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Pearson 37 and 37-2 Used Boat Review

An island double berth in the forepeak and a pair of lounge chairs in the saloon marked the pearson 37 and 37-2 as critical benchmarks in the evolution of the performance cruiser. and that transom pass through on the 37-2 led to...the sugar scoop.

In the decade prior to its demise in 1991, Pearson Yachts was noted for building mainstream cruiser/racers of above average construction with decent sailing and cruising characteristics.

During its long history, Pearson’s boats can be divided into three fairly distinct categories. Though the company was formed in 1956, its first large successful sailboat was the Triton, in 1959. Into the mid-1960s, Pearson built solid boats, like the Vanguard, Rhodes 41, Invicta 38 and Countess 44, that were capable of offshore sailing. This was due in part to their moderately heavy displacement, full keels and all-wood interiors, which allowed bulkheads to be tabbed to the deck, as well as all furniture to the hull.

As the demand for lighter, general-purpose boats became stronger, and as Bill Shaw took over all the design work, Pearson built a lot of CCA-type full-keel sailboats, including the Pearson 33 and 39. Some were keel/centerboards. They had large mainsails, smaller foretriangles, and generous overhangs. These boats represent something of a transition between the old Rhodes, Alberg and Alden designs, and Shaw’s 1980-era designs, which make up the third category.

The Pearson 37 is one of several transitional Bill Shaw designs that stands apart from the others.

The Pearson 37 was designed to meet the IOR rule, and double as a family cruiser. It was the start of the racer-cruiser era, and the Pearson 37, launched in 1981, was a model for this period. Production totaled 42 boats and lasted only a few years. It is not to be confused with another Pearson 37 that was aimed specifically at the cruising market and manufactured from 1987-89. The re-designed hull shape of the second 37, the 37-2, is more conventional, with a greater 12′ 4″ beam, and there moderately priced examples currently on the used market. (See the accompanying Market Scans.)

“That later boat was designed specifically for the cruiser who wanted to tie up his boat in the marina at night,” said Shaw. “We built a powerboat-like interior with a double berth forward, and placed two swivel chairs in the saloon. We were on the cutting edge of what is now considered a typical sailboat interior. We also added a stepa-board transom.” The so-called “sugar scoop” was born.

The 6′ 6″ deep fin of the 1981 boat was replaced with a 4’ 8″ shoal draft keel for gunkholers, and winglets were added, which some owners say slightly improved its pointing ability.

Other cruising additions were a self-tacking jib, lazy jacks, and a mainsail with a built-in sail cover that zipped over the boom à la the Doyle Stack Pack.

Design The earlier Pearson 37 was one of 43 boats Bill Shaw designed during his 27-plus year tenure at Pearson Yachts, first as designer, later as general manager and part owner.

“I designed the boat for sailors who wanted to race their boats in IOR and PHRF fleets, then jettison the crew, pick up the wife and children, and go cruising,” he said. “The hull design was state-of-the-art, if you will, and she was furnished with a comfortable, though lightweight, interior.”

The IOR influence is evident in the pinched ends and bustle.

The boat carries plenty of sail for its intended purpose; the high-aspect mainsail measures 276 sq. ft. and the foretriangle 363 sq. ft. for a total of 639 sq. ft. This give the boat a sail area/displacement ratio of 18.7.  The spinnaker is 1,302 sq. ft.

Displacing 12,800 lbs. on a waterline of 30′ 1-1/2″, the 37’s displacement/length ratio is 195. This is not light by today’s standards, but light to moderate for its time.

The rudder is behind a small skeg and there are flaps to minimize drag. All through-hulls are flush.

Accommodations are significantly more comfortable than today’s modern race boat. The hulls are lined with spruce and hickory, cabin soles are teak and holly, and the head and master stateroom are enclosed with wooden doors. There are berths for seven, which you might fill on an overnight race, but that’s too many for cruising.

Construction In typical Pearson fashion, the early 37’s construction schedule and hardware have conservative specifications.

