are tartan sailboats any good

Common Issues With Tartan Yacht Sailboats

Key Takeaways

• Tartan Yachts have a great history with quality designs
• Some older Tartans have issues that cannot be ignored in the deck, equipment, and galley
• Pay attention to the condition of the hull and engine
• A thorough inspection is needed before any purchase is made

‍ Tartan Yachts has had many designs over the years that have received positive reception. However, there are some common issues with Tartan Yachts.

Common issues with Tartan Yachts include an aluminum steel plate subject to galvanic corrosion, dark and narrow galleys, the outer layer of the hull is aged, and the cored deck. In addition, there was a serious incident years ago involving a boat that nearly sank due to a crack in the hull.

According to experienced sailors that own a Tartan sailboat, they have to be treated just like every other boat. This means doing the research before anyone decides to buy and maintain it if owning one.

Table of contents

‍ Tartan Yachts Issues

There are a handful of Tartan Yacht sailboats that are perfectly fine in design. The few that commonly have issues are the Tartan 3400, Tartan 3700, and the Tartan 4100.

Surprisingly, the older model Tartan’s were not the ones that had the issues compared to the slightly newer ones. The one’s designed in the 1990’s by Tim Jackett seem to be a recurring thing.

Age and Corrosion

For some boats, 20 years is just the beginning when it comes to life expectancy. However, some Tartan models have needed a little love when sailors are considering a boat with some nautical miles on it.

When looking at a Tartan, I would check the standing rigging, mast hardware, and the chainplates. Corrosion of the electrical system is another problem that needs to be addressed if inspected.

Furthermore, some have an aluminum plate that sped along production. There will likely be a lot of aluminum on the deck in some models.

This, along with dissimilar metals, causes galvanic corrosion. When this happens, it can cause the bolts to strip and make the hull-deck joint potentially fail.

Narrow Spaces and Galleys

Some Tartan’s have an issue of storage and tight galleys. The older models seemed to not focus on the space provided below deck or other areas on the boat.

For instance, there is not enough storage for a propane locker. Some even have low companionways that make it difficult to move around. This makes living aboard full time potentially an issue, including other issues at hand.

Reports have shown that they even used inexpensive materials to craft the galleys. Not only is the space limited, but it is not the best material.

Living full time on a sailboat is arguably more popular now than ever. Some boats’ designs did not have this as a priority, so the attention was simply not there.

Worn Out Hull

Sun damage to the hull is likely to happen to any boat that is older, so this process has to be taken care of over the years. For most casual sailors, this might be overlooked.

If considering a Tartan, I would definitely check the hull for cracks and imperfections. The gel coat previously used might have issues and visible hard spots could be apparent.

A manufacturer deficiency nearly caused a Tartan 3700 to sink in late 2006. Thankfully sailors acted quickly and called for help to be safely extracted.

The overlap between both of the molding sides did not meet lamination specs. This oversight in the construction process allowed a crack to form during normal use of the boat, causing it to take on water. It is important to check any hull, regardless of age.

A lot of older Tartan models used a cored deck instead of full fiberglass. While cored decks are appealing to the eye, they potentially have issues.

If the core soaks enough water, it will delaminate the outer fiberglass layers. This causes it to lose strength and change how it responds to pressure when underway.

This will likely need a professional boat inspection to conclude whether or not it is in good condition. To a trained eye, they will be able to tell the condition.

Not as Comfortable or Convenient

During their time of being built, Tartan Yachts were the affordable version of the Nautor Swan sailboats. The demand for these boats was quite strong, with roughly 500 of the 37 models being built in 1987.

As time passed, they continued to design other models for speed and not pay attention to other areas of the boat. For example, the anchoring system is a bit of a hassle compared to other methods used on various boats.

Everyone will have their own way of making life easier on board. Tartan just happened to have some models that were not as convenient.

Not as Fast

Tartan Yachts are able to sail fast, but only when given the right conditions. Their older models are typically larger and slower than other competitors.

For those that want a Tartan for racing, they might be let down. Older Tartans are not equipped to be a racer like the newer ones are.

Tips on Buying a Tartan Yacht

When considering a Tartan Yacht for personal use, sailors have to be honest about a variety of factors. I would personally inspect the condition of the boat as well as if it fits my budget. Do not be afraid to walk away from a deal if it does not make sense.

There are plenty of boats on the market to choose from, so no impulse buys either. Furthermore, I would take it out on the water during quality wind to see how it performed.

A budget is likely the determining factor for many sailors considering a sailboat. Tartans have held their value over the years, with an average price of $50,000 for older models.

I would also factor in maintenance costs per year for the boat, as well as any potential upgrades that it needs before it is able to sail. If some are not needed right away, this could be included in the equation.

When visiting any marina or checking online, it is important to determine what a good price is for a particular brand and model. In addition, sailors also need to examine current finances to see what is affordable.

A loan for a boat will take some time to put together. Being patient with the process is great to allow anyone the chance to inspect the boat.

Current Condition

If a Tartan has recently been through a “recent refit”, it is important to know that cosmetics are not everything when it comes to performance. While a boat is appealing to the eye when it is cleaned up, this should not be the main selling point.

