The design later acquired the nickname “Traditional” or “Classic,” but only after the CS 36 Merlin arrived. Despite its small reverse-counter transom, it still looks reasonably modern. Practical Sailor found its construction quality, attention to detail, and joiner work well above the average for production sailboat builders.
Design and Construction
Below the waterline, the CS 36 has a solid fiberglass hull. The deck, coachroof, and cockpit use balsa-core construction for light weight and stiffness. Inside, foam-covered fiberglass structural stiffeners are bonded to the hull to carry the keel loads.
A semi-balanced spade rudder rides on a partial skeg. In his Sailing magazine design column, Robert Perry singled out the boat’s rather large bustle ahead of the rudder.
Two keel configurations were available. The deep fin draws 6 feet 3 inches and carries 6,500 pounds of lead ballast, while the shoal version draws 4 feet 11 inches and carries 6,650 pounds. Displacement is a substantial 15,500 pounds. With a displacement-length ratio of 276, the CS 36 sits firmly among heavy, seakindly cruisers rather than light-displacement racers.
Rig, Sailing Performance, and Handling
The CS 36 has a masthead sloop rig with anodized spars and Lewmar winches. The halyards lead aft to cabin-top winches beside the companionway, allowing the crew to handle them from the cockpit.
Standard primary winches are Lewmar 43s mounted on the cockpit coamings. A used-boat review found them marginal for the larger genoas typically carried by these boats. The mainsheet traveler is recessed into the cockpit seat. Rod rigging and a backstay adjuster were optional. Because the backstay fastens low on the transom, mast tuning follows a particular geometry.
Under sail, the hull is easily driven and balances well when it isn’t overpowered, with no nasty performance traits. Depending on the boat’s year and mast, the sail-area-displacement ratio ranges from 16.5 to 17.1. PHRF ratings cluster around 120 seconds per mile.
The limit of positive stability averages about 120 degrees, with a Stability Index near 125. Those figures point to a fundamentally upright cruising character.
Cockpit and Accommodations
The T-shaped cockpit is small but protected by a high bridgedeck intended to keep cockpit water from migrating below. A thoughtful oilskin locker to starboard of the companionway is also accessible through a cockpit seat locker.
Below, the layout starts with a forward master cabin and V-berth. Aft of it are a head with shower to starboard and a large hanging locker to port.
The saloon has an L-shaped settee to starboard, a settee-berth to port, and a floor-mounted dining table. The starboard settee converts into a double berth, bringing the total to six berths.
The galley is aft to port and includes a three-burner stove with oven, a 9-cubic-foot ice box, a single sink, and stowage lockers. Opposite is the navigation area, with a chart table and three drawers. Its seat forms the head of the starboard quarter berth.
Machinery, Tankage, and Deck Gear
Most CS 36s have fresh-water-cooled Westerbeke 30 diesels, although a number left the factory with 28-horsepower Volvo engines. The engine sits beneath the cockpit and drives through a V-drive. Service access ranges from poor to good, either from the front after removing the companionway ladder or from the sides through panels.
The foredeck has a large anchor locker and a stainless-steel stemhead with rollers sized for a 35-pound CQR. Tankage includes a 3-gallon aluminum fuel tank and 83 gallons of water capacity divided between port and starboard tanks. Factory-supplied equipment included a Wilcox-Crittenden head with a 32-gallon holding tank.
Known Issues and Factory Fixes
Early boats left the factory with brass gate valves fitted to bronze through-hulls. Later models received Marelon ball valves. Any surviving gate valves below the waterline need replacement with marine-quality quarter-turn seacocks or ball valves.
The anchor well has thick plywood laminated to its floor to support a windlass, but it tended to fill with water during heavy sailing. Some owners have also reported water intrusion in the rudder.
Tennyson, a former employee, said that all early deck-lifting problems were corrected at no charge using heavier tabbing.
The AC electrical systems used solid copper wire that wasn’t suitable for marine service. They were also inadequately protected and weren’t properly grounded to the DC negative. LPG systems need updated pressure and overfill valves, along with sealed lockers, to meet current standards.
The Verdict
The CS 36 Traditional is a thoughtfully engineered, heavy-displacement cruiser. Its solid hull, balsa-cored deck, coachroof, and cockpit, and well-executed joiner work have aged better than those of many production peers. Its stability numbers and easily driven hull make it worth considering for offshore-minded owners.
The known through-hull, electrical, and LPG concerns are predictable, well-documented refit items rather than hidden defects.
Pros
- Solid fiberglass hull, foam-covered structural stiffeners carrying the keel loads, and a balsa-cored deck for stiffness
- Strong positive stability, with an LPS of about 120 degrees and a Stability Index near 125
- Construction and joiner quality well above the production-boat average for the era
- Practical six-berth interior with a dedicated navigation station and quarter berth
Cons
- Early brass gate valves and non-marine AC wiring require safety updates
- Engine access beneath the cockpit is difficult because of the V-drive installation
- Standard primary winches are marginal for oversized genoas
- Anchor well is prone to flooding during heavy sailing
