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• Sailboat Reviews

Endeavour 37

She's comfortable and heavily built, but her performance leaves a lot to be desired..

Tampa Bay, in some respects, is the new Taiwan of American boatbuilding. Lost in the miles of nondescript tin warehouses, surrounded by chain link fences, where hundreds of virtually anonymous businesses come and go like the rain, it is easy to become disillusioned: My yacht was built here ?

Relic molds lie about the dirty industrial zones like whitewashed bones. Riggers become salesmen. Salesmen become builders. Builders never become businessmen, which is about the only difference between Taiwan and Tampa. An eager, low-paid workforce (read Cuban), favorable business climate (low taxes), and sunny weather (considered 50% of an employee’s compensation here) combine to make the environs of Florida’s largest west coast city a logical place to rent a shed, buy some used tooling, hire a couple of glass men and a carpenter (there’s a sort of floating labor pool in the Tampa area), and hang your shingle—I.M. Starstruck Yacht Co.

In the 1970s, Southern California—Costa Mesa more than any other city—was a major boatbuilding center. It was much the same as South Florida is today, until Orange County got tough on environmental emissions, and for the sake of a few parts per million of styrene fumes, essentially drove the boatbuilders out. Two early giants, Columbia Yachts and Jensen Marine (Cal boats) fled. Islander stuck it out until succumbing to bankruptcy just a few years ago.

Endeavour Yacht Corporation traces its lineage to those good ol’ days in Costa Mesa. Co-founder Rob Valdez began his career at Columbia, managed, incidentally, by brother Dick Valdez, who later founded Lancer Yachts. Rob followed Vince Lazzara to Florida to work for Gulfstar. The other co-founder, John Brooks, had worked for Charley Morgan and then Gulfstar and Irwin. “It’s so incestuous,” he once said, “it’s pathetic.”

In any case, Rob Valdez and John Brooks founded Endeavour in 1974 using the molds from Ted Irwin’s 32-footer to launch the business. The company built about 600 32s in all. Spurred by this success, Valdez and Brooks began looking around for a larger sistership to expand the line. Just how they “developed” the 37 is a tale best left untold until the principals pass away or become too senile to read the yachting periodicals. Brooks calls the 37 a “house design,” and that is generous. The total number of Endeavour 37s built is 476—a lot for a boat that size.

In 1986 Brooks sold the company to Coastal Financial Corporation of Denver, Colorado. Despite upgrading the pedigree of its model line with designs by Johan Valentijn, Endeavour’s position was plagued by declining sales and competition with its own products on the used boat market.

Brooks said, “When boats started to blister, I said, ‘God’s on our side! Maybe they’ll disappear and go away. Everything else becomes obsolete—your car, your clothes. We’re the only ones building a product that won’t go away!’ ”

The Endeavour 37 represents a decent value for the cruising family more interested in comfort and safety than breathtaking performance. Let’s take a closer look.

Sailing Performance

Most Endeavour 37s are sloop rigged, though the company did offer the ketch as an option—an extra $1,800 in 1977. The sloop is somewhat underpowered, so the ketch would appear to give the boat some much needed sail area. With either rig, it is not a fast boat, nor was it intended to be.

A bowsprit was added at one point to increase the foretriangle area and to facilitate handling ground tackle, though some photographs show the forestay still located at the stem despite the presence of an anchor platform, which was an earlier option. Also, a tall mast option was offered. Many readers complain of heavy weather helm in higher wind velocities, and moving the center of effort forward by means of enlarging the foretriangle would be one solution.

PHRF ratings range from a high of 198 for the standard rig in the Gulf of Mexico area, to 177 for a tall rig with bowsprit racing in Florida. PHRF ratings, of course, are adjusted according to local fleet performance, so variances between regions are to be expected. Most 37′ club racers rate 10 to 40 seconds per mile faster, and a high-performance boat such as the Elite 37 or J/37 will clean its clock by 80 seconds per mile and more. Make no mistake, the Endeavour is a cruising boat.