“Our approach was to evaluate loads and then build in a 30-percent fudge factor,” Shaw said.

The lamination schedule for the balsa-cored hull included alternating layers of mat and roving, “to provide impact resistance,” Shaw said. The deck is cored with balsa. Encapsulated plywood was substituted in areas where hardware fastens.

Though vinylester resins were not being produced at the time, Shaw says that the company had overcome blistering problems by using high quality gelcoat. However, several owners report minor blistering on their hulls.

“We noticed reoccurrences of blistering following the energy crisis of the late 1970s,” Shaw said. “Gelcoat was turning yellow, and we saw evidence of crazing. My theory is that the manufacturer was substituting ingredients in the product because of the oil crisis. We also determined that boats in northern climes that were hauled every winter were less prone to blistering, especially compared to those in the south that lived in warm, brackish water.”

The hull has an inward-oriented flange onto which the deck was laid. It was bonded with silicone, the seam was glassed on the underside of the deck, and stainless steel fasteners were bolted through the teak toerail.

In response to owner comments regarding leaky portlights, Shaw said, “We used the best materials available at the time, but silicone will eventually cause leaks.”

Wiring runs are accessible; wires are bundled and color coded, and owners report no electrical problems or failures.

Water is in two 35-gallon bladder tanks below a settee. The aluminum fuel tank holds 22-gallons.

Deck The keel-stepped mast is tapered with double spreaders. The upper, intermediate and lower shrouds are #8, #10 and #12 Navtec rod, and stays are #10 rod. There also is a babystay that fastens to a short track on deck.

Our test boat, which was commissioned in 1981, wears its age well. The gelcoat is smooth and fair, and shows few signs of crazing; the diamond nonskid was effective during rainy test conditions. Double lifelines running from bow to stern, coupled with a 2″ teak toerail and cabintop handrails, provide security when heeled.

Halyards are inside the mast, a bit unusual on boats of this vintage. They run through turning blocks attached to the mast collar to four two-speed Lewmar 42 winches mounted on deck just aft of the mast. For windward work, when tight sheeting angles are required, the jib sheets are led aft through two cars on tracks located inboard next to the cabintop. For sailing downwind, they can be re-led to tracks on the toerail. The primary winches are three-speed Lewmar 48s.

Flattener, reef lines and other sail controls are led to two-speed Lewmar 30s mounted atop the coachroof within easy reach of the trimmer; standard equipment was four stainless steel cleats that we would replace with modern rope clutches.

The boat is well ventilated by two hatches, one 26″ square over the forepeak and a second, 12″ square, over the head.

The cockpit measures 8′ 6″ and seats 6-8 adults on comfortably contoured seats. In fact, Shaw probably designed the most ergonomic cockpit seats of any designer doing production boats. The helmsman sits atop a rounded seat while under power, then moves to seats in the cockpit corners for sightlines to the telltales.

A port lazarette with a 40″-wide opening is a 6′ long, 36″ deep locker large enough to hold a deflated inflatable dinghy; otherwise, it would benefit from installation of a shelf. Stowage for two propane tanks is located to port at the transom.

Boats came with a 40″ stainless steel destroyer wheel with less than two turns lock to lock.

The mainsheet tackle is near the end of the boom and connects to a traveler on the bridgedeck. This location makes moving in and out of the cabin somewhat inconvenient, but seems best for proper sail control. The only alternative would be mid-boom sheeting to a traveler mounted on a bridge over the companionway, but this would be less convenient for the trimmer and require more purchase.

Interior Exploration of spaces belowdecks confirms that Shaw does not exaggerate the boat’s dual personality. The interior is well-lighted by portlights. Spruce and hickory line the hull and overhead. The hickory dining table stows flush against the bulkhead, which opens the area to traffic and makes way for moving through with sails for packing under the V-berth. Headroom is 6′ 3″. Several owners commented that adhesives holding interior wood panels eventually loosened.

