irwin 31 sailboat review

IRWIN 31 CITATION Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of IRWIN 31 CITATION. Built by Irwin Yachts and designed by Ted Irwin, the boat was first built in 1983. It has a hull type of Fin w/spade rudder and LOA is 9.53. Its sail area/displacement ratio 17.21. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

IRWIN 31 CITATION has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about IRWIN 31 CITATION and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, contributions, who designed the irwin 31 citation.

IRWIN 31 CITATION was designed by Ted Irwin.

Who builds IRWIN 31 CITATION?

IRWIN 31 CITATION is built by Irwin Yachts.

When was IRWIN 31 CITATION first built?

IRWIN 31 CITATION was first built in 1983.

How long is IRWIN 31 CITATION?

IRWIN 31 CITATION is 8.08 m in length.

What is mast height on IRWIN 31 CITATION?

IRWIN 31 CITATION has a mast height of 11.28 m.

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• Sailboat Guide

Irwin 31 is a 31 ′ 0 ″ / 9.5 m monohull sailboat designed by Ted Irwin and built by Irwin Yachts starting in 1968.

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)

TALL (sloop) RIG: I: 39’ J: 12.1’ P: 34.0’ E: 14.0’ Disp.: 9600 lbs. Bsl.: 3800 lbs. Also offered as a yawl. (info provided by user)

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The Irwin 31 is a 31.08ft masthead sloop designed by Ted Irwin and built in fiberglass by Irwin Yachts since 1968.

The Irwin 31 is a heavy sailboat which is slightly under powered. It is stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Irwin 31 for sale elsewhere on the web:

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Irwin Citation 32

• Thread starter JRWyble
• Start date Jul 24, 2012
• Forums for All Owners
• Ask All Sailors

Considering a purchase of an 1987 Irwin Citation 32...any experiences, good and bad, with this boat?  

stephen Penny

Same vintage boat 35 feet long has a lot of weather helm vs.my previous 1987 Hunter 31 or 2004 Hunter 386.  

I recently purchased an irwin 32 Citation out of Groton, Ct. I had to tune the rig prior to sailing it to my home port in Narragansett Bay. The boat is so well balanced that in 20 knots of wind she just about sails herself. It is a great sailing vessel.  

I just purchased a 1987 Irwin 32 Citation. It was a bit neglected but the purchase price was well worth it. I had to tune the standing rigging prior to a 7 hour sail to my home port. The boat sails beautifully, well balanced, easy motion through rough waters, very comfortable for a 32 footer. Sails like a bigger boat. Turning radius is great, very little prop walk in reverse, handles very, very well. I highly recommend this vessel, well built.  

I thought the Endeavour? 32 was born from an Irwin 32 mold. If that's true, it's a good boat. Roger Long would know!  

We have a 34 Citation and like it. Not a lot of experience sailing it yet, just bought in February but if we get the sails set properly she'll hold a course pretty good without the auto pilot. Brian  

Misfits said: I thought the Endeavour? 32 was born from an Irwin 32 mold. If that's true, it's a good boat. Roger Long would know! Click to expand

tackingabout

87 citation 32 hi, i am also new to a 32, i am in salem ma, and would like to be in touch with other owners of these boats. we are finding ours to be very fast, previous owner disconnected babt stay, wondering if yours is hooked up? please contact me if you like at [email protected]  

Irwin cut corners and they were nto the best built boat around, but they aren't the worst, either. I wouldn't take a Citation across an ocean, but then they weren't meant for that. From what I have seen of the Citation boats, i would be quite comfortable using them on the Great Lakes or any comprable body of water including coastal ocean cruising.  

Don't take our word for it, but read up on Irwins from respected sailboat surveyors, such as Jack Hornor. He will pretty much trash the Irwin as a production builder that generally cut a lot of corners, and are prone to many deck leaks & core rot if all hardware has not been thoroughly rebedded. But that is common of many production builders, including Catalina & Hunters. I do like that Irwins generally come with Yanmar Diesels in the later 80's models, which are a good, rock solid engine. But beware of neglected Irwins, and any other neglected boat, as rot in the decks, bulkheads, etc. can be big bucks to fix. You get what you pay for. Cheers.  