Some of the boat’s other troubles are presumably attributable to hull design, something most of us can do little about. The boat points no better, despite a fairly fine entry. One reader says he tacks through 115°, a number competitive only with schooners. Another notes excessive leeway.

Such performance may be expected from a boat with a long, shoal-draft keel, though it is cut away at the forefoot and terminates well forward of the spade rudder. Many owners report satisfactory balance as long as they pay attention to trim, reefing, and sail combinations. And it deserves mentioning that the Endeavour 37 has been happily employed as a charter boat by several companies, including Bahamas Yachting Services, which moves its fleet between the Bahamas and the Virgin Islands each season. It has and can make safe ocean passages.

The standard engine was the freshwater-cooled, 50-hp Perkins 4-108 with 2.5 to 1 reduction gear, a real workhorse that is something of a stick against which all others are measured. It rated tops among mechanics in Practical Sailor ’s 1989 diesel engine survey. The company began phasing it out that year in favor of a new line. The Perkins 4-108 is a good engine for this boat, adequately sized for the waterline and displacement.

Access to the engine compartment is reasonable; the companionway steps are removable and there are sound insulating materials glued to the inside of the box.

Fuel capacity is about 65 gallons in a baffled tank.

A two-blade, bronze propeller was standard, though many respondents in our owner’s survey stated they had switched to a three-blade to improve control backing down. This, of course, is a problem with many boats. A three-blade, automatically feathering prop would improve performance under power and minimize drag under sail. It seems a shame to further destroy the performance of this boat by turning a three-blade, fixed prop, just for control in reverse; at that point one must ask himself just how much time he intends to spend going backwards.

Construction

The Endeavour 37 is a good example of low-tech construction—nothing fancy—no exotic fibers, core materials or unusual tooling. The hull is a singleskin, solid fiberglass laminate. No owners reported structural problems with oilcanning panels or moving bulkheads. Numerous owners, however, complained of gelcoat crazing, a condition also cited of the Endeavour 32. Gelcoat repair kits seldom match old and faded gelcoat colors, so owners are faced with an expensive re-gelcoat job or painting with an epoxy or polyurethane paint system. Since most older fiberglass boats inevitably suffer gelcoat crazing in areas of stress or impact (a dropped winch handle will do it), we’d be more concerned with the condition of gelcoat below the waterline. The results of Practical Sailor ’s 1989 Boat Owner’s Questionnaire showed 8 of 19 Endeavours had blistered; 42% is high.

The interior is built up of plywood with teak trim. Workmanship is generally good. In fact, one owner who said his hobby is woodworking, said, “The trim joints are excellent.” In general, owners liked the boat because it feels solid, “built like a tank.”

Problem areas included gate valves on throughhulls, which some owners have correctly replaced with sea cocks; side-loading refrigerators on some boats that were replaced with top-loading ice boxes; pumping of the Isomat spar; inaccessible electrical wiring; V-berths too short for people over 6′; listing due to water and holding tank placement; and plastic Vetus hatches crazing and dripping. Ventilation seems to be a concern of many owners, though with 10 opening portlights and three hatches, there’s not much more to be done except add cabin fans and rig wind scoops.

An Endeavour trademark is the teak parquet cabin sole, which makes you feel like you’re dribbling down center court at the Boston Garden. Some like it, some don’t, but at least it’s different.

The keel is part of the hull mold, with internal lead ballast dropped in and glassed over. There are no keel bolts to worry about, but in the event of a grounding one should look to see if the skin has been punctured and water entered the cavity. The laminate must be thoroughly dried before repairs are made, and this can mean a fairly long waiting period. The shape of the keel is what is sometimes called a “cruising fin,” shallow and long with a straight run. The boat should take the bottom well, whether it is an accidental grounding or intentional careening for bottom work on some distant island.

