c&c sailboat history

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• Sailboat Guide

C&C Design

(Originally Canadian Northern Company 1952-1960. Then Cuthbertson & Cassian LTD from 1961 to 1969. C&C Design began in 1969) The design team was George Cuthbertson, by training a mechanical engineer, and George Cassian, an aircraft designer. When the Partnership was formed in 1969. Their worldwide renown was firmly established with ‘Red Jacket’, over-all winner of the SORC of that year. They worked with three builders; Bruckman in Oakville, ONT, Belleville Marine and Hinterholler Yachts in Niagara. In 1971 all the three were combined into a single company which became C&C Yachts. (see builder C&C Yachts for more information.)

109 Sailboats designed by C&C Design

Harpoon 5.2

Newport 28-2

Harpoon 4.6

C&C 30-1 (1-506)

Trapper 500/501

C&C 33-2

C&C Landfall 38

C&C Corvette 31

C&C 27 MK I

Harpoon 6.2

Paceship Northwind 29

C&C 38-2

C&C Frigate 36

C&c redline 41 mkii.

C&C 37/40 R

C&C Landfall 48

C&C Landfall 39

C&C 3/4 Ton

C&C 43-1

C&c 1/2 ton.

C&C Redline 41 MKI

C&C 53 (Inferno)

Newport 27-1

Northern 1/4 Ton

Grampian 22

Newport 27-3

Newport 27s-2.

Newport 41S

Newport 41 Mk II

Newport 27s, newport 41 mk iiia.

Paceship 20

Paceship 2-16

Grampian classic 22.

Paceship 17

Paceship 29 (C&C)

Paceship Bluejacket 23

C&C 40-2 AC

C&C 27 MK V

C&C 30-2

Odyssey 38 (Ontario 38)

C&C 40-2

C&C 35-1(Redwing 35)

C&C 38-3

C&C 29-2

C&c 43-2.

C&C Landfall 42

C&C 35-3

Trapper 400

C&c 40-1.

Redwing 30 (C&C)

C&c 38-1, c&c 26 encounter, redwing 35 (c&c).

Lancer 30-4

Lancer 30-3.

C&C Landfall 43

Lancer 29-3.

C&C 36-1

C&C 51 Custom

C&C Landfall 35

C&C 26 Wave

Lancer 30-5

C&C 35-2

Lancer 30-2, odyssey 30 (c&c).

C&C 42 Custom

C&C 40 Crusader

C&C Redline 25

C&c 37-2, c&c 48 custom.

C&C 25 MKII

C&C 36R

C&C Invader 36

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To keep George Cuthbertson's design current, C&C produced four versions of the original 27. Internally, C&C only used the Mark I and Mark II designations, the first for the original hull-form and the latter for a stretched and subtly reshaped development from the original. Other changes were made, however, and to recognize the changed character of the boat, 27 sailors have designated these as the Mark I, the Mark II (aka, the Mark IA "Tall Rig"), the Mark III and the Mark IV. After production of the Mark IV ceased, C&C introduced a completely new boat named the C&C 27; this boat, described in Sea Change , is generally known as the Mark V.

In addition to descriptions of the changes made to the original design through four variations, this page includes:

• general specifications ,
• genoa and spinnaker specifications and
• mainsail specifications .

The images on this page show the C&C 27 Mark IV; see the Overview page for images of a Mark I and Sea Change for the Mark V. Photos showing notable differences in the versions are shown on the Guide pages.

Mark I: Hulls 1 to 215 were produced from 1970 to 1972. The Mark I's had the slightly shorter hulls, and the shortest rigs with two side shrouds, (one lower and one upper). Their mainsail travellers were aft in the cockpit. They all had tillers, and Universal Atomic 4 gas engines. A few of the very first hulls were built under licence by Hinterhoeller Yachts.

Mark II: Hulls 216 to 451 were produced from late 1972 to 1974. The Mark II hulls were the same as the Mark I's. Their sail area also remained the same but they had a two-foot-taller, "higher-aspect" rig, and their standing rigging now had 3 side shrouds (two lowers and one upper). The aft-travellers, tillers, and Atomic 4 gas engines also remained the same.

