tartan yachts problems

Common Issues With Tartan Yacht Sailboats

Last Updated by

Daniel Wade

October 4, 2022

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.

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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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Tartan Issue

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Was wondering if a 1994 Tartan 3500 would fall into the current issues and speculations that are surrounding the Tartan name. Is there a cut-off year that would not be suspect to the hull problems?  

If there were a "total recall" I think you can assume the company could be forced into bankruptcy. So if there is a universal problem with their hull construction they are in a tough spot as a company. To admit the problem, or institute a recall of all of their boats, could be death to the company. What would they do if they recalled them? Replace the hull? According to the company's literature they "advanced the art of boat building by constructing all of our hulls from a composite of uni-directional E-glass reinforcement and Core-Cell linear polyurethane foam core bonded with epoxy resin" in the fall of 2002. I think the Tartans are very appealing in a lot of ways. They do have some great features - ie: carbon fiber spars etc., and the boats seem to be very well made. My problem with the company now would be their inability to defend the brand. For whatever reason they are not addressing customer service issues in a visible way (and it isn't just on Sailnet) The reason may go pack to paragraph 1, and that would concern me as a buyer. I have owned 2 Tartan sailboats in the past but wouldn't buy one now. Tartan apparently has other problems that are aggravating them. >>EEOC sues Fairport yacht builder<<  

So far, I haven't read about any problem boats built prior to year 2000. Does anyone have any evidence that there were issues on boats in the 90's?  

It was my understandings that the problem was related to changing to an epoxy laminate so older boats, pre 2000 at least, are not affected. All things considered this is good because I have an older Tartan. All the best, Robert Gainer  

lawsuits The lawsuit refered to in the last post should not be much of a consideration. Although it is a problem for Tartan to deal with. many companies with alot of employees experience these types of lawsuits. Many are from disgruntled employees looking for a quick buck. The lawsuit would have no influence on how well their boats are made.  

Chilli, The question I responded to was in what model years were the problems described an issue. The change to epoxy and the problems with the structure happened around the same time so I would say any year that predates the change to epoxy is a safe bet. I don’t know the laminate schedule or even what building technique was used so I am not saying anything about epoxy and the cause or effect in this situation. But I am putting a date to the problem. The rest of your post is just an emotional response which adds fuel to the fire without adding any new information or facts. And of course that’s fine and one of the reasons people post to a forum is that they have something to say and can only say it within the limits of their own experience and knowledge. And by the way just because a person reports a problem publicly don’t assume that only one person has the problem. You also caution us about the lack of background available to us as far as who is who on this forum. You point out some people don’t have a real name or identity associated with their online persona. You for example just joined and have made two posts. You have no name or background information available on your profile. I on the other hand use my real name and clearly state that I am in the marine business and have been for over thirty years. I am a practicing small craft designer employed to design and build small boats and teach boatbuilding and maritime history. Who are you? What is your background? What is your information or contribution worth? I am not asking in a negative way but just trying to see how you fit into things because with only two posts it’s hard to gauge your skill level or background. You end by saying, “Go sailing, have fun. Buy epoxy - it's better. stop the slander and hearsay - it's not good for anyone.” Thanks for the advice but I will buy what I decide is best for both my style of sailing and budget. Lots of materials are available ranging all the way from wood to metal to composites and each has its advantages and disadvantages. Epoxy is not the end of the line but it’s just another step in the evolution of design and construction and it’s not suitable for everyone and never will be. But your use of the words slander and hearsay concern me. I hope you aren’t implying that I have said or done something inappropriate or dishonest? I think I understand the definition of both words and unless you can point something out that I have forgotten writing I don’t think I have been guilty of either slander or using hearsay to support any position I have taken. My opinions are formed by what I see, hear and read and are supported when necessary by personal experience and quoting the relevant source material. And I try to be very careful and note the difference between my opinion and what I consider facts or common knowledge. This is your second post and it sounds to me like you are accusing me of something. I apologize if I misunderstand you but because you have only two posts so far I don’t see where you’re coming from yet. All the best, Robert Gainer  

Tartan34C said: Chilli, The question I responded to was in what model years were the problems described an issue. The change to epoxy and the problems with the structure happened around the same time so I would say any year that predates the change to epoxy is a safe bet. I don't know the laminate schedule or even what building technique was used so I am not saying anything about epoxy and the cause or effect in this situation. But I am putting a date to the problem. The rest of your post is just an emotional response which adds fuel to the fire without adding any new information or facts. And of course that's fine and one of the reasons people post to a forum is that they have something to say and can only say it within the limits of their own experience and knowledge. And by the way just because a person reports a problem publicly don't assume that only one person has the problem. You also caution us about the lack of background available to us as far as who is who on this forum. You point out some people don't have a real name or identity associated with their online persona. You for example just joined and have made two posts. You have no name or background information available on your profile. I on the other hand use my real name and clearly state that I am in the marine business and have been for over thirty years. I am a practicing small craft designer employed to design and build small boats and teach boatbuilding and maritime history. Who are you? What is your background? What is your information or contribution worth? I am not asking in a negative way but just trying to see how you fit into things because with only two posts it's hard to gauge your skill level or background. You end by saying, "Go sailing, have fun. Buy epoxy - it's better. stop the slander and hearsay - it's not good for anyone." Thanks for the advice but I will buy what I decide is best for both my style of sailing and budget. Lots of materials are available ranging all the way from wood to metal to composites and each has its advantages and disadvantages. Epoxy is not the end of the line but it's just another step in the evolution of design and construction and it's not suitable for everyone and never will be. But your use of the words slander and hearsay concern me. I hope you aren't implying that I have said or done something inappropriate or dishonest? I think I understand the definition of both words and unless you can point something out that I have forgotten writing I don't think I have been guilty of either slander or using hearsay to support any position I have taken. My opinions are formed by what I see, hear and read and are supported when necessary by personal experience and quoting the relevant source material. And I try to be very careful and note the difference between my opinion and what I consider facts or common knowledge. This is your second post and it sounds to me like you are accusing me of something. I apologize if I misunderstand you but because you have only two posts so far I don't see where you're coming from yet. All the best, Robert Gainer Click to expand...