Two arrangement plans were offered—“A” and “B.” The first is a bit unusual in that the forward V-berths are dispensed with in favor of an enormous Ushaped dinette; owners of this plan like it. In its lowered position, the table converts to a huge, sumptuous double berth.

And there is a handy shelf forward for books, television and knick-knacks. The hull sides are decorated with thin teak slats that are widely spaced and fastened flat against the liner. This plan has a large forepeak, divided into two compartments, one for chain and the after one for sails, accessible from the deck.

The galley is a sideboard affair located to starboard and the head is opposite to port, just about midships. Hot and cold pressure water and a shower are standard equipment. The sink is porcelain and there is a full-length mirror. Plumbing has copper tubing and there is an automatic shower sump pump. Aft in Plan “A” are two large double quarter berths.

Plan “B” is the more conventional, with V-berths forward (no sail stowage in the forepeak), the toilet compartment just abaft the head of the bunk, settees in the saloon with an offset dropleaf table, pilot berth outboard above the starboard settee, aft galley and a port quarter cabin.

There is a privacy door to this stateroom (not shown in the layout illustration), which is no doubt what the public demands; however, some owners complain that it is stuffy and cramped. That, of course, is what you get with a small, enclosed cabin aft in the boat; despite overhead hatches, vents, and portlight opening into the cockpit footwell, ventilation is bound to suffer.

There seem to be pros and cons to both plans. “A” is certainly more open, which will suit a couple with few overnight guests. Ventilation is better as air coming in through the forward deck hatch freely circulates in the main cabin; the main bulkhead in “B,” as in most boats with this type of layout, obstructs air flow, and nowhere is this problem more acute than in the tropics, where every breath of ocean breeze feels like the difference between life and death.

Both plans offer sleeping accommodations for at least six, including decent sea berths. Plan “B” has a pilot berth that ups the count to seven, but most owners of this layout had converted it to stowage space.

The deep, double sinks in both “A” and “B” are reasonably close to the centerline of the boat, and should drain on either tack.

In the late 70s, a three-burner alcohol stove and oven was standard. On the boat we chartered for a week in the Bahama Islands, the stove was LPG and there was a nifty tank locker in the cockpit coaming, well hidden yet easily accessed. The garbage container and insulated beverage container in the cockpit are nice features.

Both plans also have chart tables, which of course is appreciated. The longer you study the arrangement plans, the more you realize just how much has been fitted into the available space. If any corners have been cut to make this happen it’s probably the length of some berths, which a few owners criticized (presumably the endomorphs and Ichabod Cranes among us).

A high percentage of the owners surveyed are liveaboards and almost without exception they consider the boat ideal for their purposes. And it’s not difficult to see why. During our week of chartering, there was plenty of space for two couples to move about without knocking elbows at every turn.

The aft cabin is, however, cramped, and getting into the high berth would be easier with a step; one is leery of jumping in, especially given the low overheads of boats. Also, one has to get his bottom on the berth first, then swivel around to get the feet aimed in the right direction. If your mate is already in bed, this can be a maneuver almost impossible to perform politely! The V-berths are preferred for ventilation and ease of getting in and out.

The Endeavour 37 is easily appreciated on deck. The side decks are wide and uncluttered. The foredeck, though narrow at the bow, is adequate for sail handling, and the high cockpit coaming makes for a good backrest and a sense of protection. The toerail rises forward so that there is a sort of mini-bulwark for security when changing sails or handling ground tackle.

In profile, the coaming seems too high, especially on top of the high freeboard; one owner said he’d have liked to see an Endeavour 37 without this great, wraparound coaming.

From the helm it’s a different story. The varnished cap board on the coaming defines the attractive curve, and does impart a feeling of safety and well being.

Coamings such as this, which extend over the sea hood (a good safety feature), make installation of a waterproof dodger much easier, though the dodger will be large and extend athwartship nearly the full beam of the boat at that station.