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Irwin - Bluewater Capable???

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Chuck, love the avatar. I'm jelous. ;- )  

camaraderie

jzk said: My 1971 Irwin 38 was solid on the outside and cheap on the inside. It had great classic lines (hard to believe, right?) with a nice overhang stern. And the glass was thick. Over an inch. I have to dig out a picture becuase she is not the charter type Irwin everyone is talking about. As soon as I get to 10 posts, I will post a pic! Click to expand...

bob chaisson said: Looks pretty good to me, if they actually did it that way. I know mine is thru bolted. Click to expand...

Note...my chopper gun comment was not to suggest that woven roving was not used where needed or even exclusively on some boats. Just that chopper gun work was common and not all sections of all Irwins were done by hand laid techniques. This was common in production boat building in the 70's and 80's. JZK...thanks for the picture and description. I have never seen one of those before...good looking hull!  

Sean, go to the irwinsailboat group at yahoo and post. I can contact you direct from there. Bob s/v Valkyrie, Irwin Citation 35.5  

hi everybody,my friend is finishing refit on his irwin 30 in Florida and he would like sail across Atlantic to Europe in few months.My question is: Is Irwin 30 actualy " blue water" boat? Did you ever heard about somebody who made seriouse offshore passage on Irwin 30 ? Any good points and bad points for those cruisers?many thanks for responses  

By no stretch of the imagination is an Irwin 30 a bluewater boat. It is a modestly built coastal family cruiser. If he gets lucky your friend might make it. On the other hand, I suggest that there will be a lot of luck needed.  

Irwin 38 Citation Saw your posts, in '07 - '08 re: Irwin's/ Seems a lot of disagreement with respect to seaworthiness. I'm looking at a 38 Citation...1988. It's been mentioned problems with early to mid-80s. I'd like to know if that was cleared up by 1988, and where I might find some solid information. There seems to be a lot of conjecture out there. This will be my first sailboat. I've been boating a long time. I'm outside Chicago, but on Lake Michigan, which is just as nasty as the Atlantic, so I want to be sure I know what I'm looking for. Any help would be great!! Thanks, Michael  

The 38 Citation is a nice sailing boat and an excellent value and fairly fast. No...this is not a blue water boat and yes... she is fine for lake Michigan provided you get a good survey and engine analysis. Pay particular attention to the tanks if they have not been replaced. I don't think Irwins are any better or worse than the other production boats of the era and if their QC was spotty...that has likely sorted itself out by this time and a survey will tell you what you need to know.  

CaptainForce

My friends, the Campbells, out of Jacksonville, sailed their Irwin Citation (I thought 37, maybe 38?) to Murmansk many years ago. I've thought that there's a cause to think that the term "blue Water" should be attributed to the Captain and crew as much as to the vessel. It's prudent choice and diligence of care that allows vessels to succeed as well as construction. I'm reminded of the many vessels that are retrieved in sound condition after the rescue of their crew. I'm slow to accept that variations in construction are the determining factors in cruising success. I'd be interested in the conspicuous results of numerical data that compares the man with the machine. I think the "machine" is carrying a little myth! 'take care and joy, Aythya crew  

+1 CaptainForce.  

CaptainForce said: My friends, the Campbells, out of Jacksonville, sailed their Irwin Citation (I thought 37, maybe 38?) to Murmansk many years ago. I've thought that there's a cause to think that the term "blue Water" should be attributed to the Captain and crew as much as to the vessel. It's prudent choice and diligence of care that allows vessels to succeed as well as construction. I'm reminded of the many vessels that are retrieved in sound condition after the rescue of their crew. I'm slow to accept that variations in construction are the determining factors in cruising success. I'd be interested in the conspicuous results of numerical data that compares the man with the machine. I think the "machine" is carrying a little myth! 'take care and joy, Aythya crew Click to expand...