Instead, I would look to see if new sails have been added, new lines, updates to the electrical system, or if the cored deck has been replaced. Paint often hides corrosion or imperfections, so I would check thoroughly if it has been repainted. These will save time and money down the road.

Depending on how old the boat is, it might be time for a new engine. I would consider what is already available and rebuild if possible.

Some Tartans might need new equipment such as electric winches or replacing an old compass. It is crucial to check the condition of items like these in order to ensure proper sailing.

Larger Galley

Depending on how sailors might use a Tartan, a larger galley could be beneficial. This might mean that a larger Tartan will be in the mix versus a smaller one to acquire a larger galley.

If I were living aboard a Tartan, I would need to accommodate my living space in addition to a crew. There will need to be plenty of room for supplies and essentials for traveling. Without enough room to properly store food or eat, this will make long distances almost impossible to travel.

Every sailor will have a different preference on size. Luckily, Tartan has a few models that do not differ that much in size.

Do Not Get Stuck on Perfect

Every boat is going to have an imperfection somewhere. It is important to understand this so that any potential buyer does not avoid boats that need a little work.

The perfect sailboat does not exist because everyone has different tastes. The best thing to do is find something that works for a specific sailing goal, while also keeping in mind that it could take a little maintenance to get going.

Being afraid of continuing maintenance is a recipe for disaster. Every boat will need love and attention at some point.

Purpose of Boat

What is the main purpose for purchasing a Tartan? Some sailors might want to cruise, live on them, or use it sparingly over a weekend. While they were popular in the 90’s, they are not considered a collector’s item.

Depending on sailing goals, Tartan has plenty to offer for any of those categories. If I were to sail long term, I would look for plenty of space for storage and how it handles offshore sailing. The point is to narrow down exact goals for long term use.

How it Handles Under Power

If taking a Tartan on a test sail, I would inspect how well it responds to the wind. A good 12 to 15 knots of wind is perfect for a boat this size to get a sense of what it is capable of doing. Anything less might make the boat difficult to sail.

I would also inspect the engine and determine how old it is. Check how it works in calmer waters or around the dock. Previous owners could potentially have harmed it with a lack of preventative maintenance.

Avoid Teak Decks

Some Tartans, if they have been restored, might have teak decks. Some even have teak seats, which are another expense to repair or replace.

While these are appealing to look at, it does not affect the performance of the boat. If purchasing a used one, it could make the price more expensive. It also makes the deck quite hot in warmer climates with a lot of sun.

After roughly 15 years, these have to be replaced and can cost a pretty penny. It is best to stick with original material or consider repairing what has already been used.

Type of Naval Architect

Tartan has had a handful of boat designers over the years. When narrowing down a specific boat model in a Tartan, it is important to see who made it.

The older models that had plenty of issues were built by Tim Jackett. However, it was typically during those few years and he has since made plenty of quality builds over the years.

Issues with Keel

One of the most crucial inspections on a boat is the keel. Sailors will need to check bilge area fore and aft outside of the keel.

Mishandling by grounding, incorrect hauling, or improper storage could affect the life of the keel. In addition, the bolts and flexibility of the hull could have been harmed by previous owners.

To check if the keel and hull have issues, look for the engine to see if it is out of line or if there is a gap in between the deadwood and ballast. Some sailors have chosen to reinforce the bilge area and the spots on the hull in which poppets take the brunt of the weight in dry storage. If purchasing from a previous owner, I would ask how they stored the boat.

Where to Find Quality Tartan Yachts

Tartan Yachts was founded in 1971 by Charlie Britton, with headquarters in Painesville, Ohio. They still continue to make quality builds that anyone can put to use in their sailing goals.

For buying new or used models, sailors can search online or at their local marina that sells boats. The most common places to find Tartan sailboats are in the US, mainly in California, New York, and Florida.

Related Articles

Daniel Wade

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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Any happy or unhappy tartan 30 owners

• Add to quote

I'm still looking. I'm off to look at a1975 tartan 30 today and would appreciate the good and the bad about the boat. Thanks  

• Accessible to sailors on a tight budget
• Well balanced
• Tons of fun to sail
• Sturdily built - possibly even somewhat overbuilt
• Outstanding access to engine and stuffing box
• Easy for one or two people to sail
• Lead, bolted keel (not encapsulated, like some of their era)
• They're handsome
• Plenty of Tartan owners out there, and there are good support nets through owner associations and listservs
• No bridge deck - a low sill into the companionway. You'll want a securely placed hatchboard in place if you're in lumpy following seas
• Cockpit drainage is inadequate should you get pooped (see above)
• The way the portlights are installed in the main salon just plain stinks.
• They are prone to chainplate leaks, especially starboard side.
• They're all at least 30 years old. How's that engine, really?
• The prop is about 6' forward of the skeg-hung rudder, which makes maneuvering in reverse downright exciting.
• Speaking of rudders, they're prone to water intrusion and eventual delam. It's repairable/replaceable.
• They were designed to sleep six, and they will. God help you if all six want to stand up at the same time.
• Best they don't want to eat, either. Storage space is at a premium.
• 22 gallon water tanks sound bigger than they really are.
• The head compartment is designed for no one larger than an Ewok.

