tartan 42 sailboat review

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• Sailboat Guide

Tartan 42 is a 41 ′ 11 ″ / 12.8 m monohull sailboat designed by Sparkman & Stephens and built by Tartan Yachts between 1980 and 1984.

• 1 / 6 Trinidad and Tobago 1981 Tartan 42 $115,000 USD View
• 2 / 6 Trinidad and Tobago 1981 Tartan 42 $115,000 USD View
• 3 / 6 Trinidad and Tobago 1981 Tartan 42 $115,000 USD View
• 4 / 6 Trinidad and Tobago 1981 Tartan 42 $115,000 USD View
• 5 / 6 Trinidad and Tobago 1981 Tartan 42 $115,000 USD View
• 6 / 6 Trinidad and Tobago 1981 Tartan 42 $115,000 USD View

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)

S&S design #2095.2 A lengthened TARTAN 41(S&S #2095) with a heavier cruising interior and new larger deck structure. Also available with Sheel keel (most common) or keel/centerboard. Short Mast: I: 52.0’ J: 16.8’ P: 45.0’ E: 13.0’ Tot. SA: 729 sq.ft. Draft-Sheel keel: 4.96’ Draft-Keel/CB: BD:7.0’ BU:4.7’

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Review of Tartan 42

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The Tartan 42 has been built with different keel alternatives.

One option is a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.

The boat can enter most marinas as the draft is just about 1.52 - 1.62 meter (4.99 - 5.29 ft) dependent on the load. See immersion rate below.

Another option is a fin keel.

The boat can only enter major marinas as the draft is about 2.11 - 2.21 meter (6.92 - 7.22 ft) dependent on the load. See immersion rate below.

Tartan 42 may be equipped with a Westerbeke diesel engine.

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 7.6 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.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Tartan 42 is about 239 kg/cm, alternatively 1338 lbs/inch. Meaning: if you load 239 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1338 lbs cargo on the boat it will sink 1 inch.

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 L/B (Length Beam Ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 38m 2 (409 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

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 is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

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

We are always looking for new photos. If you can contribute with photos for Tartan 42 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.

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What to look for when buying a Tartan 41?

• Thread starter GMAC Greg McKenzie
• Start date Apr 6, 2021
• Brand-Specific Forums

GMAC Greg McKenzie

Hi all. Family is ready to trade up to larger performance cruiser and there is a 2001 we will viewing soon. Anything in particular I should ask the broker about this model? eg. issue with motor mounts? deck delamination? replacing original stock equipment like fridge or hot water heater? Lovely boat, just want to have a heads up if there are any bogeys. Thanks. Greg  

SBO Weather and Forecasting Forum Jim & John

Greg... Congrats on your plans to step up. Your 2001 is 20 years old. If the boat has OEM equipment you may plan for replacement soon if not immediately. 20 years on the standing rigging, chainplates, and mast hard ware may also be at their life expectancy. Unless you can assure yourself that all the hoses and thru hulls have recently been replaced, I would expect that is another project to greet you. As is always the case, examine corrosion and condition of electrical systems. 20 year old electronics may be working but often it is the first to go and new installed. If the wires are a rats nest you may be exploring the art of electrical wiring. On a 20 year old auxiliary motor I would expect still a lot of life, unless the maintenance has been ignored. After 20 years sails are likely stretched. If you are thinking local sailing then your might let a little slide. If you are considering an ocean passage to the Caribbean, then you need to be thorough and expect to spend again as much as the boat costs making it ready for such a passage. Good luck with your new adventure.  

GMAC Greg McKenzie said: Hi all. Family is ready to trade up to larger performance cruiser and there is a 2001 we will viewing soon. Anything in particular I should ask the broker about this model? eg. issue with motor mounts? deck delamination? replacing original stock equipment like fridge or hot water heater? Lovely boat, just want to have a heads up if there are any bogeys. Thanks. Greg Click to expand

Kings Gambit

The Tartans are beautiful yachts that I’ve admired for the past 30 yr. Good turns of speed. But when I’ve been on them, they have shown less than expected. No experience with the 4100, but some with the 3400, 3500, and 3700. We did a week charter on the 3400 (2005 model, two cabin) in the SJ’s last year. It simply was not well apportioned below in our opinion. We thought a very clumsy galley arrangement with little working area. A tiny head for a 34; seacock valves in ridiculously inaccessible spots, etc. A difficult-to-use anchoring set-up where the anchor was evidently prone to slam the bow on recovery and deployment, etc. Laid well and comfortably at anchor, nevertheless. Poor storage. Comfortable sleeping arrangement once prone, but tight. So Admiral and I stayed in the separate cabins. The 3500 (a late 1990’s model), also not well apportioned below. The galley & salon combination simply not arranged well for dining/entertaining with folks aboard. Low quality material in the doors, thin. Fast and comfortable on deck when sailing, but below the joinery creaked like I not heard before. Also, I question the efficacy of the Solent design of the headsails. Difficult to use if much tacking is needed. The 3700, don’t know the year, was two slips from me for several months and I met the “newbie” owner, just divorced. Don’t recall what exactly, but he worked below on the boat a lot. There were some issues but not enough to keep the yacht in port. We did a tandem cruise to Santa Barbara Island from Ventura, about 45 n.mi., anchoring three nights & rendezvousing there with the 3500. She stayed reasonably close to us motoring and then sailing on the afternoon wind. The yacht lay well at anchor, and the crew offered no negative remarks on the boat that I recall. Nevertheless, she appeared not to have been well maintained by previous owners, so deterioration was evident in the hull finish, life lines, and generally on deck. Cockpit was very roomy and comfortable, however. Gave the impression of a well-found yacht although I think too much for one’s first boat. But he did sail it with two more crew to Cabo San Lucas later that year in the Baja Haha. I and one other helped him try out a new asymmetrical for that trip in the swelly waters off Ventura. Good working space on the foredeck, and she sailed well. A delivery skipper brought it home and we heard from one of the crew that it had gotten pretty beaten up, etc. I would heed the comment about being a lot of boat in the 4100 for a couple but at least experienced ones in your case. I would suggest that if you offer, your sea trial take place in 12-15 kt of wind where you can get the boat sailing in open water with everything up. A motor-sail tootle around the harbor on a light day, or sailing in light air, could deceive you, etc. I took two racing friends with me and Admiral. Got the chute up and down in 15 kt; did some tacks and gybes out past the harbor breakwater, etc. Good trial; learned a lot.  

As I said, beautiful yachts. Here in an equally beautiful setting of the PNW. Notice she’s flying the SBO burgee! Thanks John!  

Peter Nordquist

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1981 Tartan 42 SL

1981 tartan 42 sl specs.

