cs 22 sailboat review

22-foot Sailboat Comparisons

Catalina 22, chrysler 22.

CS 22 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 CS 22. Built by CS Yachts (Canadian Sailcraft) and designed by John A. Butler, the boat was first built in 1971. It has a hull type of Swing Keel and LOA is 6.58. Its sail area/displacement ratio 18.39. Its auxiliary power tank, manufactured by undefined, runs on undefined.

CS 22 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 CS 22 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the cs 22.

CS 22 was designed by John A. Butler.

Who builds CS 22?

CS 22 is built by CS Yachts (Canadian Sailcraft).

When was CS 22 first built?

CS 22 was first built in 1971.

How long is CS 22?

CS 22 is 5.33 m in length.

What is mast height on CS 22?

CS 22 has a mast height of 7.32 m.

Member Boats at HarborMoor

Cobalt CS22

No Compromise

Barry Thompson was on the Gold Coast recently and took a Cobalt CS22 for a run across to South Stradbroke Island and the Couran Cove resort. While Cobalt may describe their Gateway Series, – of which the CS22 is one – as the perfect introduction to the brand and their entry-level models, they are a whole lot more.

The only instruction from Cobalt importer Brett Thurley, was don’t hit ‘Australia’. Anyone who has boated around the shifting sands of The Broadwater will know what I mean. Fortunately I managed to negotiate the long trip at 6 knots down the Coomera River and then across to Stradbrooke Island without incident and returned the boat untouched.

The Cobalt CS22 is one of 20 bowriders in the Cobalt range and depending on the model they are targeted at specific sectors of the market. While they are predominantly sterndrive powered they also offer a few outboard models. If you are seriously into your water sports then they have developed the WSS (Water Sports Series) for wakeboarders and the WSS Surf for the growing sport of wake surfing.

The bowrider market in New Zealand is not strong and while there have been production bowriders for almost as long as grp boats have existed, they have never really been mainstream.

Kiwi boat manufacturers like to run with the better selling cabin and hardtop models and so it’s no surprise that there are very few locally build bowriders. There are exceptions from the likes of Buccaneer and Tristram, who have both put a Kiwi twist into their models, with as much emphasis on fishing, as towing water toys. But in the main if you want a bowrider and don’t want rod holders, fish storage or a bait board, then it has always been the American boats that are the go to brands.

Built in Neodesha, Kansas, Cobalt is regarded as one of the leading builders in the US and in their own words they describe themselves as boat fanatics; fanatical about reliable innovation, design, quality and detailing. And it’s that fanaticism that sets them apart from competitive brands.

One of those Cobalt boat fanatics is Patrick Martell who runs Cobalt Boats Queensland out of Gold Coast City Marina. Patrick says for years he has been selling a wide variety of boat brands, and the main opposition he always came up against was Cobalt. So now running the sales division for Cobalt Boats Queensland, has a ring of … if you can’t beat them, join them.

In Queensland and also Victoria for over 12 months, Patrick says that the brand has been extremely well accepted with good sales. He also added that while they don’t have a dealer in New Zealand -as yet- they have had a number of enquires and are confident of selling their first Cobalt to a Kiwi soon.

The CS22 is a slightly smaller package of the popular CS23 and while the layouts are very similar, the CS23 has dual transom entry, as opposed to one on the CS22, so there’s some difference in the aft seating arrangement. The CS23 is slightly longer at 7.21m overall, whereas the CS22 is 6.86m, but both are based on the same 2.59m wide hull. Also the Volvo Penta Forward Drive is used in the CS3, with the CS2 running a conventional MerCruiser or Volvo Penta sterndrive.

Our test boat was powered by a Volvo Penta V6-240/DPS that returned a top speed around 46 mph @ 5800 rpm. I initially thought, hey, we need a V8 for this baby, but I was really surprised just how much grunt and power the 4.4 litre V6 had. A V8 would be great and up the top speed to the low 50s and leap the boat on the plane quicker, but for me the V6 was enough. Must be getting old!

