catalina 36 sailboat data

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• Sailboat Reviews

Catalina 36 MK II

This recent update of an extraordinarily popular 18-year-old design is a good all-around boat. owners’ main complaint is with interior woodwork..

Now the largest manufacturer of sailboats in the US, Catalina Yachts was formed in 1970, two years after founder Frank Butler was fired by the company to which he sold his first boatbuilding business.

Butler was the owner of a machine shop that provided parts for the aircraft industry when he began sailing at age 30. In 1961 he got the boatbuilding bug and formed Wesco Marine, soon changing the name to Coronado Yachts.

He successfully introduced the Coronado 25 in 1964, and sold the company to the Whitaker Corp. in 1968. A year later he was unemployed, and prohibited by a no-compete agreement from forming another company for two years.

With the expiration of the agreement in 1970 he established Catalina Yachts; introduced the Catalina 22, of which more than 15,500 have been sold; and began a steady ascent to the top of the industry.

The company’s 700 employees occupy more than 500,000 square feet of manufacturing space at two plants in California, and a third in Florida, purchased from Morgan Yachts. Butler still manages the daily affairs of the company, and continues to act as “warranty coordinator.” He is assisted by chief designer and engineer Gerry Douglas, and Sharon Day, director of marketing, both of whom are now co-owners.

Catalina’s model lines range from the 8-foot Sabot to a well-developed line of Catalina and Expedition daysailers to boats with cabins that run the gamut from the Capri 22 to the Catalina 470. The company also builds Nacra catamarans.

Design Like most of the company’s boats, the Catalina 36 was designed by the in-house design team under the direction of Douglas.

“The target market for the 36 is couples and families who primarily weekend and vacation cruise but may be planning some extended cruising,” said Douglas. “They want a boat that is comfortable, offers reasonable performance, and is stable and predicable to handle. The boat suits their budget, and they can add gear for bluewater cruising.”

Like most modern production boats, the 36MKII has a fairly flat sheer, low-profile cabin and short overhangs. Beam is carried well aft to accommodate the double berth in the aft cabin.

“The hull shape has remained the same, since a basic tenet was that the boat would sail in a one-design fleet,” Douglas said. As a consequence, changes to appendages have had little affect on the PHRF rating, which is 140-150, depending upon local fleet handicappers.

The standard fin keel is the same design as on hull #1, though two shoal draft keels have been offered. An optional Scheel keel, which enjoyed limited success, has been replaced by a shoal draft wing keel. On new boats the rudder has been reconfigured as a semi-elliptical blade.

Three different decks have been manufactured but, as Douglas said, “most of the changes are cosmetic or ergonomic and have gone unnoticed. Maybe a customer said that a radius needed to be softened or I noticed things on my boat that I wanted to change.”

The MKII was introduced in August 1994 with hull #1368. Hull #2038 was launched last March.

Construction Catalinas are assembled from three principal moldings—the hull, deck and an interior liner that incorporates the cabin sole and much of the “furniture.” Butler was an early (possibly the first in the US) proponent of this time-saving method.

The hand-laid hull is solid fiberglass. Vinylester resin is used on the outer plies, underneath the gelcoat, because it better resists osmotic blistering than polyester. The balance of the laminate consists of alternating layers of 7.5-ounce cloth, 24-ounce roving and 1.5-ounce chopped strand mat (CSM).

“There’s more knitted than woven roving in current models,” Douglas said, adding that this improves structural integrity.

Hull thickness is 1″ at the centerline and 5/8″ on bottom panels.

The liner is bonded to the hull at all intersections using X-mat tape. Bulkheads are bedded in 3M 5200 and bolted or screwed to the liner.

The hand-laid deck is cored with Baltec AL 600 end-grain balsa; decks on earlier versions were cored with plywood.

The hull/deck joint is an overlapping flange bonded with a fiberglass-reinforced polyester mix and secured with 1/4″ bolts on 6″ centers.