Dear Chili, I am the owner of C&C 121 # 28 Prelude. You made some factually incorrect statements in your post below. Hopefully this will help you. My boat was manufactured (the hull and deck were joined and it left the factory as new) in January 2002. She is a 2002 model so she is not 7 years old as you state. As she is hull# 28 of a run reported to be 45 boats all told, she is not an "early" model as you state. She also has many more serious issues than "gelcoat cracks" as you stated. You seem to have done some reading before you posted and perhaps you missed all the problems we have had and continue to have with the boat. Those have been clearly documented. Our boat has had "more issues" than any other the company has produced, according to the current warranty manager there. There are more than two owners in litigation with the company at this time. A search of the public records will let anyone know how many and what each lawsuit concerns. Others have posted additional lawsuit information concerning the company and it's employees, suppliers, dealers and other related parties. Yes, we are one of the owners who have had to sue the company. This was done only after the company refused warranty repairs, reneged on their written agreement to replace our boat using a trade in of the current one, refused to deal with Boat US Consumer Protection Group ( a third party mediation service available to it's 650,000 members) and finally, refused to answer our final demand letter. We did everything possible to avoid the lawsuit. We wish the company, it's owners, employees, and other related parties all the best and hope for their continued success and prosperity. What would you, or anyone else, have done differently? John M. Vito Robert, how do you know it was an epoxy laminate issue? Apart from Luckyjim trying to save us from buying tartan/C&C and claiming he has all the answers but refusing to tell us until his alleged saildrive suit against yanmar and novis is over or he is broke, everything on the internet about this one boat is nothing but hearsay. So one epoxy hull (not the 7 year old early model c&c121 with the known gelcoat problem) in say 500-600 hulls develops a structural crack, the company fixes it to the owners satisfaction, and the only banter out there is about overtight rigs, a lifting strap too far forward, layup issue, deck tie down strap too loose, amine blush, supervisor at lunch with new employee, no resin infused in that area (which is impossible because only the deck is resin infused), company going bankrupt, liners and bulkheads not fitting tight to new thinner laminant in old mold (you don't want them to fit tight because they develop hard spots) , it was Mr. Jacketts lack of experience and credibility, and my favorite they are covering up a major design defect to keep the company solvent. How ridiculous. Does anybody really think any employee or executive at the company would cover up an issue that could cause loss of life and result in said executive or employee on trial for the death. Looks like the 59 year old disgruntled employee who worked for novis for less than one year, was fired, and then filed a discrimination lawsuit started after the one tartan problem so we know it wasn't him. Good information there. Has anyone thought that despite the defect or abuse the hull took, amazingly the epoxy hull was so strong that it kept the hull intact to get it towed to shore. Had it not been epoxy would it be at the bottom right now? Epoxy and carbon are the future. It's not without it it's problems. Boeing just had another setback on the dreamliner. Boeing will get over it. Kind of amazing that Novis and Boeing are both working the same technology. There are hundreds of satisfied novis customers and there is good value for the money. Being in a growth state is not without it's problems and it will all work out - they have acknowledged issues and started improving customer service. It isn't perfect and the dealers need to step up and support the customers. There are two disgruntled people who purchased novis products. Both have foolishly continued to post negatively about Novis under different names and different sites during their alleged suits. They were banned from their own owners group because nobody cares or is concerned what they have to say and are quite tired of the nonsense and repetitive posts. Go do your lawsuit, learn your lesson. If you are interested in a used product or even a new one, why come to a site where you really don't know who is posting what and why? Take the information with a grain of salt. Most people don't even use their real names. Why not call brokers, dealers, talk to owners, call Tartan and ask them. Ask Tim Jackett - he'll tell you straight up. That's right, the ceo and master designer, 35 or so years at the company, is available should you need him. Try that at Ford. Go sailing, have fun. Buy epoxy - it's better. stop the slander and hearsay - it's not good for anyone. Chilli.[/QUOTE]  

121Guy said: Dear Chili, I am the owner of C&C 121 # 28 Prelude. You made some factually incorrect statements in your post below. Hopefully this will help you. My boat was manufactured (the hull and deck were joined and it left the factory as new) in January 2002. She is a 2002 model so she is not 7 years old as you state. As she is hull# 28 of a run reported to be 45 boats all told, she is not an "early" model as you state. She also has many more serious issues than "gelcoat cracks" as you stated. You seem to have done some reading before you posted and perhaps you missed all the problems we have had and continue to have with the boat. Those have been clearly documented. Our boat has had "more issues" than any other the company has produced, according to the current warranty manager there. There are more than two owners in litigation with the company at this time. A search of the public records will let anyone know how many and what each lawsuit concerns. Others have posted additional lawsuit information concerning the company and it's employees, suppliers, dealers and other related parties. Yes, we are one of the owners who have had to sue the company. This was done only after the company refused warranty repairs, reneged on their written agreement to replace our boat using a trade in of the current one, refused to deal with Boat US Consumer Protection Group ( a third party mediation service available to it's 650,000 members) and finally, refused to answer our final demand letter. We did everything possible to avoid the lawsuit. We wish the company, it's owners, employees, and other related parties all the best and hope for their continued success and prosperity. What would you, or anyone else, have done differently? John M. Vito Click to expand...