While it is not a boat designed for offshore boating, it is certainly not a lake boat either and I found the 20 deg hull rode smoothly and comfortably across a short chop on the way up to Couran Cove. The CS22 feels stable in the water and with a hull weight of 1542kg it gives you a feeling of being stiff and solid. It has that sports car style handling and is very responsive in tight turns, with little hint of letting go. It tracks cleanly at low speeds and is super stable at rest. The 240hp engine has good low down torque and gets on the plane in 3.2 secs. Pulling one of your heavier mates out on a single ski wouldn’t be a problem.

Construction is 100% hand-laid GRP with Kevlar reinforcement in stress areas and composite structural components. A fibreglass stringer system between the outer hull shell and full inner liner adds a lot of rigidity and strength to the boat, so there is no discernible hull noise when underway.

With the V6 package there is plenty of room either side of the engine for storage, which Cobalt use for the extra cushions and cockpit table. What impressed me was that all of them come in their own personal stowage bag. Very neat and tidy.

Excellence is in the Detail

The interior of the CS22 reflects timeless good taste with a subtle elegance that is a hallmark of the brand. With Cobalt the option package is extensive, including ten hull and four interior colour options, so you have a wide choice either way. You can have everything from showers to monster sound systems or as on our boat, the tower and bimini. I was really impressed with the tower, not only for its style and robust construction, but also the way it folds down to be lower than the windscreen. Great for dropping the height when storing the boat on shore. Mind you this doesn’t come cheap, with a $10,000 price tag. However, I reckon the all Sunbrella/stainless steel collapsible tower is well worth the extra and certainly adds some coolness to the look of the CS22.

One of the more interesting features of the CS22 is Cobalt’s signature flip-down swim step. The swim step drops down to create a seat or step in the water that makes for easy reboarding after a towing session or a swim at anchor.

Patrick describes the CS22 as an all-round family boat. The cockpit layout is designed around entertaining and being adaptable with plenty of seating. The walk-thru access from the transom is something you don’t see on locally produced bowriders and it means you don’t have to step on the upholstery. With infill cushions in place you have a full U-shape aft seating arrangement. I loved the texture of the Titanium upholstery and with the double stitching, the interior radiates a feeling of quality and style. Almost seems a shame to get it wet.

The helm seat caters for all styles of driving with three positions; seated, bolster or standing. Running the boat on The Broadwater, I was really conscious of what Brett had said about not running into Australia so I found the bolster position perfect as I could look over the toughened glass screen to make sure I didn’t miss any channel markers. Sit down low and the screen keeps any wind and spray off you. Even standing there is plenty of height under the tower and bimini.

Cobalt has not gone overboard with the dash layout and while it is simple and practical with limited instrumentation, the upholstered wrapped dash with the double stitching and the weighted Cobalt emblem –always stays level – certainly makes it stand out. Dials and switches are all well placed for easy viewing or access. Centre stage of our test boat was an optional Garmin 7607 MFD, flanked by large analogue gauges with digital windows. The adjustable leather wrapped wheel means the driving position can be perfectly set to suit you.

Neat & Tidy

Cobalt have spent as much attention to detail in areas you can’t see, as those that are visible. Behind the helm for example, you find neatly sorted wire looms, quick electrical disconnects, waterproof electrical connections where needed, battery switches with isolators, colour coded tinned copper wiring, dual central stainless steel grounding buses, and designated circuit breakers. Neat, tidy and very accessible.

Opposite the helm, there’s a reversible backrest which means you can change the front bench seat into part of a side sun lounger. Storage lockers, drink holders and USB ports are well placed for ease of use.

A removeable cockpit table comes with a neat mounting system off the front of the aft seat, so the cockpit sole is left unimpeded. Standard is clip-in carpet with Sof-Trac mat decking as an option. Storage is available under all the squabs.