Mark III: Hulls 451 to 914 were produced from 1974 to 1981. The Mark III was really cast from a new mould. The hull was stretched, with six inches added to the cockpit/stern area, but no change in the beam. Draft was increased, ballast was decreased, and the overall displacement remained the same. The rig height was again increased by another 2 feet, this time with an increase in sail area. The rudder took on a higher aspect shape. Early Mark III's had clear port lights with aluminum casings. These were later replaced by a recessed design with smoked acrylic. Later hulls had an anchor locker in the bow, and lifelines became toe rail-mounted. Small changes were made to the interior detailing, but the basic layout remained unchanged. A key change in the Mark III was that the cockpit was lengthened, and the traveller was now mounted forward. This opened up the cockpit, and wheel steering became the popular option in 1975. Diesel power became available in 1978, and by the end of the Mark III's run, the single-cylinder Yanmar diesel had become standard.

Mark IV: Hulls 915 to 984 were produced from 1981 to 1982. The greatest change was cosmetic, with the primarily teak interior giving way to the style adopted in the rest of the C&C line: off-white melamine trimmed with teak and dark-anodized aluminum mouldings. Reportedly, there was consideration to marketing the boat as the Landfall 27 ( Landfall distinguished C&C's purely cruising-oriented offerings from the cruiser-racers that were the foundation of the company's reputation). Other substantial changes included setting the forestay back about seven inches to accommodate a bow roller and upgrading auxiliary power to a two-cylinder Yanmar (though many boats were built with gas engines).

Specifications

The information below is for general reference. Class-sanctioned measurement data can be found in the C&C 27 Class Association Constitution & Rules .

Hull No. Year Built LOA LWL Beam Draft Ballast Disp. Rig Ht. Sail Area Mark I 1-167 1970-72 27'-4" 21-0" 9'-2" 4'-3" 2512 lb. 5500 lb. 33' 0" 343 sq. ft. Mark II 168-451 1972-74 27'-4" 21-0" 9'-2" 4'-3" 2512 lb. 5500 lb. 35' 0" 343 sq. ft. Mark III 452-914   1974-81 27'-10.5" 22'-10.5" 9'-2" 4'-6" 2116 lb. 5500 lb. 37' 0" 372 sq. ft. Mark IV 915-979 1981-82 27'-10.5" 22'-10.5" 9'-2" 4'-6" 2116 lb. 5500 lb. 37' 0" 372 sq. ft.

Maximum Spinnaker & Headsail Measurements

Roll your cursor over the rig diagram above to see major measurements visually defined. You can find more precise definitions along with terms primarily of interest to official measurers and sailmakers (such as MGM, the mid-girth of the mainsail) on the ISAF's sail measurement pages.

I J JC LP SPL WPL SMW Mark I 33'0" 11.75 13.4 19.39 (165%) 13.4 15.51 24.12 (180%) Mark II 35'0" 11.75 12.5 19.39 (165%) 12.5 15.51 22.50 (180%) Mark III 37'0" 11.75 11.75 18.21 (155%) 11.75 14.57 21.15 (180%) Mark IV 37'0" 11.17 11.75 18.43 (165%) 11.75 14.74 21.15 (180%)

Maximum Mainsail Measurements

P E HBL MGU MGM     Mark I 28.5' 10.5 0.50 4.25 7.08     Mark II 29.0' 9.5 0.50 3.97 6.59     Mark III 31.0' 10.0 0.50 4.15 6.88     Mark IV 31.0' 10.0 0.50 4.15 6.88    

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C&C 115

• By Tim Murphy
• Updated: May 3, 2006

Rounding the corner at Gray’s Reef during last summer’s Chicago-Mackinac race, I was in the aft cabin of the C&C 115 prototype when shouts from my mates in the cockpit roused me from what was never destined to be a peaceful slumber.

“Thirteen!” cried the helmsman, his eyes on the speedo. On a boat with 33 feet of waterline, that’s a lucky number, indeed. I rolled out and dashed to the deck for the exhilarating run down the Straits of Mackinac to a podium finish.