Chilli starts out by saying, “As a naval architect could you identify the problems with the structure? A. Design Problem B. Manufacturing Problem C. Material Problem. D. Improper overloading beyond design limits.” First, I am a small craft designer which is a very different discipline then Naval Architecture or Marine Engineering. A Naval Architect is presumed qualified to design both large and small craft while a small craft designer is limited in practice to vessels less then 200 feet. My work these days is limited to wood design and construction with special emphases on recreations of small boats that were used between 1700 and 1900. Before joining the Hudson Fisheries Trust I did design glass boats but nothing high tech and in fact I know less about the design and manufacture of a modern Tartan then most Tartan owners. In any case to answer your point A: I don’t have a copy of the design and its unlikely I will get a copy. Point B: I don’t know how the boat is built and have no training or experience in modern composites. Point C: see point B. Point D: I don’t know what the design limits were and if I did have access to that information I don’t know what the loading conditions were. It looks like you have asked a lot of meaningless questions. Chilli then goes on to say, “My opinion: nobody knows what happened to the one boat - nothing is published.” A lot has been published on both sides of the debate and it’s up to you to read it all and decide for yourself. But more importunely your opinion is worthless to me because you have not given anybody a clue as to your background and skill set. You just jumped in with both feet in support of Tartan and for all I know you are working for Tartan. To have any meaningful discussion I want to know who I am talking to. And until some background information is forthcoming this will be our last exchange. As to the rest of your post, it once again is just a rehash with no new information or insight into the problem and doesn’t require any response from me. All the best, Robert Gainer  

...but I'm concerned you could lose the house on this one. Kinda serious about that - ask your attorney's how many years this could take and whether the 5 years in court and 50k are worth it - and if you lose you could pay 100k with the other teams legal costs + you've ignored all the warnings about damaging the brand with inappropriate posts and that's the one that's really going to bite you. Click to expand...

Chilli, What is your interest in all this? Odd that you should expend so much life force over an issue that you have no stake in.......  

Chilli - you're sounding like a shill... Company is in trouble. If they weren't, they would never have allowed things to get to this point.  

I received a PM from John Vito the other day that starts out with, "I'm John Vito at [email protected] we are the 121 owners with the problems. Raelly appreciate your ballanced view on these issues and we do not and will not seek to mire you in our legal situation. That said, I'd like to ask for a favor. I would understand perfectly if you said no but hope you will consider it as I think it would be healthy for the discussion. Here it is. With your background, you are an viewed as an impartial third party smart guy." XXXXXXXXXXXXXXXXXXXXXXXXXX Snip out the request itself to save space not to hide the nature of the request which doesn't matter in this case. I object to the way he asked and not so much to the underlying question. In fact if he had only asked the question without the "whisper" and back room approach I might have been tempted to comment on both the question and Tartan's overall response to this problem. XXXXXXXXXXXXXXXXXXXXXXXXXX And he ends by saying, "A view on this from you on one of the forums might be useful to all." My first thought was to send this to a moderator but then it occurred to me that it didn't violate the terms of service to talk back channel and discuss posting a new topic or discussing strategy to affect a goal in the public conversation. It might violate my idea of what constitutes good practice and ethics but that's just my feelings on the matter. So after thinking about this for a few days I decided that in the interest of letting everybody know what's going on in the background I should make my response to this PM in public. For the most part I think people are smart enough to put two and two together if you let them know the facts. Mr. Vito, First I want to thank you for considering me both impartial and a "smart guy". The way I am going to continue being impartial and maintain the illusion of being a smart guy is to avoid back room deals and making comments when I don't have enough information or knowledge to make even a try at an intelligent contribution. But more then that I think what you consider "useful to all" is in fact a very transparent try to tip the balance in your favor at the expense of honesty and an open and transparent process and in the final analyses is useful only to you. I have been on the fence during this debate but now I have a better understanding as to why Tartan might have started dragging their feet. If you tried to do business with me using an underhanded technique such as this end run I would tell you to pack up and get out of my shop no matter what it cost me in lost business. I call them as I see them and don't ask me to start, change or contributive to a thread with a thought of improving your position or stirring the pot to see what comes to light that might be useful to you. I think that's best done during the discovery phase of your action by your attorneys. I am not in bed with you and after your recent PM I don't want my name associated in any way with you or your problems. Robert Gainer  