Obviously if you are going to be cruising around the waterways or towing skiers, wakeboards or kids on a tube, you need a good sound system. The CS22 comes standard with a 6 speaker Rockford Fosgate stereo. Not enough you say. Well there’s room for more larger speakers and sub woofers, it just depends how much sound you want.

Like all Cobalt bow riders there is particular attention paid to the comfort of the seating layout forward, where, if the weather is right, the kids love to sit when underway. In the CS22 there is a fold-away walk-thru air dam to stop wind and spray coming through into the cockpit. Seating is traditional in layout with squabs either side, but in the case of the CS22 they have been ergonomically designed for superior comfort and holding.

There are storage spaces both under the squabs and in behind the back rests. Handholds and drink holders are close at hand and the anchor locker is well suited to take a small drum winch. This would be a better option than a capstan, due to the lack of available deck space. An after-market fairlead or bowsprit could easily be added.

“The customers that we traditional sell these boats to are discerning and knowledgeable and want the best boat they can get, and that’s something I feel we offer with Cobalt”, says Patrick.

The Cobalt CS22 is a refined sports bowrider that has a feeling of luxury and quality all wrapped in a stylish profile. The fact that it also performs damn well, makes the CS22 one of the best in its class. It’s the perfect choice if you are looking for a boat like this and do not wish to compromise on luxury or performance.

Specifications

• Model: Cobalt CS22
• Priced from: $Au95,000
• Price as tested: $Au122,000
• Builder: Cobalt Boats
• Type: Bowrider
• Construction: GRP/Composite/Kevlar
• Beam: 2.59m
• Deadrise: 20 deg
• Power: Volvo Penta V6-240/DPS
• Power options: Sterndrive Only 240-350hp
• Propeller: FH4
• Fuel capacity: 189 Litres

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• Sailboat Guide

CS 22 is a 21 ′ 7 ″ / 6.6 m monohull sailboat designed by John A. Butler and built by CS Yachts (Canadian Sailcraft) between 1971 and 1976.

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)

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Review of CS 22

Basic specs..

The CS 22 is equipped with a centerboard keel. A centerboard keel is a pivoting lifting keel, allowing to sail both coastal and inland waters.

The boat can enter even shallow marinas as the draft is just about 0.61 - 0.71 meter (2.00 - 2.30 ft) dependent on the load.

An outboard motor is often used on this boat. In that case the boat will typically require a power of 2 - 3 hp, alternatively 44 - 53 lbs thrust if you prefer an electrical motor. Electric outboards are becoming popular for sailboat owners who want clean instant power with less noise and no exhaust fumes.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 5.6 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for CS 22 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

The Cs 22 is a 21.58ft fractional sloop designed by John Butler and built in fiberglass by CS Yachts (Canadian Sailcraft) between 1971 and 1976.

500 units have been built..

The Cs 22 is a light sailboat which is a good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat.

Cs 22 for sale elsewhere on the web:

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• Sailboat Reviews

C&C 27 Boat Review

With hundreds still sailing, the 27 is an affordable option in cruiser-racer market..

This fast and handsome cruiser/racer from the 1970s is an excellent example of what made C&C Yachts such a successful company. C&C stands for George Cuthbertson & George Cassian, the design team that, in 1969, joined in partnership with Belleville Marine Yard, Hinterhoeller Ltd. and Bruckmann Manufacturing to form C&C Yachts. The company had a tumultuous history, from growing to capture an estimated 20 percent of the U.S. market during the 1970s, to suffering a devastating fire in 1994 while owned by Hong Kong businessmen Anthony Koo and Frank Chow of Wa Kwang Shipping. Along the way, they built a tremendous number of boats, not only in the racer/cruiser genre that was their mtier, but also the Landfall cruiser line, and a few oddballs such as the 1977 Mega 30 with a retractable fin keel; the Mega 30 and a handful of others simply bombed.