The loads from the lower shrouds are transferred to the hull via tie rods fastened to the chainplates on top and to reinforced areas of the hull at bottom. A common complaint among owners responding to a PS survey is that chainplates leak and require annual inspection or rebedding.

Deck hardware is fastened with machine screws to drilled and tapped aluminum plates bedded in the deck laminate. This method produces a secure fit and avoids dimples on the ceiling of the interior.

The keel is lead with 2% antimony and installed with type 316 stainless steel keel bolts. The fin weighs 6,042 pounds, the wing keel 6,670 pounds.

On Deck Because the 36MKII was designed for cruising by couples and families with children, the deck layout is organized for shorthanded sailing.

The anodized mast is manufactured by Catalina. A Schaeffer 2100 furler is standard. The solid vang and most deck hardware are made by Garhauer Marine. Lewmar winches and hatches are standard. These lower-priced products are fine for their intended use.

The wire upper shrouds and stays are 5/16″; lower shrouds are 1/4″. A split backstay is equipped with adjustable turnbuckles. We would consider adding a backstay adjuster, which would have eliminated headstay sag on our test boat.

Standard running rigging on the boat is Dacron, strong enough and suitable for most owners, but we would consider switching to low-stretch rope.

Primary winches are self-tailing, chromed-bronze Lewmar 48s; halyard winches are self-tailing Lewmar 30s. Both were large enough for the heavy loads we encountered during our test sail.

The tracks for jib and genoa cars are located inboard, near the cabin sides, and outboard on the toerail. During our test sail we found the inboard track to be at least 1′ too short for sailing hard on the breeze with a double reef in the main and shortened headsail.

Standing rigging is led out of the way to the base of the cabin trunk, easing maneuvering along the 17″-wide decks. Coupled with a 1-1/2″ high toerail, and a stainless steel handrail running the length of the cabintop, we always found a handhold. However, stanchions are only 24″ high, 5″ lower than we prefer on an oceangoing yacht. Similarly, the mast pulpit is only 25″ tall.

A taller rig designed to improve performance in light air adds 24″ to the 44′ 9″ standard spar height and $860 to the purchase price, including the cost of larger sails — a deal worth grabbing, we think.

The anchor locker houses two 35-pound anchors and rode, and is designed for installation of a saltwater washdown hose. A Maxwell windlass mounted in the anchor locker is optional.

Ten-inch mooring cleats are located at the bow and stern.

We found the 8′ 8″ cockpit comfortable under sail and at dockside. Seats are 17″ wide and have comfortable 13″ backrests. Though a 42″-diameter destroyer wheel eases steering in heavy winds and seas, it impedes movement forward to the jib sheet or mainsail controls when singlehanding.

When the combination of wind and heel resulted in cushions being tossed around the cockpit, we stowed them below, only to discover that wet, slick cockpit seats make tending sail controls difficult when heeled more than 10°. A better non-skid surface would be safer.

Light and ventilation belowdecks are provided by Lewmar hatches located on the bow, amidships, and over the galley and nav station. The large hatch that vents the aft stateroom is covered by a hinged cockpit seat.

One old 36 we inspected had windows screwed to the outside of the cabin side. We prefer the current method of bedding ports in the cabin sides. However, the windows overlap the fiberglass to which they are bonded by 1-1/2 inches, and few owners reported leaks on newer boats.

A storage area spans the stern and provides access to the steering gear. A propane locker is located in the stern and vented overboard. The port lazarette has adequate space for the storage of deck gear, dock lines and, if properly stowed, an inflatable dinghy.

Belowdecks The accommodation plan is nearly 20 years old and is essentially unchanged, except for “minor changes in storage areas, especially where batteries are located,” Douglas said.

The saloon measures 13′ 4″ long from the companionway to the forward stateroom, and maximum headroom is 6′ 5″. The combination of light- colored composite countertops and wood cabinetry, opening ports and hatches, and two portlights in the hull contribute to a sense of spaciousness.

