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The Endeavour 32 began life back in as the Irwin Ted Irwin designed her as a dualpurpose cruiser-racer before the development of the IOR. By , the IOR was in full swing, and boats such as the Irwin 32 were obsolete as racers, since PHRF had not yet emerged to help handicap non-competitive boats raced at the club level. Although the Irwin 32 had been out-designed for racing, the hull was still a comfortable design for cruising. The molds for the Irwin 32 formed the basis for Endeavour Yacht Corporation, which continued to build the boat as the Endeavour 32 until The original Irwin deeper keel was discontinued.
Although the rig of the Endeavor 32 is fairly large, her relatively heavy displacement compared to dualpurpose footers built today makes her somewhat slower than a more modern boat of the same overall length. While the Endeavour 32 is not a tender boat, her narrow beam and relatively high center of gravity mean she will heel fairly quickly. Cruising sailors are notorious for making their sails last forever. But cruising boats usually need all the power they can get to drive them due to relatively inefficient hulls and rigs.
The original Ericson 32, for example, has about the same rating, while the original Pearson 33 is about 10 seconds per mile faster. Owners report the Endeavour 32 to be underpowered in winds of under 10 knots. One advantage of the centerboard version is that the center of lateral resistance can be shifted by moving the board, reducing weather helm on a reach.
We doubt that the keel version will go to weather as well as the centerboard boat. At the same time, the keel version does have a slightly lower vertical center of gravity, and should be somewhat stiffer when it breezes up. The specifications for the original Irwin 32 claim an extra pounds of ballast for the centerboard boat, but the Endeavour brochure does not specify any difference in ballasting between keel and centerboard versions.
The rig is a simple single-spreader masthead rig with double lower shrouds, stepped on deck. No owners in our survey reported any problems with the deck-stepped spar, and one owner had sailed his boat to Bermuda and back. Tuning of the rig is straightforward, even for beginning sailors. We would be tempted to replace at least one of the mast-mounted halyard winches with as big a two-speed winch as we could fit.
People on footers weigh just as much as people on footers, yet the standard halyard winches on the Endeavour 32 and most other boats in this size range make it impossible for a smaller crewmember to hoist a larger one to the masthead.
It is one of the perversities of two-person sailing that the larger of the two�usually a man�insists on going up the mast, while the smaller�usually a Endeavor 32 Sailboat Reviews Web woman�cranks the winch. You will also see the same logic prevail in anchoring: the man steers while the woman muscles the anchor up and down.
Shrouds are mounted at the edge of the deck, but since the boat is relatively narrow, this position does not dramatically reduce windward ability.
For reaching, it is possible to sheet the genoa to the slotted aluminum toerail. One change we would make to improve sail handling for cruising would be to add self-tailing winches. The original winches for the boat are too small for easy trimming of a big genoa, and self-tailers are simply a must on any cruising boat. The coamings are wide enough to go up one or two winch sizes.
We also recommend a modern roller-reefing headsail system for cruising. To use it effectively, it will be necessary to install a genoa track inboard of the lifelines on both sides of the boat. As a rollerreefing headsail is reduced in size, the sheet lead must move forward to accommodate the change in clew position. To do this by shifting the position of a snatch block on the toerail is grossly inefficient, and means you will probably never have the lead in the proper position.
Even without roller-reefing headsails, the genoa track is a must for decent windward performance. All Endeavour 32s came with diesel engines, but there is a lot of difference in the engines that were used.
In , , and models, a 12 hp Yanmar diesel was standard equipment. In our opinion, that engine is simply too small for a boat this size. Some boats in the same period were equipped with the Westerbeke L engine, and others with the Yanmar 2QM The bigger Yanmar became standard in , but a three-cylinder Universal diesel of about 24 hp was also an option in late-model boats.
With every engine except the single-cylinder Yanmar, performance under power is more than adequate. Our own engine preference would be either the larger Yanmar or the Universal diesel. The most serious complaint voiced about the engine installation is noise. The engine compartment has no sound insulation. Access for service is reasonable. A surprising number of owners responding to our survey report that the boat is impossible to back down in a straight line under power.