Most boats were built at one of several Ontario, Canada, facilities, but short periods of construction also took place in Middletown, R.I., and Kiel, Germany. In 1998, Fairport Marine, which owned Tartan Marine, purchased the C&C name and some molds and moved the remnants to Ohio. Other than the name and the emphasis on performance, however, there is no tangible connection between that more modern C&C and the giant of 25 years ago that so dominated the North American yachting scene.

The C&C 27 followed quickly on the heels of the successful C&C 35. The design dates to 1970, with the first boats coming off the line in 1971. C&C tweaked the design through four versions of the original 27-the Mark I, II, III and IV-but the hulls were very similar. The C&C 27s production ended in 1982 after nearly 1,000 had been built. From 1984 to 1987, C&C offered the Mark V, which was an MORC-influenced 27-footer with an outboard rudder; its design strayed far from the Mark I, II, III, and IV, and it should not be confused with the previous editions.

The 27 is a good example of what made C&C successful-contemporary good looks with sharp, crisp lines that still hold appeal today. The sheerline is handsome. Below the waterline, the swept-back appendages are dated, but thats of little significance to most owners. In the Mark I version, the partially balanced spade rudder is angled aft, with a good portion of it protruding behind the transom. In one of his reviews for Sailing magazine, designer Robert Perry described the C&C 27s rudder as a scimitar shape that was long in the chord and shallow. In 1974, when the Mark IV was born, the rudder was redesigned with a constant chord length and much greater depth and less sweep angle.

The keel, too, was redesigned in 1974, though most were swept aft like an inverted sharks fin. The Mark IIIs keel was given 2 inches more depth and the maximum thickness was moved forward to delay stalling. Hydrodynamic considerations aside, the worst that can be said of the 27s keel is that it takes extra care in blocking when the boat is hauled and set down on jack stands. Without a flat run on the bottom of the keel, the boat wants to rock forward.

Through its evolution, the C&C 27 not only gained draft, but it gained length overall as well: Both marks I and II were 27 feet, 4 inches long (21 feet at waterline), while marks III and IV were 27 feet, 10.5 inches from stem to stern (22 feet, 11 inches at waterline). The bow overhang is attractive, but more than what is found on most boats nowadays. Remember that waterline length directly affects speed.

All editions have a 9-foot, 2-inch beam, but displacement changed over the years-from 5,180 pounds to 5,500 pounds and then 5,800 pounds. And with the Mark III, the design shed about 400 pounds of ballast.

The later models rigs were masthead sloops with a mainsail luff length (P) of 28 feet, 6 inches and a foot length (E) of 10 feet, 6 inches; this gives an aspect ratio of .36. Rig height on the Mark I was 33 feet, and the Mark II had a 35-foot-tall rig.

Depending on which waterline dimension you use, the displacement/length ratio (D/L) ranges from 211 to 237. The sail/area displacement ratio (SA/D) is between 17.3 and 19.4. With moderate displacement and a generous sail plan, the C&C 27 is swift. PHRF ratings for the Mark I average around 200 seconds per mile, dropping to about 195 for the Mark II and 180 for the Mark III.

According to the C&C 27 owners association, C&C Yachts used only the Mark I and Mark II designations-the first for the original hull-form and the latter for a stretched and subtly reshaped development from the original. However, C&C 27 sailors added the other designations to distinguish between the different models, particularly for racing ratings.

About half of the C&C 27 owners use the boat strictly for cruising, while the other half also enjoy some club racing aboard the boat. Racing fleets are larger in Canada than the U.S., but they can be found in significant numbers on the West Coast and in the Great Lakes as well. There is a rather active owners association, and the groups website (see Resources) offers technical information, manuals, links to vendors for C&C 27 parts, as well as a forum for owners Q&A.

For more on the differences between the various models, see the accompanying The Evolution of the C&C 27 Cruiser-racer .

Construction

C&C Yachts was a pioneer in balsa sandwich construction, but the early C&C 27s had solid-glass hulls. Decks were balsa-cored. An old brochure says the marine-ply bulkheads are taped and bonded to hull and deck, though photos show a headliner, which seems to make deck tabbing not possible. The same brochure says fiberglass is hand-laid-up, using alternate layers of mat and cloth; no mention is made of woven roving, which is commonly used to add thickness quickly.

