The Dufour 36: a New French Classic
Cruising World - January 2000
We take this commodious cruiser on a 400-mile delivery and find she likes to dance in a good, stiff breeze
by Tim Zimmerman
IF YOU PLAY A FREE-ASSOCIATION game with American sailors and offer "French boat builder," more than likely the immediate response will be "Beneteau" or "Jeanneau." But Dufour Yachts, a builder well-known in Europe and one of France's largest, wants to change that Reorganized in the 1990s, Dufour has ramped up its production from 280 boats in 1996 to 800 in 1998 Itís engaged in a concerted campaign to plant itself firmly in the minds of American sailors Dufour U.S.A. already offers the North American market a range of boats in its "Classic" line from 32 to 50 feet Its latest foray comes in the form of the Dufour 36 Classic, which premiered last fall at the Annapolis Boat Show.
I sailed the cruising version of this boat offshore from Narragansett Bay to Annapolis and found it to be a moderately priced, nicely put together cruiser with plenty of accommodations, decent performance, and the strength to go ocean-sailing.
Construction
The Dufour is a solidly built boat, with recognizably European styling Construction is solid fiberglass below the waterline, with NPG gelcoat to retard osmosis Above the waterline, Dufour sandwiches fiberglass around high-density PVC foam Layup is by hand and vacuum-bagged Decks are standard balsa core.
The deck and hull are joined with Sikaflex 221 and screws that are tapped through the toerail into wood backing that is glassed into an inward turned flange Many builders use self-tapping screws along this joint to save the labor of a second worker belowdecks installing fender washers and nuts to machine screws, but for the long-term boatowner, a truly through-bolted joint would be preferable Dufour stands by its construction with a 10-year limited warranty on the structural integrity of the hull and supporting stringer system.
Also, the boat comes with a 10-year warranty against blistering on all underwater surfaces except the keel and rudder Both warranties are transferable to owners only with the express permission of Dufour.
The two-spreader aluminum mast made by Z-Spars is deck-stepped, which means no leaks, and is supported by a compression post below The mast base isn't pinned. (Offshore Racing Council rules require it to be.) A baby stay, designed to prevent mast pumping in a heavy seaway, is installed into a padeye just aft of the forward hatch Note that on boats with the optional forward head, this padeye is well supported by a bulkhead; however, on boats without that head, the padeye occurs in the middle of a large deck expanse, and one could expect some deck flexing when the stay is under tension.
Performance
True to current European style, the Dufour 36 has short ends, a reverse transom with swim platform, ample freeboard, and plenty of beam Dufour hangs 3,528 pounds of lead ballast, much of it in a bulb, off the hull in a 5-foot10-inch keel The result is a moderate 213 displacement/ length ratio. According to Dufour Yachts USA, the boat's limit of positive stability is 129 degrees.
The basic 36 Classic comes with a 130-percent overlapping jib on a furler and a mainsail with two reefs from UK Sailmakers That yields a total of 742 square feet of sail, and a sail area/displacement ratio of 21.4. The optional performance package includes a roachy, full-battened main with lazy-jack system Going to weather, the Dufour 36 moved along nicely at 6.2 knots in an 11 knot breeze.
The Dufour's spacious side decks made moving fore and aft more of a leisurely stroll than a high-wire act But the Dufour's generous beam and spreader base for the deckstepped mast comes with a performance price: The boat tacked through 120 degrees in I 1 knots As with any relatively flat-bottomed boat, the 36 can pound a bit when shouldering into a short chop, but once you get the wind abaft the beam, she moves out smartly We reeled off a steady 7 knots on the first night out of Newport Steering via a Whitlock rack and-pinion system is thoroughly neutral That is perhaps more robust than the traditional pulley-and-cable system, but it takes away some of the helm's feel.
