cs 36 sailboat

CS 36 Traditional

First impressions The CS 36 was euphemistically named the Traditional to set it apart from the later Merlin 36. It had a low-slung, modern profile when first introduced. However, unlike other modern boats of the time that seem woefully outdated today, the 36 is still a handsome boat-a sure sign of sound original design work. The pinched reverse transom, an appendage left over from the IOR days, is easily recognized because it is almost always the same color as the wide cove stripe that flows into it, which was a distinctive and attractive styling touch. The sheer is fairly flat and the cabintrunk is low and sleek without a trace of wood. The fine entry has a moderate bow overhang that was a feature of many racer-cruisers in the 1970s and 1980s. Below the water, the CS 36 has a moderate forefoot that trails into a powerful fin keel. The standard draft is 6 feet, 3 inches, although an optional 4-foot, 11-inch shoal-draft model was popular with boats destined for the Chesapeake Bay. Aft of the keel there is a bit of bustle and the rudder is mounted on a partial skeg. With a displacement of 15,500 pounds, the CS 36 was moderate for its day, heavier than the Catalina 36 and quite similar, at least by the numbers, to the S2 11.0. The displacement/length ratio of 276 puts the boat in the cruiser category today and suggests that it should be able to stand up to a blow without the micromanagement that lighter, flatter boats require. A sloop rig, the single-spreader mast with an air draft of 52 feet, 10 inches, supports 640 square feet of sail area that translates into a sail area/displacement ratio of 16.5. Most 36s have a PHRF rating of about 120 to 125.

Construction The CS 36 has a solid fiberglass hull, unlike the later Merlin and many other similar boats of the day, including C&C boats, which for the most part had balsa or foam-cored hulls. Wall was adamant about this construction feature because he didn't like the idea of cored hulls. His views were shaped by the rugged conditions common in the English Channel and North Sea that tend to make designers more conservative. The deck, cabintrunk and cockpit sole are balsa cored. The hull-and-deck joint is on an inward flange and through-bolted on 4-inch centers. CS used a combination of efficient molded liners and more traditional bonding techniques. Bulkheads are tabbed to the hull and deck and further secured in place by molded liners and molded hull stringers. Molded pieces are used for a partial headliner, interior modules and cabin furniture bases. Overall the construction is very well done and older CSs have aged well. The lead keel is externally fastened and the fiberglass rudder is foam filled with a stainless steel stock.

What to look for The first thing to look for is a Traditional 36 as opposed to the Merlin, which was in production from 1987 to 1992 and is usually a bit more expensive. Although the two have similar profiles, the Traditional 36 displaces 2,000 more pounds and carries an additional 700 pounds of ballast. Also, early Traditional 36s had shorter spars imported from England. Unless you are planning some high-latitude sailing, look for a boat with the taller rig. According to several reports, CS was hard hit by the pox plague of the early- and mid-1980s. Most boats will have had one or more bottom jobs by now so it's important to try to find out the blister history of the boat you're considering. Other owner complaints are few and far between. Apparently water-logged rudders are a common problem, something that's anything but unique with foam filled rudders. Also, the CS 36 was originally fitted with gate valves and if these haven't been changed to seacocks they should be. The 1985 CS 36 that I inspected at the Miami Beach Marina has original Marelon ball valves that are functional and don't corrode, although they're vulnerable in a lightning strike. Carefully inspect all age-related items, especially the standing rigging. One last item to consider in selecting a used boat is location. Many boats seem to be located in Canada and on the Great Lakes, but there are also a good number available in the Caribbean. The freshwater boats, with their overall lack of corrosion, would clearly be my first choice, especially over a boat in from the islands that was used hard in the charter boat trade.

On deck The T-shaped cockpit, while not spacious, is well set up for both coastal and offshore sailing. The Edson pedestal and wheel is located well aft and the molded helmsman's seat increases visibility and makes long steering stretches more comfortable. T-shaped cockpits in general allow easy access to the wheel, although the cockpit seats are often not quite long enough to stretch out on. The single lever engine control is mounted in a user-friendly position on the port coaming, instead of down by your feet or through the wheel spokes on the pedestal. There is a stout bridgedeck, which is often overlooked on today's designs. Most sail controls are led aft. Lewmar 30s and 40s were the standard halyard winches, mounted on the aft end of the trunkhouse. Lewmar 43s were the standard primaries, which are mounted on the coaming just out of reach of the helmsman. Most CS 36s seem to have converted to midboom sheeting with the traveler mounted over the companionway. The original design had the traveler running across the bridgedeck. Original deck hardware was first-rate and CS offered features usually found on larger boats, including a stainless steel stemhead fitting with double anchor rollers, an external anchor locker and enclosed fair leads for the mooring lines. Rod rigging was an option, although most boats are fitted with 1-by-19 wire. The handrail on the cabintrunk is made of functional and low-maintenance stainless steel. The bow and stern double rail pulpits are top quality but the original aluminum stanchions are a bit light. The molded nonskid surface on the boat I inspected was well worn.