During this period, C&C used a molded fiberglass pan that incorporated the cabin sole and berth foundations, but did not extend higher. The berth/settee backs, and galley and head cabinetry are plywood, and access to parts of the hull is generally good.

Ballast is an external lead casting through-bolted to reinforced hull sections.

In our survey of C&C 27 owners, one owner said that the cabin sole needs supporting timbers underneath. One trick that C&C used in lieu of floors was to lay in thick bands of fiberglass athwartship (about 6 inches wide). These started on one side of the hull, crossed the bilge, and went up the other side.

A C&C trademark was the L-shaped aluminum toerail with slots for attaching snatch blocks. Of equal benefit was the ability to use carriage bolts for the hull-deck joint, which could be installed by one person rather than two. Other builders quickly copied this feature.

For weekending and coastal cruising, there is a lot to like in the light, rigid C&C 27, but many C&Cs have weak spots that would need to be addressed for offshore work: bulkheads not tabbed to the deck (which may result in the deck lifting as the boat and rig work); thin laminates in the outboard edges of the sidedecks where stanchion bases are bolted; absence of backing plates on pulpits; and thin portlight lenses that should be replaced or fitted with storm shutters.

And, as with any older boat, prospective buyers should check for bulkhead rot where the chainplates attach (water runs down the plate and through the deck, which is difficult to seal) and for delamination of the decks, especially around hardware, whose bedding may have disappeared years ago. Rebedding deck fittings is a boring job, but a very important one because the balsa core is at risk. It is made easier-and less boring-if you have a helper (one of you on deck, the other below). You don’t have to do everything the first year; start with the worst fittings and do them in groups, at least a few each year.

Twenty-seven feet is in many respects a magic number for a sailboat. At this length, it is possible to have standing headroom without distorting the boats proportions beyond all good taste, and to have an inboard engine, with its obvious advantages and status. Headroom around the 27 is between 5 feet, 10 inches and 6 feet, 2 inches.

The accommodation plan is plain vanilla, tried and true: 6-foot-plus V-berth forward, head and hanging locker, dinette with opposing settee, and aft galley. Without a quarterberth, the 27s cockpit seat lockers provide valuable and generous stowage for lines, fenders, barbecue and cleaning supplies, and all the other stuff that goes with sailing.

Testers liked that there is a bridgedeck, which we think is a sensible choice as it a) helps keep water out of the cabin in the event the boat is pooped; b) provides additional seating in the cockpit; and c) offers additional space in the galley.

A lot of C&Cs were not particularly well ventilated, and the 27 is no exception. The big windows in the main saloon are fixed. Most air will enter from the forward hatch, which on a small boat in northern latitudes may be adequate, but hardly ideal for southern sailing. A dorade vent over the head was an option.

Performance

The C&C 27 was one of the companys most popular designs, and much of this was due to its smart handling and good turn of speed. Not surprisingly, owners generally rate its upwind and off-the-wind performance as above average.

Several owners we surveyed said that light air is the Mark Is Achilles heel and that a large genoa of more than 150 percent is necessary to stay competitive. In 1974, the rig was lengthened 3 feet and sail area increased from 348 to 372 square feet.

The boat handles easily. Turns 360 degrees within its own length, said one owner of a 1973 model.

Extremely well balanced, wrote another owner.

The only negative comment made by owners concerned increasing weather helm as the wind builds; they advised reefing early. The owner of a 1971 model explained, The Mark III has a high-aspect rudder; the original rudder gives the boat extremely bad weather helm.

Points very high, wrote the owner of hull No. 146. Shes easily controlled off the wind. If sail is reduced intelligently, shes a dream to drive. Rock solid at about 18 degrees.

Early models featured mainsheet sheeting at the end of the boom, but in 1974, the standard setup was changed to mid-boom sheeting with the traveler on the bridgedeck.

