cal 36 sailboat review

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• Sailboat Guide

Cal 36 is a 35 ′ 5 ″ / 10.8 m monohull sailboat designed by C. William Lapworth and built by Bangor Punta Corp. and Jensen Marine/Cal Boats starting in 1966.

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)

Thanks to ‘adelie’ for providing correction.

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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. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long 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.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Cal 36 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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Cal 36 - 9 foot draft??

• Thread starter petecasey
• Start date Aug 30, 2022
• Brand-Specific Forums

Hi all, There is a Cal 36 for sale near me, and I want to go and take a look at it. Beautiful boats and I know they are highly regarded, as long as I check on a few specific things. I’m curious -could Cal have built some boats differently than others? He is saying that this is “a special boat” and he may be referring to the mast and boom (higher mast, shorter boom), but most Importantly the draft. He is certain the draft is 9 foot. Says it came factory like that to compete in racing.He has also not owned the boat very long, so I don’t know what to think. It’s probably a deal breaker for me if this boat has a 9 foot draft, but I can’t imagine they did that?? Thanks in advance!  

Welcome to the forum!! Request the seller verify the boat specs. Of cours, a diver or haulout can verify the draft. Reported Cal 36 specs: SailboatData.com - CAL 36 Sailboat AND Cal 36 — Sailboat Guide indicate 1.7 meter draft.  

Thanks! I see you’re in SF - the boat I’m looking at in in Alameda. The Año Nuevo. I realize that all the info online says one thing, but I’m just curious if for some reason someone could have ordered one special like this? It seems wild to me but he’s really sure that it’s that deep! Lol also - “must have apps for RV’ers”, huh? didn’t find any boat facts in there! Haha  

SBO Weather and Forecasting Forum Jim & John

It would be in likely that the Cal 36 had a 9 ft keel. The CAL 40 had a 5.58ft keel. My CAL 35C has a 4.7 ft keel. The 36 is reported to have a 5.7 keel. And the CAL 36C a 5.58 keel. If it has a 9ft keel it would be a rare beast and not have the hull that made them all so popular.  

Highly unlikely that the Jensen factory would have done this. But any Frankenstein modifications a previous owner may have done to the boat would be anyone's guess. Personally, I highly doubt it has a 9' draft.  

I am in that also camp..........ask the owner for his survey, which should have photos of the survey haulout, for your review.  

Well! If anyone was curious - it really was a 9’ draft. Apparently a sailor named Rolfe Croker had specifications that he gave to Cal (not sure if he was friends with Bill Lapworth, or how on that), and the boat was specifically made for him! It is probably only called a Cal 36 because it happens to be 36 feet long, made by Cal. Not necessarily like the others. Kinda cool! Passed on it unfortunately, but a neat boat nonetheless.  

Thanks Pete for reporting back. Sounds like it was a one of a kind boat. Cool. Did you spend time talking with the owner. Any report of problems or benefits from the design feature?  

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Any reviews of the Cal 33-2?

• Add to quote

Hi all, I'm in the middle of a boat search, and I've become interested in the Cal 33-2. So far, the only info I've found on these boats is a Bob Perry review of the design (but not the boat itself). Does anyone know if there is a full review of this boat anywhere? I'm also wondering if anyone has any information about the build quality. I'm not that familiar with 80s Cal construction methods, so any information about things like solid vs. cored hull, what type of hull-to-deck joint, backing plates on hardware--those sort of things--would be very helpful. Also, any major known issues (other than the standard stuff on all older boats) is really appreciated. Thanks for your help! -J  

I'll second the request, as I have my eye on one as well. EGS  

They are a glass hull, very competently put together, IMHO a very nice design for a performance coastal cruiser.  