Down below The interior plan is fairly standard for an aft-cockpit 36-foot cruiser, however the teak joinerwork and overall workmanship is very nice. The forward cabin includes a V-berth double with a nice array of drawers and lockers underneath. The head is to starboard and includes a teak grate that covers the shower sump. The standard toilet was a high-quality Wilcox Crittendon. The saloon features an L-shaped settee to starboard that converts to a double berth, and with the straight settee opposite makes a good sea berth with the addition of a lee cloth. Two table arrangements were available-a fixed centerline table or bulkhead-mounted foldaway version. There is decent storage in lockers and shelves above and behind the settees, although the water tanks occupy the space beneath the settees. The galley is immediately to port when you drop below. The stainless steel countertops are impressive and most functional. There is a single sink, a three-burner stove and oven and a decent-size icebox/refrigerator. There are large fiddles for when working under way, a dedicated trash bin and outboard lockers for food stowage. The foul weather locker next to the companionway can also be accessed from the cockpit locker-a feature rarely found on a small boat. The nav station is opposite the galley and includes a good-size chart table with shelves above. The electrical panel is outboard and there are three drawers below. The head of the large quarter berth doubles as the nav station seat and some previous owners have added custom cushions to serve as seat backs.

Engine A couple of different engine models were available including a three-cylinder Volvo 28-horsepower and a 33-horsepower Mitsubishi. Most boats were fitted with a 30-horsepower Westerbeke coupled with a British Leyland block. Although the CS 36 is an easily driven hull, this is just enough engine for serious cruising and it will be hard pressed to push the boat into a choppy head sea. Access is primarily from behind the companionway and through a side panel in the quarter cabin. The aluminum fuel tank holds 35 gallons, translating into a realistic range under power of 250 to 300 miles.

Under way A friend of mine, Gary Ward, delivered a CS 36 from the East Coast to The Moorings charter base in Tortola several years ago. He remembers the boat to be well mannered in a blow and surprisingly dry down below even when blasting along to weather. The boat was fitted with a belt-driven, wheel-mounted autopilot and it steered the entire trip. Ward told me that the boat topped 7 knots frequently on a close reach, and that they completed the 1,200-mile passage from Charleston, South Carolina, in eight days, averaging 150 miles a day. Owners report that the main and No. 1 genoa can be carried up to about 20 knots. The helm doesn't load up easily and the boat is well balanced. The cockpit design lends itself to having a dedicated helmsman and a trimmer, but the boat is easy to handle and responds when sailed aggressively. The CS 36 is that rare combination, satisfying to race locally, capable of winning its class in the Bermuda or Mackinac races, and tough enough for serious bluewater cruising.

Conclusion Prices for used CS 36s range from around $40,000 for an early boat to around $70,000 for a later model. You can find other 15- to 20-year-old 36-foot production boats for less money, but few match the inspired design and quality construction of the CS 36. This boat belongs in the same quality category as Sabre and Tartan.

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Cascade CS 36

Cs 36 merlin

The cs 36 merlin is a 36.0ft masthead sloop designed by tony castro and built in fiberglass by cs yachts (canadian sailcraft) between 1986 and 1990., 100 units have been built..

The Cs 36 merlin is a moderate weight sailboat which is a reasonably good performer. It is very 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.

Cs 36 merlin for sale elsewhere on the web:

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CS 36 Merlin

CS 36 Merlin is a 35 ′ 11 ″ / 11 m monohull sailboat designed by Tony Castro and built by CS Yachts (Canadian Sailcraft) between 1986 and 1990.

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)

The CS 36 MERLIN, while having similar dimensions to the CS 36 TRADITIONAL, is a completely different design. While it was being produced a purchaser had five pages of options to choose from— a Kevlar or fibreglass hull; a swim platform or regular transom; a 28 hp diesel or a 43 hp turbo; a tall or regular rig and by the end, four keel configurations (shoal, wing, deep and performance bulb). As a result, other than the 20 or so that went into charter, no two Merlins are alike. Contruction standards were high. The hull was hand-laid fibreglass or Kevlar with balsa core above the water and both hull and deck were vacuum bagged. Wing keel version draft: 5.00’ / 1.52m

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Repowering a CS 36T

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The notarious westerbeke 33 in my CS 36 finally lived up to its reputation; cracked piston. On pulling the head found the cylinder walls were pitted, looks like water intrusion somewhere in the boats past. Mechanic says tolerance in walls too tiny to permit rebuild (rebore) so a new engine is in the works. Looking at a Westerbeke 44. It will fit the Hurth trans via an adapter plate. Has anyone done this already? Would you still go with the 44 or would you go Yanmar or some other engine? Any suggestions or advice would be appreciated. I am not mechanically inclinded but I want to know what is going on. Aquavit CS 36-T  

Hi kerriour, I don't have any advice to give but I'm looking into buying a CS36T and, if you don't mind, I would be very keenly interested in how much this repowering winds up costing you, what's involved, etc. Some of the engines I've been seeing seemed dodgy, I'm almost taking for granted that I'll be repowering too. In fact, given how cramped the engine compartment is it baffles me how this engine can even be removed. zAr  

Re: The 44B Hi Maine Sail, I'm looking at repowering a CS36 with a westerbeke w46. It's slightly longer than the 44B (~1.5 inches longer), but otherwise very similar overall. Do you think this would work in the CS36? Could you let me know what kinds of modifications were required? Thanks! -Josh  

jmcelwee said: Hi Maine Sail, I'm looking at repowering a CS36 with a westerbeke w46. It's slightly longer than the 44B (~1.5 inches longer), but otherwise very similar overall. Do you think this would work in the CS36? Could you let me know what kinds of modifications were required? Thanks! -Josh Click to expand...

Well, the only reason I'm looking at the W-46 is because there's a really nice rebuilt one for sale cheap that's available (~$1500). I've also been told that the original w-30 is a bit underpowered for the boat (at least for rough weather), so wanted to upgrade the horsepower a bit (although the 46 is almost certainly more than would be needed). Basically, I'm just looking to see if the w-46 would work, as the opportunity to get one cheap seems to exist...  

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