The 27s auxiliary power ranged from an Atomic 4 gasoline engine to a two-cylinder Yanmar diesel. Most owners have reported that their boats back up beautifully. Best backing boat Ive seen, said the owner of a 1977 model. Comments on engine accessibility also ran the gamut, ranging from easy to ridiculous-which may say more about the size of the respondents than anything else.

With prices ranging from $10,000 to $20,000 (some with a trailer), the C&C 27 represents a fair value-standing headroom for most, berths for four (owners say the dinette is a bit narrow for a double when converted), and an inboard engine. The Yanmars of the late models are preferred over the old Atomic 4, but many of the boats on the market today have been re-powered.

Potential buyers should pay particular attention to the pulpit and stanchion bases and the surrounding fiberglass for signs of cracks; and check the deck core and the interior support structure that handles mast compression for signs of rot.

Boats built after 1974 (Mark III) seem to sail better thanks to the incorporated refinements-new rudder, deeper keel, taller rig, added shrouds, etc.

Of the many owner comments weve heard about the boat, one in particular rings particularly true: Simple systems, easy to maintain. That means owners wont spend an arm and a leg trying to keep the C&C 27 afloat, and that has a great deal of appeal for us.

• The Evolution of the C&C 27 Cruiser-Racer

• C&C 27 Owners
• C&C Photo Album

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I just bought a DS 22. These must not have been overly popular boats. I can't seem to find any manuals or information on her anywhere. I can't even find out how to raise or lower the swing keel. If anyone can point me in the right direction I would be appreciative.  

I Googled name of the boat and found a discussion board with a number of members listed. There are email addresses to several. The discussion is quite a few years old, however. There were a couple of comments regarding the swing keel, saying that they were made of steel and are prone to getting rusted stuck. People say they sail well even with the swing board up. http://forums.voileabordable.com/read.php?2,1033  

I looked at a DS22 down near Montreal this winter. I was fascinated by the fact that they are a Bruce Kirby design. In my research I read about a lot of problems with the swing keel getting stuck in the trunk in the spring. If you're having trouble lowering your keel, I don't think you are the first DS 22 owner to have that problem. It seems as though most owners have a way of dealing with the issue, but they all seem to be a little different. I have never owned one, just did a bunch of reading on them. I see on your profile that you are in Minden, the flooding there is insane this year. I hope your house is no where near the river.  

Thanks again Arcb. I have been reading about the sticking swing keel too, There seems to be a few different fixes I can try. Yes, the flooding is bad in Minden again, it seems to happen every couple of years. I've been up here 7 years and this is the third time I've seen it. Some of the olditimers say that the whole town is built on swampland and is a flood plain, they may be right.  

Thanks midwesterner, I checked out the discussion board you mentioned. Seems 2 things stand out 1 The swing keel is problematic and, 2 most owners are very pleased with their boats. They did have a few fixes to try. Good news is I found the keel winch, it is in the stbd cockpit locker, I never would have guessed!  

No wonder you couldn't find it! That's bizarre. I've heard that the dam and white water park just upriver have resulted in serious silting and there has been something like a 50% reduction in volume the river is capable of holding between the white water park and Gull Lake. Not sure if it's true or not, I remember high water when I was a kid, but not major flooding.  

I know that the white water park is wild at this time of year usually, I haven't been over that way for about a month now though. As most of the Haliburton lakes are reservoir lakes for the Trent system, people along those waterways blame Parks Canada for mismanaging the water levels, be they to high or to low. I would not be surprised if there is a silting issue on that stretch. I was totally reworked for the Pan/Am ganes last year and tons of fill was dumped in to make the water course more challenging.  

