37 foot. tartan sailboat

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• Sailboat Guide

Tartan 37 (S&S)

Tartan 37 (S&S) is a 37 ′ 2 ″ / 11.4 m monohull sailboat designed by Sparkman & Stephens and built by Tartan Yachts between 1976 and 1989.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

The Tartan 37 is considered one of today’s classic cruising yachts. Designed by Sparkman and Stephens with a lot of direct input from Tartan Yachts, the boat was introduced in 1976. Initially conceived as a boat that could be sold as a racer as well as a cruiser, it was the shoal draft centerboard cruiser that really took off with a remarkable 486 boats built.

The boat is known for its sound construction quality and smart sailing abilities and moderate pricing. Owners unanimously love their Tartans.

The collaborative project that was to become the Tartan 37 started the spring of 1975 when Tartan Yachts founder, Charlie Britton commissioned Sparkman and Stephens to design a new 37 footer. This wasn’t the first project between the two companies, there was already string of successful collaborations from as earlier as 1961 with the Tartan 27.

The 37 was initially was specified as a boat that could be sold as a sloop or a ketch, and there was to be a cruising version and a race version. As the design progressed the ketch was dropped and the racer with its deep fin keel and tall rig was renamed the Tartan 38 while the Tartan 37 became the cruising version available in both fin keel or shoal draft centerboard.

The boat was introduced in 1976 with the first boats off the mold being the Tartan 38 racer. They were well received by the market in general. It’s reported the racer did not perform as well as Britton had hoped but the cruising version on the other hand became particularly popular.

Later boats offered a Scheel keel option as well as an option for a tall rig similar to the racer. It’s estimated around 10% were deep keel boats. In total 486 hulls were produced between 1976-1988.

Configuration

For a boat designed in the mid 1970s the hull looks remarkably modern. There’s a generous rake in the bow, the sheer line is quite straight which sweeps back to a reverse transom. From above the hull has a diamond shape and is quite beamy for the era.

Below the waterline most boats have the centerboard option which entails a long and shallow fin keel, with a centerboard that swings up from 7′ 9″ to a useful 4′ 2″ of draft in shoal waters. The optional deep fin keels draw 6′ 7″ and a Scheel keel 4′ 7″. The rudder sits as far back as it can below the reverse transom, hung from its protective skeg.

The rig draws the influence from IOR racers of the day with a large foresail and small mainsail, a configuration that has proven to be easy to single hand. The rigs came in standard 52′ 0″ as well as tall 53′ 8″.

Interior and Layout

Down below, the interior is traditional, however with close to 12 feet of beam, the Tartan 37 is larger than you might expect. Teak veneer and trim is used abundantly and white formica is used overhead. Overall, the level of joinery work is very good.

In the forepeak, the two single berths can be converted into a double with an insert. Moving further back the head is to port and has a integral shower, the arrangement is tight but functional. In the salon the settees are offset, the starboard one serves well as a sea-going berth and the port settee can be converted into a double. Further aft on port is the nav-station next to the companionway and a double quarter-berth, something of a luxury in a boat this size. Opposite is a functional U-shaped galley.

Construction

The hull is hand-laid fiberglass with end-grain balsa coring to improve stiffness without sacrificing weight. In areas of high stress such as the mast-step, through-hull fittings, chainplate terminals, engine supports and keel sections the coring is tapered into solid fiberglass. The deck enjoys the same construction method with a good non-skid surface molded into all flat areas. The hull-to-deck join consists of an internal flange bedded with butyle and polysulfide and bolted to the deck on 8-inch centers. Through the years this join has proven to be a strong and dry. In general, the quality of construction is exemplary and considered the among best to be found in production yachts.

By rights, nobody should expect a shoal draft centerboard cruiser to break any records, however some of the race intent from the original spec shines through every now and again. For example, Steve Pettingill broke a record in the Port Huron to Mackinac Island single-handed race with his fin keel configured Ambergris . The boat is certainly capable of fast and comfortable 24-hour runs when passage-making.

The Tartan 37 has a reputation for being stable with acceptable upwind performance, but really excels downwind on a reach. The rudder is efficient and provides plenty of control and the boat is relatively dry, especially when configured with a decent dodger. The boat is known to be easy to single hand and fun to sail.

Buyers Notes

The Tartan 37s are moderately priced and offer good value. They have maintained their values due to quality contructions, good reputation and a loyal following among owners. There is an active Tartan 37 owners association, it’s recommended buyers join the forum at Tartan37.com for further research.

Prices will depend on age and condition. As of 2010 the asking price for Tartan 37s are in the range of: 1976-1981 $30k – $65k USD 1982-1986 $45k – $75k USD

Links, References and Further Reading

» Tartan 37 Sailing Association , history, resources and owners forum » Tartan 37 Review , by Jack Horner, BoatUS.com » Cruising World Magazine Review of the Tartan 37 » Tartan Owners Association (TONE), owners of Tartan yachts in the North East.

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• Sailboat Reviews

Timeless Tartan 37

Performance, quality set this boat apart..

The Tartan 37 is a moderately high performance, shoal-draft cruiser built between 1967 and 1988 by Tartan Marine, a company that helped usher in the fiberglass era under Charlie Britton in the 1960s. At the time of the Tartan 37s introduction, the company had its headquarters in Grand River, Ohio, and a factory in Hamlet, N.C.