• Boat Type : Monohull Sailboats
• Quantity: 1
• Horse Power: 41
• Type: Diesel
• Hull Material : Fiberglass
• Beam : 12'9"
• Length : 42'
• Net Weight : 18500 lbs
• Looking for the Boat Manual? 1981 Tartan Yachts 42 SL Request Boat Manual Now

Related Boats

• 1980 Tartan 42 SL
• 1982 Tartan 42 SL
• 1983 Tartan 42 SL
• 1984 Tartan 42 SL

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Tartan Classic: T42

T42 Brochure 1

T42 Brochure 2

T42 Brochure 3

T42 Owners Manual

DRAWINGS/PLANS

T42 110 VAC

T42 Deck Hardware

T42 Halyard Layout B

T42 Keel Detail

T42 Running Rigging

T42 Steering System Detail

Tartan 42 Sail Plan

Design Dimensions T42

Classic S&S-inspired design moves on to a new life as a world cruiser

F riends in Miami just purchased a handsome 1989 Tartan 40. The successful sea trial and survey were the culmination of a systematic, two-year plan to find the right boat for extended cruising. Ricardo Paris attended my boat buyer's workshop a couple of years ago and we discussed his sailing agenda. He wanted to spend some time researching different boats and to take the measure of the market while working to build a "boat fund." He and his wife Claire plan to hit the high seas in a year or so, but they wanted to buy the boat now to get familiar with it and to properly refit it for serious cruising. Ricardo zeroed in on the Tartan 40 after considering many boats, including an Albin Nimbus 42, Hood Wauquiez 40, Nordic 40 and Jeanneau 42. The Tartan is an excellent choice. Although officially designed by Tim Jackett, the Sparkman & Stephens influence is obvious; just look at the rakish bow, low freeboard, reverse transom and subtle sheer. Jackett's designs during the 1980s were a masterful synthesis of classic S&S lines with modern features that sailors were demanding. The 40 is one of his best efforts. The overall excellent sailing performance coupled with a seaworthy hull shape and solid construction convinced Ricardo and Claire to pull the trigger. The lovely teak interior is not overly spacious but is more than adequate for a couple. The size was also appealing. At 40 feet it is big enough for any bluewater challenge they might encounter but still manageable for a daysail on Biscayne Bay. A sail area-to-displacement ratio of 17.1 speaks to performance, while the displacement-to-length ratio of 250 and ballast/displacement ratio of nearly 43% translate into stiffness, stability and the load-carrying capacity necessary for long-term cruising. Ricardo and Claire really piqued my interest in this beautiful old boat. For the purpose of this article, we are going to take a look at retrofitting a Tartan 40 for cruising. Our "hypothetical" boat will be a 1986 model. There were 72 Tartan 40s built between 1984 and 1989. They are not easy to find on the used market and tend to hold their value. We purchased our boat named Retro, for $125,000; a price that reflects the soft secondhand boat market. The boat, like most Tartans on the market, is well equipped and well maintained. It has newish canvas and sails and the Universal 50-horsepower diesel has relatively low hours and is in good running condition. Our monetary goal is to complete the retrofit for 20% to 25% of the purchase price, or around $30,000. Our sailing goal is to have the boat ready for a summer-long cruise in the Bahamas, and to be in excellent shape for day and weekend sailing and shorter cruises throughout the rest of the year. Prioritizing needs and wants is always the key to spending wisely. The Tartan 40 is a powerful sloop rig and one of our main objectives is to make the boat as easy to handle as possible without sacrificing performance. Sail controls need to be efficient. With that in mind, we decide to convert the traditional boom and slab-reefing mainsail to a Leisurefurl in-boom reefing system.

This is not an impulse decision. The Leisurefurl boom, installation, and the new mainsail and electric winch that the system requires will consume a big chunk of the retrofit budget. Still, it is a big upgrade and one that will pay dividends everyday. In-boom furling is efficient. It allows the main to be effectively reefed to any size to meet the conditions, you can carry just the right amount of sail while maintaining excellent sail shape. It is also safe because it keeps the crew off the deck; all reefing is done from the security of the cockpit. And finally, it's simple and clean and does away with the hassle of fitting the mainsail cover over a bunched up sail and around the lazy jacks. Alan Massey of Leisurefurl recommends the Offshore Model for the Tartan 40. The boom and extrusions are spar-quality T-5 aluminum, while the gooseneck fittings are investment cast 17-4 stainless steel. Each boom is custom engineered at Forespar's plant in Southern California. Roger Underwood and his team of experienced riggers at Nance and Underwood Rigging and Sails in Fort Lauderdale will handle the installation. Underwood, who has installed many Leisurefurl systems, estimates 25 hours of labor will be required for the job. The total cost of the boom and installation is $13,500. Underwood will also supply the necessary electric winch. Yes, an electric winch is critical. Forespar's Sales Manager Bill Moser says, "the electric winch puts the leisure in Leisurefurl." We choose the new Unipower900 radial electric winch from Harken. It is not the cheapest but it is surely the most innovative. Compact, light and strong, the Unipower radial winch has an ingenious design that places part of the electric motor within the winch base housing. The winch and installation tally $4,500. A new mainsail is essential. Massey explains that by the time you alter your existing main you are usually almost 70% of the way to the cost of a new sail anyway. Peter Grimm of Super Sailmakers in Fort Lauderdale explains that sailmakers have to understand the difference between building a good mainsail and a good Leisurefurl mainsail. Grimm recommends an 8.6-ounce high-aspect Dacron weave that will resist stretch, a critical issue with the Leisurefurl boom. He also recommends a two-ply leech that adds bulk to the leech and keeps the luff and leech rolling at the same rate, ensuring a clean roll. And with the two-ply leech the actual weight of the sail can be reduced. Grimm will build a sail with six full battens, the first being 18 to 20 inches above the foot and the others evenly spaced. A vastly experienced sailor, he reminds us that when reefing the sail the batten that you are reefing to ends up lying on the bottom of the mandrel. Because the reduced Leisurefurl sail is almost always flatter than a slab reefed main, or an in-the-mast reef, the performance of the Leisurefurl boom really shines when it is blowing hard. Grimm will not only engineer and build the sail, he promises to sail with us to make sure that it is cut, fit and furling just right. This is $4,000 well spent. The survey indicated that the standing rigging is in good shape so we'll focus on updating the running rigging. We will change out the headsail sheets along with the main and jib halyards. Bob Pingel of Custom Line Splicing in Milwaukee recommends Sta-Set from New England Ropes for new jib sheets. "Dacron double braid is strong and durable," Pingel explains. He can make up two 60-foot, half-inch sheets with whippings for $190. A new main halyard is essential with the Leisurefurl system and Pingel says that New England's VPC will fit the bill. A double braid line with a Dacron cover, the low-stretch Vectran/Polypro blended core is an excellent value. VPC is also a good choice for the new jib halyard. Pingel can supply both halyards, including a Wichard 2475 shackle for the jib and heavy-duty Tylaska H8 shackle for the main, splices and whippings for $675. The total running rigging bill comes to $865. We are feeling very good about our rig updates, now it's time to consider a new autopilot. Most serious cruisers will tell you that the most important piece of equipment on the boat is the autopilot, especially for those sailing with small crews. We choose the well-proven Raymarine SmartPilot. These pilots have been steering sailboats all over the world for many years and Raymarine's service and customer support is superb. There are three components that make up a "belowdecks" autopilot. First, you need a control head. We choose the compact but still user-friendly ST6002, a three-inch LCD unit that is easy to mount on the binnacle. The second component is the drive unit. The Type 1 linear drive electric motor can handle boats that displace up to 22,000 pounds and the Tartan 40 falls well within that range. Finally you need a core pack that includes the course computer and integrated gyrocompass. The X10 Smartpilot CorePack is designed to work with the Type 1 drive. After shopping around we decide to purchase the unit through Defender Marine. The three components total $3,326. Buying the autopilot is the easy part, installing it is a bit more challenging. Steve Sullivan of Tamboura Marine Outfitters in Manitowoc, Wisconsin, will handle the installation. Steve is highly skilled and can handle a wide variety of tasks, and as an independent contractor his $40 hourly fee is a terrific value. He anticipates 24 hours of work to mount the drive unit, control head and core pack, and another half day or so to "tie it all together." The total cost is $1,200. Our next job is the dirtiest, and one of the most important: a complete bottom job. Nothing makes a boat sail better than a clean bottom. The Tartan 40 has years of old bottom paint accumulation and is showing a few modest signs of osmotic blistering. It is not serious but now is the time for a dose of prevention. We haul the boat at Spring Cove Marina in Solomons, Maryland. Alan Richards of Spring Cove suggests that we start by soda blasting all the old paint off. This is an environmentally responsible process that has thankfully replaced sandblasting. The next step is to apply two coats of Pettit Protect. This is a heavy-duty two component epoxy coating. It reduces water absorption and is a good choice for osmotic blister prevention and repair. For antifouling bottom paint, Alan recommends Pettit Hydrocoat. This is a water-based, multi-season ablative paint that is environmentally friendly. It is becoming the choice of many boat manufacturers. The total cost of a new bottom is $3,400, or $85 per foot all in. Before putting the boat back in the water we decide to replace the three-bladed fixed propeller with a new folding prop by Flexofold. This has been a performance-oriented retrofit and it seems a pity to tow an anchor-like fixed prop when under sail. We opt for a folding prop for several reasons. First the performance is dramatically better than with a fixed prop and a bit better than with a feathering prop. We like the idea of the prop blades folding out of the way instead of pivoting and thus being less likely to snag a lobster pot or other floating obstruction. Tests have also shown the Flexofold increases performance under power, generating the same speeds with fewer RPMs. Dan Tucker of Flexofold sizes the appropriate prop by engine horsepower, transmission reduction and shaft size. A new 16-inch prop sells for $1,985. We have spent our budget, but our Tartan 40 is in great shape and ready for the islands.

