cs 36 merlin sailboat data

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 However, unlike other modern boats of the time that seem woefully outdated today, the 36 is still a handsome boat-a sure sign of sound original design work.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.

Also in Used Boat Notebook

• Hunter Passage 42
• Pearson Rhodes 41
• Santa Cruz 52
• Allied Princess 36
• Kelly-Peterson 46

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The Cs 36 is a 36.5ft masthead sloop designed by Raymond Wall and built in fiberglass by CS Yachts (Canadian Sailcraft) between 1978 and 1987.

400 units have been built..

The Cs 36 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.

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CS 36 Merlin - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for CS 36 Merlin sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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CS 36 T vs. CS 36 Merlin

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The CS 36 Traditional (Raymond Wall designed) and the CS 36 Merlin (Tony Castro designed) sailboats share the CS name and at a casual glance have some familial resemblance. However they are two very different vessels. I am familiar with both and the differences / compromises of each design. The CS36T weighs considerably more then the Merlin and one would think that the Merlin would be a faster boat. However looking at the "PHRF-NE BASE HANDICAPS 22 July 2013" the ratings suggest that the CS36T is rated as a faster boat then the Merlin. CS 36 123 CS 36 MERLIN WK 138 CS 36 SD 132 Racing presently in a large J 105 fleet, so my interest is simply if the CS 36 Traditional is a faster cruiser then the Merlin. Any comments? Are the ratings values wrong in the printed data? Just interested if the older design is a faster boat since it weighs 3000 lbs. more! 13,000 (Merlin) vs. 16,000 lbs (CS36T)  

I had a 36T for several years. Solid boat but I doubt it's faster than the Merlin if my 40 is indication. JIm  

Hi Jim, The CS 40 with longer W/L and more sail area is a faster boat then a CS36M. The same ratings table lists the CS 40 PHRF ratings: CS 40 99 CS 40 SM 108 CS 40 TM 93 CS 40 WK 105 There was a CS40 named "Freestyle" finished the Lake Ontario 300 a couple of weeks ago, "Freestyle" rated 78 phrf/ 1.1815 in that race. A CS 36M "Maroca II" rated 159, and a CS36 "Mythos" rated 146 maybe the 159 rating is for white sail only? Just trying to figure out the actual ratings difference between the T & M CS 36. Thanks  

Hi Jim, Just curious if the CS 36T you previously owned was a deep draft 6'3" or the shoal draft. Any input on the difference in sailing performance (other then speed) between your CS36T and CS 40? I am particularily interested in how the two boats sailed into and with waves of varying size (and angles) Sailed beside a CS36M yesterday (on a CS36T deep draft) in 15-18 knt winds and a 2.5-3 ft sea. I noticed a difference in the way the two boats handled the waves and the effect the waves had on the hulls. Any input from the Sailnet community? Maine Sail?  

I've had my Merlin for 3 years. My rating in the PNW is 147. (4C55) (My genoa is a bit small due to the roller furling) We're generally a light air venue. Never sailed with a 36T.. I would suspect that the 36T is faster upwind than me and that the Merlin is faster downwind, as the Merlin's bottom is flatter.. I've wondered why my handicap is as high as it is.. I suspect it's because, from what I can tell, very few Merlins are raced, and those that are raced are probably not that good at it (including myself).. which will affect the PHRF rating over time.. How's that for speculation? At any rate, my Merlin is a joy to sail. Had a 6 hour spinnaker run yesterday, hitting a solid 8 knots for the last hour, with wind in the mid-teens. David  

fast2tack said: Any comments? Are the ratings values wrong in the printed data? Just interested if the older design is a faster boat since it weighs 3000 lbs. more! 13,000 (Merlin) vs. 16,000 lbs (CS36T) Click to expand...

The travel lift scales said mine weighs about what Vasco's does... (they claim they were recently calibrated, but I wouldn't put much faith in them)  

Something else to consider when thinking about speed when cruising is that you are likely to have the same weight of crap in either boat so the performance penalty will be much worse on the lighter boat. I don't really know the Merlin but quite like the 36T, almost bought one once. I had a concern about the lack of a proper bilge. Any water inside the boat, and there will be water, will roll up into various lockers when you heel or even roll.  

Good point! Most boats are loaded up with the same amount of gear and the only choice is to keep it low and centered. The shallow bilge is a drawback and the water will "slosh" over to the side and actually get trapped under the water tanks. If you "tack" the water just slops over to the other side. I have seen where the shallow bilge has allowed the floor boards to rot (underside) from the moisture.  

