cal 36 sailboat review

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CAL CRUISING 36 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of CAL CRUISING 36. Built by Jensen Marine/Cal Boats and designed by C. William Lapworth, the boat was first built in 1968. It has a hull type of Fin w/spade rudder and LOA is 10.82. Its sail area/displacement ratio 18.38. Its auxiliary power tank, manufactured by Perkins, runs on Diesel.

CAL CRUISING 36 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about CAL CRUISING 36 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the cal cruising 36.

CAL CRUISING 36 was designed by C. William Lapworth.

Who builds CAL CRUISING 36?

CAL CRUISING 36 is built by Jensen Marine/Cal Boats.

When was CAL CRUISING 36 first built?

CAL CRUISING 36 was first built in 1968.

How long is CAL CRUISING 36?

CAL CRUISING 36 is 8.23 m in length.

What is mast height on CAL CRUISING 36?

CAL CRUISING 36 has a mast height of 11.06 m.

Member Boats at HarborMoor

Review of Cal 36

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat is equipped with 300.0 liter fresh water capacity.

The boat equipped with a masthead rig. The advantage of a masthead rig is its simplicity and the fact that a given sail area - compared with a fractional rig - can be carried lower and thus with less heeling moment.

The Cal 36 is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can enter most marinas as the draft is just about 1.74 - 1.84 meter (5.71 - 6.01 ft) dependent on the load. See immersion rate below.

Cal 36 is typically equipped with an inboard Universal Atomic 4 gasoline engine at 30 hp (22 kW). Calculated max speed is about 6.3 knots

The fuel tank has a capacity of 114.0 liters (30 US gallons, 25 imperial gallons).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Cal 36 is 1.85, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Cal 36 is about 173 kg/cm, alternatively 972 lbs/inch. Meaning: if you load 173 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 972 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 30m 2 (322 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

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thinking about a Cal 36

• Thread starter miatapaul
• Start date Nov 27, 2013
• Brand-Specific Forums

Hello, I am thinking about looking at a 1969 Cal 36. She looks to be in good shape, and is set up very simply, not lots of updates, but well maintained. I like a simple set up, and plan on living aboard. It has pressure water, but only cold, not a big deal as I know I can add a hot water heater, big issue is I can't find much out about these boats. One thing I am looking at the line drawings and can't tell if there is any kind of shower pan or can one be added? The one I want to look at looks to have only cold pressure water going to the head sink, so if I ad a Hot Water heater, how much work would it be to add a shower? I am still trying to decide if I want to make the trip to look at the boat. It is a couple of hours away. I know the layout will not be an ideal live aboard, but I want a good sailing boat as much as a place to live. For the time being I will be on the Hudson river north of the City.  

The Cal 36 should be a great sailing boat. Bill Lapworth really knew his stuff! One potential structural issue I'd be concerned to investigate is the condition of the mild steel beam that takes the compression of the mast. This is not easy to inspect, unfortunately. If it is significantly rusted, which is certainly a concern for a boat this age, you are looking at a major repair. Find a good surveyor who can give you a definitive answer on this for the particular boat you are looking at. The following link just turned up in a very quick Google search. There may be others for the Cal 36, and there certainly are for other Cal models of this vintage, since this method of supporting the mast compression was used in several different boats in the Cal line (e.g., Cal 40, Cal 29, Cal 34, etc.). http://www.sailnet.com/forums/cal/67193-cal-36-compression-beam-pictures.html  

Stu Jackson

Nice boats. If you add a water heater, most boats with them have slide out shower heads as part of the faucets in the heads. You’ll also need to add a separate shower sump, since draining into the bilge creates bad odors. You’ll need to change the faucet in the galley, too, and run separate hot water hoses. I replaced my heater in August, found a great price on a Seaward 6 gallon for $236 (saw other prices online as high as $386!!!). It seems to be a very useful addition. Good luck.  

We lived aboard our 1966 Cal 36 for 7+ years and sailed her up and down the East coast several times. Great sailing boat!! Fairly basic as a liveaboard, though. There may not be enough room under the cabin sole in the head for a shower pan and sump pump. The main issue we had was with engine alignment. The V drive is a bear and alignment issues can lead to through-hull problems at the shaft log which could sink the boat.....if the boat is in reasonable shape, what you give up in liveability will be made up in sailing superlatives.  

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The Cal 36 is a 35.5ft masthead sloop designed by C. William Lapworth and built in fiberglass by Jensen Marine/Cal Boats since 1966.