Tacking and reefing are simple Two Lewmar No. 40s along the cockpit coaming provide plenty of muscle for jib trim, and a Lewmar No. 30 atop the cabin with a set of Spinlock clutches controls the halyards, the main sheet, and reef points The only job at the mast is to place the reef tack on the tack horn.
Sailing in 2- to 4-foot seas, the Dufour 36's motion was very lively - a motion that would certainly settle down with a full cruising load If you are used to the easy motion of a heavier-displacement boat, or if your partner views sailing as a masochistic exercise when the seas are running, do a thorough test sail.
Engine and Electrics
The basic 36 comes with a 30-horsepower Volvo sail drive with a fixed two-blade prop At 2,000 rpm the boat slips through smooth water at over 5 knots, with very little engine noise It will motor comfortably at up to 2,500 rpm, and as we transited the C&D Canal, fuel was sipped from the 42 gallon tank with remarkable efficiency-less than half a gallon per hour.
The engine is located under the companionway, which allows easy access to the belts and water pump via a removable panel Access from the aft berth to the rest of the engine is good-once you dismantle the aft berth to slip the engine cover off Anyone who is diligent about checking oil and engine coolant levels will get a lot of experience throwing cushions and berth-boards around the boat.
The aft berth is also where the two 75-amp-hour batteries are snugly strapped down in an open box Sailors who are serious about offshore sailing and want to minimize the possibility of acid spillage in a deep knockdown will want to switch to gel cells or somehow seal the battery box.
The batteries are charged by a 15-amp shore charger, if you are plugged in, or a 55-amp alternator when the engine is running Each battery has a dedicated on/off key low in the aft berth, but a combiner automatically kicks in when charging, making the system reasonably foolproof Seventy-five amp-hours is plenty for a starting battery, but in today's convenience-crazy cruising world, I think it's marginal capacity for a house bank If your crew does lots of reading aboard at night or goes in for such frills as a microwave or stereo, you might find yourself looking at a high-output alternator and space to wire in another battery (or consider the Grand Cruiser version, which upgrades the system to a 135amp-hour house battery).
Lighting in the boat is good throughout, with overheads and reading lights in all the right places The 36 is grounded against lightning strikes, and all the wiring is neatly installed and easy to get to, with a well-organized master breaker panel next to the nav station Breakers for the DC and AC systems are on the same panel, with the AC side well covered to prevent shock hazards The system's wiring ends in spade terminals, according to American Boat and Yacht Council standards.
Water tankage, at 90 gallons in two separate tanks, is ample for extended cruising as long as the crew doesnít get too free with the two onboard showers, one in the head and one on the stern platform.
Plumbing lines, seacocks, and the pressure pump are all conveniently accessible Our only complaint is that the through-hull fittings were neither labeled nor flanged A 13 gallon holding tank is installed in the starboard cockpit locker All waste from the head is routed to it, and it can be pumped out through a deck fitting or discharged overboard through a gravity feed and throughhull (no pumping required) In a nice touch that reflects Dufour's offshore sensibilities, the galley's deep double sink has a foot pump that can be switched from fresh to salt water with the flick of a valve.
Accommodations
The Dufour 36 at anchor is a lovely place to be The open main saloon takes good advantage of all that beam, with a dining area that can comfortably seat six and a galley that runs the length of the starboard side There are lots of cabin-layout options-from two cabins and one head to three cabins and two heads Cabins come with adequate double berths, and the saloon bench can easily handle a sleeping child or a napping adult.
A charter party looking to save money might welcome the three-cabin layout, but for normal cruising in a 36-foot hull, a two-cabin layout would be more agreeable (unless, perhaps, you have three or four kids who need some privacy) The trade-off between one or two heads (the second head is located in the forward cabin) is essentially a large forepeak locker The nice thing is that you get to choose.
The anchor on the Dufour 36 is stored in a generous deck-accessed weU (with manual windlass), so giving up the forepeak locker means giving up interior stowage space, of which there is already plenty-underneath berths, the saloon benches, and in numerous hanging lockers.