The shallow bilge on my Merlin is annoying and very hard to keep dry  

My 36t was a deep draft. It really didn't move well til we had 15kts of breeze. That said when it powered up it was a freight train. Easily held course and well balanced. Likes the rail down. Was hard to sail inside of 35 degrees. The trac on the gps would be higher if you cracked off a bit. The 40 is a totally different animal. Sails well starting at 8 kts of breeze and flys over 14. Likes to sail fairly flat. We start reefing at 18. Points higher and drives thru seas much better than the 36. Off the wind w/ the chute, "hasta la vista baby" we see 8 - 10 boat speed. This is on a loaded up cruiser w/ 300' of 3/8 chain, 45 lb cqr and a 10' RIB on davits. Sails more like a race boat and you have to stay focused or you will be all over the place. Being a retired avid racer it's a blast to drive. Jim  

Interesting... The Merlin is fast in light air, as long as she has a bit of heel... Won't point particularly high in the light stuff (Or at least I haven't figured out how yet).. Vague catchprases follow that seem right: "Tracks like she's on rails.." "Stable.." "powerful..." "Digs her shoulder in and just goes" Sure would like to sail a 40 some time... Turbo diesel makes me nervous, though..  

Not to say that the numbers mentioned are right or wrong. BUT, some designers use different displacement figures for boats. The merlin may be actual base wt as built, the 36T at a half load. Which could put it heavier per say in the brochure than the Merlin. BP could probably explain the difference better than I did.......BUT, none the less, the figures could be different, yet the boats will weigh the same at the end. Also, I would expect based on hull design, a bit more pounding going up wind with the merlin than the 36T. I am also going by Davids comparison of his boat to my Jeanneau Aracadia that is about 28' on deck, but also a Castro design of the same vintage. He mentioned one time a couple of yrs ago when I had my boat out, that he could see some similarities between them in the underwater hull sections. Some other options that could have happened, is the Merlin may be a faster hull per say, CS may have added another layer of cloth than Castro speced, made some parts of the cabin interior of thicker plywood/solid wood etc, or potentially dumbed the rig down some from original to make it a better cruiser in their mind, so while it "should" be a faster boat, it is not. Reality is, both will probably work, but handle as noted differently in different conditions. Marty  

Hi Vasco, I would very much like to speak with you about CS 36 Merlins. With less then 10 posts have not been able to contact you through PM so I was hoping you could PM me with your contact info. I have seen your CS 36 Merlin out sailing at least three times this summer and would like to chat about your Merlin. Thanks in advance, fast2tack  

Design weight and actual weight are rarely the same...or close in some cases. For instance, I have a Catalina 34 whose designed weight is 12,550. I have never heard of a member that owns a C34 that weighs less than 14,000 lbs. empty.  

Interesting....the variation in advertised weights and actual. It seems that the manufacturers under estimate the weight on most occasions. At least it is better then the "advertised" fuel consumption on most automobiles.  

Here's something else to consider. The CS36T came with two keel selections, shoal and deep. The CS36M came with three different keels. Initially a deep keel and for the shoal keel a patented Hydrokeel wing, later they used a plain shoal draft keel. I got the hydrokeel when I bought my boat in 1988. fast2track, you can get me at my gmail addy. itenson and then the gmail.com  

email sent looking forward to speaking with you thanks  

Research shows the CS 36 Traditional has a taller rig and more sail area. This might explain the reason why the Merlin only rates slightly faster on PHRF ratings. Thanks Vasco for the info and the insightful conversation.  

Hello jimrafford, I was reading through the forums and noticed you own a CS 40 and love it. I am considering a 36T or a 40 that is for sale here in Seattle and was wondering if I could pick your brain. Perhaps a phone call? my email is shyam.habarakada (at) gmail (dot) com Please let me know if you'd be able to chat a bit on this. Thanks shyam  

You night also PM if possible djodenda who posted earlier inth e thread. He had a 36 merlin which would be similar to the CS40 at MSC, as both are designed by Tony Castro. Similar lines, etc. marty  

I'll resurrect this thread. The CS 36 Merlin was customizable. I recall right. ''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.'' This can be found on Sailboat.guide, on the page devolved to the Merlin 36. Like it almost literally says, the choices where huge, so the ratings will be according to the choices made for a particular of the CS 36 Merlin, not for the whole model. Now if you compare the hull speed, you see that there should be a not so big difference between the two, about 0.4k, and that it goes in favor of the Merlin. I won't garanty it because some boat designers will actually volontarily increase the sailplan on paper to make it look like a more powerful boat, this by calculating the sailplan differently than usually done, but as the two are from the same builder, it is likely that either it isn't the case or it was twice the case. So the simple answer is that it is not likely to be the case, or if it is, it is because of choices made by a specific owner (like one who has a big engine, adds a lot of furniture, etc.).  