The company merged with troubled C&C in 1997 (and shed the brand in 2013), and like many builders, Tartan struggled financially after the dot-com bubble burst. In 2010, the company was pared down to just a handful of employees and was purchased by Steve Malbasa, who worked in the retirement investment field for 32 years. Malbasa has publicly expressed high aspirations for the Tartan, but it is unlikely to recapture the manufacturing success it had during the era of the Tartan 37. The Tartan 37 reviewed here is not to be confused with the Tim Jackett-designed 37-footers that followed.

Over the years, Tartan specialized in the production of well-finished boats geared toward the upper-income cruising sailor. Most of these early boats were Sparkman & Stephens (S&S) designs, and many were keel-centerboarders.

With their S&S designs and high-quality joinerwork, Tartans were regarded as a more affordable alternative to lines of boats such as the expensive Nautor Swans. By 1987, almost 500 Tartan 37s had been built, and the demand for the boat has continued to be strong. The longevity of the 37 in production is a remarkable testament to the inherent quality of both its design and its construction.

Until the early 1980s, most of the 37s were ordered with the original keel-centerboard configuration and only a few with a deep fin keel, often combined with a tall-rig favored by racers. In the 1980s, Tartan became a fan of the Scheel keel, a shoal-keel configuration designed by Henry Scheel that predated the era of winged keels. By enlarging the bottom of the keel with an end-plate, the Scheel keel helps to improve lift and to keep the weight of ballast low, in part at least overcoming two of the noted drawbacks of shoal keels. By 1985, the 37 was available with all three keel shapes. All of the designs offered good balance and favorable performance, but those wanting to eek out longer daily runs would gravitate toward the fin keel/tall-rig combination.

Tartan-built boats have been proven to have exceptionally good value over the years. On the used-boat market, they are among the most sought-after boats and have tended to maintain their owners equity. At the same time, new Tartans have never been cheap. Over the years the Tartan 37 was built, its base price almost doubled, reaching $100,000. Fully equipped, its price had risen to over $120,000 by 1987. Since then, prices on older boats have steadily declined, but today, even 30-year-old 37s are commanding over $50,000 as used boats.

Developed before builders strove to pack small apartments into the sterns of mid-sized cruisers, the Tartan 37 has attractive proportions. It has a gentle sheer and a straight raked stem profile, with moderate overhangs at both bow and stem. Underwater, the boat has a fairly long, low-aspect-ratio fin keel, and a high-aspect rudder faired into the hull with a substantial skeg. Freeboard is moderate. The boat is balanced and pleasant in appearance. It is not a character boat, but is attractive, fairly racy, and functional-a typical Sparkman & Stephens design of this era.

Construction

The Tartan 37 is a well-built boat for its time. Tartan made use of both unidirectional roving and balsa coring in stress areas. This yields a stiff, fairly light hull that is less likely to oil-can than the relatively thin solid layup used in many production boats. Some roving print-through-in which the fibers are visible through the gelcoat-is evident. There are also some visible hard spots on the outside of the hull.

Gelcoat quality is very good, but years of sun exposure and polishing might have taken their toll. Many of the older boats have been painted. The rudder is faired into the skeg with flaps to minimize turbulence. All through-hull fittings are recessed flush with the hull skin. For a cruising boat, remarkable attention was given to reducing skin friction and improving water flow.

Tartans construction was strong for the period, although as with any boat of this vintage, used 37s deserve close inspection. One area worth examining closely is the hull-to-deck joint, which is stiffened with an aluminum plate. This plate, which was glassed to the underside of the inward-flanged hull, was tapped to accept through bolts that bolted on the deck. The wide internal hull flange is bedded with butyl tape and polysulphide, the deck dropped on, and then bolted on with stainless-steel bolts which also hold on the teak toerail.

The aluminum plate (instead of multiple nuts and washers) expedited construction, but the combination of two dissimilar metals introduced the potential for galvanic corrosion, which could cause the bolts to strip out, or at the very least, loosen with pounding and flexing. Although this hull-deck joint is not known for failures, a prospective buyer should check it closely.

Weve noted that the toerail in many hulls is not well bedded. On the boat we tested, we were able to easily insert a thick knife blade under the toerail in several areas near the bow where the rail is subject to the most twist. Water will lie in this joint if it is at all open, making it difficult to keep varnish on the toerail.

Most deck hardware is backed with thick aluminum plates, which again raises the specter of galvanic corrosion. Closely check older boats for signs that water may have penetrated and caused the plates to swell or corrode. Pulpits are through-bolted with backing plates. The hull-to-deck joint is through-bolted across the transom, a good practice-uncommon for boats of this era, and even today. Interior construction finish is some of the best we have seen. Fillet bonding is exceptionally neat and clean. There are no raw fiberglass edges visible anywhere in the hull.

To keep the interior of the boat neat, the centerboard pennant comes up on deck through the center of the mast. This necessitates a complex mast step with transverse floors and a massive beam under the mast step to absorb compression, adding unnecessary complexity and making servicing the centerboard assembly more difficult and expensive than other, simpler arrangements.

