First impressions The Express 37 is deceptive, at first glance it doesn't look like an offshore-capable thoroughbred, it can be easily mistaken for a run of the mill, racer-cruiser style production boat. But don't be misled, this is a boat that you have to sail to appreciate. In profile, the sheer is almost straight but there is nice entry angle to the bow. The broad stern features a reverse transom. The low-slung cabintrunk is short and concentrated amidships. A careful inspection of the underbody lines reveals flat, flared sections forward and this, no doubt, helps the 37 surf on even modest waves. The keel is a narrow-cord foil slightly raked aft. The balanced rudder is placed well aft. Weight is centered in the middle of the boat to keep the ends light and buoyant and again to facilitate getting up on top of the water. The double-spreader rig is moderate in proportion and the sailplan includes a large, relatively low-aspect main and smaller, high-aspect headsail. This rig has been coined a "masthead fractional rig," which handles like a fractional rig but delivers more horsepower and trims more efficiently. Displacement numbers seem to vary, the original design called for 9,500 pounds of displacement and 4,500 pounds of ballast. According to some reports, Schumacher claimed the finished boat weighed in closer to 11,000 pounds and the two boats on www.yachtworld.com list displacement at 10,000 pounds and 10,500 pounds respectively. Take your choice, anyway you cut it, the ballast/displacement ratio is more than 40 percent-the Express 37 is a stiff boat designed not only with ocean racing in mind but also the blustery conditions of San Francisco Bay.
Construction To a build a light boat that can stand up to the demands and loads of serious ocean racing, you have to build it well, and that was certainly the case with the Express 37. The hand-laid-up, vacuum-bagged hull is balsa-cored and Alsberg was one of the first builders to use vinylester resin in the outer layers to prevent blisters. The deck is also balsa-cored and joined to the hull on a typical inward flange and bonded with 3M 5200 and stainless screws. Molded liners are used throughout the boat, including separate pans for the head, galley and other furnishings. These liners look a bit stark and limit access to the hull and deck but they are practical and allowed Alsberg to really control weight. There are structural floors that provide excellent athwartship support. Few if any hull problems have been reported by owners. Indeed, the 37's hull is known for being virtually bulletproof. Also, the older Express 37s that I have examined are remarkably free of gelcoat crazing and cracking; the original fiberglass work was excellent.
What to look for There are some documented problems to look for when you get serious about an Express 37. However, because the problems have been identified, in most cases they will have been already take care of. Specifically, when loaded up the No. 1 genoa tracks caused the decks to flex and potentially crack. The switch to Kevlar headsails, which didn't stretch and transferred the load to the tracks and the deck instead, apparently caused this problem. Bartz Schneider, who sails his 37 on San Francisco Bay and is a valuable source of information on the boat, notes that the problem is rectified by backing the tracks with U-shaped aluminum extrusions mounted below deck, which then serve as full length backing plates for the track. Another problem, primarily on early boats, was the lack of tabbing on the bottom of the main bulkhead. In some cases, the bulkhead, which was a bit thin anyway, cracked. Starting around hull No. 20, the bulkhead beefed up, to 1/2-inch width and was thoroughly tabbed to hull. Of course, any boat that has been raced and sailed hard will have wear and tear issues. Be suspect of an extensive sail inventory on the listing sheet, chances are most are tired and not worth devoting space inside the boat to. Also, find out how old the standing rigging is, rod rigging was standard and is difficult to determine problems from a visual inspection. The condition of the running rigging will be more obvious.
On deck Although there is little doubt that the deck layout was designed for racing, it is surprisingly easy to convert to a more cruiser-friendly arrangement, especially shorthanded cruising. All mast and sail control lines are led aft to the cockpit and can be controlled from a position standing in the companionway. This is not a bad system, it keeps crew weight centered and safely in the boat. The cockpit is set up for efficient sail trimming, with the mainsheet traveler on a bridge just aft of the companionway, the primaries outboard and the tiller well aft. A few boats came with wheel steering and others have been retrofitted but the boat is made for tiller steering. A tapered aluminum mast was standard; these boats were built before the rush to carbon spars. Navtec rod rigging was also standard. Deck hardware included Merriman tracks and Lewmar winches. Teak handrails on the cabintrunk and forward toerails lend a bit of security on deck, but should be expanded if you are converting to cruising. The class rules kept the sail inventory under control, and basic sails include a No. 1, No. 3 jib and 1.5-ounce spinnaker in addition to the main. A No. 4 jib and additional spinnaker are considered optional sails.
