Design and Construction
Working within the limits of a slender 28-foot sloop, Alberg needed to create interior volume without abandoning the appearance his followers expected. He kept the bow overhang intact but dramatically shortened the stern. The compromise lengthened the waterline and increased the boat’s speed potential, even if it softened the visual purity of the sheer.
The hull is solid fiberglass laid up with polyester resin. The decks use sandwich construction with either marine plywood or balsa core, in keeping with Cape Dory’s 1970s and 1980s reputation for rugged construction. A sturdy bowsprit carries an anchor roller and moves the forestay outward, making more room for a genoa. The long cabintrunk and four uniform portals on each side complete the traditional, seagoing appearance.
The full keel contains 3,500 pounds of lead ballast and carries a keel-hung rudder. Heavy-duty hardware is used throughout, including bronze through-hull seacocks. About four years after production began, Cape Dory added a bridgedeck to the cockpit; most later boats have this feature, which prevents water from entering the cabin.
The cockpit comfortably seats four. Easily navigated side decks lead forward to a fair-sized foredeck. Teak grabrails and eyebrows emphasize the boat’s fine proportions, while the graceful sheer runs forward from the counter stern to the teak bowsprit.
Rig and Sailing Qualities
Original Cape Dory 28s had tiller steering and a self-tending, club-footed jib, allowing a small crew to handle the boat easily. A jiffy-reefing mainsail further simplified short-handed sailing. The deck-stepped mast is a 42-foot aluminum spar supported by heavy-gauge standing rigging. The mainsheet attaches at the aft end of the cockpit, keeping it clear of crew activity. Owners note that the shrouds and fittings are oversized for a boat of this length, a reassuring feature for those planning coastal or offshore passages.
Under sail, the full keel and attached rudder help the Cape Dory track downwind and point nicely to windward. Writing in Cruising World, a longtime owner described Innisfree as stiff, surprisingly quick in light wind, extremely capable in heavy air, and a sheer joy off the wind. The owner also reported that she balanced well, tracked perfectly, and used her momentum to plow through Chesapeake chop.
Despite its 9,000-pound displacement, the boat moves easily in light winds over 10 knots with the club-footed jib.
Accommodations
The interior makes extensive use of solid teak and teak veneer. There are five berths: a V-berth forward, fitted with a cushioned plywood insert to form a double; a single berth on the starboard saloon settee; and a port settee that slides out to make another double. Narrow shelves above the saloon settees hold books, with additional storage behind the seatbacks. A teak table swings down from the bulkhead and unfolds between the settees.
Cabin headroom is 6 feet 2 inches, although the saloon itself has about 6 feet. Two opening overhead hatches provide ventilation.
The head lies forward of the saloon, adjacent to the V-berth. It includes a small sink, with a wet hanging locker to starboard and the head itself to port. A folding door separates the compartment from the V-berth.
Aft, the companionway divides the galley. To starboard are a spacious icebox and stainless-steel sink; an alcohol or propane stove sits to port. Fresh-water capacity is 60 gallons, held in two 30-gallon tanks beneath the settees. The 32-gallon fuel tank was built in either steel or aluminum.
Engine and Common Upgrades
The original engine was a 13-horsepower Volvo Penta MD7A. Several owners have replaced it with a Beta Marine or Kubota diesel and report much quieter operation. Access requires removing the companionway stairs, providing just enough space for a small person to ease over the top of the engine.
Many owners also replace the club-footed jib with a roller-furling genoa, claiming improved sail trim. Some singlehanders, however, miss the self-tending convenience of the original arrangement.
Known Issues
As with many older boats with sandwich decks, deck delamination is a possibility. Owners also report that the internally fastened chainplates are cast iron and therefore vulnerable to rust and corrosion. At least they’re accessible from inside the boat for inspection.
The jib stay’s bronze cast fitting at the stem should be watched for problems. Boats built between 1974 and 1978 also had inferior-quality plastic portals.
Fuel tanks present age-related concerns. Steel tanks can rust and weaken, while aluminum tanks may begin to pit because they sit in direct contact with a plywood base.
The accommodation plan introduces two further details: the head sink drains through a fiberglass trough and then into the bilge, while the marine toilet is installed below the waterline.
The Verdict
The Cape Dory 28 is a considered expression of Carl Alberg’s design values in a manageable package. It’s a heavily built, full-keel cruiser with genuine offshore temperament, practical accommodations for a family of five, and a rig well suited to short-handed sailing.
Its weaknesses generally reflect its age and construction type rather than fundamental flaws. A careful survey of the deck core, chainplates, and tanks should reveal the principal risks.
Pros
- Rugged solid-fiberglass hull, bronze seacocks, and oversized rigging for its size
- Full keel with lead ballast tracks well and points nicely under sail
- Self-tending club-footed jib and jiffy reefing suit minimal-crew handling
- Teak-rich interior with five berths and a practical 60-gallon water capacity
Cons
- Sandwich decks can delaminate, and cast-iron chainplates can rust
- Early plastic portals and steel or aluminum fuel tanks are prone to failure
- Head sink drains into the bilge, and the toilet is below the waterline
- Quarter berths are tight because of the sub-9-foot beam, and engine access is awkward
