express 37 sailboat review

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• Sailboat Reviews

Express 37 Nails Performance

This fast, mid-80s carl schumacher design can do double duty..

Photos by Bill Walker

Following graduation from California State Polytechnic University, naval architect Carl Schumacher spent four years working as an apprentice with Gary Mull before opening his own shop in Alameda, California, in 1977. He has since designed 37 boats ranging in size from one tonners to 50-foot world cruisers, participated in the design of the front-ruddered Americas Cup boat skippered by Tom Blackaller in the 1987 trials, and most recently designed the Alerion Express boats, which are being constructed at TPI Composites, Inc.

The concept for the Express 37 was developed in 1984 by Schumacher and boatbuilder Terry Alsberg of Alsberg Brothers Boatworks in Santa Cruz, following several years building and racing the Express 27, a lightweight rocket that enjoyed tremendous success on the Midget Offshore Racing Association circuit. (See the entertaining transcription of Lighten-Ups white-knuckle ride in the 1983 Pacific Cup at http://express27.org/articles/squallbusters ).

Schumachers objective was to design a boat that would excel on long ocean races that emphasize performance on reaching and running legs. It needed to meet the TransPac Race minimum size entry requirements, and also would have at least six feet of standing headroom.

To that end, he gave the boat a large, low-aspect main and small, high-aspect foretriangle that has come to be referred to as a masthead-fractional rig.

Helmsmen and trimmers find the design more forgiving to sail than a fractional rig. Because a hydraulic backstay is used to tension the headstay, running backstays are used primarily to shape the main.

The hull is defined by a fine, 18-degree bow entry that powers the boat through heavy seas when going to weather; a wide, powerful stern section; and V-shaped sections aft that produce a flat surface when heeled, a characteristic of L. Francis Herreshoffs designs. To concentrate weight amidships, the keel and mast were placed forward and combined with a balanced spade rudder. The ends of the boat are light and buoyant.

Though advertised as displacing 9,500 pounds, of which 4,500 is in the keel, Schumacher said that after construction, the standard version was weighed at 11,000 pounds and the MK II at 11,500 pounds.

The MK II cruising version has a 1-1/2-foot taller mast, shallower draft, and modified interior layout. In its standard configuration, the Express 37s sail area/displacement ratio (SA/D) is 20.64, and the displacement/ length ratio (D/L) is 168.

The first three hulls swept first through third place their class in the 1985 TransPac. A total of 65 boats were constructed, most of which are sailing in one-design fleets in San Francisco, Los Angeles, Seattle, on Long Island Sound and the Great Lakes.

By 1988, the company was also producing the Express 34, a scaled-down version of the 37, but building them too well, Schumacher said. By the time Alsberg discovered the boats were underpriced by $10,000, the company was floating in a sea of red ink, forcing it to file for bankruptcy.

Construction

The Express boats built by Terry Alsberg are as well built as any production boat anywhere in the world, Schumacher told us. Based on our inspections of boats that have been pounding across the Pacific Ocean and on San Francisco Bay for 10-12 years, wed agree with that assessment.

Like many Santa Cruz-based boatbuilders, Terry Alsberg, who headed up the boatbuilding operation, was schooled under the tutelage of the California building icon Ron Moore. The Santa Cruz boatbuilding scene during those days involved a lot of cross-pollination, and many of the elements you see in the Express 37 can also be seen in similar boats coming out of the region. A good example of what was going on at the time is the popular Moore 24, which Moore built by modifying a mold salvaged from George Olson (of Olson 30 fame).

For the Express 37, Alsberg combined a hand-layup with vacuum-bagging (a process in which vacuum pressure squeezes laminates to reduce resin-to-fiber ratio). The aim was to produce hulls that were consistent with the scan’tlings specified American Bureau of Shipping (ABS) and Lloyds Register.

After applying gelcoat to the mold, the base layer of 3/4-ounce mat was laid up using AME 4000 vinylester resins to prevent blistering, over which were laid three layers of 18-ounce bi-directional Cofab, except in the keel/sump area, where six layers were used. The hull was cored with 3/4-inch balsa. The outer skin has six laminations of knitted 18-ounce Cofab fabric. The deck is cored with 3/4-inch balsa with skins of 3/4-ounce mat and 18-ounce bi-directional Cofab.

Just 10 of the 65 boats built were the MK II model, and all of those are on the East Coast, most on Long Island Sound.