Cal 33-2 I own a Cal 34, big brother to the boat to the model you asked about. I can tell you that Cal's are legendary sailboats, built to last. The 34 sails fast enough to beat most boats her LOA today. My hull is solid glass, cored deck and solid cabin top. The hardware was some of the best available when the boat was built 31 years ago. I just replace 4 port lights with stainless steel and the hardest part was getting the old ones out! They never leaked but the hardware failed to a point they became inoperable. The deck to hull on ours is riveted and glassed over. Its' impossible to get leaks inside the hull from that joint. Resale is usually high, if the boat is well maintained. Most boats of this vintage will have Westerbeke diesels that need attention. Parts are scarce and we have decided to re-power even though there are only 2,800 hrs on ours. The Paragon V-Drive has failed and no parts are available. The joinery on our boat is still beautiful and the layout is perfect for us. I'd take it anywhere in the world. As you can tell, we are very fond of our Cal. Yahoo has a very active Cal users group you might want to visit. Cheers, Dan  

I bought a 1987 Cal 33 this June and am very satified with is construction and preformance. Competes well in the Wed night racing on the Miles River. I have already won my first long distance race beating both PERF 1 and 2 boats. This all with crusing sails and second hand spinniker gear. Some gel coat cracks on deck and some leakage around the chain plates. Will take care of this over the winter.  

Long term owner of early hull # in 1986. Shoal draft. Note Cal 34 is not related in any way with the 33-2. Two different designs and builders. What I like? Sailplan, fore and aft berths, engine, engine access, mast, cockpit layout. Sails better than expected. Just finished 30 mile upwind slug in 25 knots with #3 and single reefed main. Headroom below is great and it is generally a decent looking boat Things I really do not like. Forward hull oil cans in a chop (this might have been remedied in later builds). General construction of the deck has many sharp 90 degree corners above and below decks aft. Meaning more stress cracking and gel coat voids at the corners...plus dangerous if you land on one of them. Cockpit lazarrette lid is heavy, bulky, and thus a safety hazard when open in a chop. The U shaped starboard settee is just not a good design for group dinner or for sleeping upon. Original traveler is a joke. I've years on Swans and Sabres. I would place the build quality below Sabre and Tartan of same vintage, but the price will also be lower. I'm not sure I would do it again.  

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• Sailboat Reviews

A well-designed and well-executed 31-footer with an excellent interior and good racing performance.

The Cal 31 is the thirteenth Bill Lapworth designed Cal boat between 27′ and 34′ built by the Costa Mesa, California firm. Cal, a pioneer in fiberglass sailboat construction, later became a division of Bangor Punta Marine, whose boatbuilding group also included O’Day and Ranger. Cal boats went out of production in 1989. Cal and Bill Lapworth are best known for the breakthrough Cal 40, which many years ago began the trend toward moderately light displacement, fin-keel spade-rudder ocean racers.

The hull configuration of the Cal 31 is typical of Lapworth designs: shallow-bodied and round-bilged, with a fairly short fin keel, a shallow skeg, and a well faired high aspect ratio spade rudder. Production of Cal 31 began in the fall of 1978; 130 boats were built in the first three years.

The entire Cal line was heavily promoted as dualpurpose boats, the ubiquitous “cruiser-racer” which now seems to dominate the sailboat market. The company’s colorful, catchy ads were prominent in sailing magazines and were geared toward the affluent 30- to 40-year old consumer with a lot of experience. Surprisingly, many new Cal 31 purchasers were buying their first sailboat larger than small onedesign daysailers. One Cal 31 owner reported that the 31 was his fourth Cal boat. Cal 31 owners typically spend 70% of their sailing time daysailing, 20% short-term cruising, and 10% club racing.

Owners report relatively few defects, but the ones they do report are recurrent, and almost exclusively associated with water getting where it’s not supposed to be—inside the boat. The most common problems with the Cal 31 are leaking stanchion bases, leaking chainplates, and leaking hatches. These are probably the most common warranty claims throughout the industry and are generally the result of the fact that adequate bedding to prevent leaks requires fairly careful work, can be messy, and takes time to clean up.

Construction The hull of the Cal 31 is a solid hand layup. Cal hull weight, less ballast, is about average for performance cruisers of comparable length and beam, although total displacement tends to be lighter than average.

