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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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Tartan Yachts has a New Owner

• By The Editors
• Updated: April 6, 2020

Peter Whiting, Managing Partner, announced that Seattle Yachts International , is continuing its expansion and vertical integration with the recent acquisition of famed 60-year-old boat manufacturing operation, Tartan-Legacy.

Seattle Yachts has formed a wholly-owned subsidiary, Marine Manufacturing Group LLC (MMG) to purchase the assets of Tartan Legacy Yachts , a manufacturing operation that produces Tartan Sailing Yachts, Legacy Downeast Yachts, and AMP brand carbon fiber masts and spars.

Whiting explained that Seattle Yachts has been a dealer for both Tartan and Legacy yachts for several years and had a number of boats in the Tartan Legacy production pipeline when it became evident the Ohio-based manufacturer was experiencing financial difficulties.

“Look, it’s no secret that Tartan-Legacy had fallen onto some hard times of late and was struggling despite having a healthy order book and some nineteen boats in process on the production floor,” said Whiting.

“We could see that, with some needed recapitalization and the infusion of some heavy-duty boat building management talent, we could restore the brands to their historically strong positions in the market,” he continued “We also felt that would ultimately be to the benefit of everyone, including current and future customers, other Tartan-Legacy dealers, and, of course, ourselves, who had significant investments at stake, not to mention the 45 some people who work in the operation.”

Whiting explained further that when the urgency of the situation became clear, he retained well-known marine industry consultant and former president and CEO of Palmer Johnson Yachts, Phil Friedman, to help evaluate what might be done and, later, to consult in the acquisition.

Friedman, a long-time friend and marine business associate of Whiting’s, described the whirlwind of evaluation and due diligence activities that followed.

“To an outsider with little experience in the recreational marine industry, the speed at which this process moved might seem astounding,” Friedman said. “But in situations like this, accelerated decisions are the norm, not the exception.”

“The fact is, buying and owning a boat manufacturing operation is not for the faint of heart,” Friedman said. “Nor is it something for gentlemen hobbyists or bean-counters in pinstriped suits. It takes talent, hands-on experience in the industry, guts, and a fair measure of tolerance for risk.”

In turn, Whiting said that he was pleased to have Friedman available to help with the reorganization and relaunch of the Tartan Legacy operation because in addition to marine business management experience Friedman also has in-depth background in the construction of both sailing and luxury motor yachts 10- to 50-meter range.

Whiting also pointed out that he and Friedman are being joined on the MMG management team by long-time yacht production pro, Bill Macnab, who spent a couple of decades building boats and yachts in Asia at firms like McConaghy, Prout, Tri-Con, and Allegro — and who, before that, worked for many years at Westbay Sonship in British Columbia, Canada.

“Our main goal at Tartan-Legacy is, in the short term, to improve processes and through-put of the operation, while maintaining the high quality of construction, fit, and finish for which these brands have been known,” Macnab said.

Tim Jackett, Tartan-Legacy’s perennial in-house designer and product development manager will round out the team going forward. “Tim represents the best of what makes the Tartan and Legacy yachts what they are today,” Whiting said. “He brings to the mix a genuine wealth of historical knowledge, solid design sense, and the appetite for constant improvement and innovation.”

The Tartan-Legacy manufacturing operation is being moved to a new 52,000-square-foot facility in Painesville, Ohio, about five miles from its current location. Although only slightly larger than the current facility, the new plant is, according to Macnab, much better laid out for boat building than what Tartan-Legacy has had for the last ten or so years. And the long-term lease at the new facility assures Tartan and Legacy brands will continue to be built in the heartland of America for a long time to come.

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Tartan 10 is a 33 ′ 1 ″ / 10.1 m monohull sailboat designed by Sparkman & Stephens and built by Tartan Yachts starting in 1978.

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)

