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X-YACHTS XP 33 REVIEW

The X-Yachts Xp 33 racing yacht is a strongly-made, quality-finished performance yacht with an unquestioned emphasis on racing

The X-Yachts Xp 33 racing yacht is a strongly-made, quality-finished performance yacht with an unquestioned emphasis on racing. The deck layout and sailplan allow it to be sailed by small or large crews. However, it should also make a handy weekend family cruising yacht.

X-YACHTS RACING

In recent years, the X-Yachts lineup of racing yachts has separated into three different groups: the Xc cruiser/racers; Xp racer/cruisers and Xr racers. Still to come is the delicious X6 superboat that’s due for release next year.

The Xp 33 was conceived unashamedly as a fixed-keel sportsboat that could perform well in Europe’s shorthanded racing regattas, as well as in crewed IRC/ORC competition. In lineage terms its deck and interior layout has more in common with the X35 racer than the superseded X34 cruiser/racer.

It would seem that X-Yachts reckons the yacht racing / cruising market is moving up the waterline length scale and that a 33-footer should now have more pace.

The pace was penned in by designer Niels Jeppeson and validated by velocity prediction programs. The hull-shape target was optimised for all-round performance, not just brilliant off-the-wind speed, in wind speeds of five to 20kts.

Low freeboard, narrow waterlines, a high ballast ratio and a broad stern to increase waterline length when heeled are intended to produce good upwind speed even in light breezes.

Less freeboard means that the Xp33’s coach house is relatively tall to provide headroom in the cabin. With the boat’s very narrow sheeting angles the coach house height dictates a high, rather than deck-hugging jib clew and on the test boat the jib had a roached foot, to increase sail area.

Interestingly, there’s a fair amount of rocker in the hull profile – particularly aft – and the saildrive leg is positioned 2/3 forward in the keel-rudder space, where its turbulence should have minimal effect on the blade.

The Xp 33 has an iron keel with a lead T-bulb and both are layered with vacuum-infused epoxy E-glass for a smooth finish.

Weight reduction involved replacement of the X-Yachts’ trademark galvanised steel sub-frame by a much lighter but similarly rigid carbon/FRP lattice to absorb keel, mast and rigging loads. Foam/FRP laminate is used for hull and deck but solid laminate is used in these high-stress areas.

The Xp 33 weighs nearly one tonne less than the X-34 and while that doesn’t make it the lightest yacht in this class, there are strength compromises X-Yachts engineers won’t make.

Another distinguishing mark of the Xp 33 is a telescopic carbon fibre bowsprit that allows easy spinnaker handling in shorthanded racing. The pole’s home is a sleeve in the vee-berth cabin and it’s launched by line-pull from the cockpit. The Xp 33 can fly a racing asymmetric spinnaker or a cruising one.

For windward-leeward crewed racing a symmetrical kite with pole can be specified. Simple end-for-end gybing is standard.

STANDARD RIG

The standard rig is 9/10 with keel-stepped aluminium mast, aluminium boom, rod vang, twin sweptback spreaders and discontinuous rod rigging. Carbon spars are optional. There’s also a choice of a low-profile, above-deck jib furler or a twin-track, foil headstay. A tackle-adjustable Dyneema backstay is standard and all halyards are Dyneema. 

Mainsheet control is by tackle, with a 6:1 main purchase and fine tune, while the fore-aft jib car sheeting angle can be narrowed by barber-haulers.

X-Yachts’ steering preference for this boat was always a tiller, in the interests of simplicity and weight saving, but that posed some cockpit layout difficulties if a desirable forward-mounted single rudder was used, rather than accepting the additional drag of twin blades. The solution was simple: move the tiller aft to allow more crew space in the cockpit; position the rudder optimally under the cockpit and connect the tiller post to the rudder shaft by a drag link.

PERFORMANCE

We’ve been trying for some time to sync a test of the Xp 33 and it finally happened on a day that was forecast to have mainly light breezes and the odd shower. Seabreeze was correct and we were lucky enough to find a few squalls that helped give us a test wind range between five and 15kts.

We left Gladesville Bridge Marina, in one of the several arms of Sydney Harbour, without drama and I found the tiller response direct and without vice under power, going forward or in reverse. A very wide cockpit and aft-set tiller and engine controls made it easy for the helmsperson to handle port and starboard aft dock lines.

The Quantum jib and main went up quickly and the boat responded instantly, accelerating rapidly. During a 10-knot puff I saw high sixes on the GPS when close hauled and with sheets eased a tad the speed went to 7.5kts.

Tacking and gybing were easy enough, once I adjusted to the 3.2m beam that dictated a few large steps across the cockpit! A narrow coach house allowed tight jib sheeting angles that could be enhanced by easily-used barber haulers.