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• Sailboat Guide

CS 36 is a 36 ′ 6 ″ / 11.1 m monohull sailboat designed by Raymond Wall and built by CS Yachts (Canadian Sailcraft) between 1978 and 1987.

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)

One of CS yachts most popular models. Within a month of it’s introduction in 1978 over 60 were sold. The 36 became known as the CS 36 Traditional when the CS Merlin was introduced in 1987. Production of the two 36 footers, overlapped for nearly a year. Diesel engines varied from the original Westerbeke 30-hp, to a 33-hp Mitsubishi and later, a 28-hp Volvo. SHOAL DRAFT VERSION: Draft: 4.92’/ 1.50m Displacement: 15650 lbs./7099 kgs. Ballast: 6650 lbs./3016 kgs. Sail Area/Disp.: 16.43 Bal./Disp.: 42.48%

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The CS 36 Merlin was designed by Tony Castro as a replacement for the successful CS36. One hundred of the CS36 Merlins were built between 1986 and 1990 by Canadian Sailcraft in Brampton, Ontario. The fiberglass hull was vacuum bagged with balsa coring above the waterline and in the deck. The spade rudder and deep fin keel provide excellent performance. The interior features lots of varnished teak, two staterooms, one head and a large galley.

Kyrie is a wonderful example of this cruiser-racer. She benefits from good care, ongoing updates, and light Pacific Northwest use. Inspection of this great sailboat at our Lake Union dock is highly encouraged.

Highlights:

• B&G Zeus Touch chart plotter (2013)
• Raymarine EV100 Wheelpilot (2016)
• Dickinson Newport propane cabin heater
• InCanvas cockpit dodger and mainsail cover (2018)
• Replumbed (2022)
• Three blade Maxprop (2011)
• PSS dripless shaft seal (2019)

ACCOMMODATIONS:

KYRIE’s companionway is well-sheltered by the cockpit dodger.  A 17” high by 40” long bridgedeck keeps rain and seawater in the cockpit from sloshing below.  Stainless steel grab rails are on either side of the bridgedeck for security.  A varnished teak washboard and smoked acrylic slider close this hatchway.  The slider hood has top and bottom acrylic windows providing extra light below.  A varnished teak companionway ladder with five steps is removable for engine compartment access.

The interior is constructed from molded white fiberglass for the cabinet and furniture bases.  Varnished teak ply and solid trim are used for cabinet doors, doorways, bulkheads, and trim.  Overhead panels in the salon/galley are vinyl covered plywood screwed into a teak frame; fully removable to access deck hardware.  The cushions and mattresses are covered with durable and elegant green upholstery.  The cabin sole is teak and holy plywood.  Ample LED reading lights, dome lights, and bar lights are well located throughout the interior.  Opening overhead hatches, cabin side ports, fixed ports, and cowl vents provide light and ventilation.  Locker doors are fitted cane mesh openings to prevent condensation and mold.  Cabinet doors and drawers are fitted with elbow catches and finger holes for secure latching.  Headroom generally measures 6’ 2” in the salon and galley while slightly lower in the staterooms.

The forward stateroom is accessed through a locking privacy door.   A V-Berth with infill measures 75” long by 66” wide aft and 13” wide forward.  The divided mattress is 6” thick and is lifted to access bin storage below.  Hull sides are lined with white ash staving.  Open storage take advantage of space up high below the deck edge.  A forward locker with two hinged doors is up high along the forward bulkhead.  Locker with door access are below the berth aft.  Two reading lights, an overhead hatch, and 110V outlet complete this cabin.

A hanging locker is below the deck edge in the forward passageway.  Access to the head/shower is through a locking privacy door in this passageway.  The head compartment has a lower white fiberglass base and upper white laminate; water resistant, bright and easy to clean.  The head is aft/outboard.  A removable teak grate, overboard drain pump, and pull out hose nozzle allow one to shower in this space.  Two cabinets with shelves are outboard and have mirrors on the doors.  Another mirror is on the forward bulkhead.  A toilet paper holder, teak handrail/towel bar, dome light, overhead hatch, and two hooks finish this space.