The L-shaped galley is located to port below the companionway, which facilitates ventilation of odors and the transportation of vittles to the cockpit. It centers around a gimbaled propane stove, though many boats were retrofitted with electric ranges that either drew rave reviews (“much safer and don’t have to worry about an explosion,” one owner said) or were ridiculed.

Storage is in two large dry lockers and shelves that surround the stove. A well-insulated 33″ x 30″ icebox aft of the stove reportedly will maintain block ice for up to five days. The stainless steel sink is forward in a leg of the galley that separates it from the saloon.

Opposite the galley is the nav station with a 24″ x 36″ table that’s actually large enough to be functional; its storage area, however, is only 4″ deep.

The electrical panel is mounted outboard in a fascia that has enough room for electronics such as VHF radio, GPS, stereo and other instrumentation. To work at the chart table, one sits on the head of the quarterberth, so there is no backrest.

This quarterberth is 48″ wide at the head, 6′ 6″ long, and furnished with a reading light and shelving.

Additional sleeping accommodations are in port and starboard settees and pilot berths, which measure 26″ wide and 77″ long. The pilot berths are equipped with canvas lee cloths, and are more comfortable for sleeping than the settees.

The master stateroom in the bow is enclosed by a wooden door, and has 6′ standing headroom. The V-berth is 5′ 11″ wide at the head and 6′ 6″ long. The compartment has two hanging lockers and additional storage below the berth, which also houses the holding tank.

The head, located to starboard, measures 41″ long and 38″ wide, and is equipped with a canvas-lined clothes hamper—a nice touch. Furnishings include a stainless steel sink, a functional medicine cabinet, and linen closet behind the vanity.

Considering its racing orientation, we think the boat’s layout, accommodations, and volume of storage areas are adequate for coastal cruising.

Performance Most owners who race their Pearson 37s report that the PHRF rating is around 105-108, depending upon spinnaker size, but we found boats with ratings as low as 99. The owner of our test boat races year round in the Pacific Northwest and typically finishes among the first three boats in a fleet of 35- to 55-foot racer/cruisers. He is flying older Dacron sails, so we would anticipate significant improvements in boat speed and pointing ability if outfitted with newer sails.

We tested the boat on a raw winter day in wind speeds ranging from 12-25 knots and a 2′-3′ chop. The owner typically loads the hydraulic backstay adjuster to 2,500 pounds for sailing to weather in these conditions.

Sailing with a 130% jib and full mainsail, boat speed was 6.7 to 7.4 knots on a close reach, about a half knot slower when hard on the breeze. With properly trimmed sails the helm is well-balanced; easing the main traveler to leeward in heavy puffs dramatically reduced weather helm. We depowered the main by increasing backstay tension.

On a weather beat the boat pointed to within 30°-35° of apparent wind, and tacked through 80°-85°; it tends to go sideways when heeled more than 15°.

In the heaviest puffs we noted rudder stall when attempting to foot off. Shaw says this is the product of a design intended to meet then-current IOR design targets.

“The best solution in those conditions is to have a mainsail trimmer who can ease the sheet,” he advised.

The owner of our test boat reported speeds of 9-11 knots sailing under spinnaker, and 8.5 knots downwind with the #2 jib poled out while towing a dinghy.

The strong suit of IOR designs is sailing upwind. When reaching and running, these boats are more difficult to handle and the Pearson 37 is no exception.

Our test boat was equipped with a Universal 3-cylinder diesel rated at 23-hp. equipped with a Martec folding propeller. It motored at 6.2 knots at three-quarters throttle, backed up easily and tracked well in reverse.

Because there is no insulation under the cockpit sole, it’s noisy underway; one owner attacked the situation with heavy insulation and reportedly reduced engine noise belowdecks to 62 db.

Conclusion The overall condition of our test boat was impressive, especially considering that it lives year round on a mooring in the Pacific Northwest and is sailed hard by its original owner. Though he doesn’t spend weekends polishing the hull or varnishing the woodwork, the boat shows only the signs of wear we’d expect to see in a boat of a certain vintage.