The varying wind was handy for checking out the boat’s response in different strengths and it also highlighted just how stiff this Xp 33 is. We were humming along in a five-knot airstream and copped a 15-knot squall: the boat heeled initially and then settled on its fat, chined bum and picked up speed.

Crew weight on the rail is always handy in this class of boat and we found that the dart shape of the Xp 33 encouraged crew hiking farther aft, to avoid a nose-down attitude. Fortunately there’s ample deck space to allow this positioning, because the helmsperson and mainsheet trimmer sit right aft.

I thought initially that the cockpit sole foot chocks were a tad on the small side and I was also concerned that the shallow-height coamings for the steerer and main trimmer might not be adequate to stop them sliding into the cockpit, but the boat didn’t heel enough for that to be an issue. Even with an over-trimmed main during one squall the boat just leaned and then sat there. Very reassuring.

The main was set up with a 6:1 coarse purchase and a fine tune, and I felt that more coarse purchase would ease the main trimmer’s work load; there seemed to be enough mainsheet length to feed through 8:1 blocks. Backstay adjustment via a 16:1 cascade block arrangement was quite easy.

The test boat was fitted with the largest asymmetric allowed by the sailplan. At a well-fed 109m² it was close to double the combined area of the main and 106 per cent genoa! Because this kite was large enough to fill even when part-blanketed by the main it could be carried squarer than many asos.

Getting it up was simple: line-launch the bowsprit out of its sleeve; attach the tack, halyard and sheets and away the boat goes. And it did go: 9.4kts in average breeze and I was too busy to check out the GPS when we were overpowered by one squall, but the acceleration was instant and the helm still felt quite balanced.

THE VERDICT

Despite the showery weather, I had a ball playing with the Xp 33 and I think it’s a model that’s destined for success. Even with an over-trimmed main during one squall the boat just leaned and then sat there. Very reassuring.

• Quality build
• Flexibility of racing vocations
• Stiff, drama-free performance
• Huge working cockpit
• Mainsheet effort

X-YACHTS XP 33 SPECIFICATIONS

Price as tested.

$272,455 (inc. GST)

OPTIONS FITTED 

Quantum carbon racing sails (main, code 4 and code 2 jibs), asymmetric spinnaker and spinnaker gear, teak-faced cockpit seats, vee-berth furniture and bunks, front-opening fridge, upgraded ENO stove with oven, shorepower, galvanic isolation and boom cover

PRICED FROM

$240,000 (inc. GST)

MATERIAL Vacuum-infused vinylester hull with E-glass and carbon reinforcement, cored with Airex; solid laminate in high-stress areas; foam- cored deck

TYPE Monohull

LENGTH 9.99m overall; 8.86m waterline

WEIGHT 4300kg

BALLAST 1700kg (iron/lead keel)

BERTHS 3 doubles, 2 singles (settee berths)

WATER 110lt

MAINSAIL 33.8m2

HEADSAIL 28.3m2 

SPINNAKER 93m2 (cruising asymmetric); 96m2 (cruising symmetric); 109m2 (racing asymmetric)

MAKE Yanmar 

TYPE Diesel saildrive

RATED HP 20

PROP Two-blade folding prop

SUPPLIED BY

X-YACHTS AUSTRALIA

64A The Quayside,

Roseby Street,

Birkenhead Point,

Drummoyne, NSW, 2047

Phone +61 2 9719 9411

Web x-yachts.net.au

X-332 Standard

Sailboat specifications.

• Last update: 3rd April 2020

X-332's main features

X-332's main dimensions, x-332's rig and sails, x-332's performances, x-332's auxiliary engine, x-332's accommodations and layout, x-332's aft cabin.

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• Sailboat Guide

X-332 is a 33 ′ 0 ″ / 10.1 m monohull sailboat designed by Niels Jeppesen and built by X-Yachts between 1994 and 2005.

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)

An X-332 SPORT model was also available.

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Luxury & Performance

Beneath the traditional sheer and topsides of the Alerion 33 is a thoroughly modern underbody. The full-roach main, carbon-fiber mast, and self-tacking jib boom make the Alerion 33 an elegant performer on all points of sail, while the electric winches allow easy adjustment in all wind conditions.

The cockpit includes seats long enough for a nap or for a group of friends. Below deck, detailed woodwork and finish provide luxurious and comfortable accommodations.