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The boat sleeps six in two quarterberths, a V-berth forward, and a port berth in the main cabin that converts into a double. The head is enclosed, with a hinged door to create privacy by closing off the forward cabin. It has a stainless steel wash basin and shower drain. A hanging wet locker is opposite the head. There were two galley options-side and aft. Both had a sink, a two-burner alcohol stove and an icebox. The aft-galley version added a settee berth to starboard in the main cabin but eliminated the quarterberth. The boat has eight fixed ports for good daytime illumination and grabrails to port and starboard for hanging on in stormy seas. There's a 30-gallon freshwater tank and a 20-gallon fuel tank. Most owners appreciate the imported woods and hand-rubbed oil finish that create a traditional yachting atmosphere. "When you go below, you immediately see the quality craftsmanship," said Tartan 30 owner Dan Llewelyn of Hull, Massachusetts. "It's solid teak, not veneer or plywood." Engine A 30-horsepower Universal Atomic 4 gasoline engine drives the Tartan 30, although it may have been replaced. Chesapeake Tartan 30 Association member Dave Alexander notes in the organization's publication that no changes to the engine box were required to install a Yanmar diesel 2GM20. However, he chose the more powerful 3GM30F. Underway When Tartan 30 owners talk about their boats, phrases like "sweet boat," "bulletproof," and "a gem to handle" frequently rise to the surface. "I race Wednesday nights and weekends," Llewelyn said. "In summer, we go for a weeklong cruise. I can tell you firsthand, the rig is bulletproof, comfortable and easy to sail. There's very little weather helm on the tiller. It's very well balanced." James Waddell from North Carolina owns South Bound, a 1975 competitive series T30. "Sparkman & Stephens really knew what they were doing when they designed this boat," he said. "It's so easy to handle and faster than a lot of other boats in its class." Whitehurst added, "It's not the fastest to windward or leeward of its era, but it's a reaching machine and free of most vices such as extreme helm or drunken, IOR staggers downwind." Conclusion The Tartan 30 is an ideal used boat choice for a small family looking to sail offshore in varying sea conditions or simply wanting to have fun racing around the buoys with line-honors confidence. This small cruiser is well built, easy to handle and relatively economical to maintain. PRICE: The price of a Tartan 30 can range from nearly $18,000 to less than $6,000, depending in part on the year of manufacture 0and, more importantly, the yacht's overall condition and what upgrades have been completed. The average selling price is $10,000 to $11,000. DESIGN QUALITY: Designed by Sparkman & Stephens, it resembles the popular Tartan 34 above the waterline. The teak-enriched interiors were offered in a side-galley and aft-galley versions. CONSTRUCTION QUALITY: The fiberglass Tartan 30 was built by Tartan Marine Yachts at its plants in Ohio and North Carolina and the sloops were made to stand the test of time. USER-FRIENDLINESS: Owners contend the Tartan 30 is a charmer under sail. The fixed fin keel and skeg-hung rudder combination provide plenty of lift and nimble sailing. Owners report little weather helm on the tiller. SAFETY: The Tartan 30 was designed and built for racing and offshore cruising. It's solid hull was meant to take a pounding. Its lead ballast is centered over the keel and supplemented with weight from the engine lessen the risk of knockdown or capsize. The standing rigging is stainless steel. TYPICAL CONDITION: The physical condition of the average Tartan 30 is likely to range from good to excellent, mostly due to the rugged hull and deck construction. Owners often comment the sloop is "built like a tank" and "bulletproof." REFITTING: Replacing the gasoline engine with a diesel, upgrading and relocating the traveller, and installing a furling headsail system seem the most common goals among Tartan 30 sailors contemplating a refit. SUPPORT: The Tartan owners website, www.tartanowners.org, offers general information and contacts for all Tartan owners. An active blog is www.tartanownersweb.org and Tartan Yachts www.tartanyachts.com is also a resource. AVAILABILITY: There is no shortage of Tartan 30s on the market because hundreds were constructed between 1972 and 1979, with an estimated 500 still sailing. Boats are currently for sale throughout New England, the Mid-Altantic states, the Great Lakes region and Washington state. INVESTMENT AND RESALE: The Tartan 30 has a loyal following and remains an in-demand pocket cruiser. The 30 sold new for just under $18,000, making the average price today of $10,000 a sound investment. Brokers report Tartan 30s typically sell for 80% of the asking price.

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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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Tartan 245 | Design Overview

The new Tartan 245 is not what Tim Jackett, Tartan’s designer, had in mind when he set about designing the newest Tartan. We were looking larger, deckhouse, center cockpit, multiple cabin, that sort of direction after the successful launch of the Tartan 345 and 395 and design of the newest 365. But when the opportunity to build a fleet of boats for learning to sail, for club racing, for training, for experiential adventure, for exceptional multi-use and even adaptive sailing his design brain started clicking. The Judd Goldman Center for Adaptive sailing got the ball rolling by looking for a builder to build an existing boat, but it was Cai Svendsen, with whom we’ve worked before, who reached out and asked about a boat that fit very well into the design parameters that were spinning through Jackett’s mind. Svendsen put his thoughts in front of the designer and the rest will be history.

Keep it simple. Keep it safe. Keep it fun. Keep performance in the mix but not at the expense of simplicity and safety. Keep it real. Although there may be no such thing as the perfect daysailer, that’s not our decision to make, we have done what we can to push that envelope to a place we believe daysailers belong.

The Tartan 245 sails on nearly the same waterline as the beautiful Tartan Fantail 26. With the transom flipped and left open the 245 is self-bailing and needs no thru hulls to drain the cockpit. With a 3,000-pound displacement you need a vehicle only slightly larger than a Mini-Clubman to move the 245 on down the road. On a single-axle trailer or yard trailer, moving her around by hand at the club or sailing center boat park is short work. Size in the rig is also important and the 245’s deck-stepped, carbon-fiber mast has a hinge at the base for stepping by minimum crew. The Tartan 245 is the perfect size for safe, stable sailing, being able to make haste in a growing breeze while standing firm when the whitecaps are flying.