Bob Have just joined so cannot send PW. Don't intend to hijack the thread, but interested to know if you have a traveller as your picture might indicate. I started a thread on this topic so if you or anyone has experience or advice, please respond through that thread. Many thanks Boatseeker (John)  

camaraderie said: The 38 Citation is a nice sailing boat and an excellent value and fairly fast. No...this is not a blue water boat and yes... she is fine for lake Michigan I don't think Irwins are any better or worse than the other production boats of the era . Click to expand...

I know this a old thread. But hopefully it does not fall on deaf ears. I tried to PM jzk, but I am short of the 15 posts needed. So I will post my PM here in the hopes the JZK gets this. "Hello, I came across your comments in a thread on irwins being "bluewater" worthy. I saw the pic you posted of your irwin and could not help but notice the similarities to the one I have owned now for 2 years. It is on the hard in Waukegan in but should be launched this month after two years of work. I wanted to know, do you know where your boat ended up? Do you have any more pics maybe of the inside too? I would love to see how they are supposed to look. My boat is a 70' irwin 38-1 and I have a main sail with the same numbers as yours in that shot you posted. Feel free to reply to my email at jedstrom(at)periphix.......com -Jeff"  

camaraderie said: ..............C Force...this is NOT personal criticism just commenting on your remarks as they are like so many others..and my guess is that you and your boat are prepared for whatever adventure you choose. Click to expand...

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• Sailboat Reviews

A lot of boat for the money, as long as minor points like sailing performance aren't important to you.

An evaluation of the Irwin 37 threatens to expose all our prejudices about boatbuilders and cruising boats. In general we like sturdily built, finely finished, well performing boats that reflect traditional standards (if not design) and lasting value.

Irwin Yachts built boats of mediocre quality and finish and marketed them to buyers looking for as much boat as possible for the price. In every sense of the word, Irwin boats, of which the Irwin 37 is archetypal, are production boats. They were mass produced, carefully priced, simply advertised, and widely sold to a broad spectrum of customers. More than 600 Irwin 37s were sold between the time the boat went into production in 1971 and its demise in 1982.

The last version was designated the Mark V, representing the popular strategy of numbering the steps in the evolution of a design even though the changes may be minor.

From the outset the Irwin 37 was a roomy, appealing cruising boat that was once described as the Chevrolet Belair of the boat market. Her greatest appeal was to the sailor/owner who is not into tradition, sailing performance, elegance, construction details, or investment.

Irwin Yachts was considered to have the most notoriously slipshod quality control among the larger boat builders. No other boats have as poor a reputation for warranty claims, delays in commissioning, missing or incorrect parts, and mislocated hardware as Irwin. Similarly an examination of virtually any Irwin-built boat reveals details that reflect cost savings but are problems; some, in our opinion, serious (gate valves on all through hull fittings) and some trivial (through hull fittings not installed flush with the hull).

Construction

There are no basic industry standards for fiberglass construction; the primary criterion for adequate hull laminate strength seems largely a matter of in-use durability. Some builders, in the absence of such standards, overbuild their products (CSY, for example).

Irwin Yachts, on the other hand, have hulls and decks molded to specifications that are, by industry comparison, light. By our standards the Irwin fiberglass layup is minimal; that is one reason the boats have a low price. Yet basic laminate is not where cost savings are most apparent.

More conspicuous are cosmetic flaws. In two of the later 37s we looked at, there were obvious deep hollows in the bottom. These are evidently the result of pulling a still “green” hull from the mold and setting it in a four-point building cradle. The supports dished the laminate, probably permanently.

For years Irwin Yachts suffered from print through whereby the pattern of the underlying roving in the laminate was visible in the topside gelcoat. This later was considerably reduced with the use of Cormat between the roving and the gelcoat; in the later 37s we examined, print-through was negligible. This print-through remains an unsightly feature of older 37s, especially in the dark paint of the sheerstrake.

In our examination of the 37s we also noted sloppy underwater fairing around the rudder gudgeon and where the “Adapt-A-Draft” keel is attached. These types of flaws, coupled as they are with such details as protruding through hull fittings and squared off trailing edges, produces needless drag for a boat whose performance under sail is already suspect.