how was the tartan ? I bought a 1975 tartan 30 last October. Hull number 298 I have just gone over it to launch for this season The hull is solid. The keel/ hull joint needed to be resealed. the chain plates are leaking. I peeled paint away from about 10% of the hull where it easily flaked off, not one blister to be found, the glass is solid ! leaky chain plates are normal, they seem solid and are an easy fix. The deck and all the fiberglass on the top is solid. The boat is solid to sail very stable. I am inexperienced , I had this boat doing 21 knots sailing her from Grand Manan to Nova Scotia when I bought her last fall ! And the second fastest GPS speed on a different day was 19 Knots !!! you wont be disappoibnted if the boat is solid  

ramminjammin said: I bought a 1975 tartan 30 last October. Hull number 298 The boat is solid to sail very stable. I am inexperienced , I had this boat doing 21 knots sailing her from Grand Manan to Nova Scotia when I bought her last fall ! And the second fastest GPS speed on a different day was 19 Knots !!! Click to expand...

Exactly how do you get a 30' displacement keelboat to do 21 knots, when here hull speed is somewhere around 8 knots???  

Didn't BlowinSouth just buy a T30? He's probably up to date on the pluses and minuses.  

You may also want to post your question here: Welcome to the Tartan Owners website  

A production 30' multihull might well easily hit 21 knots...especially surfing... but I just don't see how a 30' keelboat could do that...without being dangerously out of control. Once you start pushing past hull speed on most boats, the control of the boat starts to deteriorate pretty badly. Doing 21 knots on a 30' multihull would be pushing it pretty hard in any case. Even Gui's 42' racing boat is hard pressed to do 20 knots I'd imagine, and I know he regularly sails her at 12-14 knots.  

TB- Slow day at the office???  

No SD, just goofing around on my lunch break . . . plus, turkey on wheat gets boring after awhile.  

wheres the trolling motor?  

I'm also looking at the Tartan 30, Pearson 30, S2 9.2 and the C&C 30. Can anyone offer comparisons of these for Caribbean cruising (Islands, Mex etc...) which would be best suited? Are there any differences between the production years of the Tartan 30 that I should look out for? Any years better than others?  

tharper, these are all "smaller" coastal cruising boats and none would be my choice for what you propose. That said I would rate the S2 the least desirable and the Tartan the most desirable. Note there are 3 versions of the C&C 30. The Mark 1 was a solid stiff boat and I would rate that one be right up there with the Tartan. Any of these are getting well up in years and would need extensive fitting out before any extensive cruising.  

lol well i just found this old post and was amused by the responses I have ofteh thought about that 21 knot and 19 knot I am wondering if my gps was displaying kilometers per hour, and that would make 14 knots more believable wish i had saved that data to verify lol  

Maybe you had it on DTW or BTW? LOL  

I think I'd take the gps back. By the way this boat is just about to blow through 21 knots:  

Attachments

Isnt that mathematically impossible unless you were doing as the photo above...I am not calling you a lair, just saying that even if the boat did 14+ knots at one point the AVG is much more telling  

GPS speed jumps around quite a bit--I always assumed that this was because your absolute position is only known to within 10 meters, and the error varies. If your device grabs two measure that vary toward each other, voila, you just got a burst of speed. And if it captures that as your Max, there you go. As T37 said, the average would be the better number.  

Is it a coiencidence that when i saw the 19 kt, i just happened to be sliding down a 30 foot swell towing a dingy that was on plane and threatening to take out the stern. I always thought you could take gps speedo readings to the bank anyway , the mystery continues, also the 19 and 21 were recorded on the gps i borrowed from the guy who sold me the boat, a different one. The reading of 19, I recall , i was actually loking at the gps screen continuous speed readout and not the readout where it records the max speed hit. I was sliding down the face of the wave thinking, " this has to be close to that 21 it recorded earlier" , and seeing 19 on the screen.I am wondering if any other coastal sailors have experienced the same type of numbers ? This Tartan is a competition model , designed and fitted out for Marblehaed racing I am not sure what is going on , we were in fantastic sailing conditions , mostly steady 20 knots of wind , then some higher gusts. We were crusing at 8 knots on the flat so i dont think it is too unrealistic to pick up 7 more coming down a swell in a gust of 20 knots ? I hope we hit those speeds for real ! the avg speed for the trip , includes motoring out of the LaHave River and then out to the coast, also motoring through the Halifax harbor to Bedford I was seeing a steady speed of 8 knots on the screen under the small spinaker ! so as i said before put in a gust and sliding down a swell ? i'll make sure i turn on my back up gps next time  

I have a Garmin 76 also. The one with the altimeter! I get as much of a chuckle when it reads that I am -43 feet under sea level as I do reading about your 19kts.  

You beat me. I was going to suggest a tidal bore or river current of eight or ten knots. I have a Pearson 31-2 with a rig and hull similar to a 80's era Tartan 31. Though neither is a true displacement hull at about 18 knots through the water, say being towed by a missile frigate, the suction on the hull would be so great and the wave trough established so deep either would be sucked below the deck line and submerge.  