Structural support for the hull is provided by floors bonded to the hull and extending port and starboard to bunk height. The interior consists of two pans, one for the head and forepeak, another for the saloon and stern quarters. Additional modules, tabbed to the floor, form the galley stove/icebox arrangement, engine compartment, and the chart table.

The deck is joined to the hull on top of an inward flange, bonded with 3M 5200, and fastened with stainless steel screws on six-inch centers. Boats we inspected showed no signs of structural failures, despite years of racing. No signs of crazing or cracks were evident in the gelcoat, and the molded nonskid had weathered well.

Schumacher, however, pointed out to us some problems identified with early hulls.

The bulkhead behind the mast in some early hulls was glued to the keel floor with 5200. The bond flexed over time, so the bulkhead was retabbed with fiberglass that carried to the height of the berth, he said. Beginning with hull number 20, all bulkheads were bonded to the hull with a fiberglass tab.

A second problem was cracking on the 1/2-inch thick wood bulkhead, so the bulkhead was increased to 3/4 inch.

We also experienced deck cracks under the No. 1 sail track when class rules were changed to allow the use of Kevlar sails, said Schumacher. Because Kevlar sails don’t stretch very much, the boat did. To solve this, the track was reinforced with an aluminum backing plate.

A problem indigenous to San Francisco Bay boats was discovered after several sailing seasons. The hydraulic hose for the boom-vang exited the mast through a hole at deck level; after five to six years of use, several masts were discovered to have developed cracks in that area. In response, sparmaker Buzz Ballenger developed a sleeve to reinforce the mast section, and lead the hose aft through a watertight deck fitting.

To substantiate the claims of hull integrity, Schumacher recalled that one of the boats hit a whale on an ocean passage, and only bent the keel . . . Another ran onto the rocks at Alcatraz Island and was towed off by the Coast Guard, but only suffered a bent keel.

The owner of hull No. 23, who has raced the boat extensively, described being T-boned at the start of a race by a 55-foot, 40,000 pound boat traveling at 6 knots. I was certain, he told us, that the entire pointy end was going to be fractured. However, except for a small crack on the hull and three bent stanchions, the boat was not damaged.

Deck Layout

From its inception, the deck arrangement and cockpit configuration were laid out with racing in mind. Owners using the boat for cruising purposes will find the boat easy to operate.

All halyards and sail controls are led through turning blocks to the cockpit where they terminate on the coachroof near the companionway. Halyards, cunningham, outhaul, topping lift, and foreguy are controlled by one person standing in the companionway, so there is no interference with the mainsail trimmer.

Genoa sheets are led directly from the Merriman sail track to Lewmar winches and cam cleats. By not leading the sheets through additional turning blocks, tacking is simplified and friction is reduced. T-track is mounted on the aft toerail for outboard jib leads and spinnaker gear; the toerail forward is teak.

In race mode, the cockpit positions the helmsman well aft of trimmers; the mainsheet traveler is just aft of the companionway, so it doesn’t interfere with trimmers and tailers. For cruisers, the cockpit has contoured seats that provide excellent back support as well as a comfortable radius under the knees.

The Ballenger mast is a tapered, anodized aluminum section supported by -6 to -12 Navtec rod rigging and double spreaders. The outhaul, with a 4:1 purchase, is housed in the boom.

Most boats were initially outfitted with tillers; however, several of the MK II models had a T-shaped cockpit with a 48-inch wheel. One owner retrofitted a 36-inch Edson wheel on a binnacle mounted about 2 inches from the transom. Because the entire aft end of the boat belowdecks is open, the retrofit was accomplished with relative ease.

Though designed to sail fast, Schumacher tried to create accommodations below that would be comfortable for an offshore crew. He engaged a client, M. Fillmore Harty, a prominent furniture designer for whom he had designed a boat, to assist with design of the interior. Though it will not be confused with a traditional teak-laden cruiser, it provides comfort. Oak cabinetry, ash window frames, a teak and holly sole, and teak warming strips spruce up an otherwise plain interior.

A wooden table hinged on the main bulkhead provides seating for four to starboard, and a port settee doubles as a berth. Water and fuel tanks occupy space below the settees that would normally be used for storage. That lack of storage area is offset by unique, aircraft-like overhead storage compartments that line both sides of the hull, providing stowage behind sliding Plexiglas doors.

On the standard models, the galley consists of a stove and ice box to starboard of the companionway. A double stainless steel sink atop the engine compartment is directly below the companionway ladder.