The earliest Irwin 37s did not have bowsprits. The result was a hazy gracelessness that was accentuated by obvious unevenness in the sheerline, unrelieved topside expanse, and Clorox-bottle styling, not to mention dimples and gelcoat blemishes. To improve performance with more sail area Irwin added a molded fiberglass bowsprit. Serendipitously the extension did wonders for the aesthetics. Less fortuitously the glass sprit also became a source of warranty claims when, if tightening the rigging caused it to flex, the gelcoat crazed.

The final version of the bowsprit is of welded aluminum. In a mid-production boat we examined, the bobstay is a threaded stainless steel rod with jaw terminals at each end. The newer boats have the rod welded between two plates on each end, a less costly fitting. As the lower end will be continually awash and thus vulnerable to corrosion, we think the welded construction is a mistake. Similarly we are concerned about the stainless steel rudder gudgeon, which has shown evidence of stress corrosion.

The Irwin 37 has a history of warranty claims against defective gelcoat—too thin (or missing), too thick, discolored, crazed, or covering voids. Where this happened in the diamond pattern non-skid deck surfaces that Irwin produced into the early ’80s, inconspicuous repair was well nigh impossible.

The problem drove Irwin dealers and new owners to distraction and fueled much of the scuttlebutt about Irwin’s poor handling of warranty claims. In the last boats Irwin put on a random non-skid pattern, easier to repair. Irwin also went to a better quality gelcoat.

Another common question about Irwin Yachts has been its hull-to-deck joint. Contrary to common industry practice, the joint in the Irwin 37 consists of overlapping flanges joined with a polyester slurry and fastened on about 6″ centers with stainless steel self-tapping screws. Most builders now use a semirigid adhesive and bolts, a technique we favor. We believe this more positive attachment is called for on boats going to sea.

The chainplates of the 37 are stainless steel webs laminated into the topsides during the hull layup. This technique was developed by Irwin and is imitated by a number of builders whose chainplates are at the outer edge of the deck. It seems to be a satisfactory installation and indeed preferable to early Irwin 37s which had the chainplates through-bolted to the topsides.

Handling Under Sail

Virtually everyone from whom we elicited information on the Irwin 37 either dismissed as unimportant or derided her performance under sail. She seems a classic example of the all-too-common cruising boat that does everything better than handle as a sailboat.

A number of owners we talked to do not seem bothered by this shortcoming. We, again with our prejudice, would be.

The Irwin 37 comes standard with a sloop rig; the roller furling genoa was an almost unanimously specified option. A cutter rig (with a club jib) and a ketch rig were two other options. In any configuration she is a boat that seems ideally suited for a couple to sail. The sail area is modest with the ketch carrying about 60 square feet more sail than the sloop, just about enough to compensate for the windage of the mizzen mast. Personally we think the cutter rig is the best answer of the three, the staysail providing a handy headsail in hefty conditions and doing away with the clutter, expense and windage of the mizzen.

Plainly the standard shoal draft keel without a centerboard is inadequate for sailing to windward. If a buyer wants shoal draft, he should consider the centerboard version. The board does thunk in its trunk when down, a harmless if annoying distraction.

Fully raised it remains quiet; what a relief in the middle of the night at anchor.

For optimum performance we recommend the deep keel. Still, do not hope too earnestly for scintillating windward work; for such joy you should consider a host of boats other than the Irwin 37.

Owners have indicated to us their willingness to accept indifferent performance under sail. However, we have heard complaints about the amount of attention the helm needs and some difficulty in steering the boat both under sail and under power (“Steering is stiff and my wife (98 lbs) has difficulty at times.”). We suspect some of this chore is the result of an unbalanced semi-spade rudder being driven by a relatively small diameter steering wheel through an aft-cabin layout that requires considerable routing of the steering linkage.

Handling Under Power

The Irwin 37 has a 40 hp Perkins 4-108 diesel engine driving a three-bladed propeller with 2:1 reduction through the after edge of the keel. That is a combination that bespeaks of performance under auxiliary power. In fact, with the standard shoal keel and that combination for power, the Irwin 37 might reasonably be labeled a motorsailer if that term had not fallen into such disfavor in recent years.