heavy sigh. I've got no dog in this hunt. Ater having been both a plaintiff and a defendant, as well as an "expert" witness for both sides of various cases, let me offer this tidbit. No good will ever come of this suit. The defendants have legal firms on retainer that defend them. The defendants insurance companies have legal firms that defend them. This will boil down to a "my expert more believeable than your expert" case, IF it ever hits the inside of a courtroom. You are talking YEARS. (reference the class action lawsuit regarding Uniflite, and the settlement that BARRED PARTICIPANTS FROM SPEAKING ABOUT THE TERMS OF THE SETTLEMENT) You are opening yourself up to FAR more troubles if you continue to voice your, and your "experts" opinions without viable substantiation. If your attorney hasn't said "shut up, sit down and let me work my magic," I'd fire the stupid putz and find me one that did. Unless of course he plans on defending you after all of this comes to a big pile of nothing and novis, tartan, whomever decides to go after you, your kids, your dog, your house, your newspaper subscription assets. (unless you own nothing. Scenario 1 Side A) All of my experts say this boat is a POS. This has been posted on no less than 375 internet boards saying so... these posts have been read or responded to by no less than 175,000 people. There, take that.... Side B) Our experts say this boat is not a POS, and it's decided in our favor... So, in light of all of the uninformed personal decisions that have been made to post this "information", our company has been harmed, we must be made whole. Scenario 2) Side A) All of my experts say this boat is a POS. Its been decided that this boat is a POS, I want to be made whole... Side B) Appeal. Another 5 years. Fast forward 5 years... Ok, heres a check for the boat and for your lawyers fees, you want it, heres the gag order... Oops, geez, heres all these old threads damaging our reputation. This isn't a class action, this is ONE boat, one plaintiff, one owner. Hmm, Judge what do we do about that? Like I said, I don't give a rats patootie how this shakes out, but if you want cash in your pocket, if it were me, I'd shut the hell up until the gavel drops for the last time.  

cardiacpaul said: If your attorney hasn't said "shut up, sit down and let me work my magic," I'd fire the stupid putz and find me one that did. Unless of course he plans on defending you after all of this comes to a big pile of nothing and novis, tartan, whomever decides to go after you, your kids, your dog, your house, your newspaper subscription assets. (unless you own nothing. Click to expand...

You may want to ask an attorney, but I don't think people with issues with companies should be silenced by a fear of the legal system. Just be honest in your dealings. If you are not "malicious" and what you say is true, you will not suffer. Click to expand...

The harm to the company is not coming from what the complaints of these owners are but from the fact that the company seems not to respond to the issues. We are getting one side of this story, we do not know what "the company" has, or has not done, will or will not do, has or has not said... why is that? Because there is pending litigation!!!!!!!! We do know what the plaintiff has said the defendant has done, but other than that, we really know diddly squat. it has absolutely nothing to do with malicious, true, or untrue. It has to do with pending litigation. period. Whats "right" doesn't enter into the equasion all that much either. the bottom line is, if this thing turns even half way sour for the owners of the boat, and I (as the owners of the company) have even "perceived" damages, I wouldn't hesitate for a new york minute to run them thru the grinder. Knowing full well that it would probably "damage" whatever "reputation" the company has left wouldn't bother an attorney in the least. At that point, it DOES become personal for a privately held company. What you have to remember, is all of these claims are in a legal sense "pending" at best, unproven at worst. I'm NOT saying the guy doesn't have a claim, I don't know, and I don't really care. No one should be silenced by the legal system, I'm saying try your best not to shoot off your own foot in the process.  

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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.

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Balance 442 “Lasai” Set to Debut

Sailboat review: tartan 455, meet the bali 5.8, celebrating a classic, 10 best sailing movies of all time, kirsten neuschäfer receives cca blue water medal, 2024 regata del sol al sol registration closing soon, us sailing honors bob johnstone.

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Why do keel failures happen and what can we do to prevent it?

• Matthew Sheahan
• June 10, 2017

We investigate the causes of keel failures and find some worrying reports of near-misses

Keel damage is a very real danger

To contemplate the loss of your keel is to think the unthinkable. Yet in recent years there have been several cases that have reminded us that this worst-case scenario can and does happen.

Many of the recent incidents have been aboard raceboats, often fitted with high-performance keels that push the boundaries of design and technology.

But the loss of the keel aboard Cheeki Rafiki, which became the subject of an intensive search last year, sent shockwaves through the sport. This was a standard Beneteau 40.7, a boat that is anything but high-tech. With around 800 afloat, it is a modest design with a reputation for being a robust and reliable workhorse.

Furthermore, the 40.7 is not only popular, but is typical of many other cruiser-racer styles around the world. Far from being extreme, this was a tragedy that claimed four lives aboard a run-of-the-mill cruiser-racer and struck a chord with thousands of sailors.

It wasn’t the first case of its type, however. In May 2013 a Bavaria 390 lost her keel 650nm north-east of Bermuda while on passage back from St Maarten to the Azores. In this incident the two-man Danish crew were rescued from a liferaft by a Finnish navy ship.

Before that there was the case of Hooligan V, a production raceboat that lost her keel in 2007 and claimed a life. In 2005 a Bavaria Match 42 lost hers as the internal structure pulled through the bottom of the boat. In the same year Moquini, a Fast 42, lost her keel off South Africa with the loss of six crew.

Indeed, so concerned is the sport’s governing body, ISAF, about the incidences of keel failure that it has formed a Keel Structure Working Party to investigate the issue. Part of the group’s initial work was to develop a database of the reported failures. Currently, the list includes 72 cases since 1984, and in those 24 lives have been lost – a small number perhaps when compared with the many thousands of boats that have been built over this period, but unacceptable nonetheless.