The salon is designed for dining, lounging, and sleeping.  Teak grab rails located below the large fixed windows provide secure handholds when moving about.  The port settee measures 68” long with bin storage outboard of the seatback cushions.  Above/outboard of the settee is a glass/and bottle locker, open bookshelf, and locker with shelves.  Water tanks are below both settees.  A drop leaf teak dining table is on centerline.  The pedestal top opens for bottle storage.  The table measures 44” x 43” with both sides up.  The starboard settee is “L” shaped and measures 74” long.  A flip over board and infill cushion transforms this into a 42” wide berth.  Outboard/above the seat are open bookshelves and lockers with shelves.  Four reading lights, kerosene lantern, propane bulkhead heater, dome lights, and 110V outlets are fitted.

An aft-facing navigation station aft of the starboard settee and adjacent the companionway.  The chart table measures 19” x 27” x 31” with a 3” deep drawer below the hinged top.  The AC/DC switch panel is outboard.  Three drawers are below the desk.  A flex arm red chart light, binocular holder, canvas flashlight holder, and 12V outlet serve this desk.

The galley is to port of the companionway and relatively large for a performance cruising boat of this vintage.   Double 14” x 14” x 9-1/2” deep stainless steel sinks are forward and fitted with a single lever mixer and PUR water filter.  A manual freshwater hand pump is also fitted.  Outboard of the sinks is a top opening storage bin.  Next aft, a large three burner Force Ten stove gimbals when heeled and has a stainless steel crash bar to protect the chef.  A 4.5 cubic foot top opening fridge/freezer is aft of the stove.  A cabinet with three wire pull out drawers and silverware door is inboard of the fridge.  A custom spice rack has holders for 13 spice bottles.  Trash is deposited into a cockpit locker bin through a hinged door in the aft bulkhead.  A 76” long by 14” high by 12” deep locker is below the deck edge and closed by three smoked acrylic sliding doors.  Galley function is enhanced by two florescent bar lights, two duplex 110V outlets, an opening side port and dome light.

The aft stateroom is entered through a privacy door to starboard of the companionway.  The berth measures 76” long by 58” wide forward and 35” wide aft.  The 6” thick foam mattress is divided to access bins and batteries below the berth.  A 6” wide shelf runs below two open storage bins faced with ash staving.  A 12” wide by 28” long dressing seat is forward.  Two lockers with shelves are outboard of the seat.  A teak grab rail, two opening ports, 110V outlet, and two reading lights complete this stateroom.

• Dickinson/Newport propane cabin heater on main bulkhead (2017)
• Scandvik combination sink faucet with pull-out shower nozzle  (2020)
• Replumbed with PEX tubing (2020)
• 7 LED cabin lights
• Bug Screens
• Window covers
• 110V space heater & (2) turbo dryers
• Force 10 3 Burner stove with oven

MECHANICAL & PLUMBING SYSTEMS:

KYRIE’s engine appears to be well maintained and is located below the companionway.  Access panels are behind the companionway ladder and from the galley.  A top cover in the aft stateroom lifts away for complete top access.  The engine insulation was replaced in 2020.  Hot and cold freshwater hoses were replaced with PEX in 2020.  Sanitary hoses are premium Trident and were replaced in 2020.  The steering system is Whitlock rod and tiller for low friction, reliable wheel to rudder connection.

• Volvo-Penta Model 2003 28 HP diesel engine with 2528 hours; serial no. FL17329
• Stainless steel Exhaust Riser
• 3-Blade Max-Prop (2011)
• PYI Dripless Shaft Seal (2019)
• Racor R24T primary fuel filter
• Vernalift fiberglass wet exhaust muffler
• 1” Diameter stainless steel prop shaft
• Whitlock single lever shift/throttle on steering pedestal
• 42” Diameter stainless steel wheel with Whitlock rod steering system
• Isotemp 24 liter hot water heater (shore and engine) (2010)
• Manual Whale bilge pump in cockpit
• Rule 2000 12V bilge pump with float switch
• 12V Jabsco diagphram macerator pump
• Trident Premium sanitary hoses
• Jabsco manual flush marine toilet
• North Shore Refrigeration 12V refrigeration (2004)
• Shurflo AquaKing II water pressure pump and accumulator tank
• Shurflo diaphragm shower drain pump
• (4) 1” prop shaft zincs, (2) Maxprop zincs, (3) strut zincs
• (2) Aluminum propane tanks and propane solenoid valve