It was one of several very happy moments aboard the model that would go on to earn accolades as Sailing World’s Overall Boat of the Year for 2006 as well as Best Racer/Cruiser.

C&C Yachts was founded in 1969 by George Cuthbertson and George Cassian in Niagara-on-the-Lake, Ontario, Canada. But a fire in 1994 all but ended C&C’s life in Ontario, and in 1998 the folks behind Tartan Yachts bought the name and several molds. From that moment on, C&C’s fate has been intertwined with that of Tim Jackett, the head designer who virtually grew up with Tartan Yachts. Like other recent models, the C&C 115 is his brainchild.

While both Tartan and C&C have historical claims to both sides of the racer/cruiser divide, since coming together under one umbrella, the two lines have been deliberately distinguished. Jackett has tailored the Tartan line toward the cruising end of the spectrum and the C&C more toward the performance end.

Secrets to C&C’s success lie in several strategic choices. The most important of these was the decision to build epoxy boats on a production scale. Epoxy is tricky to work with, but done right, it’s flat-out the best resin with which to build boats: stronger, stiffer, and more resistant to osmosis than either polyester or vinylester. Impregnated, vacuum-bagged, and post-cured in a sandwich with unidirectional E-glass and Core-cell linear-polyurethane- foam coring, these boats start with a top-notch structure. C&C offers four models (the 99, the 110, the 115, and the 121), and Jackett expects to build 40 units of the 115 this year alone.

Another strategic choice was to invest in a facility that builds carbon spars: Every C&C 115 comes standard with a carbon rig. With a tube that’s half the weight of and stiffer than an equivalent aluminum rig, the 115’s weight aloft is markedly diminished, and the boat is that much more stable. The boat’s righting moment at 1 degree is 1,200 foot-pounds.

All of this adds up to a boat with a light-ship displacement-to-weight ratio of 146 and a sail area-to-displacement ratio of 24, based on a 100-percent mainsail and foretriangle. For those who do plan to bang around the buoys, the boat’s IRC rating is 1.07; the PHRF rating is between 63 and 72. What’s it all mean? Fun, that’s what.

Accommodations are simple and elegant–nothing stripped-out here–with a double berth in each end and saloon settees that work as singles. The interior joiner work is finished with a pleasing cherry. A 28-horsepower Yanmar with saildrive quietly delivers ample power.

All in all, you’d be comfortable to take this boat anchoring, but you’d be thrilled to take it sailing.

Tim Murphy is Cruising World’s executive editor.

C&C 115

LOA 37′ 9″ (11.50 m.) LWL 33′ 0″ (10.06 m.) Beam 11′ 11″ (3.63 m.) Draft 6′ 8″ (2.03 m.) Sail Area (100%) 781 sq. ft. (73 sq. m.) Displacement 11,800 lb. (5,352 kg.) Water 70 gal. (265 l.) Fuel 26 gal. (98 l.) Engine 28-hp. Yanmar with saildrive Designer Tim Jackett Sailaway Price $215,000

C&C Yachts (440) 357-7223 www.c-cyachts.com

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• Sailboat Reviews

The Dual-Purpose C&C 33 Mark II

The old new c&c 33 proves to be a formidable racer that can also deliver you over the horizon..

Photos by Otto Rascon

When the C&C company shut down operations in 1986, it was big news in the North American boating community. Since the companys formation in 1969, it had been a stalwart of the industry-the leading Canadian builder, by far, and one of the major brands wherever fiberglass sailboats raced or cruised.

C&Cs lineup always featured the dual-purpose racer-cruiser, and always aimed for quality construction and detail, fitting a market niche below the outstanding luxury yacht but above the standard, midline fiberglass auxiliary. C&C boats are know for good-looking moderate designs, a tradition started by the original partners-the two Cs, George Cuthbertson and George Cassian-and the companys chief designer, Rob Ball. Performance also was a C&C hallmark. Most of its models were heavily marketed as serious racers, and even old C&Cs continue to be actively raced in PHRF fleets today. (For example, there were 14 registered to compete in the 2015 Chicago to Mackinac Race.)