The galley is located to port at the foot of the companionway, aft of a U-shaped dinette that seats four. (An L-shaped dinette with fold-down table also is available.) Forward to port is the head, which can be accessed from the saloon or the forward stateroom. The V-berth measures 90″ wide at the head and 84″ on centerline.

A second stateroom below the cockpit is accessed from a door in the port quarter. The nav station sits opposite the galley, aft of two heavily cushioned seats located to either side of a 25″ x 30″ game table that can double as a dining table or be converted to a 6′ 2″ long berth. Each chair has storage in its base.

“That table has been part of the design since hull #1, and was the first of its type in the industry,” said Douglas. “It’s still a good use of the space.”

One owner complained that the dining table mounting bracket is so far off the center of the table that a large person thrown onto the inboard edge could break the table. Another owner added a hinged second leg.

A common complaint among owners concerns interior woodwork. Said one owner, “The joinery is only average, but this isn’t a Hinckley; it’s a production boat.” Cabinet corners frequently do not fit squarely, and one owner reported having to plane drawers until they fit properly.

The galley is an L-shaped affair with a Seaward two-burner propane stove. The counter is 60″ long and 18″ wide when wooden panels are placed over the double sinks. A 22″ deep dry locker would benefit from the addition of a shelf and storage containers.

The 22″ x 26″ chart table is too small for full-sized NOAA charts but suitable for folded charts or chart kits.

The owner of our test boat echoed two common complaints about the heavily upholstered nav station chair, which is mounted on a swinging stainless steel bracket.

“The lock doesn’t always hold the chair securely under the table on a starboard tack,” he said, “and the chair blocks access to the aft stateroom and also intrudes into the passageway when occupied.”

“The nav station chair has been changed as a result of complaints about the stability of early models,” Douglas said. “Current boats have a bronze bearing on the seat swivel, and a stronger spring. And the backrest can be easily removed by those who are unhappy with the space it takes amidships.”

The nav station bulkhead is large enough for mounting a VHF radio, GPS, stereo and instruments. The switch panel is hinged; wires are easily accessible and color-coded.

Newer boats have a second electrical panel located at the nav station, equipped with a Perko master switch for the engine and DC power.

Headroom at the forward end of the aft stateroom is 5′ 10″, and elbow room is adequate. The stern bunk is a whopping 78″ wide and 80″ long. However, there’s minimal clearance betweenthe bunk cushions and the bottom of the cockpit—only 16”. A hanging locker is wide enough for four sets of clothes, and storage is in four tiny drawers.

The head is essentially unchanged from early models, other than the addition of a sump in the shower. It measures 50″ x 36″ and is furnished with a large cabinet and mirror. A shower seat is forward of the sink.

The diesel engine is accessed by removing the companionway steps and panels in the aft stateroom. Reaching the port side of the engine is a difficult chore. The fuel tank is under the aft berth. All of the tanks have inspection ports.

Performance We tested a three-year-old MKII with a tall rig on a blustery winter day on Puget Sound, and were impressed with its performance in winds of 15-30 knots.

The standard-issue sails showed signs of use, since this owner sails 60-70 days a year. The test boat was also loaded for cruising with two kayaks lashed atop the cabin, a towed dinghy, barbeque, propane tank, and outboard motor mounted on the stern rail.

In wind speeds of 16 knots true and a one-foot chop on the quarter, we sailed at 5.7 knots under full main alone. This was good speed, with a tacking angle of about 110°.

Then, sailing upwind with the full main and 135% genoa, boatspeed varied between 5.5 and 6 knots. When we reefed the main she flattened out to approximately 15° of heel, her best attitude, and speed increased to 6.2 knots. Our tacking angle with the genoa up was about 100° —not stellar, but not abnormal, either.

Next we tucked in a second reef in the main, shortened the jib to 105%, and with water coming over the bow we watched speed increase to 7.1 knots. At one point the speedo recorded 7.6 knots on the beat. She slowed to 6.2 knots when we pinched her closer to 40°. Footing off to a broad reach, our speed increased to 8-8.5 knots, a knot faster than theoretical hull speed.