Explore the Alerion 33

Specifications

"She’s gorgeous, quick, and VERY comfortable. Easy to sail and easier to enjoy! "

–Teddy Turner

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The Hunter 33 Sailboat Specs & Key Performance Indicators

The Hunter 33 is a popular American sailboat that was designed by John Cherubini and first built in 1977 by Hunter Marine. It has a masthead sloop rig, a fixed fin keel, an inboard motor, and is known for its spacious interior, easy handling and good performance.

The boat has undergone several revisions and updates over the years, and has been compared to other sailboats in its class such as the Catalina 34, the Beneteau Oceanis 331, and the Tartan 3400.

Published Specification for the Hunter 33

Underwater Profile:  Fin with bulb keel and Spade Rudder

Hull Material : GRP (Fibreglass)

Length Overall : 33'6" (10.21m)

Waterline Length : 29'5" (8.97m)

Beam : 11'8" (3.51m)

Draft : 5'6" (1.7m) * 

Rig Type :  B&R

Displacement : 12,400lb (5,625kg)

Designer :  Hunter Marine

Builder :  Hunter Marine (USA)

Year First Built : 2012

* Shoal Draft version:  4'6" (1.4m)

Published Design Ratios for the Hunter 33

1. Sail Area/Displacement Ratio:  18.7

• Less than 16 would be considered under-powered;
• 16 to 20 would indicate reasonably good performance;
• Over 20 suggests relatively high performance.

2. Ballast/Displacement Ratio:  27.9

• Under 40: less stiff, less powerful
• Over 40: stiffer, more powerful

3. Displacement/Length Ratio:  217

• Under 100: Ultralight
• 100 to 200: Light
• 200 to 275: Moderate
• 275 to 350: Heavy
• Over 350: Ultraheavy

4. Comfort Ratio:  24.2

• Under 20 indicates a lightweight racing boat
• 20 to 30 indicates a coastal cruiser
• 30 to 40 indicates a moderate offshore cruising boat
• 40 to 50 indicates a heavy offshore boat
• Over 50 indicates an extremely heavy offshore boat

5. Capsize Screening Formula:   2.0

• Under 2.0 (the lower the better): Better suited for ocean passages
• Over 2.0: Less suited for ocean passages

read more about these all-revealing numbers...

A Few FAQs...

Is the Hunter 33 still in production and, if not, when did production end and how many of these sailboats were built?

• The original Hunter 33 was produced from 1977 to 1984 by Hunter Marine in Alachua, Florida. A total of 1,124 hulls were built during this period.
• The second generation Hunter 33 was introduced in 2005 as an updated version of the previous model with some design changes and improvements. It was produced until 2011 by Hunter Marine in Alachua, Florida. A total of 623 hulls were built during this period.
• The third generation Hunter 33 was launched in 2012 as a completely new design with a different hull shape, deck plan, rig configuration, interior layout, and features. It was produced until 2016 by Marlow-Hunter (formerly Hunter Marine) in Alachua, Florida.
• The current generation Hunter E33 (also known as Marlow-Hunter E33) was introduced in 2017 as an electric hybrid version of the previous model with an Elco electric motor instead of a diesel engine. It is still in production by Marlow-Hunter in Alachua, Florida.

What, if any, alternative versions of the Hunter 33 were built and what are the differences between them?

The original Hunter 33:

• was offered with two keel options - a standard fin keel with a draft of 5.25 feet, and a shoal draft keel with a draft of 4.0 feet.
• had a masthead sloop rig with a single spreader and no backstay.
• had a traditional transom with a small swim platform and ladder.
• had an interior layout that featured a V-berth forward, a head to port, a hanging locker to starboard, a U-shaped dinette to port, a settee to starboard, an L-shaped galley to port, and a quarter berth to starboard.

The second-generation Hunter 33:

• was also offered with two keel options - a standard fin keel with a draft of 4.5 feet, and a shoal draft wing keel with a draft of 4.0 feet.
• had a fractional sloop rig with a single spreader and no backstay, but with swept-back spreaders and shrouds that provided more support for the mast.
•  had a reverse transom with a larger swim platform and ladder.
• had an interior layout that featured a V-berth forward, a head to starboard, a hanging locker to port, a U-shaped dinette to starboard, a settee to port, an L-shaped galley to starboard, and an aft cabin to port.

The third-generation Hunter 33:

• was only offered with one keel option - a fin keel with a draft of 4.5 feet.
• had a fractional sloop rig with a double spreader and no backstay, but with swept-back spreaders and shrouds that provided even more support for the mast.
• had a raised reverse transom with an even larger swim platform and ladder, as well as an arch that supported the mainsheet traveler and the optional bimini and dodger.
• had an interior layout that featured an island berth forward, a head to port, a hanging locker to starboard, an L-shaped dinette to port, two seats and a table to starboard, an L-shaped galley to port, and an aft cabin to starboard.