I don't doubt that ramminjammin hit 21 knots OVER THE GROUND, he gave the impression that he sailed that fast. In B.C. there are several places such as Seymour Narrows where the currents can reach 14 knots and this is possible to achieve. Hardly an accurate description of the Tartan 30's capabilities though. Based on my looking at Tartans from that era I think they are a good solid boat that of course has the same issues any 25 year old fibreglass boat does- leaking chainplates, soft deck possibly. and outdated equipment. It usually comes down to price and how capable and willing the prospective owner is at repairs. Currently refitting a CS27 Brian  

The explanations above make sense , thanks, over the ground speed , it is then; sort of like the theory of relativity ;when you shoot a bullet at an oncoming train. I was sailing at 8 knots and the ocean god took me up to 21 , what a thrill !!!  

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Boat Reviews: Tartan 395

I was scheduled to take the brand new Tartan 395 out for a sail on the Tuesday after the Annapolis sailboat show in October. But, at 4 pm when we were to set sail, the wind died completely leaving Back Creek, The Severn River and the Chesapeake Bay as glassy as a mirror. Consulting with Tartan’s Michael Tamulaites, it was decided to abort the mission and reschedule for the next morning when the Windy app on my phone suggested we’d have six to eight knots of breeze. Not a gale, but enough to fill the sails.

We met up early and were the first customers at the fuel dock. The 395 is a very manageable size for two people. It maneuvers well under power and is light enough to manhandle around tight slips and docks. We topped up the fuel and as we did we were watching the flags around the creek and the tops of the tall pine trees for a sign of wind. It was there, so we revved up the 40-horse power diesel, which was turning a folding prop on the sail-drive, and slipped smoothly out into open water.

The 395 has twin wheels with the engine controls at knee level on the starboard side. At full revs of 3200 rpms, the boat steamed straight ahead at eight knots while at cruising revs of 2200 rpms it maintained a speed of 6.7 knots while burning under half a gallon of fuel per hour. With 40 gallons in the tank, the 395 will have a safe cruising range under power of about 250 miles.

With the sail drive being quite far forward and behind the keel, there was very little prop wash or virbration on the helm, even at maximum revs. The rudder is all the way aft and quite large so when we put the boat through a hard turn, she actually turned inside her own length. It was impressive to see just how tighly it turned and how nimble it was. The rudder had a very solid feel as we turned the boat sharply. This is all good for maneuvering in tight spaces.

Tim Jackett has been the designer of record at Tartan for decades and is now one of the owners of the company. The 395 is the first new boat to be debuted by the company in quite a few years. The hull is a pure cruising shape without hard edges or chines and is rounded below the waterline. This will give the boat a soft motion through the waves. The boat has three keel options, a deep keel at six feet, two inches, a shallow beaver-tail keel at four feet, 10 inches and a keel-centerboard that draws only four-feet, three inches when up and all the way to eight-feet, three inches when all the way down.

The deep fin keel will offer the best sailing performance but the keel-centerboard will compare favorably. The beaver-tail keel has wings or a foil-shaped bulb at the bottom to lower the boat’s center of gravity while still maintaining a shoal draft. The end-plate effect of the beaver tails greatly improves the lift from the keel’s foil shape.

The spade rudder is large and has a highly refined foil shape, so it produces the minimum drag while also providing a very fine feel to the helm underway. The foil shape also adds lift to the hull as the boat sails close to the wind. The 395, like all Tartan sailboats, has a core composite hull that is laminated with E-glass and modified epoxy resins. The core is closed cell foam so it cannot absorb water. Plus, the laminate is vacuum-bagged to eliminate any voids and to assure the complete saturation of resin into the glass layup. The result is a completely inert hull that is lighter and stiffer than conventional solid glass hulls of hulls cored with organic materials like balsa wood. Reducing the weight and lowering the center ofgravity, makes the boat both better in light airs and stiffer in a breeze.

The deck is also an infused, cored structure made of E-glass and modified epoxy resin. The boat has a balsa core which provids excellent strength to weight properties, stiffness and very good sound and heat insulation. Where ever hardware is mounted on deck, the structure beneath it is solid E-glass for strength and durability.

The rig on the 395 starts with a Tartan built carbon fiber mast and swept-back airfoil spreaders. The mast weighs half as much as a comparable aluminum mast and is taller than you will find on comparable modern designs, a design characteristic that allows the boat to have a larger sail plan that is supported by the lower center of gravity or stiffness of the hull.

The larger, lighter mast is an essential part of Tartan’s Cruise Control Rig, which offers a large mainsail with a Solent self-tacking jib mounted inside a large high cut reaching sail or genoa. To make the small sail area of the self-tacking jib really work effectively, particularly in light airs, the design needs the taller, light rig which spreads more sail area in the mainsail. Off the wind the large headsail is a real boon and adds a lot of boat speed. Plus, both the Solent jib and the reaching sail can be handled from the cockpit so no one has to venture onto the foredeck. For those who will be racing the 395 in point to point events offshore will want to add a spinnaker pole and spinnaker, either a symmetrical chute or an asym. The pole will be handy, too, for sailing wing-and-wing dead downwind.

So, the concept is to build a boat that is in design harmony. The high tech hull construction and carbon mast lower the boat’s center of gravity and make it lighter than average. This then enhances the easy-to-use self tacking jib that eliminates winch grinding upwind. Finally, with CCR, you have plenty of off the wind power in the big mainsail and the large reaching sail.