With sails balanced, we also tested the Autohelm 4000 on a reach in 20-25 knots of wind and found that the boat tracks well.

The 36 MKII performs as well as owners say, but could be improved with better-cut standard sails and a backstay adjuster.

The standard engine is a four-cylinder Universal 35B diesel. Fuel consumption is estimated to be 0.8 gallons per hour at 2200 RPM. When we doused sails in 25-knot gusts the diesel easily held the boat into the wind. The boat responds quickly to the wheel under power, as we discovered while poking in and out of fingers docks in a marina.

Conclusions Based on input received from more than 60 Catalina 36 owners who responded to a PS survey circulated by Phil Herring at Catalinaowners.com, we consider them a savvy bunch who understand the strengths and shortcomings of their boats.

These owners consider their boats to be structurally sound, seaworthy, and “fast enough.” They don’t suffer from expectations of Hinckley quality. We note that three 36 owners have circumnavigated the world, without incident according to the company.

“They don’t mind not having that extra layer of varnish or wood plugs in holes,” as Douglas says, “and they like to tinker on their boats. I like to think that we’ve given them a stable platform on which they can safely sail.”

Our test boat gets more-than-average use by a family that includes three teenagers, and it still looks fit. The boat also suffers some of the shortcomings of joinery assembled in a large manufacturing facility.

An excellent 78-page owner’s manual includes schematics of all of the boat’s operating systems, locations of through-hulls, a complete parts list, even a section on cleaning stains on the upholstery. From an owner’s perspective, this makes working on the boat easier. From Catalina’s perspective, it reduces the number of telephone calls to the customer service department.

The warranty is five years on the structure, and five years for blisters with a depreciating schedule that reduces to 50% in the final year.

Considering the number of 36s built during its 18-year run, and the number of repeat customers among Catalina owners, we think buyers looking for a moderately priced production boat should definitely check out this retooled version.

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

Contact- Catalina Yachts, 21200 Victory Blvd., Woodland Hills, CA 91367; 818/884-7700; www.catalinayachts.com .

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• Catalina 36 Mk1

The Catalina 36 Mk1 Sailboat

The Catalina 36 Mk1, a masthead cruising sloop, was designed by Frank Butler and built in the USA by Catalina Yachts. 

Published Specification for the Catalina 36 Mk1

Underwater Profile:  Fin keel with spade rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  36'4" (11.1m)

Waterline Length:  30'3" (9.2m)

Beam:  11'11" (3.6m)

Draft:  5'10" (1.8m)

Rig Type:  Masthead Sloop

Displacement:  13,500 lb (6,123 kg)

Designer:  Frank Butler

Builder:  Catalina Yachts (USA)

Published Design Ratios for the Catalina 36 Mk1

1. Sail Area/Displacement Ratio:  15.4

2. Ballast/Displacement Ratio:  44.4

3. Displacement/Length Ratio:  218

4. Comfort Ratio:  24.0

5. Capsize Screening Formula:   2.0

read more about these all-revealing numbers...

Summary Analysis of the Design Ratios for the Catalina 36 Mk1

The Catalina 36 sailboat, based on the published design ratios, would theoretically have the following sailing characteristics:

• Sail Area/Displacement Ratio (15.4) : This ratio is slightly below 16, indicating that the Catalina 36 might be considered marginally underpowered. This could mean that it may not reach its maximum potential speed as quickly or as easily as boats with a higher ratio. However, it also suggests that the boat might be easier to handle, especially for less experienced sailors.
• Ballast/Displacement Ratio (44.4) : This ratio is above 40, suggesting that the Catalina 36 is a stiffer, more powerful boat that can stand up well to the wind. However, this ratio doesn't account for the location of the ballast. If the ballast is located in a shallow draft keel, the boat might be less stiff than if the ballast were in a bulb at the foot of its keel.
• Displacement/Length Ratio (218) : This ratio falls within the range of Moderate Displacement, suggesting that the Catalina 36 has a good balance between stability and speed. It should be able to maintain a reasonable speed without requiring an excessive amount of sail area.
• Comfort Ratio (24.0) : This ratio indicates that the Catalina 36 is associated with a motion similar to a coastal cruiser. This suggests that the boat should provide a relatively comfortable ride in most conditions, although it might not be as comfortable in heavy seas as boats with a higher comfort ratio.
• Capsize Screening Formula (2.0) : This value indicates that the Catalina 36 has blue water capability and should be relatively stable and safe during ocean passages from this aspect.

It's important to note that these ratios are theoretical and provide a general idea of a boat's performance and comfort. They don't take into account other factors that can influence a boat's behavior, such as its hull shape, rigging design, and the skill of its crew.

For example, the Ballast/Displacement Ratio doesn't consider the location of the ballast, which can significantly affect a boat's stiffness.

Similarly, Ted Brewer's Comfort Ratio favors heavy displacement, narrow-beamed vessels with long overhangs, so modern light-displacement, beamy cruisers with plumb bows might not score well on this ratio even though they may have good bluewater capability.

Therefore, while these ratios can be useful for comparing different boats, they should be used in conjunction with other information and not as the sole basis for evaluating a boat's suitability for a particular purpose.

Your questions answered...

What design options were available for buyers of the Catalina 36 sailboat?

The Catalina 36 had several design options available for buyers. These included different keel options (standard fin keel and optional shoal draft wing keel), and rig options (standard and tall rig). The tall rig was approximately 2.0 ft higher than the standard rig and was offered as an option for sailing in areas with light winds.

Did any alternative versions of the Catalina 36 sailboat become available during its production run?

Yes, the Catalina 36 Mark II was introduced in 1994 and had a larger cockpit, different cabin ports, a walk-through transom, along with a new deck and interior design.

Were any later Mks of the Catalina 36 sailboat produced, and if so how did they differ from their predecessors?

The Catalina 36 Mark II was the later version produced after the original Catalina 36. It used the same hull design and rig, but had a larger cockpit, different cabin ports, a walk-through transom, and a new deck and interior design.

What is the development history of the Catalina 36 sailboat?

The Catalina 36 was first built in 1982 and was designed by Frank Butler and Gerry Douglas. A Mark II version was introduced in 1994 and produced until 2005. The design was replaced in the line by the Catalina 375 in 2008. The Catalina 36 was built by Catalina Yachts in the United States, with 2305 built in total.

What other popular cruising sailboats were designed by the designer of the Catalina 36 sailboat?

Frank Butler, one of the designers of the Catalina 36, also designed other popular cruising sailboats such as the Catalina 22, Catalina 25, Catalina 27, and Catalina 30.

Other sailboats in the Catalina range include:

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• Sailboat Guide

Catalina 36 MK II

Catalina 36 MK II is a 35 ′ 6 ″ / 10.8 m monohull sailboat designed by Gerry Douglas and built by Catalina Yachts between 1994 and 2005.

• 2 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 3 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 4 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 5 / 44 Saint Thomas, St Thomas, VI 1995 Catalina 36 MK II $30,000 USD View
• 6 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 7 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 8 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 9 / 44 Saint Thomas, St Thomas, VI 1995 Catalina 36 MK II $30,000 USD View
• 10 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 11 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 12 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 13 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 14 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 15 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 16 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 17 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 18 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 19 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 20 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 21 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 22 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 23 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 24 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 25 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 26 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 27 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 28 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 29 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 30 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 31 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 32 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 33 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 34 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 35 / 44 Blaine, WA, US 2002 Catalina 36 MK II $119,900 USD View
• 36 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 37 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 38 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 39 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 40 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 41 / 44 Ventura Harbor, Ventura, CA, US 1997 Catalina 36 MK II $67,000 USD View
• 42 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 43 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View
• 44 / 44 Alameda, CA, US 1995 Catalina 36 MK II $54,900 USD View

