Tashiba 36

1986–present · designed by Robert Perry · built by Ta Shing Yacht Building Ltd.

The Tashiba 36 is a heavy-displacement bluewater cutter designed by Robert Perry and built by Taiwan's Ta Shing yard, considered by Perry himself to be among his finest full-keel double-ender designs. It was intended for shorthanded offshore passages, prioritizing structural solidity, sea-kindliness, and blue-water range over speed or racing performance. The canoe stern, modified full keel with cutaway forefoot, and cutter rig package reflects a conservative, proven approach to ocean cruising that was the standard of its era.

This is a general read on the Tashiba 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: Encapsulated Iron
Rudder: Skeg Hung
Hull construction: Fiberglass
Production: 1986–present
Built in: Taiwan

What the Tashiba 36 is known for

Ta Shing build quality is among the most respected of the Taiwanese production era — hand-laminated hull with vinylester outer layers, tight joinery, and heavy scantlings throughout.
Robert Perry's modified full-keel double-ender hull produces a notably easy, predictable motion offshore with minimal hobby-horsing in a seaway.
Cutter rig with inner forestay gives shorthanded offshore crews flexible, manageable sail combinations without needing to go forward in heavy weather.
Large tankage (75 gal fuel, 98 gal water) supports genuine extended passages without resupply pressure.
Strong owners community (Baba-Panda-Tashiba association) with deep institutional knowledge of Ta Shing-specific issues and parts sourcing.

Known trade-offs

Heavy displacement (D/L near 340) means poor light-air performance — the boat is slow in under 10 knots and will frustrate sailors accustomed to modern fin-keel cruisers.
Teak decks over balsa core are a systemic vulnerability; deferred maintenance on any hull produces expensive core replacement work.
Original iron fuel tanks are a known failure point; an unverified tank on a hull of this age should be treated as a near-term replacement cost.
Short production run and limited total hulls mean spare parts, replacement hardware, and class-specific knowledge require more effort to source than larger production runs.
All standing rigging is at or well past standard service life — any hull without documented rig replacement represents an offshore-mandatory expense before passage-making.

Age-related quirks to expect

Iron ballast encapsulation integrity Medium All hulls

Teak deck screw-hole water intrusion into balsa sub-deck core High All hulls

Black iron fuel tanks — corrosion and replacement exposure Medium All hulls

Original standing rigging — all hulls now 36+ years old, wire fatigue risk High All unrenewed hulls

Original Yanmar 4JHE engine — high hours or deferred repower on older hulls Medium High-hour examples

Systems to check before you buy

Deck core / teak deck substrate priority: offshore, liveaboard, coastal

Teak decks were screwed through a balsa-cored GRP sub-deck. Seam sealant failure and fastener holes allow water migration into the core. Probe the entire deck with a moisture meter; soft spots under teak or delamination around any deck fitting is common on neglected hulls. Removal and re-coring is a major yard project.

Standing rigging and chainplates priority: offshore, coastal, liveaboard

All hulls are 35+ years old. Any original 1x19 stainless wire should be treated as end-of-life. Chainplates on Ta Shing boats are typically through-bolted bronze or stainless; inspect for crevice corrosion behind the liner. Full rig replacement is the prudent call for any offshore use.

Fuel tanks priority: offshore, liveaboard, motor

Factory black iron tanks are known to corrode internally, shedding debris into the fuel system and contaminating injectors. Many hulls have had tanks replaced already — confirm with log or visual inspection. Un-replaced original tanks are a high-probability failure item.

Engine and raw-water cooling system priority: offshore, liveaboard, motor, coastal

Original Yanmar 4JHE diesels with high hours are candidates for repower. Check raw-water impeller service history, heat exchanger condition, and transmission. A fresh repower significantly improves the value proposition for offshore buyers.

Hull-to-keel joint and encapsulated ballast priority: offshore, coastal

Iron ballast is encapsulated in fiberglass. Inspect the hull-to-keel join externally for cracking or rust weeping that would indicate the encapsulation has been breached. Rust staining or soft spots here is a significant structural finding requiring full assessment before any offshore use.

How it fits your plans

Offshore: Well-suited for extended offshore passages: heavy displacement, full keel, cutter rig, and generous tankage were all designed for blue-water work. Shorthanded handling is manageable with the cutter rig's sail-area split. The primary caveat is age — all systems must be verified current before ocean passages.
Coastal: Capable and comfortable coastal cruiser; the full keel and heavy displacement mean it is not quick in light air, but it is forgiving and tracks well. Good choice for coastal liveaboards who want a bulletproof hull.
Liveaboard: Generous water and fuel capacity (98 gal water, 75 gal fuel), stiff hull, and solid Ta Shing joinery make it a reasonable liveaboard platform. Interior volume is modest by modern standards for a 36-footer given the heavy displacement hull form.
Weekending: Functional for weekending but the heavy displacement and full keel make it slower and less responsive than a modern fin-keel cruiser of the same length. Buyers should be purpose-driven toward offshore or liveaboard use.
Racing: Not applicable — the design intent and D/L ratio place it firmly outside any racing context.

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