As we fell off the wind, Michael rolled out the Solent jib and trimmed for close hauled sailing. Even in the mild eight knots of breeze, the 395 put her shoulder down a little and accelerated. The helm felt very light and it was easy to get the boat into the upwind groove. We threw a couple of tacks just by turning the wheel and found that in the light stuff she could sail at about 42 degrees to the true wind. That’s a nice close angle that makes upwind sailing more fun.

After sailing right out into the bay, the breeze began to die so we rolled up the jib, fell off the wind and rolled out the reaching sail. That’s what we needed. The sail filled and when we got to about 140 degrees off the true wind, the boat found its balance and started to sail really nicely. The combination of a large mainsail, a light hull, efficient underwater blades and the right amount of sail area was the key to the light wind sailing performance.

As we got back to the entrance to Back Creek, we rolled up the headsail, rolled down the mainsail and started the engine. With this rig, sail handing is a breeze and you always can deploy the right combination of sails and sail area to allow the boat to sail in balance and at optimum speed.

LIVING ABOARD

When you climb down the companionway of the new 395 you can see at once that you are not on a production boat that was built to a price but instead on a modern, yacht-quality cruiser that will appeal to experienced and discerning owners who value traditional joinery and classic American yacht styling.

The boat has two double cabins, one forward and one in the starboard quarter cabin. These are both “master cabin” but the after berth is slightly wider while the forward cabin has more living space. The salon has the U-shaped galley to starboard and the chart table and large head across from it to port. The galley has double sinks, a three-burner stove and oven and a large counter top fridge.

The head is large and has good headroom. Plus, it has a separate shower stall that will make life aboard more comfortable and will also double as a good place to hang wet foul weather gear. The engine is under the companionway steps and has excellent access from the front and both sides through hatches in the aft cabin and the head. Checking the oil and topping up coolant will be a snap.

The dinette table is not quite on the centerline so you can walk forward easily. It has a U-shaped settee to starboard where you can sit four for dinner. The table also has a large drop leaf that allows diners to sit on the port setee for dinner. The 395 comes standard with an all maple interior, white ceiling liners with maple battens and maple hull liners. Door and drawer fronts are solid maple and all doors have raised panels. The ambiance is both traditional and very light and airy. The light colored maple creates a sense of space and warmth that you rarely find on boats of this size.

There is plenty of storage in all three cabins and in the galley so a couple wil be able to move aboard and cruise comfortably on a fulltime basis. Plus, guests will always feel comfortable and have plenty of private space while on board. Tartan is a venerable American brand of boats so it is good for those of us who have sailed Tartans all our lives to see such a beautiful new model launched that once again establishes Tartan as a leading American builder of cruising boats and racer-cruisers.

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Tartan 4000

• By Mark Pillsbury, photos by Billy Black
• Updated: October 19, 2011

The middle of March is typically not a time that New Englanders rush to go sailing, but that’s exactly when I found myself hustling down the highway toward Mamaroneck, New York, to catch up with Tim Jackett and get a look at his latest addition to the performance-cruiser genre, the Tartan 4000. Like other recent sailboats from the Tartan Marine Company facilities in Painesville, Ohio, the 4000 hits both corner posts of its design brief square on: Elegantly rendered creature comforts are encapsulated by a slippery hull and a power-packed sail plan that promises—and delivers—a seakindly and spirited ride.

I managed to arrive for our sail a few minutes early, which meant that I could take my time walking the length of the boat, beginning at the Delta Anchor mounted on the dual-roller stem fitting, strolling past two Harken headsail furlers, part of what Tartan call its Cruise Control Rig, then under the carbon-fiber mast with dual swept-back spreaders and a Park Avenue boom to arrive at the pair of custom-molded pre-preg carbon helm pedestals at the aft end of a very spacious cockpit. Those pedestals, I’d learn, were designed by Jackett with an opening where they meet the cockpit seats, allowing a 6-foot-plus crewmember to stretch out and relax. The seats themselves flank a stylish teak fold-down table, the aft end of which doubles as an instrument pod and the home to a small electrical panel that controls exterior and navigation lights.

With its dark-blue hull, a white, low-profile cabin, and solid bulwarks sporting teak rubrails and toerails, the many elements of the 4000 blend together with traditional good looks. And those many small details sprung to life once Jackett climbed aboard to discuss the elements he’s designed into a sailboat that sits at the midpoint of a line that ranges from 34- to 53-footers.

The first element he pointed out was the width the deck carries aft from the shoulders; it adds to the considerable volume below, but in a way that allows the hull to taper at the waterline so that sailing performance isn’t diminished.

Side decks on the 4000 are wide for easy movement fore and aft. The chainplates mounted inboard, next to the cabin house, also help in this regard and facilitate more aggressive sheeting angles when the boat is sailing closehauled. For windward work, the Cruise Control Rig—think solent setup, featuring dual headstays mounted close to each other—features a self-tacking nonoverlapping jib on the inner stay and a 150-percent genoa on the outer. With two reef points as standard in the German-style double-sheeted main, this arrangement allows multiple sail combinations that can be selected to match the elements.

