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Boat of the Year 2022: Tartan 245 Preview

• By Dave Reed
• Updated: September 28, 2021

Like most things in life, the new Tartan 245, was born of necessity—and the desire for something ideally suited for the purpose. And this is how yacht designer Tim Jackett, of the Marine Manufacturing Group in Painesville, Ohio, created the Tartan 245 with Cai Svendsen, a customer who once owned a sailing school in Miami’s Biscayne Bay. This particular retired sailing instructor, who also owned a C&C 99, had experience with a wide variety of boats over the years, and naturally, had ideas of his own that would combine to make the ideal wind-powered vessel for harbors and bays. Jackett, as he’s known to do, took on the gentleman’s challenge and ran with it.

“He had always been thinking about a boat that would fit him better,” Jackett says. “So, we wound up moving along to the point where he wanted to see it happen. He funded the tooling and built the first boat. The goal was a boat that could be used in sailing schools but also be sporty enough for private ownership.”

The result is the 245, a conservative-leaning 24-footer that Jackett says is designed to accommodate four learn-to-sail students and an instructor, or a couple out for harbor cruise. “There’s a nice big cockpit with reasonable seatbacks and a limited cuddy cabin for sails and life jackets,” he says. “There’s room for an instructor in the companionway or aft of the tiller.”

Easy trailering and off-season storage are essential traits of any small keelboat, so to this end, the boat has a lifting keel and a deck-stepped carbon rig (and boom, both built in-house). The 900-pound keel is a composite fin with a lead bulb.

Jackett says they didn’t want a transom-hung rudder, which is vulnerable to damage in the sailing school environment, so instead, the rudder sits in a hinged-cassette arrangement that allows it to be easily pulled up and out of the water.

The standard sail plan has 285-square feet of upwind cloth, and while the initial concept was for a 110-percent jib with hanks, Jackett says early user reviews with the first boat in Annapolis, Maryland, have recommended a roller-furling jib instead, which keeps sailing school students off the foredeck as much as possible.

The asymmetric spinnaker package is optional and it has a centerline retractable carbon sprit from the stem that’s recessed into a covered well in the foredeck. Spinnaker sets and douses, Jackett says, go easy in and out of the wide companionway, and with the additional boost of the kite, says Jackett, in 15 to 20 knots, the boat has proven to “jump up and go.”

The quoted price of $49,165 does not include the options for: batteries, electric outboard, Porta-Potti, safety gear or electronics.

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• Sailboat Reviews

The newest version of the 31 has been

The Tartan 31 is one of the new line of performance cruising yachts from the venerable—and durable—Grand River, Ohio boatbuilder. In the last few years, Tartan Marine has come out with a range of new models, including the T-28, the 3500 and the 4600. A 41-footer is in the works. Both the 28 and the latest version of the 31 are part of the new Piper series, which are marketed in sailaway condition.

The Boat and the Builder

Tartan, now a division of NavStar, has come along way since its early days as one of the pioneer manufacturers of fiberglass auxiliary sailboats. In 1980, Tartan was Douglass and McLeod Plastics, formed by Charlie Britton, among others, to build the nowclassic Tartan 27 centerboarder from Sparkman & Stephens. The first hull was produced in 1961, the last in 1980 for a total of 712—approximately 700 more than Britton’s initial expectation.

During that run, Tartan took its place as one of the major auxiliary builders in America, competing almost on a model-by-model basis with Cal, Pearson and, later, Catalina in producing mid-range cruisable sailing yachts. Tartan also has seen its share of troubles, from a serious plant fire in 1971, through ownership upheavals in the 1980s, and even a brush with voluntary bankruptcy in 1990 when the company shut down for three months. Under NavStar, which also markets the Thomas line of sailboats, Tartan has bounced back and retains unusually strong loyalty among its customers.

By 1991, company sales were outstripping production once again, an enviable position in these down-market times (so bad that even the National Marine Manufacturers Association has stopped tracking sailboat sales). Tartan has been looking for new markets abroad, following up with dealerships in Holland, Great Britain and Japan. In 1992, 25 percent of its business was exports.

There are two versions of the Tartan 31, both the work of Tim Jackett, Tartan’s in-house designer since the 1980s. The first 31s were built in 1987, and 118 were made before Jackett “Piperized” the model for 1992. Aside from adding a sailaway package, which includes North sails, Harken furling gear and lazy jacks, and Autohelm ST 50 instruments, the Piper offers a revised interior layout and a new shoal draft keel. The Piper also carries slightly less ballast with the same hull and rig; otherwise, the two versions are the same.