The combination also suggests that the Irwin 37 should appeal to the powerboat owner looking to sail as a way to reduce his fuel consumption without sacrificing the room and amenities of the moderate sized powerboat. Certainly we think it is a worthwhile alternative to the ad hoc conversions of sailboat hulls and rigs to sailing powerboats with their high deckhouses, awkward sail handling systems, and sundry other hermaphroditic compromises.

If performance is not a priority in the design of the Irwin 37, livability is. The Irwin 37 is a coastal cruiser for two couples or a family of four. She has the most practical aft cabin layout we have seen on a stock boat under 40 feet. The layout has remained essentially unchanged since the 37 was introduced and features a spacious aft cabin, a step-down galley, a more-than-adequate walk-through passageway, and a forward cabin that should not make its occupants feel like they are in steerage.

Fundamental to the Irwin Yachts design and marketing philosophy is that the interior should instantly appeal to women. The decor is Production Boat Contemporary: tufted velour cushions, plenty of teak, and “color coordinated” carpeting. We are not impressed with the so-so craftsmanship and unsanded finish of the joinerwork nor with the antiseptic molded hull liner, but these are details that do not immediately affect the illusion of quality, comfort, and spaciousness.

Thus the interior of the 37 minimizes seagoing machismo: there are no handrails, sea berths, navigation sanctum, or sailbag stowage. Below, with the possible exception of the gimballed stove, one can easily forget that under certain circumstances a sailboat may not always be upright or free from motion.

It would be hard to imagine being aboard an Irwin 37 at sea. There is no berth one could sleep in comfortably. The settee berth to port is too narrow and the settee to starboard is too short. One owner remarked that even when the settee berth is to leeward, a nap-taker is rolled out of it during a gentle afternoon sail.

But what the 37 may lack at sea she more than makes up for at bedtime at anchor. Both the athwartships after berth and the forward V-berth are queen-sized with 4″ mattresses. The two cabins are separated by 30 feet of boat and closed doors. Each has a private head.

There are good hanging lockers, lots of drawers, a few scuttles and assorted nooks and crannies. Yet someone forgot to build in places to store dry, warm food. For cold food there are, now get this, one front opening Norcold refrigerator (standard) and two, yes two, large top-opening iceboxes. In fact, both iceboxes are so sizable that their bottoms are difficult to reach. One of them (under the rudimentary chart table) might be better used for dry food storage except that getting at its contents would be at best inconvenient. The alternative is to use the galley icebox as a dry well and rely on the Norcold despite our longtime prejudice against using front opening boxes which depend on electrical power away from a dock. Perhaps this refrigerator is the best giveaway as to what type of cruising the 37 is best suited for.

Two other points about the interior deserve comment, one favorably and one not so. Engine access and sound insulation are among the best we have seen in a production boat, helped by removable panels on the sides of the walk-through. To check the dipstick and heat exchanger water there is no need to move the companionway ladder. In short, if the engine of the 37 seizes from lack of oil or overheats for lack of water, the owner has only himself to blame.

On the other side, the bulkhead-mounted fold-up, drop-leaf cabin table will not survive the first fall against it when a powerboat leaves a wake. It might not even withstand the weight of a rib roast. The first thing we would do after buying an Irwin 37 that still had the stock table is find ourselves a rugged, attractive fixed cabin table. (The next thing we would do is to make the seats comfortable.)

Deck Layout

The Irwin 37 is a handy boat to sail. The sidedecks are wide, the rail rises to a low bulwark forward to give a sense of security and the cockpit coaming has an opening to starboard but is low enough to climb out of anywhere. The bowsprit is designed to carry a 30 lb plow anchor housed in a roller chock.

Hawseholes (of polished aluminum, replacing the line-chafing fiberglass on older boats) are mounted in the bulwark for docklines. Oddly enough neither the hawseholes nor the roller chock give a fair lead to the pair of deck cleats.