Conditions for our test sail that late winter day on Long Island Sound featured sunny skies, tolerable temperatures, wind in the low teens, and flat water. We used the electric all-chrome Harken winch on the cabin top to raise the main, and we were off. With the jib set, we cruised right along at 5.5 knots in about 12 knots of breeze, tacking with a turn of the wheel through about 100 degrees. On a reach with the genoa unfurled, we picked up a knot and a half or more as the breeze freshened.

With the two wheels set just forward of a wide seat that folds down to double as a swim and boarding platform, it was easy to find both a comfortable perch and good sightlines to both the horizon and the telltales. The 4000’s motion through the water was smooth and steady, and I found, even below, that I didn’t need the ample handholds included in the design. This sure-footed ride was due, at least in part, to the lead-bulb beavertail keel (a fin or keel/centerboard are other options). The one hitch, as the wind ticked up, was a sticking helm when the carbon rudder and shaft loaded up, indicating that just-launched hull number one needed an adjustment to its wire-and-chain steering gear or a rethink of the rudder bearings. Otherwise, though, the Edson steering provided good feedback to the helmsman.

Under power, the 75-horsepower Volvo turbo with saildrive and four-bladed prop (a 55-horse Volvo is standard) moved us along with authority; thanks to the bow thruster, maneuverability was assured. Jackett said that during sea trials on the previous day, boat speed registered 6.5 knots at 2,000 rpm and topped out at more than 9 knots at 3,200 rpm. I did duck below while we motored to see if the noise level was tolerable. It was.

The 4000’s hull is a foam-cored epoxy-and-glass composite sandwich; the deck is cored with balsa, with solid epoxy and aluminum “windows” for drilling, tapping, and mounting hardware. Interior paneling and joiner work is done in American cherry, giving the saloon and owner’s cabin forward a rich, warm feeling.

The owner of hull number one plans on cruising with children, so in addition to settees that double as sea berths to either side of a centerline drop-leaf table, Jackett replaced cabinets located outboard to starboard with a fold-out pilot berth—a custom touch it’d be hard to obtain from a straight production builder.

The owner’s cabin, behind the chain locker and watertight bulkhead, features tongue-and-groove woodwork, a centerline queen berth, and a head with a separate stall shower.

Aft of the portside galley (whose counters are a granite/foam composite sandwich intended to trim pounds) and opposing nav center, owners have a choice of a two-cabin layout or a single guest cabin to starboard and a quite large storage locker to port that’s accessed from the cockpit. As one would expect on a boat built for cruising, an abundance of storage drawers, bins, and hanging lockers are found throughout, and there’s a galley designed to put a smile on the face of the most demanding cook.

Visit any boat show, and you’re bound to find a line at the Tartan display. Tim Jackett and the designers who preceded him have produced a fleet of boats that have attracted a large and loyal following. The 4000 breaks new ground from a design standpoint, but as far as being a rock-solid sailer and sweet-looking cruiser, well, it’ll fit right in with the rest of the family.

LOA 40′ 8″ (12.4 m.) LWL 36′ 5″ (11.10 m.) Beam 13′ 0″ (3.97 m.) Draft 7′ 0″ (2.13 m.) Sail Area (100%) 929 sq. ft. (86.3 sq. m.) Ballast: fin 6,400 lb. (2,903 kg.) beavertail 8,000 lb. (3,629 kg.) centerboard 8,600 lb. (3901 kg.) Displacement: fin 19,604 lb. (8,892 kg.) beavertail 20,104 lb. (9,119 kg.) centerboard 21,104 lb. (9,573 kg.) Ballast/D (f/b/c) .33/.40/.41 D/L (f/b/c) 137/186/195 SA/D (f/b/c) 20.9/20.1/19.5 Water 100 gal. (379 l.) Fuel 50 gal. (189 l.) Mast Height 64′ 2″ (19.56 m.) Engine 55-hp. Volvo, saildrive Designer Tim Jackett Price $425,000 Tartan Yachts (440) 357-7777 www.tartanyachts.com

• More: 2011+ , 41 - 50 ft , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats , tartan
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Upgrading the Tartan 27: The Small Cruiser as Durable Investment

When a boat stays in production for 18 years, it is safe to assume that the builder is doing something right, and that the original design had more than a little merit.

The Tartan 27 was one of the early small production fiberglass cruisers, entering production in 1961. About 700 27 s were built before construction stopped in 1979.

For her day, the Tartan 27 was a roomy 27-footer, in-corporating almost 6′ headroom, heavy construction, more than adequate inboard power, and the feel of a much larger boat than her overall length suggested. Her shoal draft made the boat extremely popular in areas of shallow water, such as the Chesapeake Bay, and active class associations still flourish in Lake Erie, the Chesapeake, and Long Island Sound.

As with any boat in production for a number of years, many changes were made in the Tartan 27 during its pro-duction history. The most radical of these was an entirely new deck molding for the last two years of production, which greatly increased interior volume, but which also eliminated the stepped deckhouse that gave older Tartan 27s so much of their character. Tartan 27s with the modern straight deckhouse and raised sheer look very much like any other modern 27-footer.