ELECTRONICS & NAVIGATION:

• B&G Zeus Touch T8 Chart Plotter (2013) at helm
• Raymarine EV 100 Wheelpilot (2016)
• 2 B&G Triton 2 displays over companionway (2020)
• Simrad R35 VHF radio with AIS receiver (2016)
• Masthead VHF antenna
• Simrad H35 VHF wireless remote (2016)
• Jensen MCD50 AM/FM CD Stereo with cabin and cockpit speakers/CD
• NMEA 2000 Network throughout
• Mobri radar reflector on backstay
• Galaxy pedestal compass
• Schatz 5” barometer on main bulkhead
• Bushnell 10 x 50WA binoculars and teak holder
• Guest flex arm red chart light at nav station

ELECTRICAL SYSTEM:

• LED Running Lights
• Masthead anchor light
• Foredeck light
• 2 Duracell Ultra group 24 service batteries (2017)
• Xantrex Link 10 battery monitoring System
• Xantrex Trucharge 10B Multistage Dual battery charger
• 50 amp 12V Paris Rhone alternator
• 1 Group 27 starting battery (2021)
• 30 Amp shorepower cord
• AC/DC switch/breaker panel with analog DC voltmeter
• Analog fuel tank level gage

DECK & HULL:

KYRIE has a white hull accented with green triple boot stripes, quarter stripes and sheer stripe.  A scoop stern has a fold-over stainless-steel swim ladder.  The layup appears substantial by today’s standards.  The hull to deck joint is bolted together on 4” centers through an aluminum toe rail.  24” tall stainless-steel stanchions are fitted into cast aluminum bases secured to the toe rail and deck.  Double uncoated wire lifelines run from the bow pulpit to the stern pushpit.  Midships gates are fitted with snap hooks.

The deck has molded in white nonskid.  The raised cabintop is fitted with stainless steel grab rails on each side, opening hatches and ports and large fixed smoked acrylic ports.  A top opening bow locker houses the anchor and rode.

The T-shaped cockpit is well-protected by the dodger and side coamings.  Seats are well proportioned for sailing or lounging.  The curved helm seat has propane storage beneath it.  A large, climb-into cockpit locker with 23” x 29” opening is below the port settee.

• 2” high aluminum toe rail with ¾” diameter holes on 4” centers.
• (4) 10” long cast aluminum mooring cleats on bow and stern
• (2) Closed aluminum chocks set into toe rail
• 33 lb Bruce anchor with 60’ of chain and 250’ of nylon three strand rode
• Double stainless steel bow rollers welded into stemhead
• Chain hook and snubber line
• 20” x 20” Goiot opening hatch in foredeck
• (3) 14” x 18” Goiot opening hatches
• (4) 13” x 6” opening cabinside ports
• (3) Boat washing brushes
• (5) Cylindrical fenders & ample docklines
• InCanvas green yacht acrylic cockpit dodger (2018)
• InCanvas mainsail cover (2018)
• Cockpit awning
• Cockpit Table
• White vinyl-covered cockpit cushions
• Rail-mounted stainless steel propane BBQ grill with pigtail and regulator to large propane tank
• Lifesling in soft case
• MOM 8A – needs inspection/service
• Varnished teak flag staff and US Ensign
• Davis telescoping boathook
• (4) Seachoice lifevests
• (5) Cylindrical fenders and docklines
• Keel rebedded in 2010

SAILS & RIGGING:

KYRIE is masthead rigged with a large mainsail and genoa for performance in a wide range of wind conditions.  The tapered aluminum mast is stepped on the keel with good bend control from the adjustable backstay and babystay.  The mast and boom are anodized aluminum.  All control lines are led aft to the cockpit for shorthanded sailing.  Shroud chainplates are well inboard for tight sheeting angles.   Standing rigging is continuous.