Tartan uses bronze ball valves on through-hull fittings below the waterline. Exhaust line, cockpit scuppers, and bilge pump outlets are above the waterline, and have no shutoffs. The cockpit scuppers, which would be submerged while the boat is underway should have provision for shutoff.

Performance under sail

Owners report that the Tartan 37 is a well-mannered boat under sail. The boat will not perform at the grand-prix level, but it is no laggard, either. Several Tartan 37s have participated in the Marion/Newport-Bermuda race and regularly performed respectably. Although some early boats destined primarily for racers were purchased without roller furling headsails, nearly all the boats on the market today have furlers. Almost inevitably, there will be some sacrifice in windward performance with roller-furling headsails.

The optional inboard genoa track should be considered essential to those concerned with optimum windward performance. Coupled with the standard outboard track, this will allow versatility in sheeting angles. Headsail winches are within reach of the helmsman. This feature is vital for short-handed cruising and can help make the difference between a boat that is easy for two people to handle and one that is difficult. However, no real provision has been made for the installation of secondary headsail winches, should you wish to carry staysails. Small winches could be mounted on the cockpit coamings forward, but they could interfere with the installation of a dodger.

With good sails, the performance of the Tartan 37 will not be disappointing on any point of sail. Tartan brochures show the 37 happily romping along on a beam reach in a 15-knot breeze. We suspect that under those conditions, its owner is likely to be as happy as any sailor afloat.

Handling Under Power

The standard Universal 40 auxiliary diesel engine is more than adequate power for the Tartan 37. The tendency in many production boats today is toward smaller, lighter, lower-powered diesels, the opposite of the past American boatbuilding practice, which, like our automobiles, tended toward excessive horsepower.

The engine box of the Tartan 37 was only partially insulated, although many owners have since added their own insulation. You can easily access the front end of the engine by removing the companionway ladder.

With wide decks, inboard chainplates, and a relatively narrow cabin trunk, fore and aft movement on the deck of the Tartan 37 is relatively easy. It would be easier if the lifeline stanchions had been positioned further outboard, rather than about three inches inboard of the toerail. There are bow chocks; and two well-mounted cleats forward. However, a line led through the chocks to the cleats bears against the bow pulpit. Shifting the cleats further inboard would provide a better lead.

Unlike most contemporary boats, there is no foredeck anchor well. This means that in order for an anchor to be readily available, it must be stowed in chocks on deck, or on an owner-installed bow roller. Then, you must face the problem of feeding the anchor rode below, more difficult for nylon rode than for chain. Molded foredeck anchor wells are becoming almost universal in modern boats, and while they make sense for the casual sailor, having one less deck hatch has its advantages on an oceangoing boat that may be burying its bow for days on end. In other words, not having an anchor locker accessible from the deck is not such a drawback as it may at first seem-particularly if long-range cruising is part of the plan.

There are strong, well-mounted teak grabrails on top of the cabin trunk that offer a handhold almost the full length of the cabin top. The molded cockpit coaming is a common Sparkman & Stephens feature and greatly facilitates the mounting of a dodger, almost standard equipment on any cruising boat.

The T-shaped cockpit of the Tartan 37 is comfortable for five adults while sailing. It has several unusual features. Rather than the usual unyielding fiberglass, there are teak duckboards on all cockpit seats. This means that you wont sit in a puddle when it rains, or when heavy spray comes aboard. These duckboards are comfortable, but they are held in place only by wooden cleats, with the exception of the starboard seat. A more secure arrangement should be provided for offshore sailing.

There is a teak-grated cockpit sump under the helmsmans feet. This shifts the cockpit drains inboard from the edge of the cockpit. The result is that a puddle can collect in the leeward corner of the cockpit when the boat is heeling in a blow with heavy spray coming aboard.

Access to the steering gear is via the lazarette hatch. There is good provision for an emergency tiller, but the lazarette hatch must be held open in some way to use the emergency steering. There is a drop-in shelf in the lazarette which allows using the locker with less risk of damage to the steering system, but we would be reluctant to store anything small there that might possibly jam in the steering gear.

With a low cabin trunk, visibility from the helm is excellent. Racing helmsman who plan to spend prolonged spells actively steering may provide a contoured seat, but in this era of auto-helming, a flat bench is just as functional. The relatively wide, flat top of the cockpit coaming provides reasonably comfortable seating for the helmsman who prefers to sit well to leeward or well to windward.

The main companionway is narrow and almost parallel-sided, features we like, but the bridgedeck is much lower than we prefer for offshore sailing. This low sill facilitates passage of the crew below. Unfortunately, it also makes it easier for water to get below should the cockpit flood. Coupled with the thin plywood dropboards, we feel this is a potential weakness in watertight integrity, and something that should be addressed in a boat that is intended for offshore work. Several companies today specialize in producing bullet-proof companionway arrangements that can be customized to fit almost any boat.

Due to an abundance of teak and teak plywood, the interior of the Tartan 37 is dark and cave-like. This is much the same criticism we have made of other well-finished boats. Mind you, its a rather elegant cave, with excellent joinerwork throughout. Somehow, boat designers and builders have convinced most of the consuming public that teak is the only wood to use belowdecks. The fact is that there are many wonderful woods-ash and butternut, for example-that yield interiors that are lighter in both weight and color than teak.