Exterior Cosmetics

On older Tartan 27s, crazing of the gelcoat of both decks and hull are quite common. In addition, 15 years or more of polishing has usually worn the topside gelcoat quite thin, and dark topsides are likely to be seriously faded. Since the boats have held their value well — a 1970 boat cost about $13,000 new, and should bring about $17,000 today — the boat is a good candidate for a polyurethane paint job,

Depending on the degree of preparation required, this could cost anywhere from $1500 to $3000 for a good pro-fessional job, or even more if considerable glazing of a badly crazed hull is required. If you plan to keep the boat for more than two or three years, the paint job would pro-bably pay off, for the condition of the boat is likely to be as much a determinant of the price you get as its actual age.

If the decks are to be painted, painting the nonskid areas a darker color than the surrounding smooth gelcoat would be a significant visual improvement. Iif the nonskid is bad-ly worn, the boat would benefit by laying new nonskid, as described in the May issue of Better Boat.

Before the new deck molding was introduced, the 27 had attractive teak coarnings. The fiberglass cockpit coam-ings of newer models are quite drab, and could be relieved by a teak overlay along the flat top of the coaming. Cap the coaming from the deckhouse all the way aft, using solid teak about 1/2″ thick. Use short stainless steel self tappers, counterboring the teak 1/4″ to take a 3/8″ or 1/2″ bung. Bed the teak thoroughly in black polysulphide after sealing the bottom surface with a wood sealer such as In-terlux 1026.

Structural and Safety Features

Although the Tartan 27 is a sturdy little boat, several features need modification if the boat is to be considered a serious pocket cruiser.

Early boats have through hull fittings that consist of gate valves screwed onto threaded brass pipe nipples glassed into the hull. While this gives a nice, flush exterior surface, it is an unsuitable solution to the through hull problem for a 20 year old boat used in salt water. We consider this arrangement schlocky in a new boat, and unsafe in an older boat, where the dezincification of the brass pipe nip-ple is almost inevitable. Replace all through hull fittings of this type with real through hull fittings and seacocks. If you choose to recess them flush, you’ll be in for some work (see BB, February 1984, but we consider this replacement a high priority. More than one boat has sunk when a corroded brass pipe nipple failed.

We would also suggest replacing the cockpit scuppers with larger drains, particularly on those boats that have two cockpit drains leading to a single discharge pipe.

Ironically, small boats usually need bigger cockpit drains than larger boats. Because the boats are smaller, with the cockpit closer to the water, the cockpit is more likely to be flooded in severe weather. Since the cockpit is likely to be proportionally larger in a 27-footer than a &-footer, a large volume of water in the cockpit of the smaller boat has much more effect on the bouyancy of the smaller boat.

For the comfort of those belowdecks, the sliding com-panionway hatch should be fitted with a seahood. This can be molded of fiberglass, or fabricated from wood and aluminum sheet. Making a seahood will be the subject of a future article in Better Boat.

Running lights should be updated with new international-type lights, eliminating the tiny lights mounted on the dorade boxes of older boats — a position guaranteed to be blocked by the genoa. We would mount the new running lights on the bow pulpit and the stern rail of boats so equipped. If you have an older Tartan 27 without a stern rail, attach the stern light to the top of the teak taffrail, in the same place as the original stern light. Although there are plywood inserts in the otherwise balsa-cored deck in the way of hardware, no backing plates are used on the underside of the deck to distribute load. Installing proper backing plates will lessen the likelihood of local stress cracks and delamination of the deck skin from its balsa core.

Until the early 1970’s, the Tartan 27 was equipped with the workhorse Atomic Four gasoline inboard. The smooth-running Atomic Bomb provides more than enough power for the boat. In fact, the boat reaches hull speed at about half throttle.

Many of these engines are now 20 years old, and in need of replacement or overhaul. If you plan to keep the boat, consideration should be given to replacing the old gas engine with a diesel. For the sake of comparison, a 1976 Tartan 27 with a 12 horse Farymann diesel com-mands about $2500 more than the same boat with an Atomic Four. Many of today’s boat buyers have only been in the boating market for the last decade, when the diesel engine has completely replaced gas, and simply won’t buy a boat with a gasoline engine.

Ironically, we don’t think that the single cylinder Farymann diesel used by Tartan was a particularly good engine, although at the time there were few choices available. Owners of Tartan 27s with Farymann diesels complain of noise, vibration, and expensive replacement parts.

Instead, consider the Universal Model 18, a two-cylinder engine rated at 14 horsepower and designed as a direct replacement for the Atomic Four. Other small diesels such as the Yanmar 2GMF could be considered, but extensive modifications to the engine beds might be required.

The Atomic Four was hard-mounted, and could be because of its smooth-running four cylinder configuration. Small diesels must be flex-mounted because of their vibra-tion, but this has the disadvantage of transmitting vibra-tion to the shaft log. On diesel-equipped boats, a shock-absorbing flexible coupling is a must.

For racing or long distance cruising, the propellor shaft should be marked so that the prop can be aligned in the aperture in order to reduce drag.

If you’re going from gas to diesel, there’s a good chance the fuel tank will have to be replaced. The Tartan 27 has used tanks of tinned copper, monel, and steel, as well as aluminum for diesel installation. Only monel or aluminum are suitable when going to diesel.