1986 Tartan 40:  $125,000

Retrofit budget: 1.    Leisurefurl In-boom Reefing System    $13,500 2. Harken 900UPWC Radial Electric Winch, installed    $4,500 3. Super Sailmakers Mainsail    $4,000 4.    New England Ropes running rigging    $865 5.    Ray Marine Smart Pilot, installed    $4,526 6.    Petit Epoxy Bottom and antifouling    $3,400 7.    Flexofold Folding Prop    $1,985

Total retrofit work    $32,776 26% of purchase price Grand total    $157,776

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Affordable Cruising Sailboats

Practical sailor reviews nine used boats over 35 feet and under $75,000..

In a search for a budget cruiser, Practical Sailor examined a field of used sailboats costing less than $75K and built between 1978 and 1984. We narrowed the field to boats with sufficient accommodations for four people and a draft of less than 6 feet. One way to approach a used-boat search is to look for sailboats with informed, active owners associations and high resale values. Practical Sailor’s quest for recession-proof cruisers led us to the Allied Princess 36, Bristol 35.5C, Endeavour 37, S2 11.0, Freedom 36, ODay 37, Niagara 35, C&C Landfall 38, and the Tartan 37. The report takes a more in-depth look at the Tartan, C&C Landfall, and Niagara.

Let’s say you’re looking to buy a boat for summer cruising along the coastal U.S. or on the Great Lakes, one that, when the time is right, is also capable of taking you safely and efficiently to Baja or the Bahamas, and perhaps even island-hopping from Miami to the West Indies. Like most of us, your budget is limited, so a new boat is out of the question. Let’s set more specifics:

• Passes a thorough survey by a respected surveyor and has been upgraded to meet current equipment and safety standards. (These are old boats, after all, prone to all sorts of potentially serious problems.)
• Fun to sail inshore (which means not too heavy and not too big).
• Sufficient accommodations and stowage to cruise four people for two weeks.
• Popular model (active owners support group for help and camaraderie) with decent resale value
• Under $75,000.
• Monohull (multihulls violate the price cap, anyway).
• Draft of less than 6 feet (for the islands, mon).

In the February 2008 issue, we examined 30-footers from the 1970s , which is just above the minimum length for the Big Three: standing headroom, enclosed head, and inboard engine. Too small, however, to satisfy our new criteria. So we need to jump up in size. As we culled through the possibilities, we found a fairly narrow range of boat lengths and vintages that satisfy the criteria. Of course, there always are exceptions, but basically it is this: 35- to 38-footers built between 1978 and 1984. Bigger or newer boats that meet our criteria cost more than $75,000.

Heres the list of nine models we came up with: Allied Princess 36, Bristol 35.5C, C&C Landfall 38, Endeavour 37, Freedom 36, Niagara 35, ODay 37, S2 11.0, and the Tartan 37. All were built by reputable companies in the U.S. or Canada, with underwater configurations ranging from full keels with attached rudders to fin keels and spade rudders. Displacements are mostly moderate.

Below we present notes on six of the finalists. Details of our 3 favorites are linked to the right of this page.

ALLIED PRINCESS 36

Allied Yachts developed an excellent line of cruising sailboats in the 1960s, including the first fiberglass boat to circumnavigate, the Seawind 30 ketch, which later was expanded to the 32-foot Seawind II. The handsome Luders 33 was the boat in which teenager Robin Lee Graham completed his historic circumnavigation. Arthur Edmunds designed the full-keel Princess 36 aft-cockpit ketch and the larger Mistress 39 center-cockpit ketch. None of these boats are fancily finished, but the fiberglass work is solid and well executed. They’re ocean-worthy, and affordable. The Princess 36 was in production from roughly 1972 to 1982. Wed look for a later model year; prices are under $50,000.

BRISTOL 35.5C

Bristol Yachts was founded by Clint Pearson, after he left Pearson Yachts in 1964. His early boats were Ford and Chevy quality, good but plainly finished, like the Allieds. Over the years this changed, so that by the late 1970s and early 1980s, his boats were between Buicks and Cadillacs in overall quality. This includes the Ted Hood-designed 35.5C. Its a centerboarder with a draft from 3 feet, 9 inches board up to 9 feet, 6 inches board down; a keel version also was available (named without the “C”).The solid fiberglass hull was laid up in two halves and then joined on centerline. It had an inward-turning flange on the hull, superior to the more common shoebox hull-to-deck joint. The 35.5C is very good in light air, but tender in a breeze. Pick one up for around $60,000.

ENDEAVOUR 37

The Endeavour Yacht Corp. was founded in 1974, and its first model was a 32-footer, built in molds given to it by Ted Irwin. Yup, the Endeavour 32 has the same hull as the Irwin 32. Its second model was the Endeavour 37, based on a smaller, little known Lee Creekmore hull that was cut in half and extended. Its not the prettiest boat in the world, and not very fast, but heavily built. Owners report no structural problems with the single-skin laminate hull. It has a long, shoal-draft keel and spade rudder. What helped popularize the Endeavour 37 was the choice of layouts: an aft cabin with a quarter berth, a V-berth and quarterberth, and a (rare) two aft-cabin model. Production ended after 1983. Prices are around $50,000.

