Construction and Execution
TPI's reputation as one of the great innovators in modern FRP technology
is not lost on the 37. Hulls and deck feature Baltek end-grain balsa
core throughout, sandwiched between triaxial glass fiber hand laid in
vinylester resin. The hull element, including both of the floats and the
bridge deck structure between them, is laid up essentially in one piece;
to facilitate the keel work, it is begun in three separate molds -- two
for the outer halves of the floats and one more for the inner halves
plus the bridge deck -- and then the tooling itself is assembled early
on for completion as a monocoque structure. Deck and cabin top are laid
up in a single mold. Hull-to-deck joinery is accomplished by means of an
inward hull flange to which the deck piece is bonded chemically with a
high-strength, two-part urethane adhesive. Mechanical fastening occurs
where stanchion bases, deck cleats and other paraphernalia are
thru-bolted, but they are not designed to be part of the primary bond.
The rig is stepped on the cabin top and supported by a 28-inch
heavy-duty stainless-steel compression post that is anchored to a hefty
piece of solid ash, itself glassed into the intersection of three
structural bulkheads, one running athwartship and the other two V'ed
forward from an apex at the step. Chain plates are secured outboard to
heavily glassed knees. Forward, the headstay is fitted to an aluminum
cross member trussed with a seagull striker; the cross beam is pinned to
aluminum brackets thru-bolted to the bows, a detail that allows the bows
to work ever so slightly in a seaway without torquing the aluminum
extrusion in the process, much the way toggles on standing rigging
diffuse torque on the terminals.
The steering detail is noteworthy for its logical simplicity and
built-in resilience. The rudders are constructed of glassed-over welded
stainless webs, all fabricated around solid stainless stocks that pass
into the hulls through upper and lower bearings. The bearings themselves
are patented by Jeanneau and feature large, fitted neoprene "donuts"
that absorb side loading on the rudders and keep the stocks aligned with
the blades in stressed conditions. Small tillers off the stocks are
fixed to a continuous tiller bar that runs underneath the cockpit
coaming. An Edson pedestal at the helm features a conventional chain
drive off the wheel connected directly to wires that run via idlers and
sheaves to a quadrant at the end of the tiller bar. The execution makes
for easy maintenance and troubleshooting, and the directness of the
linkage makes for good, positive feel at the helm and responsiveness
under way, two qualities validated in our sea time on the vessel.
Systems And Mechanical
The 37 is powered by two 18-horsepower Perkins M20 freshwater-cooled
diesels occupying generous engine compartments in the sterns. The
starboard unit is fully accessed through a large hatch beneath the aft
berth; the port unit is accessed through a large bulkhead opening in the
head. As is the typical case in cruising catamarans this size and
larger, there is good space around the engines, steering paraphernalia
and related gear for unhampered service and maintenance.
Over 50 gallons of fuel and 100 gallons of fresh water capacity point to
a relatively extensive cruising range -- indeed reassuring given the
level of overall comfort that this boat offers and the notion that there
is no particular reason, once you're settled in, to get off it in a
hurry. A 12-gallon hot water heater runs off a heat exchanger on one of
the engines. Hot and cold pressure water is standard. Bilge-water
evacuation is by means of an automatic electric pump and a manual pump
in each hull.
Electrical storage is in four 85-amp-hour 12-volt deep-cycle batteries,
two located in each hull. Each bank of two is charged by a standard
35-amp alternator belted off its respective engine. Distribution is
handled by a tidy breaker panel in the navigation area on the inside of
the starboard hull that includes master and secondary switches, an
ammeter, a voltmeter and space for an optional shore-power package. The
standard electrical scenario offers good, adequate power for a vessel
this size -- plus the advantage of redundant charging.
Interior Accommodations
Given a profusion of subdued teak trim and white Formica below, the
interior is bright, cheery, very contemporary and easy to maintain. A
Plexiglas door provides admittance to an aft-facing U-shaped settee that
takes up the main saloon. Large cabin top windows let in plenty of
ambient light, and two opening hatches in the overhead promote
ventilation. In "traditional" catamaran fashion the galley is down in
the port hull, and is provided with good working counter space, a
three-burner LPG stove and oven, an over-under freezer/reefer and a pair
of stainless sinks.
Sleeping accommodations include two big queen-size forward doubles port
and starboard, each with a convenient standing/dressing area and stowage
in deep cubbies. A smaller double is located in the starboard hull aft.
The main head, complete with a stand-up shower, is built in aft of the
galley in the port stern; an optional second head can be installed as a
walk-through element in the starboard hull amidships. Also in the
starboard hull, as noted previously, is the navigation station which
includes the electrical panel, a fold-down chart table and room for the
electronics. Opening hatches for ventilation and fresh air occur in all
staterooms as well as in the main head.