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)

Same hull and rig as the earlier version introduced in 1982 but with a larger cockpit and updated deck and interior. (Replaced with the CATALINA 375 in 2008)

Also available with a shallower draft wing keel and tall rig. Wing keel draft: 4.52’/1.38m. Dimensions for tall rig: I: 46.75’/14.25m J: 14.33’/4.37m P: 41.0’/12.5m E: 13.0’/3.96m

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Catalina 36

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Fin w/spade rudder

Specifications CATALINA 36

Home - Sailboat Listings 1982 - 36.33 ft / 11.07 m - Catalina Yachts (USA) - Frank Butler

CATALINA 36 Sailboat Data

Hull Type: Fin w/spade rudder Rigging Type: Masthead Sloop LOA: 36.33 ft / 11.07 m LWL: 30.25 ft / 9.22 m S.A. (reported): 545.00 ft² / 50.63 m² Beam: 11.92 ft / 3.63 m Displacement: 13,500.00 lb / 6,123 kg Ballast: 6,000.00 lb / 2,722 kg Max Draft: 5.83 ft / 1.78 m Construction: FG Ballast Type: Lead First Built: 1982 # Built: 1766 Builder: Catalina Yachts (USA) Designer: Frank Butler

Information from  sailboatdata.com .

Fuel: 25 gals / 95 L Water: 72 gals / 273 L Hull Speed: 7.37 kn

Catalina 36 MkI Tall rig

Sailboat specifications.

• Last update: 1st April 2020

Catalina 36 MkI's main features

Catalina 36 mki's main dimensions, catalina 36 mki's rig and sails, catalina 36 mki's performances, catalina 36 mki's auxiliary engine, catalina 36 mki's accommodations and layout.

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Catalina 36 mk ii

The catalina 36 mk ii is a 36.33ft masthead sloop designed by frank butler/gerry douglas and built in fiberglass by catalina yachts between 1994 and 2005..

The Catalina 36 mk ii is a moderate weight sailboat which is slightly under powered. It is very stable / stiff and has a low 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.

Catalina 36 mk ii for sale elsewhere on the web:

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RETROFITS: Catalina 36 MkII

A perfect weekend cruiser in good shape gets performance-minded upgrades.

Catalina has been a successful manufacturer of well-built boats with broad appeal, delivering great value. It has mastered the art of brand loyalty and has owners who started with a Catalina 22 and upgraded every few years to eventually own the manufacturer’s biggest boats. The 36 was an extremely popular boat on the larger end of Catalina’s line, with more than 3,000 delivered. The first models rolled out in 1982 and the boat was redesigned in 1995 as the MkII. The newer model has a much more modern design, carrying its beam farther aft and opening the transom into a useful swim step.

We chose a 1999 freshwater boat, which is always a good thing to look for when buying used. Boats from the Great Lakes are little time capsules: They only see six months of use each year, all of that on freshwater, and the rest of the year is spent snug in a building or boatyard. Such boats typically have about half the wear and tear of boats from the coasts, and none of the telltale signs of saltwater exposure. You can expect to pay between $75,000 and $90,000 for a Catalina 36 MkII of this vintage, depending on condition and equipment.

I bought the boat right out of the boatyard, so a good clean up was first on the list. Once the boat was washed up it was clear that it needed a buff and wax, and there’s something about a boat that looks beautiful on the outside that makes it easier to delve into the less flashy projects ahead. I used 3M Finesse-It II on a foam pad and topped it off with two coats of 3M Marine Scotchgard Liquid Wax. I have used buffers for a long time and have a pretty deft touch with them, but for this job I upgraded to a Porter Cable 7424XP random orbital buffer. This buffer stops the pad if you push too hard, making it impossible to burn the finish, as is common with regular buffers in the hands of a person with fatigued arms. The buffer, pads and 3M products cost $210.