The forward cabin of the Tartan 37 is truly comfortable for a boat of this size, with drawers, hanging lockers, separate access to the head, and enough room to dress in relative comfort. The completely louvered door separating the forward cabin from the main cabin looks nice, and does assist in ventilating the forward cabin. It limits privacy, however, and one good blow from a crew member caught off balance in a seaway would probably reduce it to a pile of teak kindling.

The head is quite comfortable, and it is possible to brace yourself adequately for use offshore. The shower drains into a separate sump, not into the bilge. The layout of the main cabin is conventional, with settee and pilot berth to starboard, dinette to port. The original design had a pilot berth to starboard necessitating a complex chainplate arrangement as well as a berth of dubious comfort and convenience.

By 1986, the pilot berth was eliminated in favor of shelves and gone, too, was the need for the can’tilevered chainplate support. While there is excellent storage space in the galley, one must reach across the stove to reach many of the cupboards, and its a long reach for a short person.

The stove is securely mounted and has a grab bar across its well to protect the cook, but this grab bar also inhibits the stoves gimballing function. There is no on-deck provision for storage for propane bottles, should you wish to use propane rather than the standard alcohol stove. There is room for CNG bottles to be stowed in the starboard cockpit locker, but CNG fill stations are few and far between in some areas.

The icebox appears to be well insulated on the sides, but why Tartan, like many other builders, failed to insulate and carefully fit the tops of their iceboxes totally escapes us. Although many contemporary builders have addressed this problem, we have found this shortcoming on a variety of boats, from the cheapest to the most expensive of this era.

The Tartan 37 has a large, well-designed navigation station. The quarterberth above it converts to a double berth. Ventilation is excellent, with eight opening ports and three hatches. There are also four vent/fans for the below-decks-two exhaust type and two low, plastic cowls in dorade boxes. We think four taller cowls in the dorades would be more effective, or better still, the five tall cowls shown in the original plans for the boat.

The vertical deckhouse bulkhead also allows a dropboard to be left out when it rains, further improving ventilation. Despite our complaints about the darkness of the interior, joinerwork is of excellent quality throughout. The finish work on the interior of the hull can complicate access to deck hardware, and certainly does not make it easy to survey the vessel.

In traditional wooden yacht construction, structural members are often left exposed for their intrinsic beauty, as well as for ventilation and preservation. In fiberglass boats, it is rather difficult to find intrinsic beauty in the structural material. Perhaps we are better off with it all hidden-as long as we know what holds the boat together. Given the Tartan 37s long reputation for solid construction, we certainly have confidence in what holds it together.

Conclusions

The Tartan 37, like other Tartan Marine boats of this era, is a well-built, well-mannered, fast cruising boat. The length of time it was in production and the number of 37s sold attests to the success of its concept; their value on the used boat market attests to the degree to which that concept has been realized. The boat is not immune to the problems that plague boats of this age. Prospective buyers should pay particularly close attention to the cored deck, which is prone to water damage and can be very expensive to repair.

Fortunately, the boat has attracted a wide following of enthusiasts who are willing to roll-up their sleeves and tackle these issues. The owners association provides detailed assistance in solving common problems, and the boats wide popularity there will likely always be a market for the 37, no matter how soft the sales of used boats become.

The 37 may never appreciate in the manner of some better finished (and more expensive) cruising boats such as Hinckleys that have practically become cult objects. Instead, the Tartan 37 is popular for justifiable reasons-performance, construction, and design. It is neither ostentatious nor plain. It is neither cheaply designed nor cheaply built.

Editors note: This review is an updated and expanded version of one previously published.

• Tartan 37 Owners ASSN.

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I HOPE THAT I RETAIN A LITTLE OF ALL THAT I AM STUDYING? .very interesting and the cabins intrigue me!

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1979 Tartan 37

$26,900.

Tartan quality at a great price allows you to cruise in comfort and safety!  

Anyone viewing the pleasingly modern lines of a Tartan 37 would find it hard to believe the first production model hit the market in 1976. Remarkably, Charlie Britton, along with a very talented Sparkman & Stephens design team, effectively incorporated many features important to offshore cruising and racing in a 37-foot hull. The only thing that hints at her age is the trademark plaid-upholstered interior.

Sailing performance and quality construction in an aesthetically pleasing package have been keys to Tartan’s success as a builder. The 37 has been the most popular choice for a variety of practical reasons.

The hull is hand-laid and molded as a single unit. It is cored with end-grain balsa, tapered to solid glass in any high-stress areas (engine bed, mast step, shroud terminals, thru-hulls and keel sections). The deck is of the same construction with excellent molded-in non-skid on all flat surfaces; it is joined to the hull with a bedded, mechanically fastened lap joint that has proven to be strong and dry.-  Cruising World 2005

Upgrades since 2020:

Bottom paint and boot stripe

Installed new dodger eisenglass and removable/roll-up cockpit shades

installed new starter battery (AGM)

New house batteries and monitoring system

Installed new refrigerator (Isotherm) and installed extra layers of insulation in refrigerator box

Installed new inverter (3000 watt Xantrex Freedom x3000)

Installed new radar dome and chart plotter (B&G 9" Zeus 3S and Halo 20+)

Complete engine service

New ground tackle

New windlass

Installed 8, 4x14 new stainless standard portlights, New Found Metals

Installed new lifelines and new stem fitting

2 LG 375W Solar Panels LG375Q1C-V5 Mono (36.7Vmp, 9.95A 60 Cell) Black frame 66.93"X40"X1.57" 21.7% panel efficiency; 2 Victron MPPT SMART 100/30 12/24V-30A Solar Charge Controllers

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Specifications

Additional info, basic boat info, engines / speed.