Theres little privacy in the aft section of the boat, which is wide open with pipe berths situated on each side of the hull. The area is ventilated by two opening ports in the stern. Visible in this area is a fiberglass tube glassed to the hull for the man-overboard pole.

This configuration does allow 360-degree access to the engine compartment, the aft end of which doubles as a hanging locker. This aft area is partially finished with teak strips, though the last three inches of hull is exposed gelcoat.

The MK II is a more cruiser-friendly version. The galley is a U-shaped affair and in lieu of the wide open pipe berth in the port quarter, there is an enclosed stateroom with a double berth.

The saloon has a nav station with a chart table large enough for the serious navigator, five drawers for storage, an electrical panel with six circuit breakers, and space for basic instruments and gauges. Though wiring runs are inconspicuous, they are easily accessible behind the nav station and settees.

The head is located to starboard behind the main bulkhead; it is Spartan, with sink, toilet and sump for shower. All plumbing is exposed. A second hanging locker is opposite the head.

The forepeak contains a V-berth for two adults, though it also lacks creature comforts like reading lights and shelving. There is storage below the berths.

We think spaces belowdecks are adequate for racers or cruisers, though cruisers will no doubt prefer the MK II version and may want to locate a carpenter to improve the aesthetics of the head.

Performance

The boats racing records in the rugged conditions of San Francisco Bay and its successful record in long distance ocean races, attests to its performance and durability. It has proven fast going to weather under full main and No. 3 jib in typical summer conditions on the bay, where wind speeds are predictably 15-25 knots, and in the lighter air conditions of Puget Sound where the masthead rig outperforms fractionally rigged competitors. Sailed properly, the Express 37 sails to its PHRF rating of 72-76 in most areas.

We tested a standard model on a 40-mile race on Puget Sound, sailing with a crew of seven. Though the boat struggled in light winds, it managed to maintain a modicum of boat speed while carrying a 3/4-ounce chute. An attempt to improve boat speed by flying an asymmetrical spinnaker flown from the jib tack was unsuccessful. When the wind piped up to a steady 12-17 knots, it easily carried a 140 percent genoa through 2- to 3-foot swells without excessive heel. She has a wide sailing groove, and rewards the skipper who feathers up in puffs. Sailing downwind in the same conditions, the boat held steady at 9-10 knots.

We think the person looking for a used 35-40 footer in the performance category should give careful consideration to the Express 37. Racers interested in moving to a bigger boat will find one-design fleets in many areas, or may compete with J/35 and Schock 35 types in PHRF.

The boats are well constructed, hardware is well laid out, and the sail plan excels through a wide range of wind directions and velocities.

Because these boats have primarily been sailed in racing fleets, a buyer may find a used boat equipped with a larger than average sail inventory, as well as electronics, although these may be outdated.

The downside to the Express 37 is that the interior lacks the privacy of a conventional cruiser. Its accommodations are larger than those of the Schock 35 and J/35, but not as well appointed as the Schock. You buy this boat first for performance, because you like a fast, well-constructed boat that handles well.

The Express 37 sold new in 1988 for $85,000, plus sails and electronics. Typical used boat prices run roughly from $45,000 to $60,000, comparable to the J/35 and Schock 35.

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First impressions The Express 37 is deceptive, at first glance it doesn't look like an offshore-capable thoroughbred, it can be easily mistaken for a run of the mill, racer-cruiser style production boat. But don't be misled, this is a boat that you have to sail to appreciate. In profile, the sheer is almost straight but there is nice entry angle to the bow. The broad stern features a reverse transom. The low-slung cabintrunk is short and concentrated amidships. A careful inspection of the underbody lines reveals flat, flared sections forward and this, no doubt, helps the 37 surf on even modest waves. The keel is a narrow-cord foil slightly raked aft. The balanced rudder is placed well aft. Weight is centered in the middle of the boat to keep the ends light and buoyant and again to facilitate getting up on top of the water. The double-spreader rig is moderate in proportion and the sailplan includes a large, relatively low-aspect main and smaller, high-aspect headsail. This rig has been coined a "masthead fractional rig," which handles like a fractional rig but delivers more horsepower and trims more efficiently. Displacement numbers seem to vary, the original design called for 9,500 pounds of displacement and 4,500 pounds of ballast. According to some reports, Schumacher claimed the finished boat weighed in closer to 11,000 pounds and the two boats on www.yachtworld.com list displacement at 10,000 pounds and 10,500 pounds respectively. Take your choice, anyway you cut it, the ballast/displacement ratio is more than 40 percent-the Express 37 is a stiff boat designed not only with ocean racing in mind but also the blustery conditions of San Francisco Bay.