The trouble is that these are only cases where the worst has happened and the keel has parted company with the boat. It is frequently difficult to establish the cause of failure, and particularly to separate a shortcoming in design or manufacture from a human error such as a grounding. In a world where online forums spread gossip and rumour at the click of a mouse, getting to the truth can be especially tricky.

Next: Damage to your keel when you go aground

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Tartan 33: Scheel Keel Pioneer

The tartan 33’s offshore ambitions are evident in cynosure, owned by practical sailor contributor bill herrmann..

By the late 1970s, the old Tartan 34 had become very dated. The boat had been in production for a decade, and hundreds of families had cut their racing and cruising teeth on the S&S keel/centerboarder. But the market was changing. Boats were faster and lighter, keels and rigs more efficient, interiors roomier and more functional.

Tartan 33 Specs

In 1978, Tartan brought out the Tartan Ten, a 33-foot, fairly light, fractionally-rigged “offshore one design.” The boat was a huge success: fast, easy to sail, and unencumbered by the design limitations of a rating rule.

But the Tartan Ten had one big problem: limited accommodations with stooping headroom, an interior most kindly described as spartan. A hardy crew could take the Tartan Ten on a multi-day race such as the Mackinac, and you might even coax your family aboard for a weekend of camping out. But cruising or extended racing in comfort? Forget it!

If, however, you could combine the size and performance of the Tartan Ten with a boat having decent accommodations, you had a good shot at a winning combination, particularly in a time when interest in sailing was growing at an astounding rate. As a bonus, the venerable Tartan 34 could be retired with the dignity she deserved.

The answer to all these prayers was the Tartan 33. Introduced as a 1979 model, the Tartan 33 bore a strong resemblance to the Tartan Ten, with a big fractional rig, flattish sheer, and wide stern. But unlike the Tartan Ten, the new 33 had good accommodations.

The Tartan 33 was a moderate success, with about 220 boats built over a five-year period. The fractional rig, touted as being easier to handle due to smaller headsails, may have turned off some customers who associated that type of rig with high performance boats such as J/24s and 12 meters. The slotted aluminum toe-rail of the 33 was more reminiscent of Tartan’s racing boats, such as the 41 and the Ten, than it was of a high-quality cruiser/racer.

In 1984, the Tartan 33 went out of production. In its place came the “new” Tartan 34, a boat that could directly cash in on the reputation of the famous old Tartan 34. Interestingly, the new Tartan 34 is the Tartan 33, with the stern drawn out 9 inches to a more pleasing termination, the interior redesigned to meet market demands, and the 33’s fractional rig replaced by the masthead rig of the Tartan 33R.

Compared to the Tartan 33, the new 34 is more finely finished, with teak toerails and nicer interior detailing.

When first introduced, the Tartan 33 had a base price of just over $46,000. By the time production ceased, the base price had increased to $66,000. Remember, those were the years of double-digit inflation.

Sailing Performance

As originally configured—Scheel keel and fractional rig—performance of the Tartan 33 might be a little disappointing for someone coming from a Tartan Ten, but is certainly on a par with most other boats of the same size, type, and vintage. In absolute terms the Tartan 33 is spritely, but not stunning, with a PHRF rating of about 160. By comparison, the old C&C 34—a good all-around cruiser/racer from the same period—rates 144, 16 seconds per mile faster. The C&C 34 and Tartan 33 are almost identical in length, sail area, and displacement.

In lighter winds, the fractionally-rigged Tartan 33 is at its biggest disadvantage, particularly off the wind. The big mainsail allows you to sail fairly low, but you go pretty slow. By comparison, a boat with a big masthead spinnaker will be sailing a little higher and quite a bit faster for optimum off-wind VMG in the same conditions.

The Tartan 33’s interior departs from the norms for cruising boats in this area. Most owners who have lived with the interior for some time find it quite workable, but the boat’s successor, the T-34, better addresses the cruising sailor’s accommodation needs.

• Bifold doors separate main cabin from the head, which extends across the width of the boat, just aft of the v-berth. The drop-down table dines four comfortably. A short settee—less than 5-feet long—with the icebox occupying a high counter at what would normally be the head of the berth.

• The L-shaped galley is serviceable but counter space is at a premium.

• A quarterberth offers snug cubby for guests, but its usual function is a mini-garage.

• The navigator sits in a snug cutout, so it’s a bit of a stretch to reach the electrical panel outboard. Laptop navigation is unimpeded.

• Owners praise the joinery on the Tartan. There are no veneer laminates, only finely joined solid wood. There is more storage than one would expect in a boat of this size.

IMS (International Measurement System) velocity predictions show that the Scheel keel Tartan 33 must in general be sailed a little lower and flatter than a comparable fin keel boat, although the 33’s righting moment is very similar to that of a fin keel boat of the same size and type, as is her range of positive stability.

The Tartan 33 was not designed to any rating rule, but a number have been rated under the IMS. In some areas, there are enough of the boats to allow them to sail together as a one-design class, but the boat is not fast enough in absolute terms to stir the blood of most sailors interested in one-design racing. In addition, Tartan 33 sailors disagree on the proper amount of headsail overlap for the boat, making level racing more difficult.

