprits. The lack of this feature tends to accentuate the high freeboard and expansive topsides of these models. While the addition of a bowsprit did wonders for the 37's aesthetics, the fiberglass appendage caused a degree of problems ranging from minor gelcoat cracks to structural failures in the area of the attachment when the rig was stressed. The final version of the Irwin 37 used a welded aluminum bowsprit, which seemed to be less prone to problems than the fiberglass bowsprits.
Photo by Gene Gammon
The hull of the Irwin 37 is constructed of a solid laminate of various types of fiberglass cloth and polyester resin. Decks are constructed of fiberglass, resin and a balsa wood core. The deck to hull connection consists of overlapping flanges joined with a polyester bedding compound and self-tapping stainless steel screws on 6" to 8" centers. The rigging chain plates are stainless steel webs laminated in place during hull lay-up. By general industry practice, construction of the Irwin 37 would be considered on the light side for a boat of this size.
Photo by Freeman Eckley Inc
Problems commonly found on examination of Irwin 37's include deteriorated deck core resulting from poorly bedded deck fittings, damage to the lightly constructed deck to hull joint from minor impacts with docks and pilings and indentations in the bottom that resulted from placing inadequately cured hulls on building cradle stands. Fiberglass print-through, a cosmetic condition where the pattern of the underlying fiberglass cloth is visible through the finish coat, is common on many older 37's. This problem was considerably reduced with later model boats with the use of Cormat between the gelcoat surface finish and the fiberglass cloth material.
Clearly the strongest point of the Irwin 37 is its layout, livability and considerable storage offered on a 37' boat. The layout of the 37 generally remained unchanged throughout it's production. There is a spacious aft cabin reached via a port side passageway from the mid-cabin main saloon, a separate galley to starboard and aft of the main saloon and a v-berth stateroom forward. There are two heads one next to the aft stateroom and one between the main saloon and forward stateroom. Both are complete with showers. One minor annoyance is the fact that the icebox is located along the port side of the boat in the passageway between the aft cabin and main saloon. This is quite remote from the galley area. The inconvenience is offset by the large size of the icebox.
Photo by Freeman Eckley Inc
Preferably, the boater, to whom the Irwin 37 appeals, will consider sailing characteristics as secondary to other considerations. As indicated above, the 37 was offered in a variety of underbody and rig configurations. In any configuration, this is a boat that may be best suited to motorsailing. For optimum performance consider the cutter rig and deep draft configuration. Even so, do not expect too much of the windward performance. Steering of the 37 is generally slow to respond and quite spongy due to the long routing of the steering cables.
What the 37 lacks in construction detail and sailing performance she more than makes up at bedtime and at anchor. Large comfortable berths and spacious cabins make this a very comfortable boat dockside and at anchor. Although not generally recommended for bluewater cruising, the Irwin 37 is a lot of boat for the money. If upgraded to current standards for plumbing and electrical systems the Irwin 37 should be suited for coastal and Bay cruising.
Naval architect Jack Hornor was the principal surveyor and designer for Marine Survey & Design, Co., based in Annapolis, MD. He was on the boards of the American Boat and Yacht Council, the National Association of Marine Surveyors, and the Society of Boat and Yacht Designers. He and his wife sailed their Catalina 42, Legacy, based on Maryland's Eastern Shore.