• Keel stepped, double spreader, tapered mast – keel stepped
• Anodized aluminum boom
• 6:1 Harken tackle babystay adjuster
• Garhauer traveler (2020) located just forward of the helm
• 6:1 Barton mainsheet at end of boom
• Harken genoa furler on headstay
• Deck spinnaker pole, topping lift, and inboard end track
• Deck storage chocks for spinnaker pole
• (2) Spinnaker halyards
• (2) Genoa Halyard
• Mainsail halyard
• Masthead Windex
• New 1×19 standing rigging in 2002
• Selden solid boom vang (2005)
• Selden manually adjustable backstay (2014)
• Signal halyard to starboard lower spreader
• 10’ Long 1.25” Lewmar genoa tracks with Lewmar pin-adjustable lead cars
• Lewmar foot blocks for genoa sheets
• (2) Lewmar ST46 primary winches on cockpit coaming
• (2) Lewmar ST43 winches on cabintop
• (2) Lewmar winch handle holders in cockpit
• (3) Winch handles
• (11) Lewmar rope clutches for halyards, reefs, outhaul, pole toping lift, vang, and pole downhaul
• New Lifelines (2014)
• Ballard Sails Dacron full batten radial cut mainsail (2018 ) – very good condition
• Ballard Sails Dacron Roller Furling Radial Cut #2 Genoa (2021) Very Good
• Ballard Sails Dacron Radial Cut #3 Jib (2018?) Very Good
• Ballard Sails Spinnaker SK60 (2017) Very good
• Larsen Sails 1.5 oz Spinnaker Very Good
• Leitch and McBride Dacron Crosscut Main (2005) Fair
• Leitch and McBride Dacron Crosscut #2 Genoa (2005) Fair
• Ballard Sails Pentex #1 Genoa (2012) Poor

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• Sailboat Reviews

From the recently resurrected Canadian Sailcraft company, this early 80's racer/cruiser is well built, with a fair turn of speed. Its few shortcomings include a shallow bilge, difficult engine access and marginal stowage.

Canadian Sailcraft was founded in 1964 in Toronto, Ontario, Canada. Its first boat was the 12′ fiberglass catamaran called the Scamper. Between 1967 and 1971, it built the George Cuthbertson-designed Caprice, a 15′ daysailer. The first boat to bear the CS marquee was the CS 22 trailer-sailer, designed by John Butler.

By 1973, the company had outgrown its facility in Toronto and moved into a 20,000 sq. ft. plant in Brampton. Owner Paul Tennyson commissioned Raymond Wall, then working for Camper & Nicholsons in England, to design the CS 27, which was introduced in 1975; by 1983, 480 of the 27’s had been built. Tennyson eventually persuaded Wall to move to Canada and become the CS in-house designer. During his first year at the new job, Wall designed the CS 36, of which more than 400 were built. (With the advent of the CS 36 Merlin, Wall’s design is now sometimes referred to as the “Traditional” model.) So attractive was the design that more than a year’s worth of production was sold out within five weeks.

Wall left CS in the early 80’s. The CS Sloop Scoop, a newsletter published by the CS Owner’s Association, reported in its January 1998 issue that the soft-spoken Wall felt “things were moving too fast for the quality required during different phases of production.” He moved to Vancouver, and has appeared at CSOA meetings.

Tony Castro, a designer who had cut his teeth with Ron Holland, became the new in-house designer, and was responsible for the CS 30, CS 34, CS 36 Merlin, CS 40 and CS 44. The company went out of business in 1990, though the active owners’ association kept its spirit alive. That was good news for prospective buyers of CS yachts. Recently, Tennyson resumed production of a new CS 40, with rumors that a limited number of CS 36’s could be built given sufficient consumer interest.

The Design The CS 36, despite its small, reverse counter transom, still looks fairly modern today, with its rakish bow, low-profile cabin and tall, single-spreader rig.

The beam of the CS 36, at 11′ 6″, is generous without being excessive. Two keel options were offered, a deep fin drawing 6′ 3″ and a shoal fin drawing 4′ 11″. Naturally, the deeper keel will make for better windward performance, but may be too deep for some cruising areas, such as the Florida Keys and Bahamas.

The semi-balanced spade rudder is mounted on a partial skeg. Some owners report problems with water in the rudder, but this is typical of foam-filled fiberglass rudders with stainless steel rudderstocks. If one notices water weeping out, usually in the area where the rudderstock enters the rudder, drain holes should be drilled in the bottom of the rudder during the offseason. Before spring launch, they should be filled with epoxy putty. Corrosion of the stainless steel plates inside shouldn’t be a problem in freshwater, but in saltwater the situation should be viewed dimly. If after, say 15 to 20 years, the weeping continues, corrosion should be suspected and one should investigate further. This might involve cutting inspection holes in the sides of the rudder, or even splitting the rudder open for a more thorough look.

One owner completing our Boat Owner’s Questionnaire complained about the shallow bilge. The standard pump was a Henderson, fitted in the starboard cockpit locker. The problem with shallow bilges is the tendency of water to slosh out when heeled. Of course, it’s usually oily!