The Cal 36 is a moderate weight sailboat which is a 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.

Cal 36 for sale elsewhere on the web:

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• Sailboat Reviews

The more moderate younger sister of the giant-killing Cal 40 proves a balanced, capable cruiser. Essential structures are reported to be very strong, while reviews of the interior finish are mixed.

When you create a boat that’s universally celebrated as “the most successful production raceboat ever,” what do you do for an encore? In 1966 the Cal 40 capped a famous string of grand prix victories when Thunderbird (with designer Bill Lapworth and America’s Cup helmsman Bus Mosbacher aboard) won the Newport-Bermuda Race while sister ships placed 1-3-4-5-6 in Class D. Coming as it did after three successive TransPac victories and an SORC title, the performance confirmed the 40-footer as the hottest thing around, inspired a “Stamp out Cal 40s” movement, and offered an off-the-shelf way to win in a league where only custom designs had been able to play.

For designer Lapworth and builder Jack Jensen there followed an “if it ain’t broke, don’t fix it” string of racer/cruisers built on Cal 40 principles. Some of Jensen Marine’s many boats (at least 20 models over the years) have been full-cruising “performance motorsailers” like the Cal 46, but the vast majority were racer/cruisers. Virtually all of those were descended very directly from the boat that fueled the company’s success, the famous Cal 40.

By 1979, when Lapworth and Jensen collaborated (for what turned out to be their final time) on the Cal 35 , the world where once the Cal 40 ruled had changed. The International Offshore Rule (IOR) was no longer the only game in town, spars were spindlier, fins were more blade-like, and racing boats had changed a lot. Sunroofs, swim decks, hull ports, anchor pulpits, and cockpit tables had also, in the meantime, arrived to add new dimensions to cruising. The ideal of a “dual-purpose” boat for racing and cruising was still alive, but the forces driving racers and cruisers apart may never have been so strong.

You only need to read the first sentence of the press release announcing the Cal 35’s debut to see that Jensen Marine saw its new 35 as a balanced, conservative response to those forces of upheaval: “She is quite ‘establishment’ in her attitude toward rewarding sailing but quite ‘individualistic’ in her solution to offshore and dockside accommodations.”

In creating the 35, Jensen Marine stuck with the formula that served it well from the Cal 40 forward: “moderately light displacement, waterlines on the longish side, fin keel, and high-efficiency rudder.” To suit the boat to the times, the publicist adds, “In all candor, however, the new Cal 35 is weighted toward high-performance cruising—real sailors’ cruising.”

While she never won much as a racer, she succeeded in fulfilling that “fast-cruising” formula. That is what has kept her alive on the used-boat market, and why sailors might do worse than to look at her as a couple’s cruiser.

“You can’t please everyone.” Almost 100 Cal 35s were built in the early ’80s, however, and as a designer friend of ours says, “Those stodgy traditional looks seem to get better and better the more time goes by.” She’s well-built, sails well, and seems in many ways to justify the premium price that’s attached to the Cal name.

“I sailed the hell out of mine for 18 years and I’ve never had a boat that I loved more,” one owner told us.

Design Nathanael Herreshoff was among the first to design a spade rudder, but offshore racers didn’t get to steer with them until Lapworth came forward with the Cal 40. We can remember the “night and day” experience of our first trick at the tiller of one of the Jensen Marine boats. The helm combined sensitivity and control in amounts that were astounding. “The spade” made keel-hung rudders seem as outmoded as cotton sails. We couldn’t help but notice, however,  that the balance on those early rudders was overlarge—under power they seemed to exercise a mind of their own; keeping the boat tracking with the engine pushing her took full-time concentration.

Lapworth has no patent on the other signature element of the Cal 40—the fin keel. But, married with the balanced spade, it cut underbodies loose from long-keel bondage and opened the way for lift-producing foils and struts to follow. It made surfing a way of life, and opened up the offshore world to dinghy-like standards of performance and speed.

The underwater elements of the Cal 35, however, don’t show much advancement  beyond the pioneering Cal 40 underbody. While European and American naval architects of the late ’70s and early ’80s shaved wetted surface and made their foils higher aspect (thus more efficient at producing lift) the Cal 35 took a middle route, somewhat in keeping with the boat’s “please everybody” mission, with a conservatively thick section, long chord length, and low aspect-ratio planform. She thus has plenty of get-up when the wind is free and strong but is at her worst upwind in light air and/or chop.