• Make: Westerbeke
• Fuel: Diesel
• Engine Power: 41hp
• Type: Inboard
• Propeller Type: 2 BladeBronze
• Drive Type: Direct
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Learn more about the Tartan 37: Reviews and more (1976 to 1989)

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TARTAN 37 (S&S) Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of TARTAN 37 (S&S). Built by Tartan Marine and designed by Sparkman & Stephens, the boat was first built in 1976. It has a hull type of Keel/CB w/rudder on skeg and LOA is 11.37. Its sail area/displacement ratio 16.14. Its auxiliary power tank, manufactured by Westerbeke, runs on Diesel.

TARTAN 37 (S&S) has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about TARTAN 37 (S&S) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the tartan 37 (s&s).

TARTAN 37 (S&S) was designed by Sparkman & Stephens.

Who builds TARTAN 37 (S&S)?

TARTAN 37 (S&S) is built by Tartan Marine.

When was TARTAN 37 (S&S) first built?

TARTAN 37 (S&S) was first built in 1976.

How long is TARTAN 37 (S&S)?

TARTAN 37 (S&S) is 8.69 m in length.

What is mast height on TARTAN 37 (S&S)?

TARTAN 37 (S&S) has a mast height of 12.65 m.

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Florence 37' Tartan 37 1976

This vessel is no longer on the market.

The Tartan 37 is considered one of today’s classic cruising yachts. Designed by Sparkman and Stephens with a lot of direct input from Tartan Yachts, the boat was introduced in 1976. Initially conceived as a boat that could be sold as a racer as well as a cruiser, it was the shoal draft centerboard cruiser that really took off with a remarkable number of boats built.

The boat is known for its sound construction quality and smart sailing abilities and moderate pricing. Owners unanimously love their Tartans. 

The Tartan's are also known for their great sailing characteristics and stout construction.

This shoal drafted sailboat draws only 4.5' with a 8' extension on a wing keel for blue water.

Perfect for Keys, Bahamas or any other shallow draft destination.

"Florence" is a 1976 that has been restored and been travelling all of the gulf of mexico, keys, and Bahamas with just about everything refitted, replaced, and reconditioned.

New standing and running rigging in 2014 lots of upgrades and new equipment.

Boat has no leaks and is a USCG documented vessel so easy international in and out as well as title change over.

It is ready to go cruising today........

• Rebuilt Rudder
• Removed and serviced Mast 2014
• New standing rigging and running rigging 2014
• All new lights including all mast head electronics
• New VHF radio 2015
• New Garmin GPS navigation
• Rebuilt Westerbeke 40hp Diesel engine
• New Gear box 2015
• New Jib sale 2017
• New Windvane Auto Pilot 2014 (monitör)
• New reefing system 2014
• New alcohol 2 burner stove and Oven 2014
• New 8 Person Life raft 2015
• 12v refrigeration system 2014
• New 3 battery (2 house 1 engine) 12v system 2017
• New Solar panels 2014 (will run everything onboard without engine for weeks)
• Dual Solar charge controllers and battery charge diodes 
• All new LED lights inside and out for extra efficiency
• New $10k custom bimini including all sides for rain and foul/cold weather 2015
• New Corian bathroom sink/shower and faucet 2014
• New Toilet 2016
• All portlights replaced 2014
• All hatches replaced 2014
• New Dingy engine 2016 Suzuki 4hp 4-stroke
• New hard side sailing dingy 2014

Specifications

• Price USD: $ 46,999

Miami, Florida, United States

• LOA: 37 ft in
• Display Length: 37 ft
• Beam: 11' 9"

Cruiser-Racer

• Water Capacity: 90 gals
• Fuel Capacity: 50 gals
• Engine Details: Westerbeke 40
• Engine 1: 1750.00 HRS 40.00 HP
• Engine Fuel: Diesel
• Days on Market: INQUIRE

+ 1976 Tartan Yacht specific details:

Water Tankage 90gal in two tanks larger is starboard and smaller is port sideWaste Tankage 19gal located forward of the head in the forward cabinFuel Tankage 50gal located under stern bunk on the port side easy for two week curise with a burn rate of 0.6-0.8gal per hour at 1800 Rpms

Drive is a Hirth model Z-F 15M sailing gear with forward, neutral, and reverse that was bought new in 2014

Motor is Westerbeke 40 (Perkins 4108) 40hp Diesel with cruising speed of 6-8kts and max speed of 8kts, total engine hours is 1750 on hobbs meter.  The engine was overhauled with new fuel injectors and primary and secondary filter, lines, injector pump, and many other items.  Runs and drives beautifully.