Part of the problem may stem from the hull shape, but there is little doubt that much of it comes from the extreme downward angle of the prop shaft. In reverse, the water is thrown against the bottom of the boat, which we suspect does little to help steering. A two-bladed fixed prop is standard. A three-bladed prop was optional. No owners responding to our survey report major structural problems. There are, however, reports of hairline gelcoat crazing on both the hull and deck.
One owner also reported extensive deck delamination. Still another comments that a surveyor found loose tabbing around a bulkhead in the forward cabin. In general, there were a higher than average number of owner complaints about gelcoat.
The frequency of bottom blistering reports is about average for boats generally sailed in warmer waters. Another odd complaint from one owner concerns flaking gelcoat inside the integral fiberglass water tank under the forward berths. The tank was all but unusable until he cut openings in the top and resurfaced the inside. In addition, once inside the tank he discovered that the internal baffles had come loose. A water tank this far forward in the boat can significantly affect trim as water is consumed.
Several owners report that the boat normally sits down by the stern. A full water tank forward will offset this problem, at the expense of increased pitching moment. As a rule, heavy consumables such as water and fuel should be carried near the middle of the boat, where the effect on trim will be minimized. Several owners mention that their boats are equipped with gate valves rather than proper seacocks.
This should show up on any survey. We feel that gate valves are inappropriate for use below the waterline, and should be replaced. The lead ballast is carried inside the molded fiberglass keel. While this eliminates keelbolts and their associated problems, it means that you should pay prompt attention to any grounding damage to the keel, which could allow water inside the laminate.
On older boats, there is no deck fill for the water tank forward. Later boats do have deck fills, and some owners of older boats also installed them. There are no deck scuppers, so water tends to pool at the low point in the sheer inboard of the aluminum toerail.
Likewise, the cockpit scuppers are not flush, so the cockpit does not drain entirely. Several owners of centerboard versions complain about the exposed centerboard pennant.
This is an unusual arrangement required by the very high aspect ratio board. In general, owners of the Endeavour 32 feel that the boat is sturdily built, and reasonably finished, with the exception of the large number of reports of gelcoat defects.
For a relatively narrow boat, the Endeavour 32 is roomy. Cabin headroom was not significantly altered. Headroom is carried well forward over the forward cabin. There is no door between the main cabin and the forward cabin, which limits privacy when cruising with more than two people. A privacy curtain was an option. Storage space is used very effectively on the Endeavour Since the water and fuel tanks are located in the ends of the boat, there is a lot of space available under the settees in the main cabin.
The galley is fairly small, which is typical of boats of this period. The icebox, however, is huge�about 10 cubic feet. Six cubic feet of icebox is more than adequate for a boat this size. There are three legitimate sea berths on the Endeavour the port and starboard main cabin settees, and the port quarterberth.
Adding overhead handrails in the main cabin would be useful; there are very few things to grab onto in a seaway. There are 10 opening ports in the cabin trunk of the Endeavour This makes for very good ventilation when the boat is docked or anchored, but does nothing when the boat is underway and the ports are closed. Ventilation would be greatly improved by installing cowl vents in dorade boxes.
We would put two at the aft end of the main cabin, just forward of the dodger Endeavor 32 Sailboat Reviews Video breakwater on later models, one over the head, and one over the passageway between the main cabin and the forward cabin.
Be careful not to place the forward vents where they will interfere with working at the mast. The biggest single complaint about the interior of the Endeavour 32 is the lack of a navigation station or chart table. When this boat was designed, navigators of even footers frequently had to work on the cabin table or icebox lid. All in all, the interior of the Endeavour 32 is comfortable and workable. Joinerwork is of good production boat quality. In later boats, the interior teak is varnished.
The Endeavour 32 is a comfortable, reasonably capable cruising boat. It would make a good coastal cruiser or island hopper. The basic design and construction are sound enough to justify the numerous additions and modifications necessary to make the boat suitable as a limited offshore cruiser for areas such as the Bahamas or the Caribbean.
The most troublesome aspect of the boat is the large number of owners in our survey reporting gelcoat flaws.
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