pearson 32 sailboat data

PEARSON 32 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 PEARSON 32. Built by Pearson Yachts and designed by William Shaw, the boat was first built in 1979. It has a hull type of Fin w/spade rudder and LOA is 9.68. Its sail area/displacement ratio 17.12. Its auxiliary power tank, manufactured by Universal, runs on Diesel.

PEARSON 32 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 PEARSON 32 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 designed the pearson 32.

PEARSON 32 was designed by William Shaw.

Who builds PEARSON 32?

PEARSON 32 is built by Pearson Yachts.

When was PEARSON 32 first built?

PEARSON 32 was first built in 1979.

How long is PEARSON 32?

PEARSON 32 is 7.62 m in length.

What is mast height on PEARSON 32?

PEARSON 32 has a mast height of 10.79 m.

Member Boats at HarborMoor

The Pearson 33 is a 32.92ft masthead sloop designed by William Shaw and built in fiberglass by Pearson Yachts between 1969 and 1975.

The Pearson 33 is a moderate weight sailboat which is a reasonably good performer. It is stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Pearson 33 for sale elsewhere on the web:

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The Pearson 31-2 : 1987–1991

In 1987 the Pearson 31-2 went into production as a new design by Bill Shaw

Contemporary and Traditional Values

Bill Shaw said; "With ample sail area proportioned into a powerful rig, and a contemporary hull with modern appendages, the new P31 has already shown her abilities as a fast boat". It was produced until 1991 and available with a standard or shoal draft wing keel. Hull number 268 was the last boat out of the Portsmouth factory before closing for good in 1991.

In 1996 Cal-Pearson re-introduced the P31 during a short lived revival of the Pearson brand.

Pearson 31-2

P31-2 (1987 Model)

Today we hear a lot about contemporary and traditional values as they apply to the many facets of our lifestyles. When these concepts are applied to yacht design, I have never considered them to be mutually exclusive. On the traditional side, the basic principles of hydrodynamics, aerodynamics, and human engineering continue to apply. Regardless of how you use your boat, the back to basics approach used by our designers insures you, the owner, that your boat will perform over a wide range of conditions and still provide engineered comfort even at the dock. The contemporary ingredient in the new P31 manifests itself in the form of a new elliptical keel in the standard version, or an optional wing keel that provides shallower draft. The P31's interior arrangement is traditional, but with a few new twists. Aft there is a huge open quarterberth that extends under the cockpit, spacious galley with unusually good storage to port, and a clever combination ice box/chart table to starboard. In the salon there is an offset centerline table which makes moving fore 'n aft easier, a spacious dinette, which converts to a double berth without using the table, and again, plenty of storage. Further forward, there is a roomy head with shower, and still further forward an exceptionally spacious V-berth area. On deck, the basic elements composed of cockpit, cabin trunk, etc., are still there naturally, but rather than simply translating wooden shapes with hard edges into fiberglass form, as so many others do, we have exploited the virtues of fiberglass with contoured seats that fit the human form and deck styling that fits the wind. Equally important to the cruiser or racer is the boat as a performer. With ample sail area proportioned into a powerful rig, and a contemporary hull with modern appendages, the new P31 has already shown her abilities as a fast boat. A very important factor even for those of us who never race. Come Sail With Us...

Pearson 31-2 By The Numbers

Specifications*, technical data, p31-2 standard equipment.

• External lead ballast
• Molded blue boottop (double stripe)
• Blue cove stripe
• Hull/deck joint with molded non-skid
• Foredeck anchor well
• Sail locker to port
• "T" cockpit with removable helmsman seat
• Teak toe rail
• Propane stowage bin
• Fresh-water cooled diesel
• Two-blade solid prop
• Aluminum fuel tank with deck fill and fuel gauge
• 1" diameter stainless steel propeller shaft
• Bronze propeller strut
• Bronze shaft log
• Alarm system

TANKAGE & PLUMBING

• Plastic water tanks with deck fills
• Hot/Cold pressure water with shower and sump pump
• Manual bilge pump mounted in cockpit
• Bronze ball valves on all underwater thru-hulls
• Marine toilet and holding tank with deck pump out and offshore discharge valve
• Provision for dual 12-volt batteries under galley locker
• Navigation lights
• Anchor light
• Interior lights
• 12-volt DC electrical panel
• 110-volt AC electrical panel
• 110-volt AC shore power system with cord and outlets
• Ship’s display panel with clock
• Pedestal type with 32" stainless steel destroyer wheel with break and guard
• Emergency tiller
• Clutch and throttle controls pedestal mounted
• Space rudder