Construction To a build a light boat that can stand up to the demands and loads of serious ocean racing, you have to build it well, and that was certainly the case with the Express 37. The hand-laid-up, vacuum-bagged hull is balsa-cored and Alsberg was one of the first builders to use vinylester resin in the outer layers to prevent blisters. The deck is also balsa-cored and joined to the hull on a typical inward flange and bonded with 3M 5200 and stainless screws. Molded liners are used throughout the boat, including separate pans for the head, galley and other furnishings. These liners look a bit stark and limit access to the hull and deck but they are practical and allowed Alsberg to really control weight. There are structural floors that provide excellent athwartship support. Few if any hull problems have been reported by owners. Indeed, the 37's hull is known for being virtually bulletproof. Also, the older Express 37s that I have examined are remarkably free of gelcoat crazing and cracking; the original fiberglass work was excellent.

What to look for There are some documented problems to look for when you get serious about an Express 37. However, because the problems have been identified, in most cases they will have been already take care of. Specifically, when loaded up the No. 1 genoa tracks caused the decks to flex and potentially crack. The switch to Kevlar headsails, which didn't stretch and transferred the load to the tracks and the deck instead, apparently caused this problem. Bartz Schneider, who sails his 37 on San Francisco Bay and is a valuable source of information on the boat, notes that the problem is rectified by backing the tracks with U-shaped aluminum extrusions mounted below deck, which then serve as full length backing plates for the track. Another problem, primarily on early boats, was the lack of tabbing on the bottom of the main bulkhead. In some cases, the bulkhead, which was a bit thin anyway, cracked. Starting around hull No. 20, the bulkhead beefed up, to 1/2-inch width and was thoroughly tabbed to hull. Of course, any boat that has been raced and sailed hard will have wear and tear issues. Be suspect of an extensive sail inventory on the listing sheet, chances are most are tired and not worth devoting space inside the boat to. Also, find out how old the standing rigging is, rod rigging was standard and is difficult to determine problems from a visual inspection. The condition of the running rigging will be more obvious.

On deck Although there is little doubt that the deck layout was designed for racing, it is surprisingly easy to convert to a more cruiser-friendly arrangement, especially shorthanded cruising. All mast and sail control lines are led aft to the cockpit and can be controlled from a position standing in the companionway. This is not a bad system, it keeps crew weight centered and safely in the boat. The cockpit is set up for efficient sail trimming, with the mainsheet traveler on a bridge just aft of the companionway, the primaries outboard and the tiller well aft. A few boats came with wheel steering and others have been retrofitted but the boat is made for tiller steering. A tapered aluminum mast was standard; these boats were built before the rush to carbon spars. Navtec rod rigging was also standard. Deck hardware included Merriman tracks and Lewmar winches. Teak handrails on the cabintrunk and forward toerails lend a bit of security on deck, but should be expanded if you are converting to cruising. The class rules kept the sail inventory under control, and basic sails include a No. 1, No. 3 jib and 1.5-ounce spinnaker in addition to the main. A No. 4 jib and additional spinnaker are considered optional sails.

Down below While nobody will confuse the interior of the Express 37 with a Cabo Rico, it is functional and reasonably comfortable. The interior finish includes a teak-and-holly sole and a smattering of ash and oak trim, teak ceiling strips and large expanses of molded fiberglass. The arrangement is straightforward, with a makeshift V-berth or sail storage in the bow. An enclosed head is next and the saloon includes a bulkhead-mounted table and opposing settees that convert into pipe berths. There isn't much storage as tanks take up the space below the settees, although there are small overhead lockers along the hull sides. The galley lines up to starboard with a small stovetop and icebox. The sink is mounted amidships, behind the companionway steps, which is inconvenient to say the least, but at least it drains on either tack. The nav station is opposite the galley and includes a large chart table and decent seat. The aft end of the boat is more or less open, with quarter berths to port and starboard. The MK II Express 37 featured a much better interior plan. Not only is it finished nicer but the arrangement is much improved. There is a real V-berth double, a comfortable saloon, a U-shaped galley and a double quarter cabin aft to port. Unfortunately only 10 MK IIs were built. However, if you are looking to cruise the boat then search for a MK II first. Even if you can't find one to buy, find one to climb through, it will give you plenty of ideas for modifying the standard boat.