After the Halsey Herreshoff-designed Freedom 40 that reintroduced the idea of unstayed spars, several other designers were commissioned to develop the model line-up. These included David Pedrick and Gary Mull; the latter drew the Freedom 36, in production from about 1986 to 1989. While the early and larger Freedoms were ketch rigged, models like the 36 were sloops, which were less costly to build and easier to handle. To improve upwind performance, a vestigial, self-tacking jib was added. Thats the main appeal of these boats: tacking is as easy as turning the wheel. The 36s hull is balsa-cored, as is the deck. Balsa adds tremendous stiffness, and reduces weight, which improves performance. The downside: Core rot near the partners on this boat could lead to a dismasting and costly hull damage. Interior finishing is above average. These boats sell right at our price break: low to mid-$70s.

This low-profile family sloop was second only to the ODay 40 in size of boats built by ODay under its various owners. Founded by Olympic gold-medalist George ODay to build one-designs and family daysailers, subsequent ownership expanded into trailer sailers and small- to medium-size coastal cruisers. Like the others, the 37 was designed by C. Raymond Hunt Associates. The center-cockpit is a bit unusual but some prefer it. The cruising fin keel and skeg-mounted rudder are well suited to shallow-water cruising, and the generous beam provides good form stability. The hull is solid fiberglass, and the deck is cored with balsa. Owners report it is well balanced and forgiving. Early 1980s models are on the market for less than $40,000.

Built in Holland, Mich., the S2 sailboat line emerged in 1973 when owner Leon Slikkers sold his powerboat company, Slickcraft, to AMF and had to sign a no-compete agreement. The 11.0 was the largest model, introduced in 1977. The designer was Arthur Edmunds, who also drew the Allied Princess 36, though the two are very different. Edmunds resisted some of the bumps and bulges indicative of the International Offshore Rule (IOR), but still gave the 11.0 fine ends, and a large foretriangle. Two accommodation plans were offered: an aft cockpit with conventional layout of V-berth, saloon, and quarter berth and galley flanking the companionway; and an unusual center-cockpit layout with V-berth forward immediately followed by opposing settees, and then galley and head more or less under the cockpit. The master suite is in the aft cabin, of course. The hull is solid fiberglass and includes the molded keel cavity for internal ballast; the deck is balsa-cored. Overall construction quality is rated above average. Prices range from about $30,000 to $50,000.

NIAGARA 35: a handsome cruiser with Hinterhoeller quality.

Austria-born George Hinterhoeller emigrated to Canada in the 1950s and began doing what he did all his life: build boats, first out of wood, then fiberglass composites. He was one of four partners who formed C&C Yachts in 1969. He left in 1975 to again form his own company, Hinterhoeller Yachts. The company built two distinct model lines: the better known Nonsuch line of cruising boats with unstayed catboat rigs, and the Niagara line. About 300 Niagara 35s were built between 1978 and 1995.

Canadian naval architect Mark Ellis designed the Niagara 35 as well as all of the Nonsuch models. He gave the 35 a beautiful, classic sheer with generous freeboard in the bow, swooping aft to a low point roughly at the forward end of the cockpit, and then rising slightly to the stern. The classic influence also is seen in the relatively long overhangs; todays trend is to lengthen the waterline as much as possible, with near plumb bows, discounting the old belief that overhangs were necessary for reserve buoyancy. So the Niagara 35 has a somewhat shorter waterline than the others in our group of nine, but as the hull heels, the overhangs immerse and sailing length increases. The short waterline also accounts for the 35s moderately high displacement/length ratio of 329. There is a direct correlation between the D/L and volume in the hull, and for a cruising boat, there must be sufficient space for tanks and provisions. Unfortunately, tankage in the 35 isn’t that much: 80 gallons water, 30 gallons diesel fuel, and 25 gallons holding tank.

The cruising fin keel is long enough for the boat to dry out on its own bottom should the need arise, like drying out against a seawall in Bali to paint the bottom. (Sorry-just dreaming!) The spade rudder seems a little unusual for a cruiser. When asked about it, Ellis said that it provides superior control to a skeg-mounted rudder, and that skegs, which are supposed to protect the rudder, often aren’t built strong enough to do the job. Circumnavigator and designer/builder/developer Steve Dashew agrees that offshore, in nasty conditions, spade rudders are the way to go.

Construction

George Hinterhoeller and his associates at C&C Yachts were early advocates of balsa-cored hull construction, because it reduces weight, increases panel stiffness, and lowers costs. The worry, of course, is delamination of the core to the inner and outer skins should water penetrate through to the core. This is why quality builders remove balsa coring wherever through-hulls or bolts pass through the hull or deck, and fill the area with a mix of resin and reinforcements. Hinterhoeller was such a builder, but core integrity still deserves close inspection during a pre-purchase survey.

All bulkheads are tabbed to the hull and deck with strips of fiberglass, and this is an important detail for an offshore boat. Many mass-produced boats have molded fiberglass headliners that prevent tabbing bulkheads to the deck; rather, the bulkheads simply fit into molded channels in the headliner, which do not prevent them from moving slightly as the boat flexes in waves.

Hardware quality is good. One owner described the chocks and cleats on his Niagara as “massive.” Hatches are Atkins & Hoyle cast aluminum, which are about as good as you can buy. And the original rigging was Navtec rod. Owners report no structural problems.

Performance

With its moderately heavy displacement, conservative sailplan, and relatively large keel, the Niagara 35 is not a speed demon, and does not point as high as a boat with a deep, narrow fin keel. But thats not what were after here. The 35s specs are just about what we want for a versatile cruising boat. Owners say performance picks up quickly as the breeze fills in. If the sailplan were larger, for improved light-air performance, youd have to reef sooner, and reefing is work.

The long keel has another advantage, and that is improved directional stability over shorter keels, which means less effort at the helm. We tend to think that a powerful below-deck autopilot can steer any boat, but autopilots struggle, too. A boat thats easy for the crew to hand steer also is easy for the autopilot to maintain course.

A lot of Niagara 35s were equipped with Volvo saildrives rather than conventional inboard diesel engines. Advantages of the saildrive: improved handling in reverse and lower cost. Disadvantages: potential corrosion of aluminum housing and not as much power. Various inboard diesels were fitted: Westerbeke 27-, 33-, and 40-horsepower models, and a Universal M35D, all with V-drives. Owners rate access somewhat difficult.

Accommodations

Two interior layouts were offered: the Classic, in which the forepeak has a workbench, shelves, seat, and stowage instead of the usual V-berth; and the Encore, which has an offset double berth forward, and quarter berth and U-shaped galley aft. The saloon in the Classic, with settees and dining table, is farther forward than usual; the head and owners stateroom, with single and double berths, is aft. Both plans have their fans.

Headroom is 6 feet, 4 inches in the main cabin and 6 feet, 2 inches in the aft cabin. Berths are 6 feet, 7 inches long; a few owners say berth widths are a bit tight. A couple of thoughts on the double berths offered in these two plans: V-berths are subject to a lot of motion underway and so do not make great sea berths, but at anchor, ventilation via the forward hatch makes them far more comfortable than a stuffy aft cabin, where its much more difficult to introduce air flow. Offset double berths do not waste outboard space like V-berths do, but the person sleeping outboard must crawl over his/her partner to get out of bed.