The large size of the cockpit is worth noting. In fact, it probably borders on being too large for offshore sailing. A pooping may temporarily affect handling, but given the considerable volume of the hull, the presence of a good bridgedeck, and assuming that weather boards are in place, water shouldn’t get below or unduly sink the stern. Still, it is a boat we’d like to see with large diameter scuppers for safety’s sake. One owner said he thought it was possible to run two large scupper hoses aft through the transom, which is a sensible idea. Another said the cockpit was too wide and that it was difficult to brace his feet when heeled.

The Endeavour 37 is a Florida boat. Windward sailing performance was purposely sacrificed for shoal draft, which is a requirement of cruising the Florida Keys and Bahama Islands. The cockpit is large and the deck area spacious.

Either you like the Endeavour 37’s distinctive cockpit coaming or you don’t; we found the cabintop area just abaft the coaming useful for stowing suntan lotion, hats and the usual cockpit clutter; in calm conditions, it even makes a fairly decent, elevated seat when you want to pontificate to the rest of the crew.

Sailing performance is marginal, especially upwind. The rig, however, is very simple and will seldom get the beginner in trouble, which explains the boat’s appeal to charter companies. A light, nylon multi-purpose sail will be essential to light air performance, but it is probable that many owners turn on the engine when the wind drops below about 10 knots, and when going to windward to get that extra few degrees.

Our most serious concerns with the boat are, unfortunately, those that are uncorrectable. You can replace the gate valves with sea cocks, rewire the electrical system, even install flexible water and holding tanks to correct minor listing tendencies, but there’s nothing practical that can be done about poor hull design.

One reader suggested fitting a hollow keel shoe to improve the boat’s windward performance…hollow, he said, because the boat is heavy enough as it is. The boat also appears not to balance well, and though this tendency can be mitigated to some extent by mast rake and sail trim, it may well extend to the shape of the ends of the hull’s waterline plane when heeled.

In all fairness, however, the Endeavour 37 is heavily built, reasonably well finished, comfortable to cruise and live aboard, and it sells for an attractive price.

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Bluewater Sailboat – Endeavour 37

The Endeavour 37 is a sailboat that Dennis Robbins, a maritime architect, and Creekmore created in the late 1970s. There have been produced a number of hundred boats. The American company Endeavour Yacht Corporation is the manufacturer of the Endeavour 37.

The success of the Endeavour 32 inspired Endeavour to start seeking for a sister ship. As Brooks and Valdes searched the Miami River for boats, they discovered an old, abandoned Ray Creekmore design that Dennis Robbins, the company’s in-house designer at the time, adapted. 

The Endeavour 37 was constructed by halving the 34-foot design and adding three feet to the middle. 476 units were sold from their 1977 release till the production ceased in 1983. Although it was primarily intended to be a ketch, the boat was also made available as a sloop and cutter. 

The area of the foretriangle on some Endeavour 37s was enlarged with an optional 3-foot bowsprit (ketch and cutter). Additionally, a small, standard, and tall mast were included. According to reports, owners requested the larger foretriangle boats in order to have better sailing performance.

Looking for a used sailboat for sale? Check out the sailboat data and specs to make an informed decision. Now you can precisely calculate the expenses related to boat ownership so that you can make smart choices based on your budget and sailing needs. Use this Sailboat Calculator to explore different options and make the best decision.

• LOA: 37’5″
• LWL: 30′
• BEAM: 11’7″
• DRAFT: 4’6″
• DSPL: 20,000lbs
• BALLAST: 7,500lbs
• DWL: 46′ 0″ (STAND)
• SAIL AREA: SLOOP (STAND): 580 sq ft SLOOP (TM): 726 sq ft
• MAIN: SLOOP (STAND): 258 sq ft SLOOP (TM): 312 sq ft
• 100% FT: SLOOP (STAND): 322 sq ft SLOOP (TM): 414 sq ft

Southern California was a significant boatbuilding hub in the 1970s, with Costa Mesa dominating the region. Before Orange County cracked down on environmental pollutants and ultimately pushed the boatbuilders out for the sake of a few parts per million of styrene fumes, it was much what South Florida is today. Early titans Jensen Marine (Cal boats) and Columbia Yachts fled. Islander persevered up until a few years ago, when it filed for bankruptcy.