The current generation Hunter E33:

• has the same transom as the third-generation Hunter 33.
• has the same rig as the third-generation Hunter 33.
• has the same interior layout as the third-generation Hunter 33.
• is also only offered with one keel option - a fin keel with a draft of 4.5 feet.

How many people can sleep on board a Hunter 33?

• The original Hunter 33 could sleep up to five people: two in the V-berth, two in the dinette (converted into a double berth), and one in the quarter berth.
• The second-generation Hunter 33 could sleep up to six people: two in the V-berth, two in the dinette (converted into a double berth), two in the aft cabin (in either one double berth or two single berths).
• The third-generation Hunter 33 could sleep up to six people: two in the island berth forward, two in the dinette (converted into a double berth), two in the aft cabin (in one double berth).
• The current generation Hunter E33 can sleep up to six people: two in the island berth forward, two in the dinette (converted into a double berth), two in the aft cabin (in one double berth).

What is the history of the builders of the Hunter 33 and is the company still in business?

The builders of the Hunter 33 are Hunter Marine, which was founded in 1973 by Warren Luhrs, a successful sailboat racer who wanted to create affordable and high-quality sailboats for the mass market. The company started with a 25-foot boat called the Hunter 25, which was an instant success and sold over 2,000 units in its first year. The company then expanded its product line to include various models ranging from 15 to 50 feet in length.

The Hunter 33 was one of the most popular models, selling over 1,700 units in its first generation alone. The company also pioneered some innovative features such as the B&R rig (a fractional sloop rig with no backstay), the arch (a stainless steel structure that supports the mainsheet traveler and other accessories), and the electric hybrid propulsion system.

The company is still in business today, but under a different name and ownership. In 2012, Hunter Marine was acquired by David Marlow, a veteran boat builder who also owns Marlow Yachts, a luxury powerboat manufacturer.

The new company was renamed Marlow-Hunter and continued to produce sailboats under the Hunter brand name, as well as introducing new models under the Marlow brand name. The current product line includes sailboats from 15 to 50 feet in length, as well as powerboats from 37 to 97 feet in length.

What is the average cost of a secondhand Hunter 33?

The average cost of a secondhand Hunter 33 depends on the condition, age, equipment, and location of the boat. According to some online sources, the average cost of a secondhand Hunter 33 ranges from $20,000 to $150,000, depending on the generation and model year of the boat. For example, a 1980 original Hunter 33 in fair condition may cost around $20,000, while a 2016 third-generation Hunter 33 in excellent condition may cost around $150,000.

How does the Hunter 33 compare to other sailboats in its class?

The Hunter 33 is comparable to other sailboats in its class, such as the Catalina 34, the Beneteau Oceanis 331, and the Tartan 3400. These boats are all similar in size, design, and performance, but have some differences in features, quality, and price. Some of the comparisons are:

• The Catalina 34 is slightly larger than the Hunter 33, with a length of 34.5 feet and a beam of 11.75 feet. It has a masthead sloop rig with a single spreader and a backstay, and a fin or wing keel with a draft of either 5.67 or 3.83 feet. It has an interior layout that features a V-berth forward, a head to port, a hanging locker to starboard, a U-shaped dinette to starboard, a settee to port, an L-shaped galley to port, and an aft cabin to starboard. It has a traditional transom with a small swim platform and ladder. It was produced from 1986 to 1999 by Catalina Yachts in Woodland Hills, California. A total of 1,438 hulls were built during this period. The Catalina 34 is known for its spacious interior, solid construction, and good performance. It is also more affordable than the Hunter 33, with an average cost of around $40,000 for a secondhand boat.
• The Beneteau Oceanis 331 is slightly smaller than the Hunter 33, with a length of 33.1 feet and a beam of 11.3 feet. It has a fractional sloop rig with a single spreader and no backstay, but with swept-back spreaders and shrouds that provide more support for the mast. It has a fin or bulb keel with a draft of either 5.58 or 4.25 feet. It has an interior layout that features an island berth forward or two single berths forward (depending on the version), a head to starboard or port (depending on the version), a hanging locker to port or starboard (depending on the version), an L-shaped dinette to starboard or port (depending on the version), two seats and a table to port or starboard (depending on the version), an L-shaped galley to starboard or port (depending on the version), and an aft cabin to port or starboard (depending on the version). It has a reverse transom with a large swim platform and ladder. It was produced from 1999 to 2006 by Beneteau in France and South Carolina. The Beneteau Oceanis 331 is known for its modern design, versatile layout, and good performance. It is also more expensive than the Hunter 33, with an average cost of around $60,000 for a secondhand boat.
• The Tartan 3400 is slightly larger than the Hunter 33, with a length of 34.4 feet and a beam of 11.25 feet. It has a fractional sloop rig with a double spreader and a backstay, and a fin or beavertail keel with a draft of either 6.5 or 4.75 feet. It has an interior layout that features a V-berth forward, a head to port, a hanging locker to starboard, an L-shaped dinette to port, two seats and a table to starboard, an L-shaped galley to port, and an aft cabin to starboard. It has a traditional transom with a small swim platform and ladder. It was produced from 2005 to present by Tartan Yachts in Fairport Harbor, Ohio. The Tartan 3400 is known for its classic style, high quality, and excellent performance. It is also more premium than the Hunter 33, with an average cost of around $120,000 for a secondhand boat.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Hunter range include:

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• Sailboat Reviews

Though expensive, the Mason 33 is of high quality; we can find little about her we don't like.

The Mason 33 was built in the mid- to late ’80s by the Ta Shing yard in Taiwan, and imported by Pacific Asian Enterprises in California. She is a moderate traditional design that harkens back to the CCA handicapping rule of the 1960s. It might best be described as a modern full-keel hull, with a cut away forefoot and sharply turned bilges to reduce wetted surface. Though narrow and short on the waterline compared to modern lightweight fin-keelers, she is beamier, with shorter overhangs, than you would find on a typical 1960s design. If the CCA racing rule had survived into the 1980s, we suspect the Mason 33 would be a typical, if conservative, specimen.

PAE’s requirements to the designer were for a seakindly hull with the capability for carrying ample stores and an ability to take a couple or small crew anywhere. The company makes no bones about their distaste for the standard issue contemporary finkeelers, which they dismiss as limited-purpose boats, suitable only for minimal coastal cruising, with too many berths and totally inadequate storage space. They believe the moderate traditional design of their 33 makes for not only comfortable coastal cruising and daysailing, but also blue-water passagemaking and as a living aboard. And it’s conceivable you could even race one in PHRF.

CONSTRUCTION

The hull is a standard solid fiberglass hand-laid laminate. It’s different from others in a couple of respects. The company specified a somewhat heavier than normal laminate, and the hull also has four full-length longitudinal stringers to give additional support to the bulkheads and floors.

Isophthalic resin is used in the laminate—the current theory is that iso resins are less water permeable and hence less likely to allow hull blistering to develop. PAE also recommended that buyers have an epoxy coating put on at the factory.

The ballast keel is iron, placed inside the hull molding in two pieces, taped into place, and sealed to minimize rust or leakage problems in case of a hard grounding. Americans are more accustomed to lead keels, which are unquestionably preferable for exterior ballast, but iron interior keels are fairly common in the Oriental boats, and we don’t hear of many problems. (The external iron keels common on European boats are more rust prone and a higher maintenance item.)

The deck molding is a standard glass layup with balsa core, with plywood in the cabin trunk and other spots to provide additional backing strength and attachment points for the interior joinerwork. The non-skid on deck is satisfactory, but the optional teak overlay is generally preferable. While it did cost $2,280, the price was reasonable (probably about a third of what it would cost in the US), especially considering the quality of it and the finished appearance it gives the boat.

Further, the hull has the displacement, ballast, and form stability so that the added weight of the teak deck won’t be the problem it could be on a lighter design.

The hull-to-deck joint is a standard inward turning hull flange, on top of which the deck rests. It’s somewhat unusual in that the teak toerail sits on top of (and hides) a stainless steel flat bar on top of the deck. Inside the hull there’s a matching stainless flat bar. The flat bars act as extended washers for the through bolts which fasten the joint together, with every other bolt going through the toerail as well as through the joint. About the only complaint we have heard about the older Masons was some leaking in the hull-to-deck joint, but it’s hard to see how the joint could leak on the 33.

The exterior finish of the hull and deck is generally good, with no evident hardspots to mar the fairness of the hull in any of the three boats we examined. The gelcoat work also appeared good. Although we went over the topsides and cabin house of one of the three boats carefully, we found no flaws—a rarity in fiberglass boatbuilding.

The boat has fairly extensive teak trim on the exterior, most notably the heavy-duty toerail, cockpit grates, and cabin trim. The standard hatches are teak, with lexan tops. If you’re not into the high maintenance of wood hatches, you could get optional Goiot or Taiwan brand (“Manship”) hatches. (The Taiwan hatches look like knock-offs, as well made but cheaper than the Goiot.) Having the exterior teak varnished was a $625 option. The result is the look of real quality, but requires the owner to get involved with the continuous maintenance required of varnished teak.