Thirty-year-old boats should be surveyed thoroughly. Nothing lasts forever, but boats well maintained last a lot longer. Pay particular attention to the balsa-cored hull and deck. If either has large areas of delamination, give the boat a pass, because the cost to repair could exceed the value of the boat.

A few owners expressed concern about the boats handling off the wind, which surprises us somewhat. A test sail in lively conditions should answer that question.

We much prefer the inboard. If you prefer the saildrive, look for signs of corrosion and get a repair estimate.

Niagara 35 Conclusion

The Niagara 35 is a handsome, classically proportioned cruising sloop from one of the best builders of production boats in North America. It is not considered big enough these days to be a circumnavigator, but certainly large enough for a couple to leisurely cruise the Bahamas, Caribbean Sea, and South Pacific. We found asking prices ranging from around $54,000 to $89,000, with most in the $60,000 range.

C&C LANDFALL 38

As noted, George Hinterhoeller was one of four partners who formed C&C Yachts in 1969, at Niagara-on-the-Lake, Ontario. The others were Belleville Marine, Bruckmann Manufacturing, and the design firm of George Cuthbertson and George Cassian. From the beginning, the emphasis was on performance. Indeed, the 40-foot Red Jacket won the 1968 Southern Ocean Racing Circuit (SORC).

In 1973, Cuthbertson retired to his Ontario farm, citing burn-out. Eight months later, he was back as president of C&C Yachts, telling staff that they ought to pursue more multi-purpose racer/cruiser models. C&C became the dominant boatbuilder in North America, with models ranging from the C&C 24 to the C&C 46, with models just about every 2 feet in between. The Landfall cruiser series was introduced in 1977, with the Landfall 42. It was followed by the Landfall 35, 38, and 48. Production of the 38 ran from 1977 to 1985, with about 180 built.

The C&C Landfall 38 is directly related to the earlier C&C 38. We wrote in our original 1983 review that the older hull design was “…modified with slightly fuller sections forward, a slightly raked transom rather than an IOR reversed transom, a longer, shoaler keel, and a longer deckhouse for increased interior volume.” The spade rudder is not everyones first choice on a serious cruising boat, but it does provide superior control. And the Landfalls have a higher degree of finish inside, along with layouts more suited to family cruising.

The Landfalls perform very well, thanks to lightweight construction and speedy hull forms. The Landfall 38s displacement/length ratio of 272 is the lowest of the three compared in this review.

Notable drawbacks: a V-berth that becomes quite narrow forward, and as noted in the 1983 review, “a hull that rises so quickly aft that C&Cs normal gas bottle stowage at the end of the cockpit is eliminated.” This on a cruising boat no less, where a hot meal is often the highlight.

Like nearly all the C&C designs, the Landfall 38 is attractively proportioned with sleek lines and a modern look, even several decades later. It appears most dated in the raked bow, but this better suits the anchoring duties on a cruising boat anyway.

Materials and building processes used in C&C Yachts are very similar to those of the Niagara 35, namely because of Hinterhoeller. Practices he established at C&C continued after he left, at least for the short-term. So what we said about the Niagara 35s balsa-core construction also applies to the Landfall 38, where it is found in the hull, deck, and cabintop.

The hull-deck joint is through-bolted on 6-inch centers, through the teak toerail, which gaves the Landfall series a more traditional look than the distinctive L-shaped anodized aluminum toerail Cuthbertson designed and employed on the rest of the C&C models. The joint is bedded with a butyl tape, which does a good job of keeping out water, but doesn’t have the adhesive properties of, say, 3M 5200. On the other hand, if you ever had to remove the deck-heaven forbid!-it would be a lot easier.

Deck hardware is through-bolted with backing plates or large washers, although some of the fasteners come through on the underside, where the core transitions into the core-less flange. We also saw this on our old 1975 C&C 33 test boat. It means two things: water migrating down the fastener after the bedding fails can contact a little bit of balsa, and uneven stresses are placed on the fastener, which above deck can cause gelcoat cracks.

Proper bronze seacocks protect the through-hulls, and hoses are double-clamped for added security. The mast butt is not deep in the bilge where it can corrode in bilge water, but rests on two floor timbers in the sump, above any water that would typically collect.

The external lead-ballast keel is bolted through the keel sump in the hull. Its run is flat, and the boat can sit on its keel, allowing it be careened against a seawall for bottom painting, prop repairs, or other work in locales where boatyards are rare.

In our earlier review, we noted that the engine compartment has no sound insulation, despite its proximity to the owners berth, but gluing in some lead-lined foam is within the capability of most owners.

Despite being 2,000 pounds heavier than the C&C 38, the Landfall 38 is still a quick boat. Its old PHRF rating of 120 is just a little higher than the Cal 39 at 114, and less than the Tartan 37 we’ll look at next.

The mast is a little shorter than that of the C&C 38, but as with most boats of the IOR era, the Landfall 38 has a large foretriangle of 385 square feet. A 150-percent genoa measures 580 square feet, which is a handful for older crew. Roller furling with maybe a 135 percent genoa would be a logical way to minimize the effort required to tack this boat.

Strangely, the Landfall 38 did not come standard with self-tailing winches; a highly recommended upgrade. The main halyard, Cunningham, and reefing lines are led aft to the cockpit, while the headsail halyards run to winches on deck near the mast.

The boat is stiff and well balanced. Owners like the way it handles and appreciate its speed.

The standard engine was a 30-hp Yanmar diesel. The early Yanmar Q series had a reputation for being noisy and vibrating a lot. At some point, C&C began installing the Yanmar 3HM which replaced the 3QM. Power is adequate. The standard prop was a solid two-blade. Engine access leaves a lot to be desired.

The interior is pushed well into the ends of the boat to achieve a legitimate three-cabin accommodation plan. The standard layout was a V-berth forward with cedar-lined hanging locker. The berth narrows quickly forward so that tall people might not find enough foot room. Moving aft, there is a dinette and settees in the saloon, U-shaped galley and large head with shower amidships, and a double berth in the port quarter, opposite a navigation station. In rainy or wild weather, youll want to close the companionway hatch and keep weather boards in place so that water doesn’t spill into the nav station. Installing Plexiglas screens on either side of the ladder will help.

Oddly, there is no place to install fixed-mount instruments outboard of the nav table; that space is given to a hanging locker, but could be modified. Other than this, about the only other shortcoming is that the toilet is positioned so far under the side deck that persons of average size cannot sit upright. And, the head door is louvered, which compromises privacy.

There is not a lot to complain about with the Landfall 38 that we havent already said: the V-berth forward is tight, theres no sitting upright on the toilet, theres no place to install electronics at the nav station, and the nav station and aft berth invite a good soaking through the companionway.

Construction is above average, but have a surveyor sound the hull and decks for signs that the fiberglass skins have delaminated from the balsa core. Small areas can be repaired, but our advice is not to buy a boat with widespread delamination.

Landfall 38 Conclusion

The Landfall 38 is an excellent family boat and coastal cruiser. Its popularity in the Great Lakes region is not surprising. Island hopping to the Caribbean is also within reach, but any longer cruises will likely require more tank capacity and stowage. Standard tankage is 104 gallons water and 32 gallons of fuel. Prices range from around $55,000 to $65,000.