To offset the rather average performance of the Tartan 33, the 33R was introduced in 1982. The 33—“R” for “Racing”—has a deep fin keel and a double-spreader masthead rig. The difference in performance between the 33 and the 33R is pretty amazing: the 33R is almost 30 seconds per mile faster than the stock 33, even though the sail area is almost identical.

Righting moment of the fin keel and Scheel keel boats is virtually the same, so the extra performance isn’t the result of increased stability. The combination of the fin keel and the masthead rig is simply faster in most conditions.

It’s interesting to compare the performance with the new 34, which combines the Scheel keel of the 33 with the masthead rig of the 33R. Although the specifications for the 33 say the boat is a thousand pounds lighter than the 34, the 33 was never as light as that. The typical 33, in IMS measurement trim, weighs pretty much the same as the new 34—11,000 pounds.

Typically, the 34 has a PHRF rating of about 141 with the optional deep keel, 147 with the standard Scheel keel. This places the 34 pretty squarely between the 33 and the 33R in the performance spectrum, suggesting that the masthead rig accounts for about half the performance difference between the 33 and the 33R.

In order to keep the rig simple, the 33 was designed without running backstays. Instead, forestay tension is maintained by carrying a lot of load on the swept-back upper shrouds. Some 33s that have been actively raced have added running backstays, but they are not necessary if the boat is used strictly for cruising. Our experience with fractional rigs of larger boats is that it is very difficult to maintain adequate headstay tension without runners or jumpers, even though runners are a pain for shorthanded sailing.

If you want the best performance in a Tartan 33, there’s no question that you should look for a 33R. It may be a long look, as relatively few of the higher-performance boats were built. The 33R’s draft of over 6’ 3” could be a disadvantage in areas of shoal water.

The Tartan 33’s deck features are consistent with the boat’s aims to be a multipurpose boat that will appeal to Wednesday night racers and family cruisers alike—and, with some upgrades, be capable of serious offshore adventures.

• Visibility from the helm is excellent and cut outs in the dodger breakwater offer a convenient slot for halyards and reefing lines to be led aft, making it easier to change the sail plan without going forward.

• Cast bronze corner protectors and a rugged 10-inch stern cleat are typical of the hardware throughout.

• Handholds extend forward of the mast. The non-skid is surprisingly grippy even on older boats.

• Anchor rollers and windlasses were not standard, but many owners have added them. The condition of the deck surrounding any aftermarket additions should be closely inspected.

• The Lewmar 40 winches were standard. Many owners have upgraded to self-tailing winches.

One advantage of the fractionally-rigged boat’s large mainsail—it’s just over 300 square feet, about what you’d find on most masthead-rigged 37-footers—is that the boat balances and sails reasonably well under mainsail alone. This is a useful feature for shorthanded cruising, when you may find yourself circling a harbor under sail looking for a place to anchor. With the Tartan 33, you can drop the jib and clear the foredeck for anchoring while still maintaining good sailing ability under mainsail.

Shrouds are set well inboard, and you’ll almost always find inboard genoa tracks just outboard of the cabin trunk, even though it was an option.

Wheel steering was standard on the boat, and the 32-inch wheel provides plenty of power as well as good feedback. The rudder is partially protected by a vestigial skeg, and is a deep, high-aspect-ratio appendage— practically parallel-sided in profile— rather than the more efficient elliptical shape seen in more modern racing boats and performance cruisers.

Most of the new boat owners who completed our first survey praised the Tartan 33 for its practical features.

A Lively Ride

The boat is tender, lively, solid, and fun to sail. We got oversize self-tailing winches, and the longer we own the boat, the more convinced we are of this choice. The fractional rig and good cockpit layout allow my wife and me to handle the boat in safety and comfort in high winds and heavy seas. The Scheel keel offers shallow draft with good stability, but performance is a little poor close hauled in slop and light air.

J.D. Cowan Columbus, OH 1980 model

Downwind scooter

With a fractional rig and Scheel keel, she cannot point as well as comparable masthead boats, but the large main gives an off-wind advantage. Since Tartan came out with the 33R with masthead rig and fin keel, I assume that the upwind performance of my boat did not appeal to some racers.

The lower lifelines interfered with the winch handles on the original Lewmar 40s. I eventually put on Lewmar 44 self-tailers, which are taller and allow the handles to swing between the lifelines.

Construction is excellent for a production boat The interior is not as plush as some cruising boats, but it is very utilitarian. For a cruising boat with good racing potential, my boat is fine. It’s my aim to make the boat I have more competitive, not to look for greener pastures with another boat.

D.N. Pevos W. Bloomfield, MI 1980 model

Key Additions

I added a propane stove, larger winches, electric refrigeration, an electric anchor windlass, and larger batteries. I also led the halyards back to the cockpit. I bought the boat for ease of singlehanding (I’m a 5’ tall, lightweight female). I live aboard for much of the summer. The interior is a palace for one, fine for two, a bit tight for three, but in a pinch, okay for four.

R.E. Cathou Lexington, MA 1980 model

The boat is strong and extremely seaworthy. Poor upwind performance is my greatest frustration. The huge main means that I must reef early. The boat is perfectly balanced with a working jib and a full main, but this isn’t exactly optimum for racing. Warranty claims included minor flaws in the gelcoat, which Tartan repaired shortly after delivery. A great designer (S&S) and a good builder equal strength and quality.