The history of Endeavour Yacht Corporation may be traced back to Costa Mesa in the past. Brother Dick Valdez, who subsequently created Lancer Yachts, oversaw Columbia, where co-founder Rob Valdez started his career. Rob went to Florida with Vince Lazzara to work for Gulfstar.  John Brooks, the other co-founder, had previously worked with Charley Morgan, Gulfstar, and Irwin. He once stated, “It’s so incestuous, it’s pathetic.”

In any case, Ted Irwin’s 32-footer’s moulds were used to begin the company when Rob Valdez and John Brooks founded Endeavour in 1974. In total, the business produced roughly 600 32s. Motivated by this achievement, Valdez and Brooks started searching for a bigger sistership to extend the line. It’s best to keep the details of how they “created” the 37 a secret until the founders die or get too old to read yachting magazines. When Brooks refers to the 37 as a “home design,” he is being kind. 476 Endeavour 37s have been manufactured in total, which is a large amount for a boat of that size.

In 1986 to the Denver, Colorado-based Coastal Financial Corporation. Johan Valentijn’s designs improved the reputation of Endeavour’s model line, but the company still faced competition from its own goods on the used boat market and dwindling sales.

For the cruising family more concerned with comfort and safety than dazzling performance, the Endeavour 37 offers a respectable value.

The Endeavour 37 is a good example of low-tech building; it doesn’t use any fancy materials, fibres, cores, or tools. The hull is made of solid, single-skin laminated fibreglass. No owners have experienced structural issues with moveable bulkheads or oilcanning panels. However, a lot of owners expressed frustration with gelcoat crazing, a problem also noted with the Endeavour 32. Owners are left with the choice of an expensive re-gelcoat work or painting with an epoxy or polyurethane paint system because gelcoat repair kits rarely match old and fading gelcoat colors. We would be more concerned with the gelcoat’s quality below the waterline because most older fibreglass boats inevitably have gelcoat crazing in areas of stress or contact (a dropped winch handle will do it).

The Isomat spar pumping, side-loading refrigerators on some boats that were replaced with top-loading ice boxes, inaccessible electrical wiring, V-berths too short for people over 6 feet, listing due to water and holding tank placement, and plastic Vetus hatches crazing and dripping were some of the problem areas.

Many owners seem to be concerned about ventilation, but with 10 opening portlights and three hatches, there isn’t much more that can be done aside from installing cabin fans and setting up wind scoops.

The teak parquet cabin sole, a characteristic of the Endeavour, gives you the impression that you are dribbling down centre court in the Boston Garden. Although it’s distinctive, some people like it and others don’t.

With internal lead ballast that has been dropped in and glassed over, the keel is a component of the hull mould. In the event of a grounding, one should check to see if the skin has been penetrated and water has entered the cavity even if there are no keel bolts to be concerned about. Before repairs are completed, the laminate must be completely dried, which could take some time. The keel is shallow, long, and straight, with what is frequently referred to as a “cruising fin” shape. Whether the boat accidentally grounds or intentionally careens for bottom work on a far-off island, it should handle the bottom properly.

On deck, one can readily appreciate the Endeavour 37. Wide and uncluttered side decks are present. The foredeck, despite being narrow in the bow, is suitable for handling sails, and the high cockpit coaming provides a comfortable backrest and a feeling of security. In order to provide some security when manipulating ground tackle or changing sails, the toerail rises forward.

One owner stated that he would have like to see an Endeavour 37 without this fantastic, wraparound coaming since it appears too high in profile, especially when added to the high freeboard.  The situation is different at the helm. The coaming’s varnished cap board defines the appealing curve and gives off a sense of security and comfort.

The installation of a watertight dodger is made considerably simpler by coamings like these that go over the sea hood (a excellent safety feature), even if the dodger will be huge and stretch nearly the entire beam of the boat at that station.