The 31 is classic Tartan—a medium-displacement cruiser with lots of power for performance and as many amenities as can be worked into 26 feet of waterline. The double-spreader masthead rig carries 507 square feet of sail, 266 in the foretriangle, 241 in the fully-battened main, for a sail area/displacement ratio of 18—enough to provide good speed without being overpowering. Tartan elected to use sweptback spreaders on the Piper, eliminating the babystay, which also clears the way for a (no-cost) optional self-tacking jib. (The standard jib is 135 percent.)

The original 31 displaces 9,030 pounds and carries 3,900 pounds of lead in its external keel, for a 43 percent ballast-to-displacement ratio; ballast in the Piper is reduced to 3,600 pounds for a still-respectable ratio of almost 40 percent. Both versions come with a six-foot deep fin, which most owners eschew for the shoal-draft version. The first 31s carry a Scheel keel, which draws 4′ 4″. For the Piper, Jackett designed (and named) the Beaver Tail, which draws the same but differs in shape, with NACA foil sections for greater lift and a somewhat flattened bulb intended to create an endplate effect and reduce drag. By concentrating the weight lower, the Beaver Tail provides the same righting moment with 300 pounds less ballast. “We feel it’s more performance oriented, that it gives more lift,” said Doug Zurn, a Tartan design engineer.

The hull itself, with an 11-foot beam (one foot more than the old Tartan 30), is full, with a distinct turn at the bilge for less wetted surface in light air, and stability, when the wind rises and the boat digs in. All in all, the 31 offers a stable platform and a blend of good looks and blue-water function. Since Tartans are semi-custom, you have the option of a traditional counter transom or a sportier scoop-style stern, with a somewhat wider swim ladder. Most customers choose the scoop.

Construction

Tartan has a reputation for solid construction and good workmanship and that’s what the 31 is: solid and well put together. The hull is hand-laminated with alternating layers of chopped strand mat and unidirectional E glass. Behind the NPG/ISO gelcoat there’s a layer of vinylester resin, which so far appears to provide the best osmotic blister protection available. Tartan, also a pioneer in cored hulls, has limited its balsa end-grain coring to the deck, because of the 31’s small size.

At a time when such reputable builders as Tillotson-Pearson (now TPI) are moving toward glued-together hull and deck joints, with bolts only at the cleats and stanchions, Tartan is still through bolting the length of the hull, with stainless steel bolts driven every six or seven inches through the solid teak toerail into a molded-in 1/ 4″ aluminum backing strip. The connection is further solidified by 3M’s 5200 adhesive. Down below, a partial liner to support the flooring is bonded to the hull. The keel is secured to the hull by seven 3/4″ stainless steel bolts and a thick bedding. Gear throughout is quality—Harken roller furling, Harken winches and a white Awlgrip-finished mast from Offshore Spars, which rises 48′ 6″ above the water. Deck hatches and opening ports are Lewmar. The engine is an 18-hp. Yanmar diesel.

The 31 has a comfortably deep T-shaped cockpit, a roomy foredeck and sufficiently wide sidedecks to facilitate moving around. Teak handrails and molded nonskid (plus the inboard shrouds) make the fore and aft trip safer. Even so, Tartan has made things easier by leading all sail control lines aft to housetop-mounted winches. Traveler controls also are mounted on the cabin top, although some serious racers have moved the traveler aft of the helm. The helm consists of a large Destroyer-type wheel by Edson “or equivalent” and the helm seat is raised slightly for a better view; owners have commented favorably on its comfort, even after long hours at the wheel. Tartan supplies an emergency backup tiller.

Several 31 owners complain about mast leaks. One found the solution in liberal application of silicone sealer. Another has been frustrated by a persistent leak, possibly from the head of the mast, which requires constant pumping out of the bilge.

One owner spoke of her tie rod not being secured, but attributed the oversight to her dealer. Other Piper owners bemoaned the absence of handy stern chocks.