C&C was the first major company to commit to cored hull construction, and only Tillotson-Pearson compared to C&C in terms of experience with balsa-cored laminates. The builder also was the first major company to commit to solid rod rigging, and they had a tradition of rigging and equipping their boats with first-class spars and fittings.

The C&C 33 is often referred to as the new C&C 33 or the C&C 33 Mark II (33-2), to distinguish it from the C&C 33 Mark I, which was produced between 1974 and l977. While some of the specs are similar, the Mark II is an entirely different boat, not sharing any of the tooling of the Mark I. The Mark I was widely regarded as one of the prettiest racers around, and 209 of them were built.

In design, the C&C 33 Mark II has conservative lines. Like other C&C models, it has a flat sheer, sharply reversed transom and sharply angled bow. The hull has a fine entry and cutaway forefoot. Theres a hard turn to the bilge about a foot below the waterline, and the very center of the hull is flat. A fin keel was the standard, but a shorter fin and a keel/centerboard combination were available options. A small skeg is fitted ahead of the spade rudder. According to owners, this setup allows for precise turning in tight spaces.

The Mark II was introduced in 1984, and over 200 of them were built in the four years the boat was in production-impressive considering the companys business problems in the middle of the run, and the heavy competition in this size from American and European companies.

Construction

The Mark IIs hull construction represented a departure from typical C&C practices, in that only the forward panels of the hull are balsa cored. The rest of the hull is a conventional hand lay-up of mat and roving, with an isophthalic gelcoat and skinning resin. The 33s larger sisters (35, 38, 41, and 44) have balsa coring throughout their hulls, while the smaller sisters (30 and 27) have no coring at all in the hull.

The cored laminate offered stiffness and strength combined with light weight, and it was one of C&Cs keys to building tough, lightweight race boats that wouldnt flex too much. To achieve stiffness and strength without the coring, C&C used what they call a spider system: basically a structural framing bonded to the hull and integrated with the attachment points for the rig and keel. The hull laminate itself becomes relatively less important structurally, as the frame becomes the primary load-bearing structure of the boat.

The deck is one-piece molding with balsa core in the horizontal surfaces, and hardware is backed with both aluminum and Coremat for strength in the attachment points.

The hull-to-deck joint is standard, with an inward-turning hull flange on which the deck is set. Stainless bolts run through the joint and through an aluminum toerail that covers the joint. The whole stem fitting as well as the corner pieces for the toerail are the heavy aluminum castings that are traditional on C&C boats, but it is interesting that C&C used plastic moldings for the stanchion bases on the 33.

When new, the Mark IIs had good quality gelcoat and generally fair hulls. But if youre considering buying a used one, be sure to look for signs of stress cracking or crazing as most of these have been raced a lot-some quite hard-over the last 25 years. Our reviewer examined one, built in 1988, that had only minor crazing and a surprisingly good quality deck, but the owner explained it had not been actively raced in the past.

The standard fin keel (6-foot, 4-inch draft) is external lead, bolted to a stub on the hull. The centerboard option is unusual in that it is a fiberglass molding with some lead inside, and the board is fitted entirely inside a shallow keel (4-foot, 4-inch draft) fitted to the hull.

The fiberglass board is lighter (for lifting) and quieter than a more common steel board, which tends to bang around in the centerboard trunk. The fiberglass molding also makes for a better-shaped and fairer fin for upwind work. The lifting cable is housed inside the keel, so it presents no drag and makes no noise at speed. The cable passes through the cabin and is housed in a stainless-steel tube, which also supports the cabin table, and is led to a stopper and winch on the aft end of the cabin house.

The fin keel weighs 3,975 pounds (42 percent of total displacement); the keel/centerboard, at 5,258 pounds, is much heavier. Nominal displacement for the fin-keel version is 9,450 pounds; for the centerboard version, its 10,733 pounds.