It’s important to note the cockpit’s size. In fact, it might be getting close to being too big for offshore sailing. A leak could momentarily impair how the boat handles, but given the size of the hull, the strength of the bridgedeck, and the assumption that the weather boards are in place, water shouldn’t enter the stern or cause it to sink excessively. However, for safety’s sake, we’d prefer to see a boat with wide diameter scuppers. One owner claimed that he believed running was conceivable. One owner suggested running two substantial scupper hoses aft through the transom, which is a good idea. Another claimed that the cockpit was excessively big and that bracing his heeled feet was challenging.

The Endeavour 37’s hull is made from a single piece of polyester resin, multi-directional chopped strand fibre, and woven fibreglass roving (MCSF). The lead ballast is housed inside the keel, which is moulded as part of the hull. A colored gelcoat is formed onto the fibreglass as the outside finish. Additionally, the boot and thin stripe are permanently moulded into the hull using gelcoat. Similar to the hull, the deck and cockpit are moulded as a single piece using a mixture of polyester resin, fibreglass woven roving, and MCSF. In order to improve stiffness, plywood coring is placed between the layers of fibreglass in the cabin top, deck, seat, and cockpit sole areas. The deck has a non-skid coating that is moulded into it. A colored gelcoat is moulded onto the fibreglass to create all of the outside deck surfaces. One of the most crucial parts of the E37’s construction is the junction between the hull and deck. A combined adhesive/sealant is extensively applied to the top integral hull flange during installation. After that, the deck is placed atop the hull and secured in position using stainless steel bolts. The extra compound is pushed into every crack and out the sides as the bolts are tightened. The teak cap is then put in place, covered with a thick layer of the same compound, and fastened so that it is watertight.

The E37’s interior is made entirely of wood. The bilge is lined with floor timbers that have been built into a framework and are firmly bound there with woven roving. On top of these floor timbers, a plywood sole is glued, bolted, and perimeter-bonded to the hull with woven roving. Before assembly, polyester resin is applied to all wood and plywood to seal any exposed wood. Teak parquet flooring covers the whole sole and is secured in place using waterproof adhesive. Every bulkhead has two layers of woven roving on both sides that are used to secure it to the hull. Teak furniture in the interior is lacquered, and the ceilings are soft white. The doors of all lockers have louvred Teak hanging lockers, Formica counter tops, and teak drawer pulls.

There were two different arrangement options, “A” and “B.” The owners of the original layout enjoy it because it does away with the forward V-berths in favor of a huge U-shaped dinette. The table transforms into a spacious, luxurious double sleeper when it is lowered.  Additionally, there is a useful shelf in front for books, televisions, and trinkets. Widely spread, thin teak slats are placed flat against the liner to beautify the hull sides. This design features a sizable forepeak with two compartments, one for chain and the other for sails, both of which are accessible from the deck.

The Plan-interior B’s design features a front V-berth with a set of drawers (to the starboard) and a locker (port). To the port and the starboard, respectively, are the restroom and shower. A sturdy folding dining table made of teak is in the main salon area. The starboard settee is a single bed, and the one on the port side may be pulled out to make a double. A pilot berth and navigation station are at the rear and to the port. A U-shaped Sailboats Galley on the starboard side was initially equipped with an icebox and either a gimbaled 3-burner gas or alcohol stove with an oven. The stairs can be removed to provide access to the engine, and the electrical panel is positioned right beneath the companionway. The initial layout was a Plan-B with the dinette in front, and roughly 6l Plan-C variations were also constructed. Aft of the navigation station, there are two huge Atkins-Hoyle deck hatches (strong drop forged aluminum with 3/4″ Lexan), ten opening ports with screens (Beckson), and one smaller deck hatch.