For what it's worth, the DS-22 was built by DS Yachts in Odessa, Ontario (Not far from where I live!) Also at times called Schwill Yachts and owned by Herman Schwil. Shop is no longer there and I have not heard of Herman for quite a while. Not sure if he is still with us. They also built a number of other boats. This information is not complete: Sailboats built by DS Yachts (Schwill Yachts) (CAN) by year on Sailboatdata.com . They also built a couple of small Kirby more racy boats. Rusty swing keels are not uncommon. Need to get boat up high and get keel down where you can work on it. Scrape off all loose rust. Maybe use a wire wheel. Once clean, give it a couple of coats of POR-15, fill any cavities with epoxy filler then paint with an epoxy barrier paint and/or antifouling paint if boat will be left in water. Good Luck with it.  

Hi FreeAgent, Thanks for the info and suggested repair. I think I will launch her next week after a good scrub. I don't really know if the keel is stuck or not as she is still on the trailer. If it is stuck I guess I'll have the marina lift her and rent a cradle for a week or so.  

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2022 Solace 32 CS

• By Karl Anderson
• August 25, 2022

For the techie boater, the Solace 32 CS has a long list of features that will surely appeal to the James Bond in them. Infused epoxy construction using Innegra high-modulus fabrics and carbon fiber makes a tough, light boat, letting its variable-deadrise, twin-stepped hull work through seas at every angle and offering a comfortable, safe ride.

Interior and Accessories

Its large, U-shaped bow seating area with storage below, comfortable upholstery, built-in handholds, and forward console lounge seating with molded armrests help the 32 CS deliver an open, social feel. There are nifty storage cabinets, with a waste basket on one side, and five Plano 3700 tackle boxes and life-jacket storage on the other.

The large console offers a big, vertical window so natural light can fill the space. The interior is remarkable for a 32-footer, boasting a freshwater head, stainless-steel sink, and single bunk that doubles as rod storage. A built-in curved-panel feature around the forward end, with slots for rod tips and a flip-up panel with lockable arms for the butt ends of the rods, is great for leaving the rods on the boat and not carting them off and on every day.

The thoughtfully laid out helm offers the ability to install a pair of 16-inch multifunction displays. Accessory switches are easily reached. The forward glass windscreen opens electrically for airflow. All of this tucks neatly under a fully molded hardtop that is integral to the console.

The leaning post’s long list of features includes two upholstered helm seats with flip-up bolsters, battery storage, tackle storage on the sides, a Corian rigging station with a drink holder, and a slide-out Frigid Rigid cooler with cushioned seat and backrest. Our test boat featured an optional Quick No. 7 gyrostabilizer.

The Solace 32 CS I tested featured a pair of 300 hp Mercury Racing outboards in Cold Fusion white, offering a cruise of 33.5 mph at 3,200 rpm netting 1.3 mpg. The 32 CS accelerated quickly with little bow rise and reached a peak speed of 60.1 mph at wide-open throttle.

Read Next: Solace 41.5 CS

How We Tested

• Engine: Mercury Racing 300H V-8
• Drive: Outboard
• Gear Ratio: 1.60:1 Fuel Load: 304 gal. Water on Board: 31 gal. Crew Weight: 625 lb.

High Points

• Loaded with family-friendly boating comfort features.
• Composite construction and advanced engineering.
• Premium Gemlux hardware adds to the already premium fit-and-finish.
• Tight cockpit for fishing compared to competing boats.
• Visibility is limited due to the three-sided hard-glass windscreen and integral hardtop. 
• Two smaller 30-gallon livewells instead of one big one.

Toughest Competitor

With 300 hp Yamahas, the slightly larger but lighter Everglades 335 cruises at 24.1 mph, turning 3,500 rpm, burning 17.6 gph and netting 1.4 mpg. It’s roughly 3,000 pounds lighter and has a longer running surface. It has a similar integral console and hardtop configuration, with a console interior with a sink, freshwater head and shower.

Pricing and Specs

Speed, efficiency, operation.

Solace Boats – Edgewater, Florida; solaceboats.com

• More: 2022 , 30-40ft , boat tests , Boats , Center Consoles , Fishing Boats , October 2022 , outboards , Solace Boats

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