Linjett 36: YACHT test of the Linjett 36, sailing characteristics and construction

It is about 15 years since we first came into contact with Rosättra Båtvarv and the Linjett 37 tested – of all models, the very one that is now being replaced by the new Linjett 36. Back then, Sweden’s oldest yacht-building yard was still a phenomenon confined solely to the Eastern Archipelago. Although the team led by the Gustavsson family had been building yachts under the Linjett name for more than 35 years, hardly anyone outside the archipelago around Stockholm knew of the Swedes or their boats. That has changed fundamentally. At the very latest since the Linjett 39 Since it was named European Yacht of the Year in the cruising yacht category in 2023, the small shipyard in Rosättra has also been making a name for itself internationally. The new 36 is now set to build seamlessly on this success.

More modern and voluminous, yet still timeless

Like its big sister, the Linjett 36’s design stands out clearly from earlier models. The 36 offers considerably more volume and space both on and below deck. The older Linjetts were more delicate, more agile and much more sensitive to trim; in short, they demanded greater sailing skill. The modern designs are more forgiving and are therefore easier to handle, even for less experienced crews. We were able to see this for ourselves during our test of the Linjett 36 in the Stockholm archipelago in winds of between twelve and 22 knots. The icy north wind and the countless wooded islands resulted in pronounced shifts and strong gusts.

More from the shipyard

• ​Linjett 39 – the full test report
• Linjett 39, the test on YACHT tv
• Linjett 43 – A Swedish performance cruiser put to the test
• A special boat: the 1948 Spitzgatter “Najaden” from the early days of the Rosättra shipyard

Lively and good-natured

To explore the full potential of the Linjett 36, we first hoisted the mainsail and the approximately 105-square-metre Easy-Furl gennaker from UK Sailmakers – a sweat-free manoeuvre thanks to the electric winches and the electric furler built into the bowsprit. In winds of 15 to 16 knots, the colourful sail pulled us along at 7.5 to 8 knots downwind; in stronger gusts, the log climbed to over 9 knots, and the top speed was 10.2 knots. Very good figures for a boat with such a large volume. However, the wind had picked up to such an extent by then that most sailors would have long since furled the gennaker at the touch of a button. What’s pleasing is that the Linjett 36 proves to be extremely good-natured. Although it’s fitted with a single rudder blade, you can always bear away in a controlled manner, even in strong gusts.

First-class handling

When tacking, the Linjett 36’s pleasant handling became even more apparent. The deep centreboard provides exactly the right amount of pressure to sail along the windward edge practically blind. It also has excellent grip in the water, and you never lose control. Even when the heel appears to be too great, the boat can be kept cleanly on course.

Nevertheless, there are clear signs of impending disaster. The direct control system transmits the vibrations caused by the detaching vortices to both wheels, causing them to jerk almost like a lane-keeping assist system in a car as soon as you approach the stall – even before you veer off course. This makes the Linjett 36 extremely easy to control.

However, given that the wind speed had settled at around 20 knots, it was necessary to reef the X-Drive carbon mainsail, which measures around 42 square metres. The jib, which overlaps slightly at 107 per cent, can be furled into a self-tacking jib. We left it fully set, which meant the Linjett was travelling at between 5.7 and 6.2 knots, depending on the current wind strength. The tacking angles were around 80 degrees, which is a very good figure. A glance at the polar diagram suggests that we would have made even faster headway to windward on slightly lower courses.

Nevertheless, it is worth noting that, unlike many other modern designs, the Linjett 36 can be sailed at a very high angle of attack. Thanks to the jib sheeted onto the superstructure, small angles of attack are possible, and the hull offers surprisingly little drag despite its volume. It also cuts through the waves comfortably, as we experienced out in the archipelago. There were waves about one and a half metres high, through which the Swedish yacht worked its way to windward with ease. The spray from the waves rarely made it aft and was safely caught there by the standard sprayhood. Only when sitting on the side deck as the helmsman are you somewhat exposed. In return, however, you enjoy a very good view ahead, out to sea and of the sails, so that you can spot approaching spray in good time and duck out of the way.

The Seldén aluminium mast is a through-mast design and comes as standard with low-stretch Dyform rigging and an in-deck-mounted Furlex furling system. A carbon rig or a furling mast can be ordered as an option. However, most Linjett customers opt for an aluminium rig with a conventional single-line reefing system. The 9/10 rig can be trimmed well using the backstay halyard with a 48:1 reduction ratio. Unusual these days: the cleats are set well inwards, allowing an overlapping genoa to be used. However, the tracks for this, like the sail itself, must be ordered as an optional extra. In our view, the combination of jib and Code Zero fitted to the test boat is more versatile and, overall, easier to handle than a large genoa, which needs to be reefed in strong winds.

Lightweight and sturdy, thanks to its 3D-milled foam core

In the gusts, which reached 27 knots, a second reef in the mainsail would not have gone amiss, because even though the Linjett 36 remains under control, excessive heel inevitably leads to increased drift. The first boat we sailed, build number one, has a lead keel weighing 2,600 kilograms and a ballast ratio of around 40 per cent. In subsequent hulls, the laminate structure in the hull and deck was optimised to such an extent that 250 kilograms of material could be saved. This weight was added to the keel, meaning that the Linjett 36 has now become even slightly stiffer.

With a displacement of 6.8 tonnes, the Linjett 36 is one of the lighter vessels in its class. By way of comparison: a Hallberg-Rassy 370 weighs around 7.6 tonnes, a Saare 38.2 is around 7.9 tonnes. A slightly shorter Hanse 360 ST as much as around 8.4 tonnes, of which only 1.9 tonnes are in the keel.