The boat came with a serviceable coat of Interlux VC-17m, but it was a little thin in places. We scuffed up the bottom with 320-grit paper on a random orbital sander, cleaned up the residue with Interlux Special Thinner 216, and rolled on two thin coats of paint. It took three quarts of VC17m to do two coats, we paid $55 per quart. A quart of 216 was $20, and we spent another $25 on sanding disks and rollers. Our bottom was in good shape for just $210.

The outside of the boat was looking good, but down below things still smelled like a boat and not a particularly clean one. I washed down every surface I could get to with bleach water, rinsed everything with hot water and followed up with a bucket of water and diluted mild cleanser. 

The boat has a Universal 35M—a great little four-cylinder engine based off a Kubota block—and it only has 1,100 hours on it. The engine only needed routine maintenance, so we changed the oil and filter and replaced both the on-engine fuel filter as well as the cartridge in the Racor primary fuel filter. I cleaned the entire engine with some spray cleaner, and touched up a bit of paint with a factory-matched spray paint. Westerbeke owns the Universal brand and offers full spare parts, including touch-up paint. The paint is $32 a can but is a perfect match. Aside from just looking good, a clean engine allows you to see any leaks or drips, and take care of them right away. All in, engine maintenance cost $100.

New halyards were also called for as the originals were tired and seemed pretty elastic. I am a big believer in good-quality, low-stretch halyards. Some people think high-tech rope is strictly for racers, but cruisers need performance too. To make sure all the power of our sails was transmitted to the boat, I chose 3/8-inch New England Ropes Endura Braid, which has a tough Dacron cover over a very low stretch Dyneema core. A smaller size would have sufficed from a strength perspective, but I needed the 3/8-inch size to properly fit the winches and clutches. A pair of halyards with new hardware cost us $800.

The batteries seemed a little soft on the sea trial, so I pulled them from the boat and took them in to be tested (no small feat when you’re talking about 4D batteries). The battery supply house told me the batteries had lost a lot of capacity, so I decided to replace them and went with maintenance-free East Penn AGM batteries for $900. The worst part was lugging the new ones back down into the boat.

The boat needed new flares, but the thought of spending a couple hundred dollars on SOLAS flares that last only 42 months was less than compelling. Instead I opted for a couple of the new Sirius LED flares, which comply with Coast Guard regulations for night use and last a long time with just an annual battery replacement. The flares are visible for 10 miles and will run for six hours on a set of batteries. I’ll keep my old parachute flares aboard but these electronic flares are an interesting new option. The new flares cost $100 each.

Rounding out the safety inventory, I picked up a pair of inflatable life jackets. Spinlock’s Deckvest line is ergonomically designed and comes in three sizes for a good fit. The vests are safer too, having innovative features like a built-in light and a hood to keep your face dry. The Deckvest comes supplied with crotch straps too, to stop the vest from riding up, and possibly off, when in the water. Two vests for $700 left a big dent in the refit budget but I’ll be much more likely to wear a PFD that is comfortable and gives me more confidence in the safety, too.

Starting with a boat that was in good shape allowed me to focus the retrofit budget on mostly performance-related items, with a handful of safety upgrades. It will be a few years before I need to tackle interior upgrades and there’s a lot of sailing to do before then.