Lapworth always championed light boats. Some West Coast featherweights may have been more extreme, but his “get the lead out” efforts were another big reason why his Cals were so hard to beat. The Cal 35, however, displaces just 2,000 pounds less than the Cal 40. Comparing sail area/displacement numbers shows that the newer, smaller boat looks better on the calculator (18.2 versus the Cal 40’s 17.7) but in a racing world where spade rudders and fin keels are old hat, and where the push for speed potential is constant, such a small gain seems very little to show for 20 years’ worth of design development.

Lapworth did concentrate on finer bows with his later designs. The entry on the 35 (and the designs that directly preceded her) was sharpened materially “to help the boat in slop and chop.” The clean sweep of the waterlines, and the flat deadrise aft, make her surf relatively easily, but when you compare her to the virtual planing shapes of her dishier modern competitors, it’s a case of obsolescence at best.

The 35 has a ballast/displacement ratio of 40%. That is robust, but modern racers push that stability-producing number higher. The J/35, for instance, carries a figure of 45%. Despite carrying a lot of lead, the Cal 35, like all the Cal boats, has it encapsulated in a resin matrix within a fiberglass keel. That effectively reduces the density of the fin and accounts in good measure for her performance review as “somewhat tender.”

Another reason why she has to reef before her competitors is that her hull shape, although clean and surf-ready, is a bit narrower and has softer chines than the majority of the boats that came after her.

Cals were never beauty queens. Their aesthetic has a lot to do with function. The short-ended, lean and mean look of the Cal 40 derived much of its appeal from her place in the winners’ circle. The Cal 35 is cut from the same cloth, but, because of her emphasis on the cruising side of the ideal, she has softer, prettier styling than her ruthless forebear.

Her sheer is straight without being knife-edge, her stem is elongated and more delicate than the 40’s, she has almost no counter, and her transom is delicately reversed. The house is broken out into big windows and little ports. Dorade boxes on either side of the companionway form part of her look. She’s as middle-of-the-road in appearance as she was meant to be in function.

Construction When Jack Jensen, a mechanical engineer with little or no background in boats, established Jensen Marine and started building Lapworth designs in 1958, there weren’t many other production builders around. His thought, it’s been written, was  “that production-line construction of small fiberglass auxiliaries would work.” Starting with the Cal 24 (an immediate success) and the Cal 20 (over 1,700 sold) he and Lapworth confirmed that wisdom.

Early in the company’s evolution Jensen developed some of the basics that remained his hallmarks. Rather than use a fiberglass pan as a structural grid or locater for interior furniture, Cal built the entire interior outside the hull. There were some efficiencies with the technique, but the prime virtue was that (once the wooden framework was dropped into place) it allowed access all around the interior so that it could be taped to the hull in a number of different places rather than being left to “float” as it would be in the areas beneath a pan. This building method exposes a significantly greater amount of wood in the bilge, but high-quality plywood and careful taping have kept rot problems to a minimum.

The 35’s hull is solid glass. A sailor who bought his Cal 35 in 1980 wrote: “Mine was one of the very last boats laid up in Costa Mesa. I’ve heard that the boats built later in Tampa had blistering (and some other problems). I’d advise anyone looking at Cals built after 1982 (when the move to Tampa occurred) to check this out.”

Moderate blistering was reported by a handful of  owners from our survey.

The deck is plywood cored. Said one owner of a 1983 boat, “The only problem I’ve had was having to take up a 12-square-foot section of deck and replace the plywood coring.” A number of others  however, report gelcoat crazing at corners and stress points.

Cal decks have been joined to the hull in several ways, but the method evolved with the 35 has earned several owner reports that they’ve had no leaks through season after season. The hull is built with an inward-turning flange. The deck, built with a down-turning flange, is dropped over the hull and the joint is bedded with sealant. The edge is then capped with a perforated aluminum toerail that is bolted both horizontally and vertically to anchor the joint. No one came forward to report deck leaks, though some owners have had their boats for 20 years or more.

One Long Island owner wrote that, “My boat took on major water due to the design of her anchor locker drains, as well as the mounting for the cutless bearing strut.” He concluded that his Cal 35 was “a beautiful sailing boat that was rather poorly built.” That owner’s report, however, seems to be an aberration. We’ve received testimony from a good number of owners who confirm that the “well-built” reputation Cals have earned over the years is well-deserved.