TARTAN 37: shoal draft and S&S styling.

In the early years of fiberglass boat construction, the major builders-Columbia, Cal, Morgan, Tartan, and others-commissioned well-known naval architects to design their models. Today, this work is more often done by a no-name in-house team over which the company has more control. Tartan Yachts of Grand River, Ohio, relied almost exclusively on the prestigious New York firm of Sparkman & Stephens; they’d drawn the Tartan 27 for the company’s antecedent, Douglass & McLeod, and were called on again to design the Tartan 37, which had a very successful production run from 1976 to 1988.

The Tartan 37 has the modern, clean, strong lines that typified S&S designs. The bow is raked, and the angle of the reverse transom is in line with the backstay-an easily missed detail that nevertheless affects the viewers impression of the boat. Freeboard is moderate and the sheer is gentle. In an early review, we wrote: “Underwater, the boat has a fairly long, low-aspect ratio fin keel, and a high-aspect ratio rudder faired into the hull with a substantial skeg.” In addition to the deep fin keel, a keel/centerboard also was offered. A distinctive feature is how the cockpit coamings fair into the cabin trunk. Its displacement/length ratio of 299 and sail area/displacement ratio of 16.1 rank it in the middle of the 9-model group (see table, page 9), so while it looks racy, its not going to smoke the other nine.

From its beginning, Tartan Yachts set out to build boats of above average quality, and this can be seen in both the finish and fiberglass work. Some unidirectional rovings were incorporated in the hull laminate to better carry loads; like the vast majority of boats of this era, the resin was polyester. Vinylester skin coats, which better prevent osmotic blistering, had yet to appear. Some printthrough is noticeable, more on dark-color hulls. The hull and deck are cored with end-grain balsa, which brings with it our usual warnings about possible delamination. The hull-deck joint is bolted through the toerail and bedded in butyl and polysulfide. Taping of bulkheads to the hull is neatly executed with no raw fiberglass edges visible anywhere in the interior. Seacocks have proper bronze ball valves. One owner advises checking the complex stainless-steel chainplate/tie rod assembly, especially if its a saltwater boat.

Shortcomings: Pulpit fasteners lack backing plates. Scuppers and bilge pump outlets have no shutoffs.

Under sail, the Tartan 37 balances and tracks well. As noted earlier, its not a fireburner, but not a slug either. Its no longer widely raced, but the few participating in PHRF races around the country have handicaps ranging from 135-177 seconds per mile. The Niagara 35 now rates 150-165, and the C&C 38 126-138.

The deep fin-keel version points a little higher than the keel/centerboard because it has more lift, however, the deep draft of 6 feet, 7 inches is a liability for coastal cruising.

Because of the large foretriangle and relatively small mainsail, tacking a genoa requires larger winches and more muscle than if the relative areas of the two were reversed. For relaxed sailing, jiffy reefing of the main and a roller-furling headsail take the pain out of sail handling.

The 41-horsepower Westerbeke 50 diesel provides ample power. Standard prop was a 16-inch two blade. A folding or feathering propeller reduces drag, thereby improving speed. Access to the front of the engine, behind the companionway ladder, is good. Unfortunately, the oil dipstick is aft, requiring one to climb into the starboard cockpit locker-after you’ve removed all the gear stowed there.

The layout below is straightforward with few innovations: large V-berth forward with hanging locker and drawers; head with sink and shower; saloon with drop-down table, settee, and pilot berth; U-shaped galley to starboard; and to port, a quarterberth that can be set up as a double. To work at the navigation station one sits on the end of the quarterberth. This plan will sleep more crew than most owners will want on board, but its nice to have the option. Pilot berths make good sea berths but often fill with gear that can’t easily be stowed elsewhere.

The fold-down table, like most of its ilk, is flimsy. Underway, tables should be strong enough to grab and hold on to without fear of damaging it or falling-thats not the case here. And the cabin sole is easily marred trying to get the pins in the legs to fit into holes in the sole.

Finish work in teak is excellent, though this traditional choice of wood makes for a somewhat dark interior. Today, builders have worked up the nerve to select lighter species such as ash and maple.

Eight opening portlights, four ventilators, and three hatches provide very good ventilation.

The standard stove was alcohol, which few people want anymore, owing to low BTU content (which means it takes longer to boil water), the difficulty in lighting, and almost invisible flame. Propane is a better choice, but there is no built-in stowage on deck for the tank, which must be in a locker sealed off from the interior and vented overboard. (You could mount the tank exposed on deck, but that would not complement the boats handsome lines.)

Theres not much to pick at here, but we’ll try. Centerboards come with their own peculiar set of problems: slapping in the trunk while at anchor, broken pendants and pivot pins, and fouling in the trunk that inhibits operation.

Often what sets apart higher-quality boats from the rest of the fleet is the cost of materials and labor in making up the wood interior. They look better than bare fiberglass, work better because they have more drawers and stowage options, and are warmer and quieter. The unnoticed flip side is that the joinerwork tends to hide problems, like the source of a leak. When all the fasteners are neatly bunged and varnished, it takes courage to start pulling apart the interior!

Checking engine oil is unnecessarily difficult, and to operate emergency steering gear (a tiller) the lazarette hatch must be held open, which could be dangerous. Lastly, the companionway sill is low for offshore sailing; stronger drop boards would help compensate.

Tartan 37 Conclusion

The enthusiasm for this boat is strong. In fact, theres a whole book written about it, put together with the help of the Tartan 37 Sailing Association (link below). You’ll pay in the mid- to high-$60s, which ranks it with the Niagara 35 and Freedom 36 as the most expensive of our nine. While Tartan 37s have made impressive voyages, and are as capable as the Niagara 35 and C&C Landfall 38, like them, its not really a blue-water design. We view it rather as a smart coastal cruiser and club racer. Good design and above-average construction give it extra long life on the used-boat market.

Classic Cruisers For Less Than $75,000

Niagara 35 Sailnet Forum

C&C Photo Album

Tartan Owners

Tartan 37 Sailing Association

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29 comments.

Great article, but why did you leave out your namesake build – Camper Nicholsons Nicholson 35. Very similar to the Niagara 35, except that it trades the (less than useful – my opinion) quarter berths for two GIGANTIC cockpit lockers. And I find the transverse head on the Nic a civilized alternative to telephone booth head/shower combinations.

While the Nic claims 6 berths, you’ll never find that many on ours. Cocktails for 6, dinner for 4, sleeps 2 is our mantra

This is great information and a good guideline to go by. Thanks for the heads up on theses vessels.

Every time Practical Sailor does a review of boats in the 35- to 38-footers built between 1978 and 1984, they always leave out the Perry designed Islander Freeport 36 and 38. Many people are still cruising in these great boats, and among Islander Yachts designs this one is a wonderful cruiser.

I was also sad to see that. We sail a ’79 I-36, and it is stiff, fast, forgiving, and a very comfortable cruising platform. While many of the 800+ built are ready for the wrecking ball, there are some excellent, well cared for boats available. They are lovely sailors.

Couldn’t agree more, with Islander Freeport 36 & 38 raised coachroof that opens up all sort of possibilities and transom based swim ladder, her utility is unmatched.