Performance

Although its design teams have changed, Tartan over the years has shown a knack for getting performance out of its cruising boats. That’s because Tartan emphasizes performance first in its cruisers, Zurn said. “You get a nice teak interior, but they do go fast,” he said. Racers we’ve talked to seem as happy with the 31’s performance as the weekend cruisers are with its accommodations. The 31, like other Tartans present and past, avoids the extremes of some other manufacturers.

One reason for Tartan’s successful blending of elements would appear to be careful attention to rig and sail plan. The double-spreader masthead rig permits extra sail area, resulting in a nicely balanced boat that’s “very forgiving,” in the words of several owners. With 241 square feet in the main, there’s enough sail area for good offwind speed; the big 135-percent jib, with 359 square feet, provides plenty of power to windward, the 31’s best point of sail. Upwind sail trim angles are further enhanced by the inboard shrouds. The boat moves nicely to windward, especially in a breeze, and also handles well dead downwind. Like other Tartans, it is least effective on a broad reach, especially when seas build up, but the good-sized “subtly” elliptical rudder provides adequate control. However, the 31 we sailed last spring on Long Island Sound managed a respectable 5-plus knots on a beam reach in about 10 knots of wind.

The 31 can carry sufficient sail partly because of its keel, particularly the deep fin version preferred by racers (and apparently Tartan’s overseas customers in Holland and Japan). With the shoal keel, the boat naturally loses some windward performance, but does not appear noticeably more tender. According to Zurn, the boat heels 10-12 degrees then “holds its own.” There’s no talk of reefing on this boat until the winds are well over 20 knots; owners report comfortable sailing in 35-40 knots, with a double reef. Adjusting the bendy mast and experimenting with sail trim may be necessary to increase performance in lighter airs. Those to whom performance is a priority should consider installing an optional hydraulic or mechanical backstay adjuster.

Under PHRF, the Tartan rates between 141 and 153, with 150 as an average, and compares favorably to most cruisers of its size and vintage, many of which were trumpeted as “performance” cruisers when introduced. The British-made Moody 31, for example, which displaces about 100 pounds less, carries slightly less ballast and has almost identical sail area, rates between 174-180; the Freedom 32, considerably lighter at 7,610 pounds (with ballast of 3,100) carries 50 square feet less total sail area and rates about 15 seconds slower per mile; the Pearson 31, marginally heavier with about 10 square feet less sail area, has an average PHRF in the 170s.

Down below, the most obvious differences between the original 31 and the Piper are apparent. Both have a definite seaworthy look—angled bulkheads, a businesslike nav station and a U-shaped galley for cooking in offshore conditions. Bulkheads, furniture and cabinets are all teak, offset by an off-white partial liner. The sole is varnished teak and holly. Settee cushions are a plush six inches thick.

In an effort to increase stowage space on the Piper, Tartan removed the port pilot berth and added cabinets and shelves. Settee berths were shifted outboard slightly and the bulkhead-mounted table moved to the centerline. Switching the table permitted the designers to add a second door from the main cabin into the head, through the port bulkhead. This increases access, although some observers feel it decreased privacy.

Also changed was the navigation station, to port as you come down the companionway. The original has a fold-down station (with instruments optional), separated from the main cabin by a full bulkhead. The new, permanent station faces aft behind a partial

bulkhead and offers more room for instruments. The change “opened up the cabin tremendously,” Zurn said. Also under the old arrangement, access to the port quarterberth was partially blocked when the chart table was in use; that’s no longer the case.

Interestingly, owners of the original version prefer the old layout, although for different reasons. One was glad to see the “coffin” pilot berth go, but disliked the nav area changes; another preferred the new nav station, but felt the centerline table intruded on cabin space. Yet another preferred the old CNG stove to the new propane burners.

The forward cabin has the usual double V-berth, with bureau and hanging locker to starboard. Several owners we talked to find the forward berths (about 6′ 9″ long, 6′ 6″ wide at the head, but narrowing considerably) somewhat cramped and stifling and prefer to sleep elsewhere, in the double quarterberth to port or amidships. The quarter berth, 7′ x 5′, is the most comfortable sleeping spot on the boat. The main settees are bunk-sized; the port berth, 6′ 6″ x 2′, will fit an adult, but the starboard bunk, 5′ 6″ x 2′, is more suitable for a child. Overall, Tartan has done a decent job of packing reasonable accommodations into a 31-footer, while retaining some sense of space in a pleasantly nautical environment. Standing headroom is 6′ 2″ in the main cabin, an even 6′ in the forecabin.