Battery bank is balanced with 3 Intimidator AGM batteries with high output alternator and 165 Watt solar panels for continuous use with refrigeration, lights, sound system etc with no down time even without running engine.  Each solar panel has its own 28Amp solar power charge controller as well as a alternator isolator installed.  The system is also setup for shore-side charging with a really nice automatic battery tender that was purchased new in 2015 and will run automatically when plugged into shore power.  The shore power cord is included in the sale and the boat is wired for 120v electric.  The CruiseAir 120v heat pump is a A/C unit and Heater and works well only when on shore power as there is no generator installed on the boat.  All interior lights were converted to LED in 2014 for maximum efficiency.  

12volt refrigeration installed in main galley icebox provides excellent cooling for a very large fridge area.  This is new as of 2015

The 2 burner stove and oven is a super safe and easy to use non pressurized alcohol Origo 6000, excellent for offshore use and easy to get fuel for in far off places…also easy to store space fuel without endangering the crew unlike propane etc.

All running and standing rigging was replaced in 2014-2015 including a full mast removal and refit.  The top of the mast with bendix and all instruments were replaced.  New multifunction smart mast light was added as well as a super bright LED deck light.  Mast fast track was added to the mail sail and mast slide to make single handed operation as easy as possible.  There we also 3 lever cleats installed again for easy single handling at halyard, mainsheet, and rollerfulling line.  The monitor windvane autopilot was installed in 2014 and works well in light and high winds to keep the boat on an excellent course in all weather conditions.  

Cockpit bimini was custom made in 2013 or so and had all the all weather covers to go all of the way around.  There is also a replacement middle top connector as well as covers for the wind screen as well as other ports and hatches

All port lights were replaced in 2014 with the highest quality tinted glass port lights.  The two main hatches were also replaced and installed new in 2014, they are very tight and look great.  A solar exhaust fan was installed as well to keep air flowing if at dock.  

The dingy is a hard sided sailing dingy, it has a solid foam core, it comes with oars and a 4hp new Suzuki 4-stoke engine.  The boat easily is pulled on board using halyard and fits and sails nicely between mast and forestay.  The jib has no problem tacking above it in the ocean.  

The boat also comes with various sails and lines including a large spiniker pole that is stored out of the way on the starboard safety line mounts.  

Stainless steel propane sailing grill is included

50lbs and 100lbs anchor with 270’ rode with 100’ high strength chain and another 100’ thicker chain.

Top of the line 8 person Viking life raft included with mounting on the port side just forward of the companionway.  

New cushions were made in 2013 a Corian countertop was installed in the head with a new faucet/shower.

+ Electrical Systems

• Solar Panels: 2x165watt Rigid Mono crystal line, 2x 28Amp Solar power charge controller
• Sound System: Alpine CD/Radio
• Batteries: 3x Intimidator AGM
• Alternator: 80amp
• Battery Charger: 120V Charger 
• Battery Perko-switch
• Cockpit/deck lights: LED Lights 
• Shore Power cord
• Ship's Power hook ups
• Navigation Lights

+ Navigation Equipment

• GPS: Garmin GPS Map 740s
• VHF: Garmin VHF100
• Compass: New 2015 
• Autopilot: Monitor Windvane
• Depth Instrument: Included transducer in 740s
• Fishfinder: Included in 740s
• Spotlight: Deck light installed on Mast (LED very bright)

+ Accommodations

• AC: Dometic CruiseAir 120v
• Heat: Dometic CruiseAir 120v
• Transom shower: 1 in cockpit
• Hot Water System: 120v System with engine coolent capability while motoring
• Pressurized Water: 12v System
• Sinks: 1 in kitchen, 1 corian in bath
• Oven: Alcohol Origo 600
• Stove: 2 burner alcohol Origo 6000

+ Deck Gear

• Anchor: 1x 50 lb, 1x 100lb
• Boat Cover: Hatch and Cockpit
• Motor Davit and motor lift
• BBQ Grill: Propane stainless
• Mooring lines
• Swim Ladder

+ Safety Equipment

• Alarms: Anchor drag / voltage
• Bilge Pump: Auto and Manual
• Fire Extinguisher
• Life Jackets
• Life Raft: Viking liferaft 8 person, Serial: 11753390

+ Sailing and Rigging Gear

• Main Sail: 2x
• Head Sail: Jibe
• Spinnaker: Asymetrical
• Standing rigging age: 3 years
• Running rigging age: 3 years
• Winches Self Tailing
• Rigged for single handed
• Additional rigging
• Reefing: Not on Main
• Roller Furling
• Mast Material: Aluminum Services off boat 2014
• Type of Backstay: Nonadjustable Stainless
• Shape of Keel: Modified Fin Centerboard w/ Lead
• Ballast: 7500 lbs
• Last haul out/bottom job: 2015
• Sail covers

+ Additional Information

• Bolt on Easy sliding sail track installed
• Many new clutches for easy single handed sailing
• 100 ft high strength Anchor chain 270 rode new in 2014
• Hard sided Dingy
• 4 hp Suzuki Motor 4 stroke
• Additional 50 ft of Anchor chain
• Bathroom has corian countertopand drip free sink
• New Portlights 2014
• New hatches 2015
• New standing rigging 2015

Not all boats listed online are listed with United, but we can work on your behalf. For more information on this vessel or to schedule a showing, please contact a United Yacht Sales broker by calling our main headquarters at (772) 463-3131.