Down below While nobody will confuse the interior of the Express 37 with a Cabo Rico, it is functional and reasonably comfortable. The interior finish includes a teak-and-holly sole and a smattering of ash and oak trim, teak ceiling strips and large expanses of molded fiberglass. The arrangement is straightforward, with a makeshift V-berth or sail storage in the bow. An enclosed head is next and the saloon includes a bulkhead-mounted table and opposing settees that convert into pipe berths. There isn't much storage as tanks take up the space below the settees, although there are small overhead lockers along the hull sides. The galley lines up to starboard with a small stovetop and icebox. The sink is mounted amidships, behind the companionway steps, which is inconvenient to say the least, but at least it drains on either tack. The nav station is opposite the galley and includes a large chart table and decent seat. The aft end of the boat is more or less open, with quarter berths to port and starboard. The MK II Express 37 featured a much better interior plan. Not only is it finished nicer but the arrangement is much improved. There is a real V-berth double, a comfortable saloon, a U-shaped galley and a double quarter cabin aft to port. Unfortunately only 10 MK IIs were built. However, if you are looking to cruise the boat then search for a MK II first. Even if you can't find one to buy, find one to climb through, it will give you plenty of ideas for modifying the standard boat.
Engine Before hull No. 25, the standard engine was the Yanmar 2GMF, 2-cylinder 18-horsepower model. Afterward, Alsberg upped it to the 3-cylinder 3GMF, the 27-horsepower model, which pushes the boat along smartly. Of course you don't buy an Express 37 to motor around, and chances are the boat you buy will have the original engine and it won't have many hours on it either. Access is terrific, primarily because the aft end of the boat is open, although it can be loud down below when the engine is running.
Underway This is what it's all about and it is the reason you buy an Express 37-the boat sails brilliantly. Designed to fly off the wind, the 37 also sails fast upwind. "The boat just has great bone-it is tough, I'd sail mine anywhere," said Schneider, the San Francisco Bay fleet captain and 37 devotee. It has to be to stand up to 20 years of racing in the bay. While it is not at its best upwind in light air, the 37 finds it stride when the wind pipes up. Extremely close winded, the boat can carry decent headsails even blasting to weather, although the typical technique of dumping the main to keep the boat relatively flat is definitely the fastest way to sail. The Express 37 PHRF rating seems to range around 70. And when you crack the sheets, well, that's another story. In heavy air you must keep the boat under control. Schneider tells a story of sailing off Point Conception in big winds and burying the bow while charging down a wave at 17 knots. It never pays to outrun the waves. Double-digit speeds off the wind are commonplace. Although class rules allow for up eight crew, the boat can be sailed safely even in, as Schneider calls them, "gnarly conditions offshore," short-handed. The boat is light but so are the loads.
Conclusion The Express 37 offers exhilarating performance both on and off the racecourse. And although one-design fleets are shrinking, most 37s have a lot of speed left in them. Also, following the trend of their boats, as racing sailors get older and migrate toward more casual sailing, a logical decision might be to convert a 37 into more of a cruising boat. With prices hovering around $80,000, the Express 37 is a terrific value.
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1985 Express
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Spindrift has been cared for by the same owner for 30 years. She was actively campaigned for 2 decades and in recent years been used for day sailing on the Bay.
Her sail inventory will allow for competitive club racing. The engine has low hours. With a few upgrades she will be in Grand Prix condition.
The concept for the Express 37 was developed in 1984 by Carl Schumacher and boat builder Terry Alsberg of Alsberg Brothers Boatworks in Santa Cruz. When Schumacher penned the Express 37, his objective was to design a boat that would excel on long ocean races, that was easy and safe to sail short-handed, and would have at least 6′ of standing headroom. The first boats built by Alsberg Brother Boatworks finished 1, 2 and 3 in the 1985 TransPac, an ocean race held on the West Coast. There were eventually 65 built and these boats continue to compile an enviable record.
Schumacher’s design has come to be referred to as a “masthead-fractional” rig, given the large, low-aspect main and small, high-aspect foretriangle. Helmsmen and trimmers find the design more forgiving to sail than a fractional rig. With a high ballast-to-displacement ratio of 47%, she’s also a stiff boat well suited for windy condition like those on San Francisco Bay. With an active fleet on both East and West coasts, the Express 37 is a testament to Schumacher’s talent and the enduring appeal of the yachts he designed.
37′ Express Sail
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Yacht Specifications
Specifications
Accommodations
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Additional Information
Join the competitive one design fleet on SF Bay, race to Hawaii , win every beer can or use as a performance cruiser, the Express 37 can do it all.
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.
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37′ Midnight Express 37 Open | 37' 2019 Midnight Express
Listed at $529,000
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Available for Sale 37′ Midnight Express 37 Open 37' 2019 Midnight Express
2019 Midnight Express 37' Open is powered by triple 400R Mercury Racing motors. One of the finest examples of a late model 37 open on the market. Impeccably maintained with low hour motors. Adorned with sleek carbon fiber finishings, the Midnight Express 37 Open doesn't just perform, it looks the part. It's a full-option, high-performance boat that doesn't compromise on style or substance. Power through the waves, embrace the speed, and let innovation steer you towards your next marine adventure. It's unbelievable 11'6" beam and fully infused construction is the ultimate do it all boat. Fish, cruise, restaurant hop, sandbar session or cross ocean adventure... the 37' Open allows you to have the best of all worlds.