These are all nice boats. I have sailed most of them. I owned a Tartan 37 for 4 yrs. As A US Sailing Cruising instructor, I have sailed and cruised hundreds of boat. This is one of the best balanced and behaved boats that I have sailed. She will sail on jib alone with no lee helm and sail main alone with minimal weather helm. Few boats will do this. She tracks quite well in a seaway. There are only 2 instances that you need to put the centerboard down: clawing off a lee shore or racing upwind. Otherwise she is just fine with board up. I have not had problems with the board slapping in a rolley anchorage. I keep the board up tight all the way and no problem. And my boat a 1983 had a built in propane vented locker. Also my dipstick was forward port and easy to reach, but not so for the filter so I remote mounted it forward. S & S did a great job on this design. And a 4 foot draft is wonderful and special feature for a boat that sails so well.

Surprising that the author did not address the obvious question, “if you had to pick one of these for a bluewater cruise, which one would it be?”

I too would appreciate the author’s response to this question.

Every time I star liking one of these I see the word ‘balsa’

Why did you not look at the Catalina 36. They are sea kindly; easy to repair and get parts; there’s a lot of them; and newer ones are in the price range you are talking about.i.e. my 2002, well fitted, is $72500.

Good article, thanks.

Pearson 365 conspicuously missing from this list.

Excellent article with factors that almost all of us who own vintage older cruising sailboats have considered at one time or another. However, when making my choice and before putting my money down, I also included PHRF as a factor. Without degenerating into a large discussion of pros and cons of PHRF (or any other indexes of performance), I think that you should consider performance in the equation. While livability is important (and I am a comfort creature), the ability to run away from a storm or handle tough conditions, is also important, you don even mention it. Paraphrasing Bill Lee, “faster is fun”. After weighing all of the factors discussed above, and adding considerations for performance, I purchased a 1984 Doug Peterson designed Islander 40 for $65,000 and am still in love with the boat 15 yrs later. It still is a “better boat than I am a sailor” and is also very comfortable. The only drawback is that it draws 7’6″ which in SF Bay, is not a problem. On the “right coast” that might be a problem, but on the “correct coast” it has not been.

Hate to be picky but you left out of this old list a high quality design and blue water capable cruiser designed and made by quality Canadian company–Canadian Sailcraft, namely CS 36 T. A Sailboat 36.5 feet with all the necessary design and sailing numbers needed to be attractive , safe, and fast.

No one likes to see their favorite boat left off a list like this, but it must be done. But my Ericson 38 has almost none of the cons of the boats in this article, and most of the desireable pros. After 13 years of ownership, it hasn’t even hinted at breaking my heart. Great design pedigree, glassed hull/deck joint, ahead of its time structural grid, points high, extremely liveable interior, and the list goes on…so much so that I’m glad I didn’t buy ANY of the boats in the article instead.

Missing are the CSY 37 and 44. Ernest M Kraus sv Magic Kingdom CSY 44 walkover cutter

Very useful article. Thanks! I’d love to see the same framework for a selection of length 40′-50’ft coastal cruisers.

I know that it is hard to include all boats, but you missed a boat that fills all the requirements. I’m speaking about the Bob Perry designed and Mirage built 35. It has all the capabilities and handling characteristics that you would want in a capable cruiser and the speed of a steady over-performing racer-cruiser. It has 6’5″ headroom and all the standard features that are a must in a strong well built beauty with 5 foot draft, light but rigid and strong. Great for the Chesapeake bay or other depth challenging bodies of water.

Great publication through the year’s. Still miss my print version to read on rainy day. Owned a Cal 27 T-2 and Irwin Citation over the years. Sailed on the Chesapeake. The Irwin ended up in Canada. JA

We have a Swallow Craft Swift 33. The boat was made in Pusan Korea in 1980. For a 33′ boat it is cavernous. We live aboard 1/2 the year. I thought it might be a boat you would be interested in looking at. I call it a mini super cruiser.

How about the Pearson 367?

Surely this is a joke. I’ll put the Nonsuch 30 Ultra against anyone.

Good article, but another vote for the CS36T. No better value for an offshore capable, fast cruiser and built to last.

Great article

The list looks familiar to the list I was working with back around 2004. Back then the prices were even higher of course. To fit my budget, I got a great boat… Freedom 32. That is a Hoyt design from TCI. All I really gave up was some waterline. Below deck, the boat is as roomy as many 35-36 footers due to the beam. I find it to be a great boat for me. I do not see a move up to the sizes on this list to improve my lot. I could be tempted by a Freedom sloop over 44′ but that is retirement noise.

which edition of month/year of the PS Magazine is this covered in please, it would be great to know?

A great article, but what about the Young Sun 35 Cutter! a great offshore boat that I have sailed single handed from Canada to Hawaii and back, single handed, in rough conditions, but which was an incredible 30 days each way. Overall 40 ft. and 11 ft. beam. I believe also built by Bob Perry!

I was sorry to see you left out any offerings from Cape Dory, a Massachusetts-based company that offered sturdy cruising yachts up to 45 feet, many of them designed by Carl Alberg. We’ve enjoyed our Cape Dory 30 cutter on both coasts since the 1980s.

I would be very interested to know what this article would suggest today. For $75,000, should it be a smaller Catalina/Hunter/Beneteau less than 20 years old or would you still recommend an older and maybe larger boat?

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Tartan 3000 thoughts?

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Hey guys, I've been looking at a 1983 Tartan 3000 for sale that would be used as a live aboard, coastal cruiser, and a beer night racer. I've determined that everything is in good shape and good working condition aside from some minor cosmetics on the inside. I was wondering if anyone has any experience with these boats as far as sailing them and their reputation goes. I would love to hear a little more about them if anyone has more info! Cheers, Connor  

Thanks for the reply Denise! And those generics can really bite you haha never can be sure of the audience. But in regards to your questions, everything above the water line looks in good condition, the dealer is a friend I know personally and has a good eye for boats so I trust his opinion but regardless I'm still having a diver give it a good look around this weekend to make double sure. The boat was hauled a year ago and everything was in good working order at that time but you never know down here in Charleston with the way the water is. Would you happen to have any sailing experience on a boat of this type?  

sailed them in the day, and they generally sail very well. Age can be expensive and she is small for liveaboard. We (three) were crowded on a 3-5 day race. Tankage is small and she is narrow when compared to similar size boats of today. Survey, survey, survey....not just a diver looking. Dealers and brokers are in it to sell boats. I would look at some similar size boats before deciding. Sabre, Hunter, Beneteau, all come to mind, and be sure to buy the best boat you can afford.  

Yea I understand and a survey would serve me well in the long run and would be a sound investment. As far as looking at boats in similar size for the price point this is the best so far. I've looked at a few others including hunters, oday, and one wildly expensive beneteau just for kicks but the boat market is slim here and I haven't had much luck on finding a boat that's priced in my budget, but then again I'm no expert on the boat market either so take that for what it's worth. Given that he's only charging 12k (which is pushing it) I'm interested but it leaves me to wonder why when the only thing is supposedly the headliner and carpeting that needs to be done or would you think that's a fair price as a general ballpark since you obviously can't take a look at the boat haha. It seems competitive with others I've viewed.  