Accommodations Though brochures called the Cal 35 “what may be the most thoroughly thought-out performance cruising yacht ever offered the sailing world,” there isn’t much below that you haven’t seen before. Part of the thinking, in fact, was to redesign her interior after only 50 boats were sold in the first three years of production—a molasses-like pace for Cal at the time. The boat originally had a head aft and galley opposite. “I have the original layout,” says one owner from 1981. “I still think it makes an excellent couples boat. Who needs all of those bunks anyway?”

The “Mark II” version is more standard. The 6’4″ headroom hasn’t changed, but the floorplan has. The Mark II setup offers a quarter berth aft, two settee berths in the saloon, and a substantial platform double in the forepeak. The arrangement showcases a truly well-designed head/shower with maximum elbow room, light, and ventilation. It is sited in the “traditional” spot forward of the saloon. Double sinks on the centerline are another good addition.

There’s a distinctively traditional handling of teak and holly in the sole through teak accents, as well as teak cabinet fronts, ceiling panels, and bunk bases. One owner told us, “The 35 isn’t a boat you’d buy for the furniture—they did cut some corners here and there below.”

As is typical in galleys on boats this size, the bottom of the icebox is hardly accessible if you’re not six feet tall. And, complained one owner of a boat new in 1980, “the icebox is large but not well-insulated.” A second agreed. Though access was a critical problem, he removed the foam battens from around the box and foamed the entire cavity. “I’m very happy with the upgrade,” he said.

The drop-leaf table in the saloon is a big improvement over the clumsy mast-mounted table that it replaces. The electronics storage seems very minimal when measured by modern standards. Ventilation is better than average thanks to the well-sited (for air, not sail-handling) Dorade vents, six opening ports, and opening overhead hatch. The standard hatch in the forepeak, however, leaks. Stowage includes a pleasing number of drawers.

Performance One place where the 35’s clean lines, long waterline, and moderate displacement really shine is under power. The standard Universal 32-hp four-cylinder diesel consistently pushes her past her 7-knot hull speed and consumption at cruising speed is less than a gallon per hour. “I have a Martec prop,” one owner says. “I like it for sailing, but it sometimes doesn’t open fully when I change gears.”

Several owners rated noise and vibration as “very smooth and quiet.” Some  also felt that the Cal 35 “walked” excessively (backed to port) in reverse. “But the big spade rudder and smallish fin give her a very small turning circle.”

If you take the Cal 35 onto most race courses you won’t be as dominant as the early Cal 40s. For one thing, 13,000 pounds hardly qualifies as even “moderately light” these days. In the world of drop-keeled rockets and winged speed merchants you might call something like a J/105 (just 6 inches shorter than the Cal 35) “moderately light.” Weighing in at 7,750 pounds, that modern J has a displacement/length ratio of 135. (The lower the number, the lighter the boat.) Compare that to the Cal 35’s D/L of 242 and you can see how much the whole concept of light displacement has changed.

One Chesapeake sailor who calls his boat an excellent cruiser/racer said, “I have tried to turn her into a racer/cruiser under PHRF. It worked for two to three years, but after the measurers lowered my rating and new lightweight boats came into the area, I don’t feel that I can continue to compete. I’m going to try IMS next season, add a full-battened mainsail, and install a Hall Quik Vang to keep the sail from getting chewed up by the topping lift.”

While there is variation from fleet to fleet, the Cal 35 rates around 160 under PHRF. Neither a “sleeper” like some re-vamped ’80s boats, nor a rocket like the original 40, capable of running away from her competitors no matter what the rating, the Cal 35’s racing success has been middling at best. However, in terms of efficient, mannerly, seakindly sailing of the sort that makes for superlative cruising, this old boat delivers the goods. While her relatively bluff bow puts her at a disadvantage in light air with waves, her full entry helps the boat ride high and dry, especially while surfing down waves. Flat sections forward of the keel can cause pounding, but they are also a key to the boat’s crisp and surprisingly fluid motion. Chopped off at the transom she maxes out her waterline; high-sided forward she is dry on deck.

Though her mainsail is, in the fashion of the ’80s, smaller than her foretriangle, it is large enough to make main- alone sailing not only possible but pleasurable.

Like the Cals before her, the 35 has inboard shrouds to facilitate tight sheeting angles as well as let people walk the side decks with ease.

Several owners felt the need to relocate the pedestal 4 inches forward and install a 36-inch wheel in place of the standard 28-incher. “The Barient 25s that came with the boat were too small,” said a sailor from the Great Lakes. “I took them off and installed 28s.”

The mainsheet arrangement called for a number of parts and what amounted to two travelers, one on the housetop and the other on a horse over the companionway. Several sailors found the set-up “poorly designed” and over-complicated.