Just about everyone praises the easy access to the engine, which is gained by swinging aside the companionway stairs. This allows access to all sides of the engine, including the rear; even the stuffing box is readily accessible.

Light and ventilation are provided by a total of eight opening ports on the house sides, mid-cabin and foredeck hatches, and an extra opening port to the cockpit. Storage below, especially on the Piper, is adequate, if not expansive; topsides, there’s a cockpit locker opening to the starboard quarter, and lockers port and starboard of the helm.

Conclusions

The Tartan 31 strikes a nice balance between performance and cruising comfort. There’s enough power to keep the casual racer feeling competitive, and enough stability to keep the relative newcomer out of trouble. The Piper, fully equipped, retailed in 1993 for $88,580. Tartans traditionally retain their value, and the manufacturer and many of its dealers receive excellent notices for their post-sale service. The BUC Used Boat Price Guide is listing the 1988 pre-Piper 31 at between $61,200-$67,200, but current asking prices from dealers and individuals in classified acts are higher. (BUC, which, in our opinion, used to have slightly inflated values for used boats, seems to have reacted to the soft market by significantly underestimating true value, in the opinion of many dealers we’ve talked to recently.)

There may not be anything earth-shatteringly innovative about the Tartan 31, but it can lay solid claim to being an All-American mid-range cruiser, suitable for inland lake or coastal sailing.

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Bom dia Darrell… Primeiro parabenizar pelo blog e dizer que sou leitor frequente dos seus artigos. Gostaria de ler algo sobre o catalina 30mklll Ficaria imensamente grato se pudesse me enviar link da avaliação caso já tenha feito, e ou algum artigo para eu ler a respeito do modelo propriamente dito. Estou bastante interessado no barco e buscando informações para uma possivel aquisição.

Ansioso por uma resposta e muito obrigado.

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Caraluna 245 by Tartan Yachts

Keep it Simple, Keep it Safe, Keep it FUN!!

Build Your Own 245!!

The Caraluna 245 by Tartan Yachts is an exciting new multi-use daysailer for learn to sail programs, club racing, adaptive sailing, and any other excuse for a great day on the water with family & friends.

Conceived by veteran sailing school director Cai Svendsen and designed by Tartan Yachts’ Tim Jackett, the Caraluna 245 checks all the boxes. Our motto is to ‘Keep it Simple, Keep it Safe, Keep it FUN!!’

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Tartan Yachts

Founded by Charles Britton who bought out what was left of Douglass & McLeod Plastic Corporation when their factory was completely destroyed by fire in 1971.

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50 sailboats built by Tartan Yachts

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Tartan 37 (hood).

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Sailboat Review: Tartan 455

• By Herb McCormick
• March 12, 2024

For me, for many reasons, certain boats and brands are synonymous with the waters or regions where they were created. The places are an essential component of the boats’ DNA. I’ll always associate a varnished mahogany runabout with upstate New York, or a cool little vintage catboat with Buzzards Bay and southern New England. Every classic Hinckley or Morris that I come across paints a vivid portrait of coastal Maine. Even yachts that sail or cruise far and wide all over the world still convey a sense of place. Recently, aboard a new Tartan 455, we pointed the bow into choppy Lake Erie, and I intuited an instant connection to the nearby northeast Ohio plant where the boat was spawned. It all felt like home. 

Other people see different things. After I uploaded a photo to social media of myself steering the 455, an old pal quickly hit me back with a comment, asking: “Tartan is still building boats?” 

The answer is an emphatic yes, and pretty darn good ones at that. The company has certainly had its ups and downs over the years, but it’s now navigating smoother waters for a couple of major reasons. First, it was recently acquired by Seattle Yachts, which made significant investments in the product and facilities, and appears firmly committed for the long haul. Second, longtime Tartan designer Tim Jackett is running operations, and the native Ohio homeboy is giving it his all. 

Jackett says that the 455 evolved from powerboats by Legacy, a company Tartan acquired in 2010. “The roots of it came after having some exposure to the Legacy brand and looking at how the deck and interior of that sedan style of powerboat works out so nicely,” he says. His first swing at the design in sailboat mode was a 37-foot motorsailer with a substantial trim tab that powered up at 14 knots. (It was never built.) When the owner of a Tartan 3700 approached him about commissioning a larger boat, Jackett returned to expand upon his earlier incarnation.