One of the things that marks the construction as good quality is the exterior detail. The custom made cleats and chocks, for example, are well done and well fitted to the teak trim, and the little stainless steel chafing strips to protect the teak around the stern chocks are just one of the many nice touches.

Although we might have preferred some things to be different (like using lead ballast rather than iron), it is clear that the developers and builder have given thought to all details of the boat’s construction. Overall, it is hard to find fault with any aspect of it.

HANDLING UNDER POWER

Early models of the boat came with a 21-hp. Westerbeke, normal for an offshore cruiser but probably near the minimum size for the American market. Later boats have a Yanmar three-cylinder diesel, at 27 hp adequate for the boat and more in line with what most Americans like in a coastal cruiser. The fuel tanks holds 35 gallons for a good powering range.

Standard is a three-blade propeller. A two-blade would be much preferable for performance under sail, since it could be positioned upright in the aperature between the aft end of the keel and the forward edge of the rudder. However, under power, the two-blade “hammers”—that is, it creates a sharp vibration because the two blades are alternately in the water flow but then hidden behind the keel and not pushing any water when vertical.

The hammering is a minor irritant, but we can imagine it becoming major during long motoring sessions. Unfortunately, it is inherent in the hull design.

The company recommended buying both a three-blade and a two-blade, using the three-blade most of the time but putting on the two-blade prior to long passages under sail. We would be inclined to go with a two-blade and put up with the vibration, but that’s a choice each person will have to make.

The boat we sailed had a two-blade prop and the Westerbeke diesel, and we found that the boat generally behaved well under power, being just a mite disinclined to back up in a straight line. Otherwise, she tracks and turns well, though long keel/attached rudder boats always have a longer turning radius than the fin keel/separate rudder models most people are accustomed to these days.

The engine installation is well done—there’s a good drip pan under the engine and everthing is neat and tidy. Full access to the engine, however, requires not only removing the companionway steps but also taking out a drawer assembly. It’s not a complicated job—you have only to remove two wing nuts, but it takes some time.

HANDLING UNDER SAIL

The Mason 33 is heavy by comparison to most boats its size, and it definitely has a different “feel” to it. We sailed it on a fairly calm day on the Pacific, but it was easy to sense that it would handle rough conditions in a more sedate fashion than typical modern lightweights.

Given that it is a long keeled boat with lots of wetted surface, it probably will not be a sprightly performer in light airs, but it has a powerful enough sail plan that the boat moved well in the 8-10 knots of air that we sailed in. Our sense was that the hull must be quite efficient for its type, since the boat sailed better than we expected in the conditions. Though we did not try it in heavy air, we suspect that the boat will be at its best sailing in a good blow.

The Mason 33 points well enough considering her outboard shrouds and her hull design, but windward work will not be her forte. She will do her best with the wind slightly ahead of the beam and next best from a beam reach to a broad reach. She rolls a lot dead downwind in heavy air.

Compared to modern racer/cruisers like the Pearson 33 or Beneteau 345, she will be quite slow for typical coastal cruising, especially in light air and to windward, but for sailing she was obviously designed for long distance passages, at which she should be respectable.

The boat comes with a mainsail and 100% working jib as standard equipment, so most people will want to add a genoa and spinnaker. The boat we sailed had a roller furling jib of about 130% which would be right for moderate- to heavier-air locales. For light-wind areas, a 140% would probably be better. The boat should handle a reefable 150% if you decided not to get furling gear.

The standard sails are made by Sobstad Watts. The main on the boat we sailed was good, the jib average. If we had a sailmaker whom we knew and trusted, our inclination would be to try to negotiate a purchase so we could have the sails made by our own sailmaker. However the standard sails are good enough that we wouldn’t feel “stuck” if we got them. That’s not common when stock sails come with a boat these days.

The teak decks, high toerail, and grabrails on the cabin top make movement around the deck easy. The walkways are plenty wide, and even the outboard shrouds require only a small duck and dodge when going forward.

We liked the deep cockpit of the boat, with its high coaming and comfortable seats, but it is somewhat smaller (more suited for seagoing) than is common nowadays. It’s definitely a cruising cockpit, and a racing crew of four or five would rapidly get in each other’s way, but it works well for a couple. Tiller steering is standard, but most everyone opts for the wheel which does provide more room. The cockpit lockers are enormous. They’re actually too big in the new boat configuration, and most owners will want to subdivide them with partitions, canvas, or netting so things don’t get jumbled.

The Lewmar #40 self-tailers are adequate, with easy access, but 43s are optional for weaker or harder-driving owners. A set of secondary winches is available; however, there’s scarcely enough room on the coaming top—we’d probably try to get by without them, even when flying a staysail or spinnaker.