DECK HARDWARE

• Two Lewmar #43 self-tailing primary winches
• One Lewmar #30 self-tailing winch to accommodate main halyard, mainsheet, reef lines
• One Lewmar #16 to accommodate jib halyard
• Quad sheet stopper for halyards, etc.
• Double bow rail
• Split double rail stern pulpit with swim ladder
• Double lifelines
• Boarding gate
• Dual bow chocks and cleats
• Dual stern cleats
• Cabin-top mounted traveller with tag lines
• Seahood with two integral dorades serving main cabin
• Plexiglass companionway hatch
• Flush forward hatch
• Midship vent hatch
• Five small opening ports and two large opening ports
• Two large fixed ports
• Teak handrails
• Flagpole socket
• Winch island alcove
• Stemhead with tack shackle and anchor roller
• 8’ inboard genoa tracks with cars
• One 10" std. Winch handle
• One 10" lock-in winch handle

SPARS & RIGGING

• Keel stopped masthead rig with double spreaders swept aft
• Internal wire/ rope halyards
• Internal continuous-line jiffy reefing led to deck
• Fixed gooseneck
• Topping lift led forward on boom side exit with spar cleat

INTERIOR-GENERAL

• Teak bulkheads
• Molded FRP headliner- with bosses
• Full teak and holly side (varnished)
• 4" mattresses, 3" backrests
• Vacuum-bonded FRP interior pan

FORWARD CABIN

• Flush cabin door- bifold
• V-berth with insert and storage under
• Shelves and P& S
• Bureau with alcoves
• Molded step
• Enclosed head to starboard
• Molded vanity with overhead locker storage outboard and locker under
• Marine toilet with cover
• Hanging locker to port with louvered door
• Settee to port (water tank under)
• L-dinette to starboard (water tank under), converts to double
• Shelf and overhead locker storage P & S
• Dropleaf table
• Companionway ladder
• U-shaped galley to port with drawer and locker storage
• Gimballed two-burner propane stove with oven
• Locker storage outboard and under
• Stainless steel sink
• Dust bin in cable sole
• Trash bin located through aft bulkhead
• Liquor cabinet

NAVIGATION CENTER

• 4.5 cubic foot ice box with chart tabletop and storage
• Electronics locker

AFT STATEROOM

• King-size berth with stowage under
• Wing keel version

Bill Crain's 1991 P31-2 (#268) was the last boat out of the factory before closing for good in 1991. He made a digital copy of his owners manual and contributed it for sharing on the web. The manual has a fair amount of detail for the 31-2 and there is a fair amount of cross over for other Pearson boats on the line at the end of production. The models include: P27, P28-2, P33-2, P34-2, P35-2, P36-2, P37-2, P39-2, P38.

• Pearson 31-2 Owners Manual
• Pearson 31-2 Standard Equipment
• Cal-Pearson 31

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• Pearson Info
• P31-2 Specs by SailBoatData.com

Pearson Yachts Brochure

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• Sailboat Guide

Pearson 323

Pearson 323 is a 32 ′ 3 ″ / 9.8 m monohull sailboat designed by William Shaw and built by Pearson Yachts between 1976 and 1983.

• 2 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 3 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 4 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 5 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 6 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 7 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 8 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 9 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 10 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 11 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 12 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 13 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 14 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 15 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 16 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 17 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 18 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 19 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 20 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 21 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 22 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 23 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 24 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 25 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 26 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 27 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 28 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 29 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 30 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 31 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 32 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 33 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 34 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 35 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 36 / 43 Indiantown, FL, US 1978 Pearson 323 $19,750 USD View
• 37 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 38 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 39 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 40 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 41 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View
• 42 / 43 Pensacola, FL, US 1978 Pearson 323 $19,500 USD View
• 43 / 43 Clear Lake Shores, TX, US 1982 Pearson 323 $24,900 USD View

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)

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• Sailboat Reviews

Pearson 303

An above-average coastal cruiser that makes the most of its 30-foot length..

The Pearson 303, introduced in 1983, is a fairly typical example of the kind of work Pearson was doing in the mid-1980s, continuing until its sale in 1991 to Aqua Buoy, which has yet to resume production. During 1983, Pearson built 12 different models, ranging from the durable 22′ 6″ Ensign to the Pearson 530, the largest boat the company ever built. The long-standing 35 centerboarder and 365 ketch had been dropped the year before, and the mainstays of the fleet were the 323 and 424. Only the 30′ Flyer departed from the company’s commitment to cruiser/racers—the unfortunate appellation given to just about any boxy boat with a fin keel.

Pearson was decidedly more into the family coastal cruiser than serious racing, though its boats were commonly club raced under PHRF.