The 33s rudder is fiberglass over a webbing of stainless welded to the stainless-steel rudder stock. If youre considering buying a C&C 33, be sure to look over the rudder and skeg carefully.

Also, as is the case with most 25-year-old, external ballast keel boats, the ballast should be lowered and the keel bolts inspected before purchase, especially if the boat is sailed offshore. C&Cs are among the production boats (like Catalinas, Hunters, and Cals) that have been known to show a keel smile, where the keel bolts work loose and water gets in between hull and keel, causing the bolts to corrode. Usually a product of not torquing the keel bolts periodically, the keel smile is due more to a lack of proper maintenance than design.

The model that we sailed had a rig from the C&C spar shop, known in its time as a builder of sturdy high-performance rigs. The spars on later models were from Offshore Spars in Detroit.

The mast and boom are fairly heavy extrusions, painted white, with integral grooves for taking bolt rope or slugs. The mast came standard with internal halyards and lifts, as well as an internal wiring conduit and VHF cable. The boom has built-in slab reefing gear. The mast is stepped on the keel.

The standard standing rigging is made up of Navtec stainless rod, tangs, and turnbuckles, with 1 x 19 stainless for the adjustable babystay and for the split part of the lower backstay. Original main and jib halyards were stainless with rope tails. The shroud chainplates, set inboard for close sheeting, are attached to the hull by stainless rods between the deck and hull anchor points.

The Mark II came standard with good quality hardware for rig control. Spinnaker winches and gear, boom vang, and backstay adjuster were options.

Engine/Mechanical Systems

The original Yanmar 2GM engine is a bit tight in the 33s engine compartment, but otherwise the installation is first rate. The engine beds are actually part of the structural spider beams. The engine box is insulated with sound deadener, and the engine is about as quiet as you can expect a two-cylinder diesel to be. The standard solid prop should be replaced with a folding prop.

The electrical system and plumbing are well done. Electricity includes a 12-volt system with ample interior lighting. A 120-volt shore-power system, with a 50-foot shore cord, was standard equipment.

A three-burner, propane stove with oven also was standard, as was hot-and-cold pressurized water. The 30-gallon water tank is adequate for typical cruising, though ocean sailors may want to convert the standard 24-gallon holding tank to freshwater storage.

Performance

The 20-horsepower Yanmar is big enough to handle the boat in most conditions. We were under power only in fairly flat water. The boat was fitted with an optional Martek folding prop, and we had no problems backing or turning. The engine pushed the boat to hull speed easily. We suspect a big head sea would challenge the peak output of the engine, probably slowing the boat to 4 knots or so, but the amount of power is ample for all reasonable sailors in almost all conditions.

Steering is with the standard 36-inch destroyer wheel. Throttle and shift controls are integral to the pedestal, and visibility over the deckhouse is good when you are sitting on the skippers bubble hump behind the wheel.

The aluminum fuel tank holds 20 gallons, which should be good for about 180 miles of powering under normal conditions. The engine control panel is in one bay of the T-shaped cockpit. You can’t see it easily from the steering position, but thats a very minor inconvenience.

Access to the engine is through the removable companionway steps, through opening panels on both the port and starboard side of the engine, and through the cockpit seat locker.

The boat looks like it should be an all-around wholesome boat, but we initially thought of it as not particularly a standout in its size and price range. Our test sail convinced us otherwise. We found the 33-2 to be a fine sailer, just about everything we would want in its size.

The C&C 33 Mark II performs well without demanding the incessant tweaking and crew movement of so many high-performance boats. We sailed the centerboard version and evaluated a deep-keel version, and reviewers found no particular shortcomings in eithers performance.

With a good set of sails, the centerboard test boat was at least as weatherly as any boat in its PHRF division. We tried sailing the reaches and the runs with the board up and with the board down, and we could not discern any difference in speed-though as charterer, we deferred to the owners conviction that the boat was faster off the wind with the board up. The boat seemed to steer as well with the board up as with it down.

With the extra weight, the centerboard model is a little harder to push around a race course in light air, but in 15-knot winds, she had to ask no favors, and in 22-knot winds, she was a pleasure to sail compared to the other boats on the race course.