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Edwards Yacht Sales

• 866.365.0706

1982 Tartan Yachts 37 CB

• Melbourne, FL, US

Yacht price

• Email Broker
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Sparkman & Stephens Designed Tartan 37 Centerboard Sloop w/Skeg Hung Rudder Minimum Draft 4.2 ft, Maximum 7.75 ft

New Yanmar 3YM30AE, Transmission, Prop 'n Shaft (2019) Lasdrop Dripless Shaft Seal West Marine RIB (2020) Tohatsu 9.8 hp outboard Davits w/Block 'n Tackle Upgraded Newfound Metals Opening Ports (All 8) Rocna 20kg/44lb Anchor Lofrans Royal Manual Windlass New Mermaid Reverse Cycle Air'nHeat (2023) Adler Barbur Refrigeration (new  evaporator) Four (4) 6V Deep Cycle Marine Batteries Optima 12V Start Battery

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

• View Option

The Tartan 37 is considered one of today's classic cruising yachts. Designed by Sparkman & Stephens with a lot of input from Tartan, the boat was introduced in 1976. Initially conceived as a boat that could be sold as a racer as well as a cruiser, it was the shoal draft centerboard cruiser that took off.

By any standard of performance comparisons, the Tartan 37, for a boat of this class, was anything but disappointing. She is quite stable with excellent windward and downwind sailing performance.When reaching, as would be expected, this boat excels.

The boat became very popular for both club racing as well as coastal cruising, with many ending up in Florida and the Bahamas. Fast and comfortable 24 hour runs were enjoyed by many owners.

"Ke Holo" is hull # 374 of the 486 Tartan 37's built. She was a fresh water boat from launch to 1997. She's had plenty of recent upgrades including all new Newfound Metals Ports (8), new Yanmar 3YM30AE, transmission, shaft, lasdrop seal and prop, Mermaid reverse cycle air conditioning and heat, dinghy w/outboard and davits, etc. She received a new North Sails full battened mainsail, cover and lazy jacks and North Sails 135% genoa in 2014.

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Bluewater Sailboat – Tartan 37

The Bluewater Sailboat Tartan 37 is considered a classic cruising yacht today. The yacht was introduced in 1976, and designed by Sparkman and Stephens with a lot of direct input from Tartan Yachts. Originally designed as a boat that could be sold as both a racer and a cruiser, it was the shoal draught centerboard cruiser that truly took off, with 486 boats produced.

The boat is well-known for its sturdy build, astute sailing ability, and reasonable pricing. Tartans are universally adored by their owners.

• LOA: 37′ 3″ (11.35 m.)
• LWL: 29′ 5″ (8.97 m.)
• Beam: 11′ 9″ (3.58 m.)
• Draft, Fin: 6′ 7″ (2.0 m.)
• Draft, Shoal Scheel 4′ 7″ (1.4 m.)
• Draft, Centerboard: 4′ 2″ / 7′ 9″ (1.3/2.4 m.)
• Ballast: 7,500 lbs. (3,402 kgs.)
• Displacement: 15,500 lbs. (7,031 kgs.)
• Sail Area: 625 sq. ft. (58.1 sq.m.)
• Fuel: 47 gal. (178 ltr.)
• Water: 90 gal. (340 ltr.)
• Holding: 16 gal. (60 ltr.)
• Engine: Westerbeke 50 (41hp) diesel / Westerbeke 40 (32hp) diesel
• Designer: Sparkman & Stephens (design #2253)
• Builder: Tartan Yachts
• Year Introduced: 1976
• Year Ended: 1988

Tartan Yachts founder Charlie Britton commissioned Sparkman and Stephens to design a new 37-footer in the spring of 1975, which would become the Tartan 37. This was not the first effort between the two businesses; there had previously been a succession of successful cooperation dating back to 1961 with the Tartan 27.

The Bluewater Sailboat 37 was originally intended to be a yacht that could be sold as a sloop or a ketch, with leisure and racing versions. The ketch was deleted as the design advanced, and the racer with its deep fin keel and the tall rig was dubbed the Tartan 38, while the Tartan 37 became the cruising variant, available in both fin keel and shoal draught centerboard configurations.

The Tartan 38 racer was the first boat off the mold when it debuted in 1976. They were generally favorably accepted by the market. According to reports, the racer did not do as well as Britton had intended, but the cruising version was extremely popular.

Later boats included a Scheel keel option as well as a tall rig akin to the racer. It is estimated that 10% of the boats were deep keel. Between 1976 and 1988, 486 hulls were built.

To improve rigidity without compromising weight, the hull is hand-laid fiberglass with end-grain balsa coring. Coring is tapered into solid fiberglass in high-stress regions such as the mast step, through-hull fittings, chainplate terminals, engine supports, and keel sections. The deck is built in the same way, with a good non-skid surface molded into all flat surfaces. An interior flange bedded with butyle and polysulfide and bolted to the deck on 8-inch centers makes up the hull-to-deck join. This joint has shown to be sturdy and dry over the years. In general, the construction quality is exceptional, ranking among the highest found in production yachts.

The hull appears extremely modern for a boat designed in the mid-1970s. The bow has a large rake, and the sheer line is relatively straight, sweeping back to a reverse transom. The hull has a diamond form from above and is quite beamy for its age.