Also impressive was its performance. The Pearson 37 rates only 15-20 seconds slower than newer, similarly sized boats, and has decent cruising amenities. We’d opt for the deep keel, if it can be sailed in your local waters.

RELATED ARTICLES MORE FROM AUTHOR

I would like to see more write ups on the Pearson 39-2

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Pearson 323

Posted by Gregg Nestor | Boat Reviews , Monohull

A solid though somewhat stately cruiser

Pearson Yachts set off in a new direction in the 1970s. After the company’s founders, Clint and Everett Pearson, left in the mid-1960s, Bill Shaw took over as general manager and chief designer. His designs had a more contemporary look, with longer waterlines, more beam, moderate displacement, cruising fin keels, and skeg-mounted rudders. Pearson Yachts was firmly committed to building wholesome family cruisers, and leading the new wave of designs were the Pearson 365, Pearson 323, and Pearson 424. Introduced in 1976, the Pearson 323 was a mainstay of the new Pearson cruising-boat lineup for almost a decade.

Lucky Lady is a 1978 Pearson 323 owned by Ken and Eva Gorby. This is their first sailboat; they had previously been dedicated powerboaters. Their daughter, while serving in the U.S. Navy and stationed in Norfolk, Virginia, purchased the boat and enlisted her dad to help her fix it up. One thing led to another, the daughter was deployed elsewhere, and the saga of repairs and upgrades continues.

Compared to earlier Pearson designs that were influenced by the Cruising Club of America (CCA) measurement rule for racing, the 323 is a departure. Explaining his approach to its design, Bill Shaw said, “I set about to design an honest cruising boat with youthful ideas and an international flavor. The 323’s underbody configuration is as modern as her profile is traditional. To look fast is one thing. To go fast in comfort is quite another.”

The sidedecks are wide and the shrouds are outboard, above right. The elevated toerail assures secure footing.

With its sharp entry, long waterline, sweet sheer, and slightly rounded vertical transom, the 323’s hull looks sleek and powerful. A major design goal was to create volume in the interior, so the cabin trunk is quite tall. To minimize its visual impact, a wide black stripe, affectionately referred to as the raccoon or bandit stripe, encircled the entire cabin trunk. Black-anodized spars complemented this step toward modernism. The Gorbys softened the effect by painting the raccoon stripe to match the boat’s teal-colored hull and painting the spars white.

Construction

The hull of the Pearson 323 is a solid laminate of hand-laid fiberglass and polyester resin. The deck is of sandwich construction, with a core of end-grain balsa between two skins of fiberglass. Sandwich construction achieves the desired strength and rigidity while being lighter than solid fiberglass, and Everett Pearson was a pioneer in the use of end-grain balsa as a core material.

The hull-to-deck joint is bonded chemically, mechanically fastened with self-tapping stainless steel screws that also secure the teak toerail in place, and taped on the inside with fiberglass and resin.

Although much of the boat’s interior is teak-veneered marine-grade plywood and solid wood trim, Pearson used a fiberglass pan

The galley in the Pearson 323 is normally fitted with a 2- or 3-burner propane stove and oven. Because her owners use Lucky Lady primarily as a daysailer, they have removed the stove and replaced it with a microwave oven and electric refrigerator.

and overhead liner. The pan is the base for settees, lockers, and other cabin furniture. Overhead in the saloon is a removable sheet of plastic laminate secured with teak battens. While a fiberglass liner might offer some structural advantages, the main reason builders use moldings for the interior is to reduce costs.

The ballast — 4,500 pounds of lead — is internal, so there are no keel bolts. It is set inside the keel, which is an integral part of the hull molding, and glassed over. The rudder is supported at its foot by a bearing attached to the skeg, which itself protects the rudder in the event of a grounding or collision with an underwater object.