B. Weiss Stamford, CT 1981 model

Cockpit layout is efficient for sailing, but is somewhat better for cruising than for racing. A mainsheet traveler spans the cockpit well, just forward of the wheel, and genoa sheet winches are outboard of the main coamings, just forward of the traveler. For racing, it would be better to have the genoa winches further forward, so that trimmers would be well clear of the helmsman, and their weight would be further forward. For single-handed or shorthanded cruising, however, the location is almost ideal.

Unfortunately, self-tailing winches were not standard equipment. The stock Lewmar 40s are about the right size for the fractional foretriangle, but would be a little small on a masthead rig with a 150% genoa. Sparkman & Stephens is one firm that can always be counted on to design in a molded dodger breakwater, and Tartan has faithfully put them on their cruiser/racers over the years. Other builders should take note of the simple, functional breakwater on the Tartan 33, which has openings molded in to allow halyards to be led aft if you want to set the boat up for singlehanding.

Construction

Tartan has always had the reputation of being one of the country’s higher-quality production builders, and they deserve it. In general, owners report very few construction shortcomings, and very few warranty claims.

Four owners in our survey had gelcoat blistering problems. That does not constitute an unusually large percentage, but interestingly, the boats reported as having blisters were two pairs that were sequential in the production series. That may be a coincidence, but it’s an unusual one.

Balsa coring is used in both the hull and deck of the Tartan 33. If you replace or move any deck or hull fittings, be sure to seal any exposed balsa with epoxy resin before installing new hardware.

The hull-to-deck joint is made with a standard inward-turning hull flange, overlapped by the deck molding, which is bolted to the hull through an anodized aluminum toerail. The joint is bedded with both butyl and polysulfide. Builders like to use butyl as a bedding compound, since it’s cleaner to use than most gunned compounds such as polysulfide or polyurethane. Butyl has no adhesive properties, however, and in our experience it can be squeezed out of a joint over time if you continue to tighten down bolts to cure a leak. Since only one owner in our survey reported any deck leaks, Tartan’s combination seems to work well.

Several owners complain about the lack of a top-loading anchor well. Wells can be a nuisance when racing, since they frequently hold a fair amount of water. For coast-hopping, however, an top-loading well in the lets you easily clear the foredeck of gear.

There is an absolute minimum of exterior wood on the Tartan 33: handrails atop the cabin, trim around the companionway. The boat is much more austere than you think of when Tartan comes to mind, but the racing Tartans have always been pretty basic.

Two-tone decks were an option, although the standard monotone deck was available either in white or a light buff. With the two-tone deck package, non-skid areas on the deck, coaming tops, cockpit seats and deckhouse were a nice buff color, contrasting with the stark white of the rest of the deck molding. If you buy a monotone boat, the areas could be painted a contrasting color. A white Tartan 33 with white monotone decks is a plain vanilla boat, indeed.

You’ll find a three-cylinder, 24-hp Universal diesel in every Tartan 33. Owners report that the engine has been smooth-running and reliable, and that it’s adequate power for the boat. An aluminum fuel tank holds 26 gallons, giving a range of about 200 miles under power.

All in all, there’s little to quibble with in the design and construction of the Tartan 33: it’s simple, straightforward, and well executed.

The interior layout of the Tartan 33 has both fans and detractors. The head configuration, for example, is something you either love or hate. To give more room, particularly for showering, the head compartment runs the full width of the boat. A bi-fold door shuts off the head from the forward cabin, and another bi-fold door closes the head to the main cabin. Two opening ports provide ventilation in fair weather.

The difficulty with this arrangement is that you cannot get either into or out of the forward cabin if someone is using the head. This wouldn’t be a problem for cruising with a couple, but it could be a nuisance with a lot of people aboard. Closing the door to the forward cabin also cuts off ventilation forward, unless the weather is good enough to have the foredeck hatch open.

The problem is made even worse when the insert is used in the V-berth to form a double. This completely eliminates any standing room in the cabin, so that you climb into the berth directly from the head compartment.

It works, but there’s a fair amount of psychological resistance to the arrangement, since it is one usually seen on smaller boats.

Ironically, the full-width head is a really good one, with plenty of elbow room for showering and dressing. Even without the berth insert in place, standing room in the forward cabin is marginal, and headroom is very limited.

While the forward berths are quite long, they are extremely narrow at the foot, so that two tall people will be tangling feet if they use the berths as two singles. As a double, sleeping parallel to the centerline, this is less of a problem.

My 1980 Tartan 33 Cynosure still turns heads. But like any piece of machinery, the Tartan 33 needs to be maintained. For someone looking at a used Tartan 33, or other Tartan from that era, here are some areas of concern.

• Chain plate area – Tartan chain plates are a flat slab of stainless steel that passes through the deck and mounts to the mid-ship bulkhead. The through-deck area includes an escutcheon plate. Part of normal maintenance is renewing the chalking/waterproofing in this area. Throughdeck leaks usually first show as discoloration on the chain plate. Leaks can lead to bulkhead damages as well.
• Genoa tracks – As these boats age, the waterproofing on the Genoa tracks needs renewing. The good news is that the port side is super easy. Remove a piece of molding over the pilot berth, and with some help from someone topside you can loosen the fasteners. The starboard side is not so easy. To access the nuts under the Genoa track requires removing the top of the cabinets and one of the partitions.
• Portlights – At this point in their life cycle the Beckson ports are likely to leak, which stains or harms the interior teak. It is possible to replace the lenses and renew (clean) the rubber gaskets, but purchasing new Beckson ports is often the best option.
• Engine – The Universal 5424 /Kubota engine is a classic old-school diesel. Be sure to show the engine you care- change the oil, give her clean fuel and keep her cool, and she will run fine. At this point in the engine’s life consider replacing the glow plugs and replacing or rebuilding the injectors.
• Starboard drinking water tank- These tanks are famous for leaking. I finally decided to place a collapsible tank inside my existing tank.