The Pearson 303, and later the 34, 36, 37 and 39 seemed to be nearly the same boat drawn to different lengths. Indeed, in 1991, all of the above models, except the 303 (terminated in 1986), were in production at the same time. There was a bland sameness to them. Not only in terms of the standard hull and deck colors, non-skid pattern, window treatments and interior finish, but in their lines as well.

One would suppose that designer Bill Shaw believed the formula to be successful, and for a time it probably was. Nevertheless, we suspect it also may have accounted for the company’s eventual demise. Time and again it has been said that larger boatbuilders, because they end up competing with their own previously-sold boats, must continually introduce new models. Example: You want to buy a Pearson 36, and are tempted to buy new. But a three-year-old model sells for less and is better equipped. You conclude that buying new is bad business. The dealer, sensing you are on the fence, tells you the company is about to introduce the Pearson 37, a much bigger and better boat with all sorts of improvements. So you take the hook and buy a new 37. But the phenomenon perpetuates itself, and because each new model requires expensive tooling, the company is making nowhere near the money it appears to be.

In their defense, Shaw and Pearson over the years designed and built a number of very interesting boats that were atypical of the rest of the line. The centerboard Pearson 40 and one-design Flyer come to mind. And though Pearson sold quite a few of each by any other builder’s standard, these departure designs never were accepted as well as the company’s family cruiser/racers. It seems the company was consumed in a vortex spun of its own successful sameness.

A quick look at the numbers shows that the Pearson 303 is a conservative design, moderate in every respect. Its displacement/length ratio is 274, and its sail area/displacement ratio is 15.6. These figures suggest a boat that is easily handled and with adequate volume for stowing cruising supplies. They also suggest a boat that is not particularly fast, corroborated by owner comments that are discussed under “Performance.”

The typical cruiser/racer will have a fairly shoal keel, as does the 303, which draws just 4′ 4″. This is great for cruising the Chesapeake Bay’s back rivers, Florida Bay and the Bahamas, but unnecessarily shallow for just about anywhere else. A deep keelwould improve windward performance noticeably.

The 303’s length/beam ratio (2.77 using LOA) is quite low. This gives the boat a lot of room inside, and helps provide initial stability so the boat won’t feel tender. At the same time, it is not the best proportion for ultimate stability or ease of handling in severe conditions. U.S. Sailing’s glossary of terms in its IMS Profile booklet, says values range from “2.5 (short, wide) to 5.0 (long, narrow). High length/beam ratios mean lower wave making for a given displacement/length ratio and better controllability for given ratios for sail area/displacement and sail area/wetted surface.”

Unlike many later Pearsons, the 303 does have a skeg-mounted rudder, which tends to decrease then stalling angle, and, mounted far aft as it is, the skeg also adds a bit to lateral plane, which should help directional stability. Skegs also permit an added bearing support to the rudder, and may help protect the rudder in a collision with an underwater object.

Our conclusion is that the Pearson 303 is a big 30-footer, intended for safe coastal cruising. She admirably succeeds in doing what she was designed to do. The only risk accrues to those who mistake her for something she is not—an offshore, passage-making boat.

Construction

The hull of the 303, again differing from many later models, is uncored. Weight was not a concern, and, if keeping a scorecard, we’d give the 303 a point or two for its solid fiberglass hull. Lead ballast is internal, so there are no keel bolts to worry about.

The propeller shaft is molded into the hull. And, as previously mentioned, the rudder is hung on a skeg. While this rudder won’t be as efficient as a balanced spade rudder, it has its advantages, especially for cruising. One thing that might have been done differently would have been locating the lower rudder bearing maybe 6″ or more above the bottom of the skeg, so if the skeg grounds or hits an object, there is less likelihood of disabling the rudder. An emergency tiller was provided.

End-grain balsa was used in the deck. We’re not exactly sure how the hull/deck joint was fastened, but Pearson had given up through-bolting on many 1970s models, so we assume the 303’s hull and deck were fastened with self-tapping screws. This method saves time, and while perfectly satisfactory for the its coastal purpose, it detracts somewhat from overall quality.

Pearson generally did a good job with details, such as backing plates for hardware, installing bronze sea cocks, and choosing quality materials for pulpits, stanchions and the like.

The cabin sole is a one-piece fiberglass molding bonded to the hull. A teak and holly overlay hides it. We like the fact that the berths are not part of this molding, rather built up of plywood, which as we have said many times, is a better acoustic and thermal insulator, and is easier to modify. The teak bulkheads are bonded to the hull, but not, we assume, to the deck, as the one-piece fiberglass overhead must be bonded to the deck before the deck is lowered onto the hull and bulkheads. Some early brochure photos show what appear to be stainless angle braces securing the bulkheads to the deck, intended to prevent working. The head is a fiberglass molding, which is appropriate considering that water from the sink, toilet and shower is a danger to plywood.