Most boats have a centerboard option below the waterline, which entails a long and shallow fin keel with a centerboard that swings up from 7′ 9″ to a usable 4′ 2″ of draught in shoal conditions. A deep fin keel draws 6′ 7″ and a Scheel keel draws 4′ 7″. The rudder is hung from its protective skeg as far back as it can go below the reverse transom.

The rig is inspired by IOR races of the past, with a large foresail and a tiny mainsail, a configuration that has shown to be easy to single hand. The rigs were available in regular 52′ 0″ and tall 53′ 8″ sizes.

The interior is classic below, but with over 12 feet of beam, the Tartan 37 is larger than you may anticipate. Teak veneer and trim are prevalent, and white Formica is used throughout. Overall, the quality of the joinery work is excellent.

The two single cabins in the forepeak can be transformed into a double using an addition. Moving back, the head is to port and has a built-in shower; the arrangement is compact but effective. The settees in the salon are offset, with the starboard one serving well as a sea-going sleeper and the port settee converting to a double. Aft on the port is the nav station, which is next to the companionway, and a double quarter-berth, which is a luxury in a boat this size. A functional U-shaped galley is located opposite.

Performance

Nobody should expect a shallow draught centerboard cruiser to break any records, but part of the original spec’s race objective shines through every now and then. Steve Pettingill, for example, set a record in the Port Huron to Mackinac Island single-handed race with his fin-keel-equipped Ambergris. When making a passage, the boat is likely capable of swift and pleasant 24-hour runs.

The Bluewater Sailboat Tartan 37 is known for its stability and acceptable upwind performance, but it really shines downwind on a reach. The rudder is efficient and provides plenty of control, and the boat is quite dry, particularly when equipped with a good dodger. The boat is recognized for being simple to sail and enjoyable to sail.

Quick Notes

The Tartan 37s are reasonably priced and provide good value. They have kept their values because of their high-quality constructions, good reputation, and devoted owner base. 

Now you can also precisely calculate the expenses related to boat ownership to make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

If you’re looking for a used sailboat for sale, check out the Bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

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Our videos have over 10 million views on YouTube. We sell boats throughout North America and can sell yours. BC representatives in Vancouver , Victoria , Nanaimo , Campbell River , Maple Bay , Comox

1980 Tartan 37

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1980 Tartan 37 boat for sale

Listing broker.

Jeff Crowter

Yacht Broker - Vancouver, BC

Cell: 604-329-6591

VIKING RULES

This Tartan 37 is a well constructed Sparkman & Stevens designed sloop.  It has a shoal keel with a centerboard and can sleep up to seven.  Perfect for cruising the Pacific Northwest with a full complement of sails and Lewmar winches.  She has a large hatch and opening portlights for ventilation.  The dodger and bimini will have to be replaced however.  Owner is motivated!

Specifications

Accommodations.

• Master v-berth forward, two hanging lockers, shelving, private access to head
• Head to port w shower, marine head, vanity, H/C pressurized water
• Main salon features fwd bulkhead folding dining table to seat up to eight
• Port and starboard settees with storage above and beneath
• U-shaped galley to starboard
• Garrison dehumidifier
• Double s.s. sink, 3 burner Origo 3000 stove w oven
• Deep 7 cu.ft. coffin refrigeration
• S.S. Kuuma BBQ on aft deck
• Lots of counterspace and storage
• Nav station with quarter berth to port side
• Large overhead hatch forward
• Six opening ports throughout
• Aft deck seating cushions and folding table
• Westerbeke diesel engine has just been fully serviced

Electronics and Electrical

• Raymarine GPS/sounder
• Raymarine speed log
• Datamarine wind indicator
• Datamarine depth gauge
• Raymarine ST6002 Autopilot
• Standard Horizon Matrix VHF radio w AIS
• Nav Station w charts
• Insignia flatscreen TV
• Sony AM/FM/CD stereo
• Platisimo compass
• Charles Marine 2000W inverter
• Battery charger
• Group 27 start battery
• Two golf cart house batteries
• 110V 30A shorepower with cord and SmartPlug

Electrical Equipment

• Moorhouse fully battened main
• Harken roller furling genoa w UV strip
• Two more Moorhouse sails in bags, another main and a flasher
• 14′ spinnaker pole
• Garhauer traveller
• Two Lewmar 48 primary winches
• Two Lewmar single speed secondary winches

Outside Equipment/Extras

Electric windlass

Additional Information

• Hull recently powerwashed
• Whale manual bilge pump
• Electric bilge pump
• Diesel heat
• Maxwell horizontal electric windlass with up/down foot switches and helm remote
• 35lb. Bruce style anchor on 150′ chain/rode
• Two bow anchor rollers
• Aqua Marina aluminum floor tender on s.s. davit system
• All s.s. bows for dodger and bimini in place
• Edson s.s. helm wheel
• Twin chrome dorades on main deck

Start your search for a Tartan yacht here.

Every Tartan sailboat model has been engineered to provide every Tartan owner with the high-quality performance, hand-crafted interiors, and innovative design that are unique to Tartan Yachts. Whether you intend to set sail with family or partake in a race, you will experience the unparalleled strength and control that has come to define the Tartan brand.

Great Performance with Easy Handling

Tartan is redefining performance cruising...again.

Built for the discerning sailor.

Tartan redefines the cruiser/racer category.

The smallest Tartan, just may be the mightiest.

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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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