Room for improvement

• Sails – The best way to both enhance your ride and be the envy of sailors with newer production boats is to put a good set of sails on her.
• Jib shaping – the T-33 is a roller furling fractional rig with the ability to point fairly well. The compromise to this design is that keeping the correct jib sheet angle (vertical and inboard/outboard) is a challenge. The reward for good sail quality and good sheet angle is a peppy old boat (think 60% TWS).  So how do you get your jib angle right?

1) Purchase Garhauer adjustable cars. This relatively inexpensive upgrade allows you to easily open and close the leech regardless of reef.

2) Purchase 2-3 snatch blocks. When the AWA is 80 degrees or higher, the jib develops a hook. This is where the slotted toe rail comes in handy (aside from not needing varnish). Take the jib sheet through a snatch block mounted at the boarding gate and then through the genoa car (pulled fully aft), which creates an effective jib shape.

• Jib size – When I purchased my boat she had a 135 and a 150 that was a thin light-air sail. I found the 150 to be simply too much sail in winds above 10 knots. When it came time to replace my jib, I purchased a 135%, 8.1-oz., tri-radial jib. Soon after, she had a matching 8.1-oz. tri-radial main (see cover photo).
• Main sail trim – The relatively large main sail requires attention. The T-33 likes to sail more upright so be ready to ease the main (under-trim) in the gusts.
• Ice box – Most of these boats have been retrofitted with refrigeration. Consider adding 1” of pink foam to make the ice box more efficient.
• Cabin overhead – when replacing the wood and fabric in my overhead I placed ½-inch insulation and added recessed lighting. Replacing the wood and fabric eliminated the old-boat-smell. Adding recessed lighting with switches by the companionway made the cabin much brighter.
• Countertops – The paucity of veneer, means dings to the wood can be oiled to darken, which then become part of the boat’s patina. The exception is its Formica countertops, which will yellow with age. With some basic wood working skills, the Formica can be easily replaced.

Practical Sailor boat reviewer and products and electronics tester Capt. William Herrmann is a delivery skipper based in St. Petersburg, Florida. His website is www.uscgcaptain.com .

The main cabin layout is also unusual. To starboard, there is a fairly standard settee that extends to form a reasonably-sized double, with a shelf outboard. A dining table folds up against the starboard forward bulkhead.

On the port side, the arrangement is less standard. Instead of a normal settee berth, there is a short settee—less than 5-feet long—with the icebox occupying a high counter at what would normally be the head of the berth. This short settee could function as a berth for a child, but obviously not for an adult. Outboard of the settee, there is a narrow pilot berth, which is comfortable and secure, and fortunately isn’t jammed as high under the side decks as they frequently are.

Main cabin ventilation is provided by six opening ports, two cowl vents in dorade boxes, and an aluminum-framed centerline hatch, which was an option, but a common one.

The galley—aft on the starboard side—is not the most efficient in the world, since you have to turn around and step across the main cabin to reach the icebox. In addition, the icebox top is the only usable food preparation counter space, which puts the cook in the middle of the main cabin traffic flow.

A two-burner alcohol stove was standard equipment, but a large percentage of boats have the optional three-burner gimbaled alcohol stove with oven. A deep single sink is just aft of the stove, but it’s a bit of a reach to use, since the flat of the cabin sole doesn’t extend very far outboard in this part of the hull.

Aft of the icebox is a sit-down chart table. The working surface is a reasonable size, and the outboard locker could be sacrificed for the installation of electronics.

While there is a contoured, upholstered seat for the nav station, it does not exactly face the chart table, and it is offset from the center of the table. The navigator has to make a bit of a stretch to reach the outboard part of the table, or to use any electronics that might be mounted outboard.

Tartan 33 in Context

Aft of the nav station is a big double quarterberth. A drop-in insert which covers the nav station seat forms the head of the inboard portion of the quarterberth, although the berth can be used as a single without disturbing the navigator. This is basically the same quarterberth layout used in the Tartan 37. Awkward on the 37, it’s a bit more acceptable on a smaller boat where space is at even more of a premium.

Most owners who have lived with the interior for some time find it quite workable. A top Tartan dealer told us, however, that he has definitely seen buyer resistance to it. Certainly the redesigned interior of the Tartan 34 is substantially better.

Conclusions

If you’re looking for a fairly fast, high-quality, late model cruiser/racer, with a great owner support group, the Tartan 33 is a good choice. In general, prices will be very comparable to those of other quality boats of the same size and vintage, such as the C&C 34 and Sabre 34. Performance of these three boats is also similar.

TARTAN, www.tartanyachts.com TARTAN OWNERS NORTHEAST, https://tone.clubexpress.com/

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Thank you for the well researched and informative review with comparisons for Tartan 33. Especially good consideration of sails and adjustments.

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