1. Buffer, pad and 3M products for hull: $210

2. Bottom paint and supplies: $210

3. Cleaning supplies: $700

4. Engine oil and filters: $100

5. Mainsail: $2,300

6. Roller-furling genoa: $2,600

7. Two halyards: $800

8. Two 4D AGM batteries: $900

9. Sirius LED flares: $200

10. Two Spinlock Pro Sensor Deckvests: $700

 Retrofit total :  $8,720

Catalina 36 MkII

Purchase price: $82,500

Retrofit cot: $8,720

Retrofit is 11% of the purchase price

Grand total: $91,220

SOURCE LIST

3m, www.3mmarine.com , 877-366-2746

Catalina Direct, www.catalinadirect.com , 800-959-7245

East Penn Manufacturing, www.eastpennmanufacturing.com ,  610-682-6361

Interlux, www.yachtpaint.com , 800-468-7589

New England Ropes,  www.neropes.com , 508-678-8200

Porter-Cable, www.portercable.com , 888-848-5175

Sirius Signal, www.siriussignal.com , 888-526-0005

Spinlock, www.spinlock.co.uk , 877-465-6251

Westerbeke Engines and Generators, www.westerbeke.com ,  508-823-7677

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Catalina 36/375 International Association

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Welcome to the Community Section of the C36/C375 International Association website.  Here you'll find lots of useful information and fun stories that we make available to Members and non-Members alike. 

Members of the C36/C375IA also have access to reference manuals, maintenance tutorials, boat encyclopedias, and back issues of both Mainsheet and Jibsheet magazines.  Many would argue that the Members-only Technical section and Forum are the heart and soul of the organization.  For a complete list of benefits and information about joining, please see the Membership section.

Members, be sure to LOG IN to access all the content of the website.   Help keep this a fun and useful website by sharing a photo, sailing story, or write-up of your latest project. Just click the My Workbench link to start sharing!

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CATALINA 36 MK II 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 CATALINA 36 MK II. Built by Catalina Yachts and designed by Gerry Douglas, the boat was first built in 1994. It has a hull type of Fin w/spade rudder and LOA is 11.07. Its sail area/displacement ratio 15.72. Its auxiliary power tank, manufactured by Universal, runs on Diesel.

CATALINA 36 MK II 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 CATALINA 36 MK II 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 catalina 36 mk ii.

CATALINA 36 MK II was designed by Gerry Douglas.

Who builds CATALINA 36 MK II?

CATALINA 36 MK II is built by Catalina Yachts.

When was CATALINA 36 MK II first built?

CATALINA 36 MK II was first built in 1994.

How long is CATALINA 36 MK II?

CATALINA 36 MK II is 9.22 m in length.

What is mast height on CATALINA 36 MK II?

CATALINA 36 MK II has a mast height of 11.89 m.

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1998 Catalina 36 MkII Technical Specs

General data about catalina 36 mkii.

Engine and Power Specs

Dimensions And Wieght

Detailed Specifications

Features And Equipments

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Interior Specifications

Exterior Features

Electronical And Electrical Info

Deck Hardware

Catalina 36 MkII

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• Catalina provided us with the latest version of its 36 MkII service repair manual
• Find All mechanical and electrical parts and accessories of Catalina 36 MkII Sail here

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A Clever Carry-on Bag for 30 Percent Off

One of the best ways to upgrade your travel setup is by swapping your everyday tote bag for a dedicated weekender with a luggage sleeve that can slip over the top of a suitcase handle. The Lo & Sons Catalina Deluxe is a great option — we first heard about it back in 2021 from well-traveled actress Jamie Chung , who called it “kind of the perfect carry-on .” You can purchase the Catalina Deluxe for 30 percent off right now as part of a flash sale, bringing the original price of $178 down to $125. There’s also an option to purchase two bags and get one for 50 percent off.

The bag is on sale in both eco-friendly canvas and recycled poly fabric finishes, with the latter being a little more waterproof but the former evoking the ever-stylish L.L. Bean Boat Tote . Luggage sleeve aside, my favorite feature is the zip-off shoe compartment, which Chung says can also be used to quarantine wet or dirty clothes. It’s sized generously enough to a few outfit changes, and there’s a detachable cross-body strap for easy carrying. Per Chung, the bag is “simple but designed so well.”

The Strategist is designed to surface the most useful, expert recommendations for things to buy across the vast e-commerce landscape. Some of our latest conquests include the best acne treatments , rolling luggage , pillows for side sleepers , natural anxiety remedies , and bath towels . We update links when possible, but note that deals can expire and all prices are subject to change.

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