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Cheoy Lee Clipper 36

1969–1988 · designed by A.E. Bill Luders Jr. · built by Cheoy Lee Shipyard

The Clipper 36 was designed by Bill Luders for Cheoy Lee Shipyard as a mid-range offshore cruiser built for the export market, primarily targeting American buyers seeking a seaworthy bluewater passage-maker at a competitive price. The Luders design team deliberately pursued a traditional look — clipper bow, bowsprit, dolphin striker, teak trim — combined with a full-keel, deep-draft hull suited to long offshore passages. The boat caught the wave of American sailboat cruising in the late 1960s and 1970s. It rewards careful maintenance and suits conservative offshore sailors more than performance-oriented ones.

This is a general read on the Cheoy Lee Clipper 36 class — informed background, not a verdict on any individual boat. Condition, refit history, and how a particular hull was sailed and stored matter far more than class reputation. Use it to know what to look for; for a read on a specific listing, run a free FairKeel report on that boat.

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At a glance

Hull form: Full Keel
Ballast: Bolt On Iron
Rudder: Keel Hung
Mast step: Keel Stepped
Hull construction: Fiberglass
Production: 1969–1988
Built in: Hong Kong

What the Cheoy Lee Clipper 36 is known for

Solid fiberglass hull construction with heavy layup (7/16-inch at sheer to 1-inch at keel) typical of Cheoy Lee production — structural hull failures are rare on well-maintained examples.
Full-keel, keel-hung rudder configuration offers predictable, forgiving handling offshore and genuine directional stability on long passages.
Keel-stepped mast and traditional Luders rigging geometry is simple to inspect, maintain, and repair at almost any port worldwide.
Below-waterline integrity on older hulls is generally sound — osmotic blistering is less severe than comparable US production boats of the same era due to thicker laminate.
Attractive traditional clipper-bow aesthetics designed by Bill Luders give the boat enduring appeal and a distinctive appearance in any anchorage.

Known trade-offs

Teak decks are the class's Achilles heel — virtually every example needs partial or full teak removal and deck core repair, which is expensive and invasive.
Heavy displacement (16,250 lbs) with bolt-on iron ballast results in slow passages; performance in light air is poor, making engine dependence high.
Interior fit-out quality and systems are 35-55 years old — electrical, plumbing, and safety systems on unrestored boats are likely non-compliant with modern offshore standards.
Parts, documentation, and class-specific knowledge are limited — sparse factory records mean buyers must rely on general vintage-boat expertise, though the Cheoy Lee Association is a resource.
Market liquidity is low — the pool of buyers for a 1960s-80s 36ft full-keel cruiser is thin, which limits resale options and complicates insurance and financing.

Age-related quirks to expect

Teak deck rot and fastener weeping High 1969-1988

Original engine (typically Westerbeke 4-107 or Perkins 4-108) at or past service life Medium 1969-1988

Balsa or plywood deck core saturation under fittings Medium 1969-1988

Bronze through-hull fittings dezincification / age High 1969-1988

Standing rigging original or unknown history on older vessels High 1969-1988

Systems to check before you buy

Teak decks and underlying deck core priority: offshore, liveaboard, coastal

Cheoy Lee teak decks of this era are notorious for caulk failure allowing water ingress into balsa or plywood core. Probe all deck surfaces systematically; pay special attention around chainplates, winch bases, and stanchion fittings. Saturated core on a 35-55 year old hull is extremely common and costly to remediate.

Through-hulls and seacocks priority: offshore, coastal, liveaboard

Bronze fittings of this vintage are subject to dezincification (pink, chalky appearance). Every through-hull should be inspected and replaced if original. Seacocks may be frozen or missing entirely on older vessels. Non-negotiable safety item before offshore use.

Chainplates and bulkhead attachment priority: offshore, racing, coastal

Chainplate knees and interior backing structures may have delaminated or corroded, particularly where deck leaks have tracked below. Some bulkheads used non-marine plywood susceptible to rot. Remove interior liners or access panels to inspect actual chainplate condition — surface appearance is not reliable.

Engine and fuel system priority: offshore, liveaboard, motor, coastal

Most surviving Clipper 36s will have had at least one engine repower; verify installation quality, fuel tank condition (original steel tanks are suspect), and exhaust system. Confirm the raw water cooling impeller history. Unrepowered originals with high hours should be treated as end-of-life.

Standing rigging and mast step priority: offshore, coastal, racing

Keel-stepped masts are common on this design; inspect the mast boot, compression post, and mast step for rot, corrosion, or structural softness. Any rigging of unknown age should be replaced before offshore passages — wire of this era may show no surface cracking while internally fatigued.

How it fits your plans

Offshore: Capable blue-water passage-maker in the right hands — full keel and conservative Luders scantlings suit long passages, but age-related systems failures (rigging, through-hulls, deck) make thorough pre-departure refit non-negotiable. Budget for a passage-ready refit on a typical specimen.
Coastal: Comfortable coastal cruiser once core safety systems (through-hulls, rigging) are addressed. Heavy displacement means slower passages but a steady, confident motion in a chop. Well-suited to conservative sailors who value range and comfort over speed.
Liveaboard: Reasonable liveaboard volume for the era; interior joinery quality varies by age and previous owners. Teak and mahogany woodwork needs ongoing maintenance. Not ideal for full-time tropical liveaboard without deck and hull work.
Weekending: Usable weekend cruiser, but the investment required to bring a neglected example up to safe standard often exceeds what a weekender can justify. Best suited to an owner with refit skills or budget.
Racing: Not a racing boat. Heavy displacement full-keel design is uncompetitive on modern rating rules. PHRF rating will be high.
Motor: Engine dependence is higher than the design's age implies — light-air performance is poor due to heavy displacement and conservative sail plan, so a reliable repowered diesel is essential.

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