The displacement/length ratio (D/L) of the CS 36 is 276, which used to be considered moderate but is rather high by today’s standards. This means the boat is at least not flat bottomed and should not pound much in heavy seas. The sail area/displacement length ratio is 16.5, indicating a fair amount of sail area to drive the boat. In combination, these two figures suggest that the boat will sail fairly fast, especially in rougher conditions which might slow lighter displacement boats. At the same time, it won’t compete with lighter, flatter bottomed boats.

Robert Perry, writing in his design column for Sailing magazine, noted that the CS 36 has “a rather large bustle.” He went on to explain that bustle, “is the distended portion of the canoe body directly preceding the rudder.”

We checked U.S. Sailing IMS measurements for a half-dozen CS 36’s and found their Limit of Positive Stability averaging about 120, which is our recommended minimum for offshore sailing. The LPS is the angle of heel at which the boat will tend to capsize (invert) if heeled further. US Sailing also calculates from this figure a Stability Index, which adjusts the LPS for the size of the boat and its beaminess relative to displacement. For the CS 36, the Stability Index is about 125. Based on this data, the CS 36 would make a good choice for an offshore boat, assuming the boat is sound, well maintained and skippered.

Construction The CS 36 has a solid fiberglass hull, which suited designer Raymond Walls; he told a meeting of the CSOA that he’d seen too many wet cored hulls.

Structural stiffeners in the hull are foam covered with fiberglass; these are bonded to the inside of the hull and carry the keel loads. Major bulkheads are bonded to both the hull and deck; many boats with molded headliners do not have bulkheads bonded to the deck, and we think this is a liability for heavy use. So the CS 36 passes muster on this important count. The deck, coachroof and cockpit are cored with balsa, which is an appropriate use of the material as these components require stiffening without adding unnecessary weight.

Other fiberglass moldings include the rudder, engine bed and drip tray; toilet compartment/shower; interior modules in the forward cabin, saloon and galley; headliner in forward cabin, coachroof sides, anchor well, propane locker, life raft cover and hatches. We think all of these components are best made of molded fiberglass except the berths/settees, which we prefer to see built up of marine plywood and bonded individually to the hull. But the economics of production boatbuilding dictates cost savings and this is most easily achieved by reducing the man-hours required to assemble wood parts. Excessive use of molded liners and structures makes it more difficult to customize the interior, and fiberglass is not as good for thermal or acoustic insulation as wood. Condensation and mildew problems are more severe. In a worst case scenario, poor design or engineering of big interior modules can inhibit access to certain areas of the hull. In an offshore boat especially, you want to be able to access any part of the hull, preferably without taking an ax to the interior. Smashing out a plywood berth to reach a hole in the hull will be a lot easier than if it is made of fiberglass.

According to Kevin Moore, who worked at CS for many years, the hull-deck joint is an inward flange incorporating 5/16″ bolts, located on 4″ centers, passed through the L-shaped toerail.

Other construction details are generally good, including backing plates on deck fittings, a stainless steel stemhead with rollers that is designed to carry a 35-lb. CQR anchor, double rail pulpits and lifelines (a few owners said the swim ladder needs an extension), four opening portlights (and four fixed), chainplates bolted to 5/8″ steel tapping plates laminated in fiberglass buttress webs, 35-gallon aluminum fuel tank, port and starboard water tanks totaling 83 gallons (one report says 75, and another owner said the tank below the V-berth was for water, which he converted to a holding tank, suggesting that not all boats had the same tank set-up), anodized spars and Lewmar winches. A few owners complained about the solid aluminum stanchions, recommending replacement with stainless steel.

Kevin Moore noted that early models had brass gate valves on bronze through-hulls, and that later models had Marelon® ball valves. Brass gate valves should be upgraded quickly. He also said that the anchor well “tended to fill up in heavy sailing, and the hinges were always a difficult fit.” On the plus side, the well was constructed with thick plywood laminated to the floor for mounting a windlass.

With only a few reservations, the construction of the CS 36 is above average and suited for offshore sailing.

Interior The accommodation plan is straightforward with no unusual features. It works. Forward is the expected V-berth. Moving aft, there is a head with shower and hanging lockers. The standard toilet was a Wilcox-Crittenden and a 32-gallon holding tank was provided. In the saloon is an L-shaped settee to starboard and settee/berth to port. The starboard settee converts to a double berth, giving a total of six berths. Outboard are cane-paneled lockers and bookshelves. There is quite a bit of teak, so the interior is rather dark. The white fiberglass surfaces do break it up a bit, however.