Engine Before hull No. 25, the standard engine was the Yanmar 2GMF, 2-cylinder 18-horsepower model. Afterward, Alsberg upped it to the 3-cylinder 3GMF, the 27-horsepower model, which pushes the boat along smartly. Of course you don't buy an Express 37 to motor around, and chances are the boat you buy will have the original engine and it won't have many hours on it either. Access is terrific, primarily because the aft end of the boat is open, although it can be loud down below when the engine is running.

Underway This is what it's all about and it is the reason you buy an Express 37-the boat sails brilliantly. Designed to fly off the wind, the 37 also sails fast upwind. "The boat just has great bone-it is tough, I'd sail mine anywhere," said Schneider, the San Francisco Bay fleet captain and 37 devotee. It has to be to stand up to 20 years of racing in the bay. While it is not at its best upwind in light air, the 37 finds it stride when the wind pipes up. Extremely close winded, the boat can carry decent headsails even blasting to weather, although the typical technique of dumping the main to keep the boat relatively flat is definitely the fastest way to sail. The Express 37 PHRF rating seems to range around 70. And when you crack the sheets, well, that's another story. In heavy air you must keep the boat under control. Schneider tells a story of sailing off Point Conception in big winds and burying the bow while charging down a wave at 17 knots. It never pays to outrun the waves. Double-digit speeds off the wind are commonplace. Although class rules allow for up eight crew, the boat can be sailed safely even in, as Schneider calls them, "gnarly conditions offshore," short-handed. The boat is light but so are the loads.

Conclusion The Express 37 offers exhilarating performance both on and off the racecourse. And although one-design fleets are shrinking, most 37s have a lot of speed left in them. Also, following the trend of their boats, as racing sailors get older and migrate toward more casual sailing, a logical decision might be to convert a 37 into more of a cruising boat. With prices hovering around $80,000, the Express 37 is a terrific value.

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All About the Express 37

Classic Schumacher Design

A santa cruz icon.

The concept for the Express 37 was developed in 1984 by Carl Schumacher and boat builder Terry Alsberg of Alsberg Brothers Boatworks in Santa Cruz.  When Schumacher penned the Express 37, his objective was to design a boat that would excel on long ocean races, that was easy and safe to sail short-handed, and would have at least 6′ of standing headroom. The first boats built by Alsberg Brother Boatworks finished 1, 2 and 3 in the 1985 TransPac , an ocean race held on the West Coast.  There were eventually 65 built and these boats continue to compile an enviable record.

Schumacher’s design has come to be referred to as a “masthead-fractional” rig, given the large, low-aspect main and small, high-aspect foretriangle.  Helmsmen and trimmers find the design more forgiving to sail than a fractional rig.  With a high ballast-to-displacement ratio  of 47% and the early adoption of hand-layup vacuum-bagging construction with a balsa core, she’s also a stiff boat well suited for windy conditions like those on San Francisco Bay.  With an active fleet on both East and West coasts, the Express 37 is a testament to Schumacher’s talent and the enduring appeal of the yachts he designed.  

Express 37 Construction Methods

Read about the incredibly robust construction of the Express 37.

"Express 37 Nails Performance"

Read the March 2020 article by Practical Sailor .

Express 37 Used Sailboat Review

SpinSheet.com’s review April 2017 review of the Express 37.

Express 37 by Sailing Magazine

Sailing Magazine’s November 2008 review of the Express 37.  An “ an off-the-wind rocket ship that was big enough and tough enough to stand up to the rigors of long-distance offshore racing.” 

"A Day in the Life of an Express 37" by Sail World

Sail World’s 2005 article about Escapade in the Rolex Big Boat Series.

It doesn’t get any better than this!

Boats For Sale

Interested in buying an Express 37?  There are a few out there, especially if you are willing to transport your boat!

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Are you interested in joining one of the most exciting and competitive classes in California?  Members of the fleet are located in Northern California to Southern California.  We are always looking for crew!  Contact us and one of our skippers will be in touch soon!

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• Sailboat Guide

Express 37 is a 37 ′ 0 ″ / 11.3 m monohull sailboat designed by Carl Schumacher and built by Alsberg Brothers Boatworks between 1984 and 1988.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

After hull #25 the boats were fitted with a Yanmar 3GMF (27 HP). Some have a shallower keel. A later Mk II version (after hull #58?) featured a more cruising oriented interior. (10 built)

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A day in the life of an Express 37

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