The head is positioned across from the Sailboats Galley , around midships, and the sideboard galley is to starboard. A shower and hot-and-cold pressure water are included as basic features. There is a full-length mirror and a porcelain sink. Copper tubing is used in the plumbing, and a sump pump for the shower is automatic. There are two sizable double quarter berths aft in Plan “A.”

The more traditional Plan “B” has a port quarter cabin, an aft galley, V-berths forward (no sail storage in the forepeak), a toilet compartment slightly below the head of the bunk, settees in the saloon with an offset dropleaf table, and an outboard pilot berth above the starboard settee.

This stateroom has a privacy door (not depicted in the layout design), which is unquestionably what the public wants, but some owners say that it is stuffy and small. Of course, that is what you get when you have a small, enclosed cabin aft in the boat; ventilation is sure to suffer despite overhead hatches, vents, and portlights opening onto the cockpit footwell.

Both designs appear to have advantages and disadvantages. The openness of “A” will fit a couple who only sometimes host overnight visitors. The main bulkhead in “B,” like in most boats with this type of layout, obstructs air flow. Nowhere is this problem more acute than in the tropics, where every breath of ocean breeze feels like the difference between life and death. Ventilation is better as air coming in through the forward deck hatch freely circulates in the main cabin.

Both plans include adequate sea berths and sleeping space for at least six people. The pilot berth in Plan “B” brings the total to seven, however the majority of owners of this configuration had turned it into storage space.

Performance

The Endeavour 37, primarily offered as a sloop rigged vessel, although a ketch option was available for an additional cost in 1977, has a reputation for being underpowered, with slow sailing speeds regardless of the chosen rig. However, the Endeavour was not designed for racing and is primarily used as a cruising vessel.

Some owners have attempted to improve the performance of the vessel by adding a bowsprit, expanding the foretriangle, or opting for a tall mast, but these modifications have not resolved the issue of heavy weather helm that many experience in high wind speeds.

Performance ratings for the Endeavour 37 vary by region, with the highest PHRF rating being 198 for the Gulf of Mexico region, and 177 for a tall rig with bowsprit in Florida. However, it is important to note that these ratings are adjusted based on local fleet performance, and the Endeavour 37 is not a high-performance vessel, as demonstrated by its slower sailing speeds compared to club racers and boats like the Elite 37 or J/37.

Other issues with the Endeavour 37’s performance are likely due to the design of the hull. Despite a reasonable bow entry, the boat has poor pointing abilities, tacking through 115°, and exhibits a significant amount of flexibility. However, many owners have reported satisfactory balance by paying close attention to the trim, reefing, and sail combinations.

Despite its performance limitations, the Endeavour 37 has been used successfully as a charter vessel by several businesses, including Bahamas Yachting Services, and has made safe ocean trips.

Quick Notes

The Endeavour 37 is a bluewater sailboat, shoal draught had to be sacrificed in order to maintain windward sailing performance. Both the deck and the cockpit are sizable.  You either love or hate the Endeavour 37’s unusual cockpit coaming. The cabintop space immediately below the coaming to be helpful for storing sunblock, hats, and the typical cockpit debris. In calm weather, it also doubles as a reasonably comfortable elevated perch for lecturing the crew.

Performance is poor, particularly upwind. However, the rig is quite straightforward and won’t often cause difficulties for a novice, which explains why charter firms find the boat appealing. Although a lightweight, multi-purpose sail made of nylon will be necessary for performance in weak winds, it’s likely that many owners will start the engine when the wind drops below 10 knots and when heading to windward to gain a few extra degrees.

Unfortunately, such issues with the boat that cannot be resolved are our biggest worries. There isn’t much that can be done about bad hull design, but you can build flexible water and holding tanks to address minor listing tendencies, replace gate valves with sea cocks, and rewire the electrical system.

A reader proposed installing a hollow keel shoe to enhance the boat’s performance to windward. hollow, he claimed, as the boat is already quite weighty. The boat also seems to have a poor sense of balance, and while this propensity may be somewhat countered by trimming the sails and the mast, it may extend to the way the ends of the hull take on water when it is heeled.