The standard mainsheet winch is a Lewmar 16—we’d spring for the self-tailing Lewmar 30, since the traveler is ahead of the companionway and the sheet is not only loaded up but also prone to plenty of friction as it leads forward to the mast before turning down to the deck and back underneath the dodger coaming. Sail controls are minimal—you have to go to the mast to adjust the Cunningham, outhaul, or vang, so you won’t be doing much tweaking of sail trim.

The foredeck is small, adequate for sail handling and anchor work, but with not much room for sunbathing or lounging. The bow anchor roller is set up for a CQR. The forepeak is called a chainlocker. We would consider stowing nylon anchor rode there, but chain would put way too much weight forward. One problem to solve is where to put the anchors and rodes necessary for serious cruising. In this, the 33 is typical of most boats her size.

One shortcoming on deck—again inherent in the design of the boat—is that there is no good way to permanently install a swim ladder. The conventional transom mount does not work well because of the traditional slope of the transom, and a permanent mount has not been devised for the port or starboard side gates. The company sells a handsome teak ladder as an option, but it has to be removed and stowed when you’re underway.

The interior of the Mason 33 does not look spacious. That’s partly because it is quite teaky and fairly dark, but mostly because everything inside the boat is good sized, especially the storage spaces. In fact, there is considerably more storage on the Mason 33 than there is on many larger boats, like the O’Day 40. We particularly liked the roomy forepeak (which has all but disappeared on many current boats), the double hanging lockers, the small hanging locker next to the companionway for wet gear, and the adequate space for food stowage in the galley.

Layout below is fairly conventional, but the spacing and all the details have been attended to—we found few nits to pick and many details that were pleasantly surprising.

The galley has ample fiddled counters and good deep sinks and should work well under sail. At anchor, it’s awkward in that the floor rises to follow the hull contour. The icebox is big enough and apparently well insulated, hot and cold pressure water are standard, and there are two water tanks for a total of 65 gallons.

Opposite the galley is the navigation station, with an adequately sized chart table and a sort of “screen” bulkhead to protect charts and electronics from sea or rain water entering through the companionway. The electrical panel is beautiful.

Settees are port and starboard of a centerline table, and a pilot berth is available portside, though most owners will likely use the space for storage. The head has a shower which drains into the sump tank, good storage space, and a decent wash basin.

The berthing arrangement makes it clear that the boat is primarily designed for a couple, with perhaps at most one child or two young children and only occasional guests.

Notable below is the joinerwork which is uniformly of good quality. Teak is most everywhere—either veneered plywood or solid—with white formica as contrast. Hatches and portholes provide good light, augmented by deck prisms. Ventilation is adequate, with a big dorade and cowl forward, exhausting the forward cabin and head, and ten opening ports as standard equipment. For passage-making, a couple more deck vents would be desirable.

CONCLUSIONS

We hate to sound mush headed, but there is simply little to criticize in the Mason 33.

It is true that some people may not like the full keel design of the boat, preferring a lighter, high performance hull. But given the design, there is hardly anything wrong.

Her construction is solid, her deck is well laid out with good equipment, her spars and sail handling equipment are good quality, her interior is well laid out and well finished, the machinery and mechanical systems are made well and installed properly, and she’s a pretty good looking boat, though on the plain side.

We can’t even object to the price. She is expensive, but there are almost no boats of comparable quality in her size range, and the few you could buy are so much more expensive that they are not realistic alternatives.

For someone wanting a serious blue water cruiser or a livaboard boat in her size range, she is the logical choice. For others, wanting a coastal cruiser or a weekender/daysailer, she is probably less practical—more boat than would be needed. But of course many people buy not just a boat, but the dream of being able to take off at any moment and leave the boss and the rat race behind. The Mason is one of the few boats we’ve seen recently that is capable of actualizing the dream.

This article was first publlished on June 14, 2000 and has been updated.

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Yacht Summary

• Manufacturer: X-Yachts
• Model: X-37
• Build Number: 157
• Build Year: 2010
• Lying: PORT GRIMAUD, France
• Price: Sold
• Dealer: X-Yachts France
• Contact: Jean-Luc Chalant
• Phone: +33608634659
• Email: [email protected]

This X-37 was  perfectly optimized for racing by X-Yachts, she has been largely upgraded  between 2017 and 2020, with new sails and confort equipment. New Profurl furler under deck and rod headstay 2021. Available now