The dining table is floor-mounted, which should make it more robust than the type that folds up against the bulkhead. Aft to port is the smallish galley with a three-burner stove top and oven, 9-cubic foot ice box, single sink, trash bin and stowage in outboard lockers. Bob and Linda Cardinal, cruising their CS 36, Cardinal Sin, in the Pacific, said, “The galley has proven itself as an excellent offshore galley with everything within easy reach.” They added extra handholds for safety.

Opposite is the navigation area with chart table and three drawers. All drawers, said the Cardinals, must have additional backup hooks or fasteners to keep them closed in rough weather. The nav seat is the head of the quarter berth, immediately aft. Shelves forward of the nav table hold books and some electronics. The electrical distribution panel is outboard and handy to the navigator’s seat. While it would be nice to have a separate, dedicated nav seat, one can’t have everything, even in 36 feet. Indeed, a number of owners complained about lack of more storage space. The Cardinals, however, made modifications to the seatback lockers and said they now “are able to carry adequate stores to complete any of our longer legs.”

A thoughtful feature is the oilskin locker to starboard of the companionway, which is also accessed from a cockpit seat locker.

Ventilation is via the four opening portlights, two deck vents and the saloon and forward cabin hatches. Several owners noted that these hatches open aft, and that they wished they could be opened in both directions for improved air circulation.

Headroom is 6′ 4″.

Performance The cockpit of the CS 36 is T-shaped, which always presents pluses and minuses: shortened seats for sleeping vs. easier access around the steering pedestal and, in the case of the CS 36, to the primary winches.

Halyards are led aft to winches on the after edge of the coachroof. Winches include Lewmar 43’s for the genoa, a 40 for the main halyard, a 30 for the jib halyard, a self-tailing 16 for the mainsheet and a 16 for the reefing pennant. All except the 16 for the mainsheet are two-speed. Though expensive, any of these can be upgraded to self-tailing models. A number of owners said the 43 primaries are too small.

The mainsheet traveler is in the cockpit, recessed into the seats. This makes it handier to the helm, but obstructs access to the companionway. An optional arrangement located the traveler track on top of the coachroof, where it is out of the way, but reached only by crew forward in the cockpit. This also complicates dodger installation. And mid-boom sheeting, of course, requires more purchase.

Rod rigging and a backstay adjuster were optional. Because the backstay fastens low on the transom, the adjuster isn’t very convenient to operate.

Owners generally rate speed, seaworthiness and stability as above average to excellent. “When rig is balanced, she will steer without assistance,” the owner of a 1984 model said.

Another owner said he can carry his #1 genoa up to 18 knots of wind. The Cardinals said the boat will heave to under mainsail alone, in winds up to 50-60 knots.

The PHRF rating for the CS 36 ranges from about 114 to 132, with most at 120 seconds per mile. For comparison, a J/35 rates in the 70’s and an old Columbia 36 about 160.

Overall, owners admire the boat’s speed and easy handling, not only at the helm, but in trimming sails from the comfortable cockpit. Reports also indicate that she is easily steered by a wind vane or autopilot.

The engine is a Westerbeke 30 diesel. Engine access is rated by owners as poor to good; from the front by removing the companionway ladder, and from either side, which requires removing side panels. A few owners said they’d like a bit more power for working into head seas. One thought the problem might be in the standard Martec folding prop, which he thought was either too small or incorrectly pitched.

Conclusion The CS 36 is easy to recognize in an anchorage, mostly due to its colored transom, which the wide cove stripe blends into. It was considered quite modern in 1978, yet its clean lines still look good today. Construction is very good, both in terms of glass work and interior wood joinerwork. Problems with the boat are few. While most owners reported no hull blisters, one owner said his boat had a bad case of the pox. Kevin Moore added that “CS did have a reputation for a high number of osmosis problems,” though he thought it was a “universal industry problem” and not the shortcoming of any one builder.

Rudders have been a source of concern for some owners, so prospective buyers should have them checked carefully by the surveyor, as well as the usual suspects—delamination in the deck, engine, bulkhead tabbing and the like. And be sure to upgrade any brass gate valves found on through-hulls.

A 1979 CS 36 sells in the low $40’s, a 1986 model in the mid $60’s. Compared to any equivalent boat you could buy new today, these prices are quite affordable. That is why only a few thousand new sailboats of this size and larger are built and sold each year. The used boat market has many good values, and the CS 36 is one of them.

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