Exterior cosmetic finish is good. There is slight print through of the first layer of roving, and some pinholes appear in the gelcoat where surface blemishes have been patched.

The deck molding is plywood-cored in areas where heavy hardware is mounted. The cabin top is sandwich construction: Klegecell foam, cored with ply- wood inserts in the mast partner area. The cabin top under the deck-stepped mast is solid 3/4″ fiberglass.

The companionway of the Cal 31 is about its weakest design point. It is too wide and has a strong taper which allows drop boards to be removed by lifting a little more than an inch. The mating surface between the two solid teak drop boards is a simple square butt. In every Cal 31 we examined, daylight was visible between the two boards—in one case, almost 1/4″. Simple reverse bevels, or preferably, a stepped joint, would take about two minutes more to make and would be infinitely better in terms of water-tightness.

The companionway slide design is not waterproof. The optional sea hood is essential on any boat going offshore or sailing in areas with boisterous conditions.

The split backstay arrangement allows use of an integral centerline swimming ladder incorporated in the stern rail. Backstay chainplates are throughbolted, but fiberglass backing plates are used where we would prefer aluminum or stainless steel. The welded combination bow fitting and chainplate is through-bolted but lacks a backup plate. In fact, the only deck fittings, including winches and cleats, which utilize backup plates are the lifeline stanchions and bow pulpit.

As a rule, The Practical Sailor prefers to see metal backup plates on through-bolted fittings, even cleats and winches which are normally only subjected to shear loads. Overkill in the mounting of hardware is cheap insurance.

The hull-to-deck joint is made by chemically bonding the two moldings together. An extruded rigid plastic rubrail holder and soft vinyl rubrail insert cover the hull-to-deck joint on the outside of the hull.

The ballast keel is an encapsulated lead casting. The fiberglass-covered, high-density foam-cored rudder utilizes a stainless steel rudder stock.

The main structural bulkhead is teak-faced plywood, bonded to the hull with fiberglass fillets. To avoid hard spots, the bulkhead itself does not touch the hull. The mast is supported by a teak compression column which rests on a deep molded fiberglass floor timber, part of the molded floor pan, which is bonded to the hull.

Chainplates for the inboard shrouds are heavy stainless steel flat bar, properly bolted to the main bulkhead and other plywood webs. Inside the head locker, the chainplates are bolted through a web which is covered with the carpet-like hull liner before installation of the chainplates. We would prefer to have the chainplate and backup pads bear directly on the wood or fiberglass web, rather than on the hull liner.

The rig is a basic masthead sloop with single  airfoil spreaders and double lower shrouds. Lower shroud terminations are inboard and about a foot from the molded fiberglass toerail. The Cal 31 utilizes a polyurethane coated Kenyon aluminum mast and boom. Although rope-to-wire tailspliced halyards are listed as standard, the boat we sailed had eye-spliced halyards.

The wire portion of the main halyard was too short to allow an adequate number of wire wraps around the winch. Other boats we examined had properly spliced halyards.

Water tanks are cast polyethylene, with flexible plastic hose piping. A definite plastic taste is imparted to the water by this system. The fuel tank is welded aluminum. Tanks and batteries are mounted under the cabin settees, below the waterline with the weight concentrated in the middle of the boat. This location utilizes a space often given over to lockers which in many boats tend to be wet from bilge water. The battery boxes are well secured, but it is difficult to remove the box covers to inspect the battery electrolyte level.

The Cal 31 is one of the few current production boats with a real bilge sump. Unfortunately, both the icebox and the shower drain through the bilge to this sump. Organic matter and food particles in icebox water quickly lead to smelly bilges. Soap residue from showers can gradually clog impeller-type bilge pumps, which could be a problem in the event of a serious hull leak.