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ENDEAVOUR 37 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 ENDEAVOUR 37. Built by Endeavour Yacht Corp. (USA) and designed by undefined, the boat was first built in 1977. It has a hull type of Fin with rudder on skeg and LOA is 11.28. Its sail area/displacement ratio 12.51. Its auxiliary power tank, manufactured by Perkins, runs on Diesel.

ENDEAVOUR 37 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 ENDEAVOUR 37 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, accomodations, contributions, who builds endeavour 37.

ENDEAVOUR 37 is built by Endeavour Yacht Corp. (USA).

When was ENDEAVOUR 37 first built?

ENDEAVOUR 37 was first built in 1977.

How long is ENDEAVOUR 37?

ENDEAVOUR 37 is 9.14 m in length.

What is mast height on ENDEAVOUR 37?

ENDEAVOUR 37 has a mast height of 10.97 m.

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Endeavour 37 yawl

The endeavour 37 yawl is a 37.0ft masthead yawl designed by endeavour/creekmore and built in fiberglass by endeavour yacht corp. (usa) since 1977..

The Endeavour 37 yawl is a heavy sailboat which is under powered. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.

Endeavour 37 yawl for sale elsewhere on the web:

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• Russian Kitchen

Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

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THE 10 BEST Moscow Boat Rides & Cruises

Boat rides & cruises in moscow.

• Boat Rentals
• Scuba & Snorkeling
• Fishing Charters & Tours
• Water Sports
• Stand-Up Paddleboarding
• Surfing, Windsurfing & Kitesurfing
• Kayaking & Canoeing
• Waterskiing & Jetskiing
• Parasailing & Paragliding
• River Rafting & Tubing
• Dolphin & Whale Watching
• Speed Boats Tours
• Submarine Tours
• 5.0 of 5 bubbles
• 4.0 of 5 bubbles & up
• 3.0 of 5 bubbles & up
• 2.0 of 5 bubbles & up
• 3rd Transport Ring (TTK)
• District Central (TsAO)
• Garden Ring
• District Northern (SAO)
• Good for Big Groups
• Good for Couples
• Good for a Rainy Day
• Budget-friendly
• Good for Kids
• Hidden Gems
• Honeymoon spot
• Good for Adrenaline Seekers
• Adventurous
• Things to do ranked using Tripadvisor data including reviews, ratings, photos, and popularity.

1. Flotilla Radisson Royal

2. Moscow River Boat Tours

3. Sup-Club

4. Akvanavt Diving Centre

5. Diving Center Crocus City Oceanarium

6. CheapRussia Tours

7. Kite School Kiteclass

8. SUP Center

9. Erwin. Reka

11. Easy Russia Tour Guide

12. Lovely Russia Tours

13. Capital River Boat Tours - Moscow Centre

14. Alfa Centr

15. Diving Club Divers

16. Sup Outdoor

17. MORE MOSCOW

19. Soho Sailing Style

20. Mosparokhodstvo

21. Diving Center Crocodile

22. Dive-Project

24. Kosinskiy Children Marine Club

25. Kayak Moscow

26. DIVECLUB CHE

27. FLOW Moscow

28. Moswake

29. Morskiye Volki

30. S-cruises

What travelers are saying

• CheapRussia Tours
• Easy Russia Tour Guide
• Lovely Russia Tours
• MORE MOSCOW
• Insider Moscow Tours
• Flotilla Radisson Royal
• Moscow River Boat Tours
• Capital River Boat Tours - Moscow Centre
• Diving Center Crocus City Oceanarium

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• Sailboat Guide

Endeavour 37 (Cutter) Tall

Endeavour 37 (Cutter) Tall is a 37 ′ 0 ″ / 11.3 m monohull sailboat designed by Endeavour/Creekmore and built by Endeavour Yacht Corp. starting in 1977.

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)

Shown here is the cutter version w/bowsprit and tall rig. See ENDEAVOUR 37 for more details.

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