We received several complaints about leaks, citing the bedding compound used in portlights and deck hardware—time consuming, but not difficult to fix.

The interior has an attractive amount of oiled teak to highlight the high-pressure laminates used on cabinet facings. Stowage is pretty good for a 30-footer, with three drawers in the galley, a bureau in the forecabin, and stowage behind the settee seatbacks. The hanging locker is short and small, however. The quarter berth was advertised as a double, but as one owner put it, “No way!”

The high freeboard and generous beam make for a lot of space in the cabins. Headroom is 6′ 3″. Freshwater capacity is 38 gallons.

All things considered, construction of the Pearson 303 is above average. That has always been Pearson’s reputation, and we see nothing in the 303 to alter that perception.

Performance

The 303 has a keel-stepped mast, which is a nice feature and something that Bill Shaw must have felt strongly about. The mainsail has near end-boom sheeting to a traveler mounting across the cockpit bridgedeck. It won’t be easy to reach from behind the pedestal, but the jib sheets are, as the winches are mounted just forward of the wheel.

While most owners praise the 303’s balance, stability and seakindliness, most are honest about its speed. “Definitely not a racer,” said the owner of a 1984 model. Upwind performance is especially marked down, and this is no doubt due at least in part to the boat’s high freeboard, wide beam and shoal keel. But few owners feel it is a significant problem. Offwind performance is rated more highly.

Typical PHRF ratings from fleets around the country range from 171 to 192, with most in the mid-180s. This is a bit slower than the popular 1970s vintage Pearson 30 at 180, a Cal 30-2 at 174, and a C&C 30 at 168.

Auxiliary propulsion is furnished by a Yanmar 2GMF 13-hp. diesel. Tankage is 22 gallons in an aluminum tank under the cockpit. This would seem on the small side, and a number of owners said so. Others rate boat speed and maneuverability under power as acceptable. One owner said he switched from the standard two-blade prop to a 15 x 11 three-blade prop, making 6.5 knots at 2,000 rpm. Another owner who was critical of the engine size, said he makes 5.5 knots at 2,500 rpm.

The Pearson 303 is a good looking boat, especially considering its high freeboard and wide beam. Bill Shaw did a good job integrating all the elements to avoid a boxy-look. One owner said, “Looks like it needs another 10 feet, but that’s a trade-off for roominess and livability.”

While it’s easy to overlook the Pearson 303 as another member of a fleet that looks depressingly similar and lacking in pizzazz, the 303 is a wholesome family cruiser with a workable, traditional interior, acceptable performance and above average construction. Hey, what’s not to like?

The BUC Research Used Boat Price Guide lists average retail low and high of the 1983 models at $35,300 to $39,100. 1986 models come in at $42,900 to $47,600. A check of asking prices in the classifieds of Soundings corroborates these numbers, but given the state of the used boat market, we’d want to pay no more than the low $30s for a Pearson 303 of any vintage.

RELATED ARTICLES MORE FROM AUTHOR

Why do you say that the one thing she is not is an “offshore passage making boat”. I am a passage making sailor and am interested in making passages with this boat so I need to know what reasons you have that says I should not.

The self-tapping screws as opposed to bolts is the number one reason. I’ve a 1983 Pearson 303 and treat her as a coastal cruiser . At my present age 65 and preferring to single hand I find the 303 suitable form my “wants in a sailboat. She’s sturdy, she’s roomy for a boat in the 30 foot range. I’ve added davits and a custom chart table (which I prefer to the one Pearson added in either 84 or 85.)

I’ve downsized as the family has grown and my needs for long-range crusing has diminished. Went from a 52’ Irwin’s cutter/ketch rig istraring ion the nis 1980s to a 37’ Fisher Motorsailer in the first decade of the 2000s. Also kept an Ericsson 32’ after selling the Fisher (which, to this day, I wish I had kept). Did not like the Ericsson for my needs and “wants” l. Then went through a quick succession of a modified Grampian that The previous owner had lengthened and put some heavy standing rigging replacement. She ended up being around 34’. Let her go quickly and cheaply. Then an Irwin Citation 34’ the year I don’t recall because I got rid of her quickly. I took a few years looking for a good deal on a Pearson 303. I purchased the 1983 hull#065 and began the process of bringing her up to my needs a little over two years ago. With the additions and upgrades. (Yanmar) , Motor mounts, davits, nav table, I’m a happy Pearson owner again. “Cripple Creek” suits me across the board for now.

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