Through-hull fittings below the waterline are bronze, recessed flush with the hull surface and well bedded but without backing blocks. Shutoff valves are glass-filled nylon ball valves originally developed for the chemical industry. Above-water throughhulls are nylon, with no provision for emergency shutoff. One owner we contacted had bronze seacocks installed on underwater openings, as he was leery of the standard nylon valves.

Handling Under Sail Sailing performance of the Cal 31 is consistent with her performance-cruiser image. Most owners consider the boat somewhat tender. The boat does tend to bury the rail quickly in gusts about five knots above mean wind speed. On the wind, with 14 knots of breeze over the deck, the boat is on the verge of needing a short reef when sailed with a 145% genoa and full main.

The Cal 31 is not particularly wide, but her beam is carried well forward and aft. She therefore develops less weather helm when overpowered than a comparably-sized racing boat and will be a bit more forgiving of improper sail combination than a wider boat whose ends are more pinched.

The Cal 31 is a comfortable boat for a couple to handle. The boat we sailed had Barient 23 self-tailers instead of the standard Barient 21s. We would recommend the larger self-tailers instead of the standard winches on a boat that will be used for shorthanded cruising.

The Cal 31 will hold her own with other performance cruisers of comparable size. She is closer winded and faster than the Cal 29 in light air.

The Cal 31 has generally good handling characteristics under sail. She balances well and can be made to sail herself on the wind with judicious use of sail trim. The boat has a good, solid feel under sail, more like a 35-footer than a 31-footer.

Handling Under Power The standard engine in the Cal 31 is a two-cylinder 16 horsepower Universal diesel. Earlier models were equipped with two-cylinder Volvo diesels. Owners consider the engine adequate power for the boat.

The instrument panel is mounted on the forward end of the cockpit, and includes gauges for alternator output, water temperature, and fuel level. There is an oil pressure warning light. An oil pressure gauge and a tachometer would be welcome.

The boat handles well under power, but the engine transmits substantial vibration to the hull. This vibration could be tiring if long periods of motoring are required.

Handling in forward gear is uncomplicated. Like most fin-keel boats, the Cal 31 turns in a very tight circle. Handling in reverse is more complicated. With the Volvo engine, owners report that the stern of the boat pulls sharply to starboard. Some owners of Universal-powered boats also report uncertain steering behavior in reverse. We find the steering reasonably predictable, but she does require a firm hand on the tiller or wheel to keep the rudder from going hard over once sternway is made. Gradual application of rudder in reverse prevents rudder stall, which could cause unpredictable steering.

Deck Layout The initial reaction of most owners to the cockpit of the Cal 31 is that it is too small. Their response after living with it is that it is just about the right size. With either the wheel or the tiller, it is comfortable for a maximum of four when sailing.

There is a wide bridgedeck at the forward end of the cockpit. The roller-bearing mainsheet traveler, with its essential athwartships control lines, is located on the bridgedeck on older Cal 31s, but it was later moved up above the companionway.

There are two huge cockpit lockers. These would be more useful if divided into smaller spaces and if partitions were inserted to prevent gear from slipping under the cockpit, where it might fetch up against the engine.

The cockpit lockers have an excellent molded-in scupper arrangement which allows the leeward seats to drain at all angles of heel. Unfortunately, the boat has an inexplicable method of securing the locker lids. A line is attached to the underside of the starboard lid. This leads under the cockpit to a jam cleat which is reached through the port cockpit locker. The port locker has a similar arrangement which can only be released from belowdecks, in the galley. If the lockers are secured, one must go below, release the port locker hold-down, go back on deck, open the port cockpit locker, and release the starboard hold-down to get into the starboard cockpit locker.

The logic of this system escapes us.

Access to the rudder stock head in wheel-steered boats is via a deckplate in the cockpit sole. If this were removed to rig emergency steering, a substantial amount of water could find its way below in rain or heavy weather.

The inboard shrouds provide a narrow sheeting base for jib leads but make it almost mandatory to go over the cabin top to go forward of the mast.