The interior is comfortable without being overdone, and notable is the
emphasis placed on simplicity in lieu of an expensive -- and weighty --
preoccupation with plushness. The main saloon is just that: a congenial
area comprised of a large settee and dinette, unencumbered by a fancy
galley area, or by a dedicated niche for navigation and instruments, all
of which fare better in their own places down in the hulls. The sleeping
quarters forward are spacious and airy while minimalist in decor -- but
this is what cruising catamarans are all about. To assume that a
cruising cat is garage space for all the toys and trinkets you own is
anathema to the performance intent of the vessel in the first place.
Best to look at this boat as a fully cruisable multihull with great
comfort for two-week stints in coastal haunts and occasional forays
offshore; load her up with provisions for a trip around the world and
you may be missing the point.
Sail Plan, Deck, and Under Way
With a lofty 54-foot spar, a high-roach mainsail and an overlapping
roller-furled genoa, the 37 enjoys good horsepower for light- to
moderate-air work. This is good, because horsepower is in fact what you
want in conjunction with a Displacement/Length ratio of 143 -- on the
heavy side for a truly performance-optimized multihull. In a cruising
context the scenario works well, especially given the need for some
albeit minor load-carrying capability to accommodate moderate
provisioning.
The deck is wide open and easy to range. A large cockpit aft with the
steering pedestal bulkhead-mounted on the port side gives adequate room
for an entire crew of six to congregate freely, and the addition of a
dodger and Bimini off the cabin top secures this area in wet weather.
Access to the cockpit from off the boat is by way of integral transom
steps port and starboard. Side decks are wide and easy to maneuver,
although the addition of grab rails on the cabin top would maximize
security in lumpy seas. The trampoline forward is a marvelous place to
hang out under way; it also serves as a safe, uncluttered area from
which to launch and gather an asymmetrical kite.
Under sail, the 37 is responsive and sea-kindly. The combination of
inboard genoa sheeting on the cabin top and long fin keels on the hulls
makes for good tracking to weather at refined angles in all conditions.
Cracked off, acceleration is instant, and at about 120 degrees in
moderate air with the chute up performance is stellar, especially when
payload is kept within reasonable parameters.
We had the opportunity to sail aboard a Lagoon 37 in the predominantly
light-air 1993 Marblehead-Halifax race -- a biennial 360-mile sprint
from Marblehead, Massachusetts, to Halifax, Nova Scotia -- and we pulled
off a third in class on corrected time. That's not shabby considering
that we had the Bimini rigged for the whole race, ate like kings and
spun movies on the VCR during the off-watches. Faced with a 90-degree
rhumb line to Cape Sable and shifty westerlies prevailing off our stern,
we kept the boat moving by tacking downwind and changing gears
constantly: In really light air the 37 enjoyed her best runs at about 95
degrees off the wind; in the occasional 15 to 25 knots we could come off
to about 120 degrees apparent and fly at speeds well over 10 knots. This
level of performance by a legitimate cruising catamaran in a decidedly
serious ocean race was striking.
Final Notes
Jeanneau's aim with the Lagoon series has been to offer upscale
performance in a comfortable, stable cruising context. They have
accomplished that in the case of the 37 with a vessel that sails well
without requiring that you put a stripped-out factory team aboard to
achieve good results. Low draft and integral keels allow you to beach
the boat at will; a simple deck layout and sensible sail inventory allow
you to fly the canvas necessary to make it move smartly without
confusion or intimidation. The accommodations are straightforward and
convivial. And you can always rely on that great cruising catamaran
trait: level sailing. In all, a well-done vessel with great sailing
characteristics and a happy cruising bent.
COMPARATIVE SPECIFICATIONS Lagoon 37 Fountaine Pajot Athena 38 Prout
Snowgoose Elite 37
LOA 36'9" 38'1" 37'0"
LWL 33'4" 37'0" 33'11"
BEAM 20'2" 20'8" 16'3"
Draft 4'0" 3'1" 2'8"
Disp. lbs. 11,883 12,320 11,500
Sail Area 849 sq. ft. 914 sq. ft. 616 sq. ft.
Mast height above water 54'6" +/- 60'0" +/-48'0"
Disp./Length 143 108.6 132
SA/Disp. 26.1 27.4 19.3
Water tankage 100 gal. 106 gal. 108 gal.
Fual tankage 50 gal. 53 gal. 18 gal.
Auxiliary 2x18-hp. diesel 2x20-hp. diesel 1x27-hp. diesel
Designer Van Peteghem/Lauriot-Prevost Joubert/Nivelt Prout Catamarans