Conclusions Whoever wrote the brochure back in 1980 had it right—the Cal 35 is more of a cruiser than a racer. It’s impossible, though, to dissociate the Cal name from the fin-keeled surfing machine that grabbed all of the headlines back in the ’60s.

The good things about buying into a racing family seem to us to include the satisfaction that your boat is, in at least one sense, pedigreed for performance. There comes an association with people who are at the top of the sport, and no company exemplifies the halcyon days of the racer/cruiser (or cruiser/racer, whichever you prefer) than Cal.

Among the shortcomings of this set-up are the possibility that you’re paying for reputation and prestige instead of solid value; that the people at the top are so worried about staying there that they have little time for their customers, and that competitive excellence can sometimes provide a screen that hides corners that have been cut. We don’t think this is true in any serious way about the Cal 35. She’s a solid chip off the Cal block.

At press time, Internet asking prices for used Cal 35s average around $43,000, not including one 1985 Mark II boat offered in what appears to be pristine condition at $70,000.

After changing hands several times, Cal finally folded in 1989. For more on the Cal 35 and Cal boats in general, try joining the Cal owners’ e-mail discussion list at www.sailnet.com .

Also With This Article Click here to view “Owners’ Comments.”

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Excellent and informative. buying a boat ,trying to decide between a 1984 cal 35 Mk11 or a 1984 endeavor 33 sloop “Any advice”

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Cal-36 Totally refit and outfitted for cruising.

Post Mon Jan 11, 2021 11:38 pm

• Repowered in 2009 with a new 30hp Westerbeke diesel and new transmission (~470hrs)
• New suite of Ulman sails purchased in 2011: Main, jib and genoa (on Harken roller-furler), and asymmetrical spinnaker. (Older staysail, symmetrical spinnaker, drifter, and storm jib are also included.)
• Robust Pelagic tiller-pilot (2019) will steer the boat all day and night in strong winds and following seas.
• Flemming wind vane self-steering
• UK Sails lazy-cradle and lazy jacks (2019)
• 160 watts solar and new charge controller (2019)
• Updated electronics, including iPad chartplotter, AIS B, Raymarine wind instrument etc.
• Ideal windlass and 15kg Rocna anchor
• New fuel and water tanks
• 9ft inflatable dinghy and new (2019) 2.5hp Suzuki outboard

Post Tue Jan 12, 2021 10:03 am

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Cal 36 or Ericson 35-2?

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A couple plastic classics... Which would you rather race, take to sea in a swell, surf downwind, sail the Pacific in? Ericson 35-2 (1969) LWL: 26' Beam: 10' Displacement: 11,600 Draft: 4'11" Ballast (B/D): 5,000 (43%) Sail Area (SA/D): 534 (17) Cal 36 (1966) LWL: 27' Beam: 10'3" Displacement: 11,200 Draft: 5'8" Ballast (B/D): 4,500 (40%) Sail Area (SA/D): 600 (19)  

Ericson! I just think it has better initial build quality . . .  

They have nearly identical PHRF ratings - avg. 153. I like both. Probably just a matter of your taste in boats.  

if you want to sail really fast, use ericson.  

I think the Cal is faster!..Dale  

The one in better shape. Plain and simple, it is condition, condition, condition. Both quality production boats, but older, so it really depends on what one is in better shape. I don't think initial quality really plays much of a roll in a 40 year old boat, if it has made it this far, I think it should be good to go. They are both cruiser/racers. The Cal looks to be more cruiser oriented based purely on the hull shape (longer fin). If the boat is in good shape I don't think you could go wrong going either direction. Not sure when the Cal was last produced but the Ericson was made till 1981 so it had a pretty long production run, that says a lot for the design.  

Very similar boats as was said. Take the one in the best overall condition. I think the Erickson build quality to be a lttle better. If all was the same condition...I would do the Erickson  

my ericson 35 mII has left cals and catalinas in the dust behind the mist....is a well designed fast boat ....comfortable and very fast.  

Where is the Ericson faster - upwind or downwind? The Ericson looks like it might be quicker upwind, or point closer, but I was wondering if the Cal 36 has an advantage surfing downwind swell. I know it's not a Cal 40, but it kind of looks like one.  

Cal has less weight & more sail! Longer keel & water line will help not hurt,,lets line them up!...Dale  

Like I mentioned both are fine boats and very similar. Despite a small amount of sail area extra the phrf ratings by the USA sanctioning body ratings are exactly the same at 153.  

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