There is an anchor well at the forward end of the deck. This well contains a strong eyebolt for securing the bitter end of the anchor rode, an excellent idea. Connections for the pulpit-mounted running lights are under the deck immediately forward of the lid to the anchor well and will be subject to rapid corrosion from water finding its way below as well as to mechanical damage when stowing the anchor rode.

The stemhead fitting incorporates a roller, handy for stowing an anchor. There are no bow chocks. The anchor roller can be used as a starboard chock,although the lack of a fair lead to a bow cleat is a serious shortcoming. Anchoring with two anchors would be problematic without good bow chocks. The long inboard track for jib lead blocks provides for flexible sheet leads but should be augmented by a toerail-mounted track for greater variety. If genoas larger than 150% are used, the stock track will prove too short for optimal leads.

Interior The Cal 31 has perhaps the most spacious and attractive interior in its class. It is the boat’s most outstanding feature. Belowdecks, it is hard to believe you are aboard a boat only 31′ long. “The interior sold us on the boat” was the most common owner response.

The forward cabin has large V-berths with an insert to form a huge double. There is a good sail bin under the port berth, and shelves at the foot of the berth. Most owners find the short hanging locker in the forward cabin useless. Most would prefer more drawers instead.

The foredeck-mounted hatch provides good ventilation and is big enough for sail bags, but its location requires that it be tightly secured when sailing to prevent water from getting below. Close attention will have to be paid to the water-tightness of the hatch if the berth below is to be kept dry.

The large head is comfortable and incorporates a shower. An overhead deadlight augments the ligh provided by the opening port. The door to the head also serves as the door to the forward cabin. When this door is used to shut off the forward cabin, the door to the large starboard hanging locker can be used to separate the head from the main cabin. The main cabin interior is rather dark due to the abundance of teak. This can be offset by a bright carpet.

The main cabin is huge. There is good storage in bins and alcoves behind the settees. A large magazine/ book rack on the bulkhead behind the fold-up table is inaccessible without folding down the table. There is no means of positively securing the table’s fold-down leg to the cabin sole. The leg could be accidentally kicked out of place when the table is in use, allowing it to fall down. The table is too small to accommodate even four with real comfort. The cabin is wide enough to utilize a permanently fitted table.

The main cabin sleeps three in a large single berth and an extension double. The deeply-tufted settee cushions look rich and are comfortable for sitting but are miserable to sleep on.

Cooks will appreciate the galley, which is excel- lent for a boat of this size. There is a large gimbaled stove with oven, well secured and capable of being latched in place in port. It is available in both alcohol and gas models.

The icebox top is one of the few we have seen which can reasonably double as a chart table. The icebox lids are insulated, but are poorly fitted, allowing a large gap—over 3/8″—between the two traptype lids. The lids are also usually not flush with the icebox top, a complication for doing smooth chart work.

There is a large-diameter tube for rolled charts which extends under the cockpit. With a good surface available for chart work, folded charts make much more sense.

The engine is reached for service by lifting out the companionway steps. The steps should have a positive latch to prevent their bouncing out of place in rough conditions. Engine access for maintenance is excellent.

Selection valves for the water tanks are located under the deep galley sink. This is typical of the wellthought out plumbing and wiring systems, which are generally well-bundled and usually protected from chafe when passing through bulkhead cutouts. Basically, the interior of the Cal 31 is one of the most livable and attractive we have seen in a boat of this size. Interior finish work is of very good stock boat quality.

Conclusions The Cal 31 is one of the best designed and better executed 31-footers we have seen. Her interior is remarkable. She has a wide range of buyer appeal, selling to first-time sailboat buyers as well as to the more experienced. She is a reasonably good clublevel racer, yet a comfortable cruiser for up to four adults. Realistically, the boat will be used more for cruising and daysailing than for racing.

The Cal 31 was produced until 1985, and was very expensive when new. The 1980 base price was around $43,000, and delivered prices ran close to $50,000. The 1992 average price for that 1980 model is about $25-$26,000, making it considerably more expensive than other boats in this size range.

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