“But the concept was the same,” he says. “More of a sailing hull, but a nice, big, well-lit living space with inside steering, and then an aft cockpit that gave you the normal sailing experience of wind and water in your face when you wanted it.”

Jackett says that the 455 evolved from powerboats by legacy, a company tartan acquired in 2010. His first swing at the design was a 37-foot motorsailer.

Down a few steps into the deep ­cockpit, sliding doors open into the salon, which transitions into the forward living areas. The bulletproof laminate is a vacuum-bagged, infused sandwich that employs epoxy resin with a foam core in the hull construction and end-grain balsa in the deck. The lead keel supports a hefty ballast bulb and is available in deep- and shallow-draft configurations.

There are a couple of accommodations plans, including a two-stateroom version or the three-stateroom layout employed in the model we sailed, with guest staterooms to port and starboard, and an owner’s space forward with an attached head. The well-executed joiner work and furniture were cherry, though teak and maple are available (much of it sourced from northeast Ohio’s Amish mills). I’d say that this is primarily a comfortable couple’s boat with space for occasional visits from family and friends. 

Aesthetically, I found the lines plan of the 455 to be handsome and pleasing­—not a particularly easy task with a large ­deckhouse, which Jackett incorporated nicely into the profile.

This is ​​­primarily a comfortable ­couple’s boat with space for occasional visits from family and friends­—A big boat but an easy one to negotiate.

Wraparound windows allow light to pour in from all directions, as does the deckhouse’s overhead window. A split hydraulic backstay provides easy access to the drop-down transom and boarding platform between the twin wheels, which are stationed well outboard. (There’s a single, deep spade rudder.) Moving forward, an outboard ramp rises from the cockpit to the side decks, which makes for easy egress to the topside and foredeck. I believe that this feature originated with the Jeanneau line, and I always thought it was a trend that would spill over to other builders (see the Moody 41DS). It’s just too simple and elegant a solution to an age-old design conundrum. There are grippy stainless-steel handrails just about everywhere. This Tartan is a big boat but an easy one to negotiate.

The carbon-fiber double-spreader rig is fashioned in Tartan’s in-house autoclave, as are the rudder post and other reinforcements. The company’s Cruise Control Rig double-headsail sail plan (also known as a Solent setup) has become a fixture across the brand, with a code-zero-style reacher on the forward stay and a smaller, self-tacking jib on the aft one. The powerful, full-battened mainsail is stashed in a Leisure Furl in-boom furler, and there’s a wide traveler atop the deckhouse that facilitates the end-boom mainsail sheeting. All the running rigging is led into the cockpit and handled by a combination of rope clutches and Harken electric winches. The excellent sails come from Sobstad’s loft in nearby Rocky Hill. 

Over the years, I’ve sailed many a Jackett design, and the common denominator is they sail exceedingly well. We sailed the 455 on an early-fall afternoon after a cold front rolled through, offering up ideal 10- to 15-knot northwest breezes. The waves in the relatively shallow lake were closely spaced. As I took the wheel and came onto the wind under the smaller jib, it took me a while to stop pinching and get in the groove. But once I fell off a good 10 degrees, the boat and I settled in, and it muscled through the chop with aplomb. 

The steering was tight and accurate. Jackett says that he was still playing with the optimal rudder configuration, but it all felt fine to me. Topside, the Jefa wheels are cable-controlled, while the deckhouse steering station is on a hydraulic ram. You toggle between the two, depending on where you’re driving. We swapped out the self-tacker for the large reacher and bore off another 10 degrees, and the boat absolutely lit up, trucking along on a beam reach at bursts over 9 knots in complete and utter control. We even jibed the big sail through the exceedingly tight ­foretriangle, a maneuver I wouldn’t have thought possible. It was quite the sail. 

Fittingly, the first Tartan 455 is going to live on the Great Lakes, with Lake Huron’s North Channel a likely regular cruising ground. But I can envision this being a terrific yacht for the Pacific Northwest and beyond, and ideal for high-latitude adventures. You might not be able to take the Ohio out of a Tartan, but you can take this Tartan just about anywhere.