The Linjett 36’s weight advantage stems from its high-quality construction using vacuum infusion and the use of a precisely pre-milled foam core. This service is offered as an ‘Advanced Kit’ by Divinycell manufacturer Diab and has also been used by the shipyard on the Shogun yachts built there. Thanks to three-dimensionally milled core elements, there are virtually no voids to be filled with resin during vacuum infusion. Compared with a conventional foam core, this allows for savings of up to 60 per cent in resin and a corresponding reduction in weight. At the same time, it produces a smoother structure, which improves the surface quality of the laminate.

The forces from the rig and keel are absorbed by a well-dimensioned GRP keel assembly. The Linjett does not have a steel frame. To withstand the stresses of potential groundings, the lead keel is mounted on a stepped GRP stub moulded into the hull, which significantly improves force transmission compared to a straight flange whilst also providing a deep bilge sump.

For the deck of the Linjett 36, the shipyard has also opted for a foam sandwich construction, albeit as a traditional hand-laid laminate. According to the shipyard, this is said to result in an even better surface finish. Indeed, the GRP workmanship and the gelcoat leave nothing to be desired.

A well-developed one-handed design

The cockpit layout of the Linjett 36 follows the single-handed concept that Linjett has been using for more than 20 years. The Swedish shipyard was one of the first to consistently route all sheets, halyards, trimmers and reefing lines to winches positioned directly at the helm. Over the years and across different models, they have refined the system. In the current version, the lines run with comparatively little friction through individual stainless-steel tubes from the mast or the genoa tracks and the traveller, across the cockpit coaming, to two Andersen 46 winches and the corresponding stopper blocks. There are ten Lewmar lever cleats on each side, six of which are the large version for 12-millimetre lines.

Whilst this does indeed allow you to set or trim absolutely everything on board without leaving the two wheels, the extreme concentration required calls for discipline, consistent organisation and tidiness. The large storage boxes integrated into the coamings help with this by swallowing up excess rope.

Even Linjett has not been able to completely eliminate one drawback of this layout: with larger crews, the winches become a bottleneck. Only manoeuvres that require line handling on both sides of the cockpit benefit from extra hands. This doesn’t change much even if you order the additional winches fitted to the test boat. They are primarily intended for the gennaker or Code Zero sheets, but can also be used for the other trimming functions thanks to the organisers mounted behind the stoppers. On the test boat, however, they were mounted slightly too low, meaning the angle of entry was too flat and the lines tended to run over the stoppers. This problem is due to be rectified in the next batch of Linjett 36s.

Overall, the hardware stands out thanks to a very high-quality range of products and well-chosen sizing. Furthermore, the shipyard is flexible, meaning that other winches can also be fitted on request. For example, a boat currently under construction is being fitted with the new electric winches from Seldén, whose furling function is designed to allow the sails to be trimmed entirely at the touch of a button.

Comfortable at sea and in port

The cockpit of the Linjett 36 is spacious, though it is on the small side for a modern 36-footer – which is by no means a disadvantage. In keeping with Linjett’s philosophy, the focus here is on practicality at sea rather than in harbour. The spacing between the seating benches is designed so that, when the boat is heeling, you can brace yourself comfortably on the leeward side, and there is no need for a bulky table to act as a room divider. The portable table is quick to set up and comfortably seats six for meals.

A clever feature: the table is asymmetrical and the top can be folded away. This means it can remain in place without blocking the passageway in the cockpit. The seats and floor are fitted with Flexiteek as standard, which looks good and is non-slip. Furthermore, the coaming at the front is comparatively high, providing a comfortable backrest and good protection. The forward visibility is excellent; this is partly due to the relatively low superstructure, and partly because the cockpit floor is slightly raised at the steering columns, giving you a better overview when standing. For the helmsman, the most comfortable seating position is on the widened cockpit coaming with the wheel between the legs. This allows you to brace yourself against the tiller when needed and provides good support. Additional footrests can be ordered on request. The seating position behind the wheels is also comfortable, but is more suitable for motoring or light winds, as there is little support and, by design, the trimmings on the headsail are out of sight.

The second part of the Linjett 36 test focuses on the interior layout below deck and living comfort. The full price list, the YACHT rating and an overview of competing boats will be available shortly.

​LINJETT 36 TECHNICAL SPECIFICATIONS:

• Designer: Linjett Design Team
• CE design category: A
• Hull length: 11.00 m
• Overall length including bowsprit: 11.50 m
• Length at the waterline: 10.20 m
• Width: 3.66 m
• Draught/alternative: 1.95 / 1.80 m
• Mast height above the waterline: 17.50 m
• Weight: 6.8 t
• Ballast/proportion: 2.85 t / 42 %
• Mainsail: 41.9 m²
• Furling genoa (150%): 42 m²
• Engine (Yanmar): 29 kW/40 PS, Saildrive
• Fuel tank: 150 l
• Fresh water tank (2): 290 l
• Waste tank: 105 l

​Prices

Base price ex-shipyard: 462,839 euros
Price ready to sail: 481,726 euros
Comfort package price: 514,810 euros

(All prices are inclusive of 19% VAT. The full price list will follow in Part 2)

​Hull and deck construction

​Foam sandwich with vinyl ester resin, vacuum infusion. Deck: Foam sandwich as a hand-laid laminate.

​Motorisation

Standard: Yanmar 3JM40 common-rail diesel engine (29 kW/40 PS), Saildrive, three-bladed folding propeller.

On-board power supply

Service batteries: 200 AH (LiFePo4) from Victron; starter battery: 1 x 85 AH (AGM). Optional: special water-cooled alternator with a charging capacity of three kilowatts (7,900 euros extra).

Shipyard

Rosättra Båtvarv, Rosättra Varvsväg 57, 76176 Norrtälje, Sweden www.linjett.se