The stanchions are mounted through the deck into blocks drilled to fit, a system that we think gives a rugged support. In early 37s the stanchions went into fiberglass tubes glassed under the deck; in later boats they go into wood blocks (saving cost and complexity). In contrast to this sturdy structure, the bow and stern pulpits are screwed on the teak rail cap. We hardly recommend that attachment.

The cockpit is small, accommodating at the most four adults at a time. Yet the seats are long enough to stretch out on and access below is easy. We are not bothered by the absence of a bridgedeck or companionway sill for safety because the cockpit is high and amidships, hence dry. Besides, Irwin’s advertising notwithstanding, we doubt if many owners would consider offshore passages, given all the limitations the 37 would have at sea.

We like the number, design, and placement of the “smoked glass” opening hatches/skylights. Like many designs that have tropical cruising and chartering as part of their destiny, the Irwin 37 has a well-ventilated interior.

On deck stowage is limited to one gigantic locker, the lazarette. The trouble is that for storing fenders, docklines, sheets, snorkeling gear, etc. as well as an odd sail or two, it would leave everything hard to get at. You cannot reach the bottom from the deck and without some owner-installed shelves, hooks, and bins the contents would be in chaos.

Conclusions

Having exposed our prejudices we hasten to add that the more than 600 Irwin 37s sold conclusively prove that many sailors do not share those prejudices.

When new in the early ’80s, the Irwin 37 was about $15,000 less expensive than, say, the Tartan 37 or the Pearson 365. A Hunter 37, by contrast, could be sailed away for about $10,000 less than the Irwin 37.

Ironically, considering the persistent badmouthing of the Irwin 37 around the waterfront, older models have retained their value reasonably well. The reason seems simple: the Irwin 37 offers many buyers what they are looking for in a boat.

And for the dollars the Irwin 37 is a lot of boat. Many owners report looking seriously at smaller boats and settling on the 37 when they (and their wives) see the spacious 37 for the same price as the smaller boat. For that price they get what they see as a summer home afloat. Deep water cruising may be a distant dream but the immediate desire is a comfortable and impressive boat for weekending and two weeks in the Bahamas, the Eastern Shore, or out of Long Island Sound.

For any boat that retains its stock features, we’d plan systematic and regular upgrading. Expect to replace the standard through-hull gate valves with seacocks or ball valves. Divide the humongous lazarette. Run the halyards aft to the cockpit when they need replacing. Build some pitch into the seats of the settees. Rebuild the “navigation station” into handy food storage. Mount a larger diameter steering wheel so you will no longer have to steer standing up or perched on the edge of your seat. Finally, take a sail on a boat meant to sail effectively to windward, just so you’ll see what you are missing.

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I’ve got an Irwin 37 CCKetch ( 1974). Bought it from a consignment yard in terrible shape. None of my stanchions are rail mounted, and my cockpit accommodates 6 adults easily. I have made modifications – moving my chainplates outboard ( alla Pacifico’s seacraft) My sail locker was already partitioned in two parts. The lazarette I like as it is. A man could make his home there. The previous owner sailed her every year ( for 9 years) from Maine to the Bahamas and back. I’ve got the customs stamps to prove that. I’m in Newport RI, and the furthest I’ve ever gone is to Yarmouth NS. A slow trek to be sure, but very comfortable. I’ve got a 100 gal diesel tank, giving me 600 nm range under power at about 6.5 knots. Yes , she ain’t no Shannon. She’s old and slow, and won’t point worth a nickel, but my wife, son, daughter and cat love her. I told her you called her mediocre. Hurt her feelings, but she’ll get over it by tomorrow’s sail.

On a 1982 37′ ketch configuration and we see the issues mentioned but feel her “Ketchup” makes up for it in size comfort and sailability.

I was owner of Irwin 37 MK V for 9 years. The article is written quite one-sided. Maybe the author had a bad day or there was a bad weather period, due to which he was sailing deprived and had to let out the frustration somewhere. Irwin boats still sail and have outlived many other boat types. My boat has always been reliable and has gotten me through all situations.

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