The 323’s standard auxiliary power is the ubiquitous gasoline Universal Atomic 4 driving a two-blade propeller. Fuel is supplied from a 30-gallon tank that appears to be made of galvanized steel. A 2-cylinder Volvo Penta diesel was offered as an option. Both engines were coupled to a Walter V-drive. In reverse gear the 323 walks to port.

The Pearson 323 is a masthead sloop with a sail area of 478 square feet on a single-spreader mast supported with cap shrouds and forward and aft lower shrouds, all ¼-inch stainless steel wire. A boom lift is attached to the single backstay. Bridge clearance is 45 feet 4 inches.

The rig is simple and powerful and can be easily handled by a singlehander or a short-handed crew. The double-braid main and headsail halyards are external. They lead to Lewmar #8 single-speed winches on the mast and are made fast to cleats mounted just below the winches. Jiffy reefing with a single reef point in the mainsail was standard. The mainsheet is attached to a traveler that runs across the aft portion of the bridge deck.

A 9-foot genoa track is mounted on the teak toerail on each side of the boat and the headsail sheets lead aft to Lewmar #40 two-speed winches on the cockpit coamings. Two cleats, a jam cleat, and an open-throat cleat are fitted near each winch.

With its displacement/length ratio a moderate 275 and a low sail area/displacement ratio of just 14, the 323 is somewhat underpowered.

Deck features

The 323’s deck is pure simplicity and functionality. At the bow, there’s a no-nonsense stemhead fitting and a pair of open-throat cleats. Just aft of the cleats is an anchor locker that drains overboard. The rest of the foredeck is free of obstructions.

Rounded corners on the cockpit seats were a Pearson feature in the 1970s. The cockpit seat lockers are the means of access to the engine, water heater, batteries, and the 30-gallon fuel tank. Aft of each seat locker is a propane locker. Surprisingly, there’s no built-in helm seat aft of the 27-inch wheel.

The sidedecks are wide and the shrouds are outboard. A stainless-steel bow pulpit, dual lifelines, teak-capped bulwarks, and 9 feet of teak handrail along the cabintop enhance security and ease of movement.

Forward, on each side of the cabin, is a pair of opening portlights. Aft of them is a pair of rather long smoked-acrylic fixed portlights. On the gently cambered cabintop are two Bowmar hatches, one over the V-berth and the other over the saloon, and a single Dorade vent to starboard, above the saloon. The companionway hatch slide is protected by a sea hood.

On Lucky Lady, an aftermarket roller aids in stowing and deploying the anchor. The anchor locker has the capacity to easily house 300 feet of rope and chain rode and a spare anchor.

The 323’s cockpit measures over 7 feet in length, with 1 foot of that taken up by a substantial bridge deck. Two 1½-inch scuppers forward in the cockpit footwell discharge below the waterline via through-hulls with seacocks. A pair of coaming cubbies and rather large and cavernous seat lockers port and starboard provide stowage in the cockpit.

A small panel with the engine controls is located in the footwell adjacent to the helm, and some of the gauges are mounted on the face of the bridge deck. A fitting for the emergency tiller is accessible under the cockpit sole aft of the steering pedestal, and there’s also a clear port for viewing the fuel gauge. Completing the picture is a pair of open-throat mooring cleats outboard on the stern, a transom-mounted swim ladder, and a stainless-steel stern pulpit.

An insert increases the V-berth’s already large area. When placed in its lower position, it becomes a cozy centerline seat.

In the forward cabin, fiddled shelves are fitted port and starboard above the V-berth. Beneath it are three stowage bins. In the forward bin on Lucky Lady is an optional plastic 35-gallon water tank. Aft of the berth and to port is a bureau with drawers and to starboard is a series of open shelves. Much of the plumbing for the head, including the Y-valve and a portion of the plastic holding tank, is behind these shelves. Additional amenities include a pair of reading lights, port and starboard portlights, and an overhead hatch.