Never... buy.... A boat without seeing the bottom OUT of the water. Sorry. can't stress it enough.  

Thanks for the tip Denise, this would be my first boat purchase. Any other advise besides a haul and a survey?  

there are thousands of boats and it's BUYER's market. buy mine! LOL I'm selling the whole package walker bay sailing dink, wheeled steerable cradle boat for 18K  

The T3000 is a decent boat for its size from the 1980s. Not the most spacious interior (no quarter berth!), but a good sailing boat. If it has the Universal 5411 engine, be aware that it is raw water cooled and may be ready for replacement.  

Thanks for the tip Jims, and you can always pm me the details Denise!  

she's on the boats for sale forum here! I am still doing a much better write up http://www.sailnet.com/forums/boat-buyers-sellers-forum/150914-1982-oday-30-whole-package-2.html#post2051353  

I'd take a Tartan or Sabre over a Beneteau (maybe not a First) or Hunter any day, sorry B and H owners. The S&S designed Tartans generally sail nicely and a well built. The market is very regional and the heavy Chesapeake influence on these forums makes it sound like it is a buyer's market everywhere in the country. It's true that it is a good time to buy a boat anywhere, but prices and selection vary heavily depending on where you are. Boats where I live (Puget Sound) seem to sell for 125% to 200% of the price of similar boats on the Chesapeake.  

You can ship a lot of boat for a savings of 125% coast to coast. Seems high.  

Used to beat the crap out of J-24s that rated exactly the same as the 3000. My wife and I would double hand when we couldn’t get spinnaker crew. Always beat the Js to the windward mark. A great boat, my last boat as my wife became ill and I sold it to a friend in New Orleans. Hurricane Katrina totaled it. Thinking about buying another.  

Looked at a 3000 Gibson Island, MD. Nice boat, Probably would have bought it (after good survey, of course). Cost to move it to Tampa alsmost as much as boat. Settled on C&C 30 MKII with wing; no regrets. C&C rates approx 151, better cabin layout, larger cockpit. would be good for 2 to cruise. Liveaboard......................??????  

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Sailboat Review: Tartan 365

• By Mark Pillsbury
• June 15, 2023

Speaking on behalf of the 2023 Boat of the Year team, I can say none of us could have predicted a better grand finale to our multiple days of sea trials that immediately followed the United States Sailboat Show in Annapolis, Maryland, this past October . With 17 boats in the hunt for honors, we lucked out with two days of blue skies and honking northerlies, followed by a windshift to the south that picked up where the previous breezes left off. It was the first time I can remember when every entry enjoyed such generosity from the Chesapeake wind gods. And by the time we boarded our last vessel—the handsome and rugged Tartan 365—along with designer Tim Jackett, the whitecap-covered bay was the ideal venue for a performance cruiser to, well, perform.

I’ll let my colleague Herb McCormick, describe the scene: “On a sporty Chesapeake Bay day with choppy seas and gusty winds—the sort of conditions where prudence might’ve called for a reef or maybe two in the main—we instead opted for a full-hoist mainsail and were treated to one of the best test sails in our entire Boat of the Year sea trials. 

“With the efficient double-­headsail Cruise Control Rig, we dialed up the staysail, which provided plenty of grunt going to weather and ample horsepower off the breeze. At the wheel, the helm was light and exact; down below, out of the fray, all was tight and quiet. The 365 certainly wasn’t one of the larger boats in the contest, but the size and dimensions seem just about ideal for a cruising couple, and it was clear that the boat would happily take you just about anywhere you wished to go.”

Alrighty then. Once we’d all taken a turn at the wheel and confirmed the agility of the boat pounding to weather, we cracked off, furled the working jib, and rolled out the big reacher—a convenient way to shift gears using the Cruise Control Rig. With breeze abaft the beam, we headed for the United States Naval Academy and the mouth of the Severn River, the 365 trucking along as though riding on rails. And once we learned that it was Jackett’s first time aboard the boat under sail, we turned over the helm to its creator. We sat back and enjoyed what turned into a flat-water ride to remember through a long New England winter.

Tartan has been building boats in Ohio since 1960, and Jackett has been at the drawing board, initially in collaboration with Sparkman & Stephens and later with an in-house design team, since 1977. The decades-long ­collaboration has resulted in a long run of fine-sailing cruising sailboats, with deck layouts, equipment, and interior accommodations designed to meet the needs of owners who often sail shorthanded or with occasional family and guests aboard. Several models have won top honors in Cruising World ’s Boat of the Year contests, including the 365, which was named 2023 Best Midsize Cruiser .

The company was purchased by Seattle Yachts in 2020, and during the pandemic, manufacturing was moved from Fairport Harbor to a new facility in Painesville, Ohio. Besides being chief designer, Jackett now also manages production.

The 365’s fiberglass hull is foam-cored and infused using epoxy vinylester resin; the deck is cored with balsa and infused with epoxy. Hull and deck penetrations are through solid-glass windows; aluminum plates are added to the laminate where hardware is mounted. The primary bulkheads are foam-cored too, with rich wood veneers on exposed surfaces. The boat we saw in Annapolis had a light-cherry interior and solid-wood furniture; teak and maple are also options. 

The layout and fit-and-finish of the interior are as upscale as they are practical. The owner’s berth is forward. In the salon, a centerline drop-leaf table sits just abaft the mast, with settees to either side. A galley is aft and to port; a full nav station sits opposite. There’s generous counter space for a boat of this size, and deep fiddles will keep dishes and ingredients where they belong underway. Abaft the companionway, there’s a double-berth guest stateroom to port and a head to ­starboard, with stowage behind. All told, there can be berths for six to seven crew.

I really liked the look of the cherry furniture and ­aqua-colored cushions set off against a white cabin top. The interior popped.

Tartan makes its own carbon-fiber masts and booms, both of which come as standard equipment. Jackett says that they add to the vessel’s inherent stability because they reduce weight aloft and the tendency for hobbyhorsing in a seaway. The 365 in Annapolis sported an optional Leisure Furl boom that worked flawlessly when we set sail. The single rudder has a carbon-fiber shaft, held in place by Jefa bearings, making the twin-helm Edson steering butter-smooth.

If I had a need to pick a nit, it would be the cam cleats used to secure the furling lines for the headsails. They are located along the lifelines, just outside the port cockpit coaming, where they can be inadvertently released, as we found out during one of our upwind tacks. A cleat or other positive locking mechanism would be an easy fix, I’d guess.

Otherwise, I thought that the topsides ergonomics worked quite well. Hardware and electronics from Harken, Raymarine and the like were top-notch, and sails were by Sobstad. There was plenty of room abaft the wheels to work, seating forward in the cockpit was comfortable, and the wide side decks going forward were easy to traverse. Overall, the feeling was snug, I noted, which it should be on a cruising boat, where the crew wants to sail safely and stay rested for the long haul.

Perhaps my fellow judge Ed Sherman summed up the Tartan 365 most succinctly: “First class all the way here.” 

Tartan 365 Specifications

Boat of the Year judge and CW editor­-at-large Mark Pillsbury is a die-hard sailor who has owned a number of sailboats, including a Sabre 34, on which he lived for 15 years.

• More: Print May 2023 , Sailboat Reviews , Sailboats , tartan
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