In absolute terms, we know that there are faster boats around. Most of them, unfortunately, are a pain to handle as the wind pipes up, and we wouldnt want to sail them on some of the long, rainy slogs that we often encounter in cruising. Shorthanded, most of the faster boats are miserable. The C&C 33, in contrast, is an easy sailer, respectable in light winds, and a pleasure in heavy.

courtesy of Olson’s Classic Yachts

The deck layout on the C&C 33 is conventional. The double lifelines with lifeline gates, pulpit, and pushpit are sturdy, well made, and came as standard equipment. The pushpit has a gate that can be fitted with stern ladder-a good idea for both the racer and cruiser.

The foredeck is quite narrow, so anchoring and headsail handling can be difficult. The sidedecks leading aft are wide because of the inboard shrouds and easy to move along.

Because of the sculpting and window shape, the cabinhouse looks low, but it is actually quite high-a difficult step up from the sidedecks or cockpit for some. Fortunately, because all the lines lead aft to the back edge of the cabin, theres not much occasion to walk on the cabintop abaft the mast. Forward of the mast, the cabin slopes gradually into the deck, and movement is easy. However, the skylight over the head and the forward hatch are slippery stumble-makers and need to have nonskid tape put on them.

Our test boat did not have a dodger, and the sculpting of the cabin house may make it difficult to design a wide one. A narrow dodger, fitting just over the companionway, would work well.

The cockpit is a conventional T-shape with a bridgedeck-mounted traveler. A cabintop-mounted traveler was an option, but there seems to be little to recommend it. The cockpit seats are comfortable for sitting but too short to lie down on. The forward part of the coaming is OK for sitting, but youll be inclined only to stand on the cockpit sole, aft of the bench seats. The cockpit is definitely skewed a little toward the racing side of this boats dual purpose, and its a much better cockpit underway than dockside.

Hardware is good quality and well arranged. The standard winches are of adequate size, though the boat is stiff enough to carry a heavy 150-percent genoa in 20 knots of wind, and thats a handful for the No. 24 primaries, unless the racing crew is on board.

As is the case in most boats of the 33s vintage, theres not too much abovedecks storage room. An anchor well forward will stow a Danforth, but everything else will have to go into the one aft locker under the starboard cockpit seat. Its a cavernous locker, but the serious cruiser will have to devise a way to subdivide it to make it more usable. Behind the helmsman are a small locker for propane bottles and a small stowage spot for winch handles.

The arrangements belowdecks are conventional: V-berth forward, head with shower opposite a hanging locker; port and starboard settees outboard of a saloon table; L-shaped galley; nav station at the head of a double quarterberth (well, maybe a one-and-three-quarter quarterberth). From the center bulkhead aft, the boat is wide open, which seems to us like a more sensible arrangement than the Euro compartmentalizing of the aft cabin and aft head, at least in a boat this size.

A few notable details: A decent built-in bureau in the forward cabin is a nice touch. The head compartment is a single fiberglass molding, including the wash basin-all compact, well designed, and easier to clean. The galley is quite serviceable, with a good stove and a stainless bash bar to keep you from crashing into it.

The teak overhead and bulkhead veneer contrast with the off-white hull liner. The liner is well done, with removable panels for servicing hardware fittings, wiring, and so on.

Overall, the cabin is comfortable. Weve often heard older C&Cs rapped as leaky boats, with drips around windows and under heavily loaded deck hardware, but the boat we sailed was completely dry.

Owners Comments

The biggest complaints among the C&C 33 Mark II owners that Practical Sailor surveyed were engine access and cabin ventilation. Nearly all noted that it was a challenge to access the engine easily, and most reported that their boat upgrades including increasing belowdecks ventilation with solar vents or other openings.

Interestingly, most gave the boat an average rating for stability but rated the seaworthiness as good or better. The majority of those surveyed rated the boats upwind and off-the-wind performance equally good; only a handful said the upwind performance was better.