A sliding door separates the V-berth from the head compartment, which is finished with white plastic laminate. Lucky Lady is fitted with the optional centerline shower and large teak shower grate. Port and starboard opening portlights illuminate and ventilate this rather small compartment. A folding door separates the head compartment from the saloon.

The dinette table swivels to face either the starboard or port settee, at left, and lowers to convert the dinette to a double berth. The molded fiberglass liner is quite elaborate. It forms the sole and the foundations for the berths and covers the sides of the hull, complete with molded-in storage cubbies.

On the port side of the saloon is a single settee berth and on the starboard side a U-shaped dinette with a pole-mounted table. Beneath the dinette there’s a pair of lockers. Plastic 20-gallon water tanks, each with its own deck fill, are fitted under each settee. Stowage is provided behind both settee berths and on shelves and a pair of cubbies above them. A 6-foot-long metal grabrail is fitted on either side just below the two fixed portlights. While some 323s had a teak-and-holly sole, Lucky Lady’ s sole is a fiberglass pan with wooden inserts that lift out to allow access to the bilge. The single Dorade vent provides ventilation when the boat is closed up. Headroom is 6 feet 2 inches.

The companionway is offset to starboard. Outboard of it is a compact nav station. Across from the nav station is the L-shaped galley, with one leg of the L along the aft bulkhead. A large top-loading icebox occupies the corner, and other fixtures include a stove with an oven, a single stainless-steel sink with pressurized hot and cold water, and a foot pump for fresh water. For stowage there’s a shallow flatware/cutlery bin, a pair of cubbies for plates and bowls, a reasonably large locker with sliding doors outboard, and a pots-and-pans locker beneath the stove.

A door beneath the galley sink provides access to the freshwater manifold and the engine’s heat exchanger. Removing the companionway ladder makes more of the engine accessible.

The Pearson 323 sails quite well on both a run and a reach, but is not close-winded. When sailed high on its lines, the 323 sails surprisingly well, but too much gear packed into those cavernous cockpit lockers will weigh down the stern and severely diminish that performance. The boat will heel quickly to 17 degrees, more in really heavy air, and needs a reef before the wind reaches 15 knots.

Things to check out

Servicing the engine is not easy despite several access points. Some operations vary between the Universal Atomic 4 gas engine and the Volvo diesel.

As the youngest Pearson 323 is 30 years old and the oldest nearing 40, much of the must-do maintenance on this good old boat will be due to its age. Leaking portlights are common, and so are hull blisters. Delamination of the deck’s balsa core does occur, especially in areas where hardware is mounted. Because crevice corrosion weakens stainless steel, fittings that should be inspected and might possibly need to be replaced include the chainplates and the mast step.

Generally speaking, the Pearson 323 has aged quite well compared to its contemporaries. Over its 10-year production run, several options were offered. While a few of them were performance oriented, most dealt with creature comforts, which speaks well for its cruising emphasis. While a large number of 323s were built, usually only a handful are offered for sale at any one time. Prices range from $11,000 to $16,000, depending upon condition and equipment. Those interested in the boat can check out the internet and the very active owners association.

Pearson323.com

www.pearsonyachts.org

Comments from Pearson 323 owners

I like the cockpit, especially the well-rounded seat edges that allow for comfortable sitting for hours, even without cushions. I don’t like the low boom. It’s a real head knocker and also really puts limits on a dodger.

–Peggy Kapisovksy , Georgetown, Maine

The 323 is very headsail-driven. With the moderate to heavy winds we have around here — generally 20+ knots in summer — I am often overpowered with a 100 percent jib, and I let the main luff. In some cases I drop the main and rely on the jib alone. She balances well, and, surprisingly, points as high without the main.

–Paul Morgan-Witts, San Francisco, California

I rebuilt the mast step because the old one looked terrible (rusty) but it actually had a lot of intact metal. I repowered with a Universal. My advice for someone considering buying this boat? Repowering the engine and V-drive will cost near the value of the boat, even as a DIY job — $15,000.