Standard Specification

Standard X-37 brochure

Exterior Details

• Built in sandwich with polyester resin n construction with structural foam core,
• Bi-directional and uni directional E-glass
• • Solid laminate in high stress areas in way of keel top, sail drive and rudder tube
• • Structural bulkhead in marine plywood varying of thickness from 9-22 mm.
• • Steel frame – hot galvanized, high strength, laminated into hull absorb all loads
• from keel, mast and rigging
• • Outer surface of hull in white sprayed white RAL 9010 Gelcoat with 3 blue
• • Single point hoist for easy and safe lifting and launching of the yacht
• • Structural bulkheads laminated to hull
• • Hull recessed portlights - (2 pcs)
• • Sport keel 2.30m with heavy bulb draftmade of antimony hardened lead bulb
• bolted and glued to cast iron fin
• • Keel securely bolted to reinforced keel structure
• • Deck built in sandwich construction with structural foam and bi and unidirectional
• E – Glass cloth, white gelcoat
• • Rudder blade of sandwich construction laminated
• • Rudder stock constructed of solid, high aluminium with welded wings
• • Rudder stock mounted with needle and self aligning bearings
• • Steering system with from « JEFA » , with gear box directly mounted on the
• sector of helml
• • Stainless steel steering wheel 1,70 m diameter with leather sheathing .
• New antifoulling August 2021
• Non skid White gelcoat on the deck
• Sprayhood with opening window
• Electric windlass LOFRANS with wireless remote control
• CASAMARE foldaway cockpit table

Sail Handling

• • HARKEN Performa 2x 48.2 primary winches
• • HARKEN Performa 2 x 40.2 for Geman Mainsheet system
• • HARKEN Performa 2 x 40.2 for halyards ,
• • Spinlock Jammer/clutches for halyards/control lines/reef lines (x9)
• • Genoa tracks mounted on deck with adjustable Genoa cars and control lines
• • Code 0 fixed point
• • Sprayhood with opening window
• Main cruising PENTEX Taffetas gris 2 ris
• ◦ Genoa 130% cruising PENTEX Taffetas (like new)
• ◦ Strormjibe
• ◦ Main racing membrane Mylar Carbone 2016
• ◦ J1 110 % membrane Mylar Carbone 2018 like new
• ◦ J2 110% membrane Mylar Carbone 2017 Good
• ◦ J3 1 ris membrane Mylar Carbone
• ◦ S1 0.5 2018 like new
• ◦ S2 0.90 2014 used
• ◦ C0 CZ with furler 2019 Good
• ◦ Spinnaker medium 0.75 oz asymétrique

Mast & Rigging

• • Mast and boom aluminium JOHN MAST 2 speaders
• • Rod Rigging checked 2014
• • Dyform forestay 2017
• • Backstay with Magic weehl and control line in the cockpit
• • Symetric spinnaker hardware and rigging with carbon boom
• Sport keel 2.30 m with heavy bulb

Accommodation

2 cabins layout.

• Mahogany wood inside. New upolstery 2020, and new matellass in owners cabin
• YANMAR 3 YM 30 with folding propeller 2 blades FLEXOFOLD 2018
• Saildtive rubber seal replaced 2020
• • Seacocks and through hull fittings are bronze ball and flush mounted
• • Fresh water stainless steel tank (172 litre)
• • Hot water tank Isotherm 19 l. Tank can be heated either by main engine or
• immersion heater connected to shore power
• • Holding tank, for botht toiletts and deck outlet
• • Pressurized freshwater system for hot and cold water throughout yacht
• • Deck shower
• • Fridge top opened 105 l built in Isotherm SP, accumulator plate and compressor
• • 2020 Gimballed Gas cooker - 2 burner Eno GASCOGNEcooker with oven
• • Main switch board with 20 automatic fuses and 3 analogue VDO meters for fuel,
• water and battery voltage
• • Gervices batteries 2 x 108 amp
• • 2020 Separate engine spiral-cell battery
• • Shore power installation with shore power inlet mounted in cockpit
• • AC distribution box with circuit breaker/10A fuse, 230V AC socket and switches
• for hot water heater and battery charger
• • MASTERVOLT automatic battery charger 12V/25 A
• • WEBASTO Heater 2017

Electronics

• ◦ B&G H3000 Electronic
• ◦ Auro pilot B&;G with JEFA (2020factory service) drive unit Halcyon Compass
• ◦ 2x Autopilot display in the cockpit
• ◦ 1 Auto pilot Remote control
• ◦ Log- Speed- Deepth - Wind sensors
• ◦ 3 x 20/20 on mast bracket
• ◦ 2 x GFD display on the coach roof
• ◦ Chart plotter RAYMARINE C90 W on the chart table
• ◦ Wifi Multilink for computer
• ◦ HP Bose 131 dans le cockpit

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