Some things to keep in mind if youre shopping for a C&C 33: Check for leaks around the chainplates and look for stress cracking in the deck, signs the boat had a hard racing life and the backstay likely saw too much pressure. A few surveyed owners reported blisters, but both said the problem was minor. One owner cautioned others to check the transmission shaft cable as his was not installed and adjusted properly, resulting in premature clutch failure.

Conclusions

If youre entirely devoted to racing, wed probably suggest looking at something different-maybe a J/33, or possibly a J/35. For those who solely cruise, wed also recommend different boats-maybe something more like a Tartan 34 or a Mason 33. But if you plan to do a good share of racing, some serious weekending, and at least one long, shorthanded cruise per season, then the C&C 33 is among the boats we suggest checking out. Although in some ways, it seems plain and indistinctive, the C&C 33 is admirably suited to be both a racer and a cruiser. Its a boat for sailors who truly want a racer-cruiser. C&Cs also hold their value well, so buying one would be a sound investment, and there are plenty in good condition to be had on the resale market, especially in Canada.

Editors note: This review is an updated and expanded version of one previously published.

• C&C 33 Mark II Owners

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Cruiser-racer

You can choose from three different rigs for the new 36. The difference among them is horsepower.

The hulls share some numbers in addition to similar LOAs. Both boats weigh 12,000 pounds and have beams within an inch of each other at 11 feet, 6 inches and 11 feet, 7 inches. The biggest difference in basic dimensions is at the DWL. The old 36 had a DWL of 27 feet, 9 inches and the new 36 has a DWL of 30 feet for an additional 2.25 feet. This extra DWL brings the D/L down from 251 to 198.4. The plan view shows that while the beams are similar, the distribution of beam is distinctly different. The old 36 was still trying to keep its measured IOR length down with what we came to call "pinched ends." The new 36, on the other hand, has an extremely broad stern.

Looking at the rest of the hull shape, I can see a strange little kick to the counter profile aft. Generally, you like to keep the run/counter as flat as possible. Both hulls show small skegs in front of the rudders, but the newer 36 has a vertical rudder stock and a rudder that cuts off at the DWL and doesn't meet the counter.

The keel of the new 36 shows that we have come to fins with bulbs from the days of the old 36 when keels were bladelike fins. People want horsepower and you need stability to carry a big rig and the best way to increase stability is to put some type of bulb on the keel. Interestingly, the older fin-keeled 36 had 400 pounds more ballast than the newer fin-keeled model. There is also a wing keel, shoal draft model with 4 feet, 11 inches of draft and 5,225 pounds of ballast. Note, also, the difference in sweep angles of the keels.

Going below we see dramatic differences between the two boats. The arrangement plan differences are as marked, if not more marked, than are the hull shape differences. The old 36 is very typical of the layouts of the day, very boxlike with lots of 90 degree angles. The quarter berth of the old 36 is a double in the new 36, hinting at things to come.

The new 36 has a layout developed from the years of influence the European designs have had on us, such as the queen-sized quarter berth in its own separate stateroom. This puts pressure on the galley, so the new 36 has less counterspace. The head on the new boat is aft and includes a shower stall. The nav station is coupled to the starboard settee. Forward V-berths are history and the new 36 has a large double berth forward. Progress is wonderful. I would also like to know how much the layout had to do with the width of the stem on the newer design. I'm partial to the older layouts, but that's just me trying to hold on to the things I loved about boats as a boy. Interiors are so subjective.

You can choose from three different rigs for the new 36: the 36+ for cruising,, and the 36XL or 36R for racing. The difference among them is horsepower, with an SA/D of the hottest model-the 36R 20.94, compared to the 18.31 of the older model, which was considered relatively high at the time. The new rigs have triple spreaders and running backs. The old chopped-off E dimension so typical of the IOR has been replaced with a boom that can sheet to the aft end of the cockpit. The sailplans show this to be an exceptionally handsome design in every respect.

Also in Perry on Design

• Dragonfly 40
• Wallyrocket 51
• Clubswan 28
• Beneteau Oceanis 37.1
• M.A.T. 12.2

Also from Robert H. Perry