–Dan Haun , New Orleans, Louisiana

It is comparatively slow. I tell friends I can pass other boats — they just have to be moving in the opposite direction. It doesn’t point particularly well, but well enough. My greatest complaint is that the boat is very difficult to work on because of the cramped quarters. I wanted to replace the bow roller and it was simply impossible to reach the bolts. Much work must be done blind, if you can reach it at all.

–Steve Hayes , Readfield, Maine

The engine compartment is very hard to access. With the V-drive transmission, I have no idea how anyone can access the packing gland on the prop shaft. You have to just about do a headstand to simply check the fuel level.

–John Speck , San Francisco Bay, California

Some of my chainplates snapped during a crossing of the Gulf of Mexico. That was really my fault for thinking 30-year-old stainless steel was still strong. I have replaced them all.

–Dave McGovern , St. Mary’s, Georgia

Ceilidh was solidly built, never “oil-canned,” and was structurally sound. Her keel, which is part of the hull, took a major hit when it struck a sharp underwater object at cruising speed. It took a gouge out of the front but that was all.

–Clifford and Bezy McKay , Winter Park, Florida

The 323 was built like a tank and just loved being out in the weather. I never felt overwhelmed by the boat; it seemed to just want to shoulder down and lay into it.

–Dave Breski , Cape Cod, Massachusetts

About The Author

Gregg Nestor

Gregg Nestor is a contributing editor with Good Old Boat. He has authored four books on sailing: Twenty Affordable Sailboats to Take You Anywhere, Twenty Comfortable Sailboats to Take You Cruising, The Trailer Sailer Owner's Manual, and All Hands on Deck. He became a snowbird a few years back, after relocating his boat from the Great Lakes to Florida.

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The Pearson Ensign : 1962 – Present

Originally called The Electra Day Sailer , the Ensign is a Carl Alberg design

Time-honored Reliability

The Ensign hull design by Carl Alberg is based on the Pearson Electra . He modified the design for the Ensign in response to customer demand for a day-sailer with a larger cockpit and smaller cabin. Pearson Yachts was the only builder of the boat from 1962-1983 with 1775 boats constructed before ceasing production. Production was resumed in 2001 by Ensign Spars, Inc. of Dunedin Florida, where reportedly another 33 boats, (hull #2000 and above), have been produced as of 2019.

Consider this: The Ensign is the only sailboat from Pearson Yachts that is still in production today — and Pearson has been closed for close to 3 decades. Now isn't that a true test of time!

The Ensign is by far the largest one-design fleet of full-keel sailboats in the country. It was inducted into the American Sailboat Hall of Fame in 2002.

"Consider what has made the Ensign so popular… a large eight foot cockpit with full length teak seats so perfect for the safety and convenience of a large family; a twin-berth cuddy cabin with optional head for those overnights or weekends; national recognition as a one-design racing class; longevity of manufacturer; strict class rules for uniformity; Pearson Quality "! Pearson Yachts Inc.

More than 1700 ENSIGNS are sailing nationwide in a strong, active one-design association numbering 47 fleets in 20 states (1979). Rigid class rules insure continuity of design and manufacture thereby enhancing resale value. Her remarkable ability to race well while providing all the comfort and stability required of a good day-sailer or weekender has endeared here to hundreds of experts and novices everywhere.

Since the class was introduced in 1962, the ENSIGN has proven herself to be the ideal all-around family boat. Her ability, seaworthiness, and forgiving attitude have encouraged numerous people of all ages to "take to the water" for those precious leisure hours while providing those with a competitive spirit with a bonafide compromise between the thrill of racing and the lure of cruising.

Ask many of the experts now racing larger boats and they tell you it all started with the ENSIGN. Ask present ENSIGN owners, they tell you how difficult it is to find another boat that dollar for dollar represents the real value they presently enjoy.

If the ENSIGN will be your first boat, you can start with confidence — confidence in your boat and your investment. If it's your next boat you can rest assured that she will bring out the best of your experience.