Specifications
| LOA: | 37' (12 m) |
| Beam: | 11' (4 m) |
| Hull Material: | Fiberglass |
| Fuel Capacity: | 365 gal (1,382 L) |
| Fresh Water Capacity: | 65 gal (247 L) |
| Flag: | United States |
| Location: | Boca Raton, Florida, United States |
| Build Year: | 2019 |
| Builder: | Midnight Express |
| Model: | 37 Open |
| Type: | Center Consoles |
| Engine Information: |
Custom Options
- Mercury Gateway
- Custom Painted Hullside
- Black Hull Bottom w/ black bottom paint
- Custom Painted Deck (Rubrail to Floor, Including hatch openings on Deck)
- Painted all small Parts including Hardtop
- Painted all antennas on hard top to match boat
- Custom Painted motors
- Carbon Fiber Side Entry Dive Door with Fold Down Ladder
- Insulated Rear Livewells
- Upgraded Upholstery (Head Rests, Cross Stitch)
- Foam Decking in Cockpit, Console and Transom
- Trumpet Airhorn
- LED Under water lights mounted in transom
- Aft seating: Fiberglass Aft U-Lounge seat
- Forward seating: Stylized Fiberglass U-seat
- Forward seating: lounge seating forward of helm
- Forward seating: Electric Fiberglass Table to convert into Sunpad/Table and retracts flush into deck
- 6" Starboard Step in front of Helm Seating
Electronics
- 2 - Garmin 8617 Chartplotters Flush Mounted
- Depthsounder for Garmin Chartplotter with GSD24 and 1k transducer (through hull)
- Satellite TV
- Premium JL audio sound system with (12) 8.8" speakers in cockpit, (4) 12" sub woofers, Phone Dock, 3 amplifiers, AV650 DVD Player, and Bluetooth
- 4 - JL Audio pod speakers on hard top
Misc. Options
- Anchor windlass system w\ 300' line, 10' galvanized chain and 22lb polished stainless steel anchor, and custom polished stainless steel anchor roller system and remote mounted on dash
- Bow thruster mounted with rocker switch control mounted on dash
- 15 - LED lighted cup holders
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We are the leaders in fully custom, luxurious, and performance oriented center console boats.
The Midnight Express 37′ Open with its unbelievable 11’6″ beam and fully infused construction is the ultimate do it all boat. Fish, cruise, restaurant hop, sandbar session or cross ocean adventure… the 37′ Open allows you to have the best of all worlds. We have the ability to customize your Midnight Express 37′ Open with a range of performance, luxury, seating, and electronic options.
KEY FEATURES
37' 2"
11' 6"
Displacement
13,000 lbs.
Fuel Capacity
365 Gallons
Water Capacity
01. PERFORMANCE
The 37′ Open can cruise easily at 40MPH+ with fuel efficiency of over 1.5 miles per gallon and achieve speeds upwards of 70MPH-90MPH depending on power configuration. We can configure your 37′ Open with triple or quads.
The console for the 37′ Open features the lounge for prime seating. Choose a single or double helm seat configuration, a rear facing seat or summer kitchen, the options become endless. Removable or fixed seating in both the aft and forward sections ensure the boat fits your every boating need.
The 37′ Open allows for a full customization including colors, seating, electronics… you choose the design and layout that works for you. Optional Side Entry Dive Door, T-Top or Arch Top, full stand up head and shower in the console allow you ample storage and endless opportunities.
37′ Open GALLERY
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- Sailboat Guide
Express 37 is a 37 ′ 0 ″ / 11.3 m monohull sailboat designed by Carl Schumacher and built by Alsberg Brothers Boatworks between 1984 and 1988.
Rig and Sails
Auxilary power, accomodations, calculations.
The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.
Classic hull speed formula:
Hull Speed = 1.34 x √LWL
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL
Sail Area / Displacement Ratio
A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.
SA/D = SA ÷ (D ÷ 64) 2/3
- SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
- D : Displacement in pounds.
Ballast / Displacement Ratio
A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.
Ballast / Displacement * 100
Displacement / Length Ratio
A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.
D/L = (D ÷ 2240) ÷ (0.01 x LWL)³
- D: Displacement of the boat in pounds.
- LWL: Waterline length in feet
Comfort Ratio
This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.
Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )
- D: Displacement of the boat in pounds
- LOA: Length overall in feet
- Beam: Width of boat at the widest point in feet
Capsize Screening Formula
This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.
CSV = Beam ÷ ³√(D / 64)
After hull #25 the boats were fitted with a Yanmar 3GMF (27 HP). Some have a shallower keel. A later Mk II version (after hull #58?) featured a more cruising oriented interior. (10 built)
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