Where It All Began: Tartan 27

On the back lot of Tartan’s headquarters in Painesville, Ohio, the exact boat that started it all—Hull No. 1 of the sweet little Tartan 27 line, of which more than 700 were eventually built in a production run that lasted until 1979—is awaiting a complete refit. It was fun and ­enlightening, after sailing and reviewing Tartan’s latest offering, to consider how ­production-boat building and design has evolved during the past 60-plus years. The changes have been extensive.

The Tartan 27 was a collaborative effort between Douglass & McLeod Inc., an Ohio-based builder of one-design wooden dinghies such as the Thistle and the Flying Scot, and Charlie Britton, a sailor and businessman who was also reared on the shores of Lake Erie. Following his service in the US Navy, Britton sailed his 42-foot yawl from Japan to the West Indies, a rather unheard-of voyage in the late 1950s. Once home, he joined forces with D&M to commission a 27-footer for coastal cruising and club racing. Being Scotsmen, they decided to name it Tartan.

There were a lot of firsts ­involved here: The T27 was D&M’s first fiberglass boat, and it was one of the initial glass designs from the venerable East Coast firm of Sparkman & Stephens. The chief designer for the project was a young naval architect named Bill Shaw, who would go on to become the principal design chief at Pearson Yachts, where he designed dozens of models. 

Hull No. 1 launched in 1961. With its boxy coachroof and low-aspect masthead rig, it’s hard to believe today that the T27 was considered a performance racer/cruiser at the time, but as such, it was an immediate success. It was designed to compete under the popular Cruising Club of America rating rule of the early 1960s. Like other yachts of that period, including the Pearson Triton and Hinckley Bermuda 40, it featured long overhangs and a short waterline, a narrow beam (8 feet, 9 inches), moderate displacement, a long keel, shallow draft, an aperture-mounted propeller for the Atomic 4 gas engine, a keel-hung rudder, and slack bilges. Most of the early T27s were sloops, though it was also offered as a yawl, which did well under the CCA rule. 

At 7,400 pounds ­displacement, it was not a light boat, but when slightly cracked off, it tracked to weather like a demon. Unlike the Triton, which had a fixed keel, the T27 was a keel-centerboard boat that drew 6 feet, 4 inches when the board was lowered, and a mere 3 feet, 2 inches when raised, making it highly versatile as a pocket cruiser. The original centerboards were bronze, which must have raised some mighty maintenance issues, and is likely why it was soon switched over to steel encased in fiberglass. The ¾-inch fiberglass hull was a proverbial brick house; the deck was balsa-cored. At the time, the construction was state of the art.

D&M followed up the T27 with a couple more venerable “classic plastic” legends, including the Ted Hood-designed Black Watch 37 (which eventually was remodeled and relaunched as the Tartan 37) and another S&S benchmark, the Tartan 34, an expanded version of the T27 that also had a centerboard. Man, for many years, I was bewitched by the 34-footer, and you can still find all of these models in harbors everywhere. 

After a fire in 1971, D&M sold Britton the Tartan division, starting a whole new chapter in the company’s storied history.

As I steered the latest Tartan—a systems-rich yacht finished to an incredibly high degree—I could only wish that Britton were still around to experience the power and speed of a contemporary, long-range cruising yacht. I have no doubt that he’d be amazed, but that sweet little Tartan 27 of his was the inspiration for all that followed.

• More: Print March 2024 , Sailboat Reviews , Sailboats , tartan yachts
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Tartan 4700

The result of tartan's ability to highly personalize its product range, tartan's commitments to the best boat building technology, owner personalization, the finest handcrafted interiors and design excellence are combined in the tartan 4700 to deliver a yacht, uniquely tailored to your sailing lifestyle., performance.

Learn about the unparalleled strength, performance and control offered by this Tartan Yacht.

Tartan goes to great lengths to ensure each yacht reaches and exceeds your expectations of quality.

Schedule a Test Sail!

There's nothing like getting a Tartan out on the water. Go ahead and schedule your test sail today!

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Specifications.

At Tartan Yachts we have a passion to deliver the best sailboat owner experience possible. Our commitment to design and engineering is based on total performance. We don’t believe that a simple superficial appeal to aesthetics is enough to serve the interests of our owners. Our designers, builders and sales team understand and appreciate that every yacht we build must be the best yacht we build. Most importantly we are committed to the next 50 years with the focus of simply making our customer experience the best the industry has to offer.

For complete specifications on the Tartan 4700, click here.

Tartan 4700 Reviews

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.

Related Articles

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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