Consider what has made the Ensign so popular… a large eight foot cockpit with full length teak seats so perfect for the safety and convenience of a large family; a twin-berth cuddy cabin with optional head for those overnights or weekends; national recognition as a one-design racing class; longevity of manufacturer; strict class rules for uniformity; Pearson Quality!

Pearson Yachts Inc. 1979

Ensign … one design sensation

Pearson Yachts 1961

Pearson Ensign – by the Numbers

Hover on hyperlink for definitions

• Construction Detail

Rev 9 - 26-Feb-1992

Standard Equipment

CONSTRUCTION: Hull and deck are integrally molded fiberglass laminate construction (hand lay-up) with bonded bulkheads. Deck is balsa-core fiberglass for strength, rigidity, and insulation. Teak coamings with winch mount areas. Teak seats and cockpit sole.

HARDWARE AND DECK FITTINGS: Chromeplated brass or bronze, stainless steel and special marine alloys. Stainless steel stemhead fittings, backstay and shroud chainplates. Bow cleats with chocks (P &S), stern cleats (P &S). Two fixed ports.

SPARS: MAST: Anodized aluminum 6061-T6 alloy with aluminum spreaders. Rigging fittings of stainless steel and aluminum alloy. Cleats for main, jib and downhaul. Gooseneck track, sail track and gate.

BOOM: Anodized aluminum 6061-T6 alloy with standard gooseneck, slide, topping lift fitting and mainsheet blocks.

STANDING RIGGING: Seven/eighths foretriangle rig (fractional). Stainless steel 1 x 19 construction with swaged tru-loc end fittings. Turnbuckles on all shrouds and stays. Toggles on headstay and shrouds.

RUNNING RIGGING: Main and jib halyards of 7 x 19 stainless steel wire with Dacron tails (spliced). Dacron jib and main sheets. Jib sheet lead blocks and cleats. Main sheet blocks and cleats.

INTERIOR: Provision for two full-length bunks in cuddy cabin.

SAFETY EQUIPMENT: All standing rigging and spars are grounded for lightning protection. Non-skid deck and cabin top.

Pearson Yachts Inc. 1962

Ensign Class Association

The Ensign Class Association was founded in 1962. It is one of the strongest national organizations in the country, with numerous local fleets from coast to coast.

The objectives of the assocation:

• To promote and develop Ensign Class racing under uniform rules.
• To rigidly maintain the one-design features of the Ensign.
• To promote use of the Ensign as a family boat for recreational sailing.
• To educate the public, and particularly the youth, in sailing and sailboat racing.

Features described by the association:

• It's a great looking boat, with classic lines, and a wonderfully large, deep cockpit where passengers feel comfortable, safe, and secure.
• It has a sail plan that achieves hull speed in breezes as low as eight to ten knots, and a full keel that delivers performance when the boat is sailed flat, and forgiveness when allowed to heel.
• It is a strong, durable boat, affordable to buy and easy to sell.
• There are not many designs that get everything so right
• For these reasons, the Ensign, on January 25th, 2002, was the first boat inducted into the American Sailboat Hall of Fame.

Ensign Resources

• Pearson Ensign One-Page Flyer
• Ensign Drawing
• Line Drawing
• Ensign Specifications
• Factory Installed Equipment
• Factory Options

Ensign On The Web

• Class Association - Ensign Class
• Ship's Store - Ensign Class
• Ensign Classic - EnsignSpars.com
• The Pearson Ensign - MainBoats.com Fleet 67
• Ensign Fleet 72 - SailSaratoga.org
• Pearson Ensign - Wikipedia.com
• Restoration of #1484 - Eraser
• Invictus #748 - Ensign Class Story
• The Other Woman - Ensign Class Story
• Ensign Specs - SailBoatData.com
• Pearson Info - dan.pfeiffer.net
• American Sailboat Hall of Fame - Archive.org

Pearson Ensign Brochures

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