At the same time, replace the old iron exhaust system with a simple, modern waterlift system of fiberglass or stainless steel, with rubber hose instead of steel pipe. This type of system is both quieter and longer lived, as long as it is carefully installed, paying strict attention to the amount of lift required and the routing of the water injection system. A waterlift system can be installed even if the engine is not replaced. With the engine removed, additional insulation can be fitted to the icebox. The icebox is large, but typically of older production boats, has far too little insulation, par-ticularly considering its location next to the engine compartment.

On the inside, the Tartan 27 is really two boats: the original doghouse deckhouse version, and the later raised sheer version.

What the later boat lost in esthestics it made up in func-tion in the form of dramatically improved interior volume. Older Tartan 27s have poor sitting headroom in both the dinette and quarterberth, a problem that appears to defy solution. In addition, the location of the galley along the starboard side of older boats is a poor one with limited headroom for the cook, and too little ventilation.

Much of the interior improvement done by Tartan 27 owners consists of modifications to the galley to make it handier for the cook. The aft bulkhead between the quarter berth and galley should be fitted with a dropleaf sideboard. Several variations of this modification to the boat are shown in the Tartan 27 Handbook, an essential publication for the Tartan 27 owner compiled by Eric Bohn, Deborah James, and Hugh Wallis. This book con-sists of a series of articles about the Tartan 27, supplied by owners throughout the country. For more information contact Hugh Wallis, 1000 Shore Drive, Chalk Point, West River, MD 20778.

Perhaps the best thing that can be done for the cook is to eliminate the standard two burner alcohol stove. Alcohol is a cooking fuel for masochists. On older boats with a lazarette behind the cockpit, this locker could be converted into a propane locker. On the long cockpit, rais-ed sheer model, the aft end of the cockpit could be sacrific-ed to install the propane locker — a project that will be described in a future issue of Better Boat.

If you are not yet a propane believer, but want to try out its convenience, a simple Coleman propane camp stove can be bolted to the galley counter in the same place occupied by the old alcohol stove. It should be pointed out that using one pound propane cylinders below is likely to be frowned on by your insurance underwriter, although this arrangement is common, and acceptable, in Europe.

On the old-style Tartan 27, the galley sink is offset well to starboard. It can flood with the boat on port tack unless the drain is closed. With the drain closed, the sink can’t really be used. See the questions section of this issue for the solution to that one.

Conclusions

The Tartan 27 is a well-built pocket cruiser with an ex-cellent pedigree. The boat has a strong following of near-fanatical owners with a penchant for racing and cruising in company.

A large number of boats concentrated in areas where shoal draft is a virtue have helped the boat achieve the status of a classic.

However, the long production history means that each boat must be carefully examined at the time of purchase. Many older boats are due for engine replacement, and the hull fittings and electrical systems of older boats are prob-ably due for overhaul, too.

Unlike many other small cruisers, the excellent original construction quality and design justify the expenditure re-quired to bring the boat up to date. The boats have an established market value which should control the amount you invest on improvements, but the high price of later model used boats compared to earlier models gives a fair amount of latitude.

The Tartan 27 was an expensive boat in her day. In 1971, the 112,800 price with sails was almost $3,000 higher than a Newport 27, a Columbia 28, or a Sabre 28.

Tartan 27 brochures referred to her as a “complete, substantial small yacht.” The results of our survey indicate that the owners still agree.

Owner Comments

Her livability below is not the best, but her sailing ability, solid construction, shallow draft, roomy cockpit, good looks, and fine reputation make her a good value in a used cruising sailboat.

The boat is easy to handle and very forgiving. Shallow draft allows anchoring in chest deep water for scrubbing the bottom. She’s built to last.

This boat is a little “racy” for an elderly couple. We are 65. The 170 % genoa hasn’t been used for the last two years. We would prefer a somewhat stiffer design, but in light air she is really great!

The Tartan 27 with its shallow draft and slightly larger than average sail area is ideal in its size range for a place like Chesapeake Bay. It does not perform as well as more modern concepts, but it is easier to shorthand than the newer types.

I think that Tartan discontinued the 27 because they screwed up a good design by trying to increase already adequate cabin space at the expense of a previously very workable deck layout. Windward performance is marginal against modern high-aspect rigs. That’s not a detriment because all around per-formance on all points of sail and in all winds is very good.

A very comfortable boat for singlehanded or short-handed sailing.

A tried and true design. A good investment. It beats getting a new boat!

I think this is an excellent boat for the money. All boats involve a compromise, but this boat contains many nice features. I’m 6′ tall and can stand up below. While space is tight, four adults can cruise for a week quite comfortably.

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great article loved every word and great insite.

Hello. I am a former T-34 sailor from Grosse Ile, Michigan, attempting to assist his pastor son. Jonathan inherited a vintage Tartan 27 three years ago and has been literally sailing it on a shoestring. He is in dire need of a cruising main and roller-furling, Dacron Genoa. If the Genoa is reasonable, he could afford the addition of RF tape. Could could you direct me to some former T-27 owners, anxious to clean out their attics.

Dear Sir, I’m trying to find out what an original 27’s boom weighed. Does ANYONE, ANYWHERE know, plz?? Thx, JAG

So informative and well written!

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