The open galley along the starboard side comes with a double sink, a two-burner propane stove, and a 12-volt refrigerator There's plenty of counter space, and the arrangement means the cook will always be part of the conversation if others are sitting around before dinner in the main saloon-conversation that will no doubt be greased by the handy wine locker located in the center of the salon table The downsides of a linear galley are that the cook has to move around more to do the cooking and in a seaway some cooks might feel more secure wedged into a small space.
Summary
Although the Dufour 36 is built to handle offshore stresses, it's laid out more for the cruiser who plans to spend evenings at anchor or at a dock Handholds below are infrequent, the galley is more suited to flat water, and the boat is so beamy I found that when clipped into the jacklines while at the helm, my 6-foot tether was stretched almost to its full length, limiting maneuverability Of course, any offshore aspirant can make modifications to trick the boat up for frequent passage- making.
The basic boat offers a full range of equipment - including place settings for six The Grand Cruiser package includes such goodies as an autopilot, an additional coachroof winch, better instrumentation and a beefier electrical system. It costs an additional $8,200. The Performance Package adds a fuller main, spinnaker gear, bigger winches, a folding prop, and adjustable sail controls. It costs $5,000. The Dufour's true appeal should be to sailors with a budget around $150,000 who want decent performance, plan to spend the bulk of their nights enjoying the boat on the hook, and want to be able to deliver the boat safely offshore from cruising ground to cruising ground.
With its, roomy and pleasant accommodations, commodious cockpit, and reverse-transom - swim platform, the Dufour 36 would be a wonderful place for a family or group of friends to enjoy a quiet anchorage and a fine meal.
Tim Zimmermann sailed his Bristol 35, Calypso, in the Caribbean 1500 last year He lives in Edgewater, Maryland.
A Note From Dufour (published with the article)
The boat test took place on a "Cruising version" of the Dufour 36 Classic ordered by the dealer. Ninety-five percent of Dufour customers order the "Grand Cruiser" version, which includes a 1,000watt electric windlass, GPS, Autohelm ST50 electronics, Autohelm 3000 autopilot, and upgraded service-battery amperage, among other amenities.
The hull and deck are joined with Sikaflex 221 and screwed through the joint into a wood backing that's glassed in on the underside of the hull's inward flange. The toerail is then installed with Sikaflex 221 and screwed again into the hull/deck joint between the original screws The 36 Classic has a CE/Bureau Veritas Category "A" rating that dispels any concerns on "through-bolting" the hull/deck joint Modern materials, construction, and bonding techniques make this type of joint as durable, reliable, and safe as any other. The Dufour line of Classics are marketed as "cruising performance" yachts, and the author's comments during the 36 Classic boat test reinforce this statement.
Don Walsh
Dufour USA
Dufour 36 Classic
| LOA | 36' 4" | 11.08 m. |
| LWL | 30' 1 " | 9.18 m. |
| Beam | 12' 4" | 3.77 m. |
| Draft | 4' 9" / 5'10" | 1.45 / 1.80 m |
| Disp. | 13000 lb | 5909kg. |
| Ballast | 3528 lb | 1604 kg. |
| Sail Area 100% foretriangle | 564 sq. ft | 52 sq. m. |
| Disp/Length | 213 |
| SA/Disp | 16.3 |
| Fuel | 42 gal. | 160 L |
| Water | 90 gal | 340 L |
| Auxiliary | Volvo 30-hp / Sail Drive | |
Construction:
Hull below WL: Solid GRP, NPG Resin, Hand Laid
Hull above WL:GRP, PVC Foam core, NPG Resin, Vacuum-bagged above and below WL
Deck:GRP, Balsa Core, NPG, Vacuum-bagged
Gelcoat: NPG
Hull/Deck Joint: Inward flange, self-tapping screws every 4 inches
Spars:
Mast: Aluminum from Z-Spars
Boom: Aluminum from Z-Spars
Designer: Mortain & Mavrikos
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