C O C K P I T

The cockpit seats three to four per side and there is room in the aft end of the cockpit for an instructor to be able to stand at the beginning driver’s hip to give instruction and support. The short transom is vertical for application of a bumper for stern boarding and mounting a simple plate for outboard power, whether electric or gas. One feature here is that with floating docks set at the proper height, and the area aft of the cockpit seats open, a wheelchair can roll aboard for sailors who need that chair on land. The cockpit seats are built heavy so that various forms of seating can be employed by attaching brackets, custom seating, whatever is needed. The mainsheet can be configured for boom sheeting, pedestal sheeting, aft sheeting, etc. Flexibility is the key here.

R I G G I N G

The Tartan 245 can be rigged as simply or complicated as desired. The aforementioned carbon-fiber mast and the carbon-fiber boom are fabricated by sister company AMP Spars which builds all the masts for Tartan’s complete line-up. This weight savings and stiffness given by using carbon-fiber allow for a simple, single-spreader, deck-stepped fractional rig to be designed. The forestay is wire, without a furler and there is no self-tacking jib set up as standard, both elements that keep the boat simple and keep sailors learning and working together. Standing rigging is tried and true wire, while running rigging can run the gamut from simple stock to gob smack complex. The base boat is mainsheet, jib sheets, two halyards, done.

This simplicity does not forsake the tinkerers among us or those who want furlers and self-tacking jibs. We’ve designed the base platform and will work with any person or group to customize to their or its heart’s content. Carbon-fiber retractable bowsprit. Done. Overlapping headsails on a two-slot forestay foil. Piece of cake. Jib sheet inhaulers, of course. Just say the word and we’ve probably already figured it out or will for you.

B L A D E S

The keel and rudder blades and assemblies are two elements of the boat that Tim spent a special amount of time pondering. The result is a lifting keel that works simply and efficiently. Attach the lifting bridle to the keel top, lift the keel, and when the bulb reaches the bottom of the hull, the boat rises as well. The 245 also has a lifting rig for ramp launching. Variety. The rudder blade is cool, but what makes it far out is that it is put in the boat with a wedge-shaped cassette in the aft end of the cockpit and pinned in place. Hit something, the rudder pops up. Really tangled up in seaweed, fishing line, old nets, etc. pull both pins and lift the rudder out of the water to clear. Want to roll aboard, remove the rudder/tiller assembly and bob’s your uncle. We are very excited about how the keel and rudder are going to work for all types of sailing and docking/trailering situations.

S P E C I A L   B I T S

The interior was not left to chance. Two types. One: Point hose at the forepeak and watch the water run out of the cabin, through the companionway down the cockpit and overboard. Two: Footwells on either side of the keel box create benches just inside the companionway with the same level forepeak that can be made into a v-berth for camper cruising if desired. Both: Either a portable toilet or full on marine head can be installed. Practically wonderful, low maintenance interiors.

The bow is a beautiful, slightly raked design built to look good, carve waves, and break away. What?? Yup, you slip up and run into a dock bow on, or miscalculate that port/starboard crossing and the fiberglass bow section crunches, cracks, crumples, but no integral harm is done. The boat is still watertight and sailable. Back at the dock or possibly even on the water if properly prepared, remove four screws and the Tartan Crunchbow™ attach the new Crunchbow™ with the same four screws, and get back into the game! What?? Yes it’s true. Don’t want the Tartan Crunchbow,™ no worries, just tell us and we’ll mold your boat without one, you choose.

The Tartan 245 is the newest design from the oldest, and some would say best all-American boat builder. She’s small but she’s mighty and we know you will love her as much as we do. Let’s go sailing!

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Seattle Yachts International Acquires Tartan Yachts And Legacy Yachts

Breaking News: Seattle Yachts International Acquires 60-Year-Old Ohio Boat Manufacturer!

Fairport Harbor, Ohio - Peter Whiting , Managing Partner, announced that Seattle Yachts International, is continuing its expansion and vertical integration with the recent acquisition of famed 60-year-old boat manufacturing operation, Tartan-Legacy.

Seattle Yachts has formed a wholly-owned subsidiary, Marine Manufacturing Group LLC (MMG) to purchase the assets of Tartan Legacy Yachts, a manufacturing operation that produces Tartan Sailing Yachts , Legacy Downeast Yachts , and AMP® brand carbon fiber masts and spars.

Speaking with candor and obvious pleasure, Whiting explained that Seattle Yachts has been a dealer for both Tartan and Legacy yachts for several years and had a number of boats in the Tartan Legacy production pipeline when it became evident the Ohio-based manufacturer was experiencing financial difficulties.

Said Whiting,"Look, it’s no secret that Tartan-Legacy had fallen onto some hard times of late and was struggling despite having a healthy order book and some nineteen boats in process on the production floor.

We could see that, with some needed recapitalization and the infusion of some heavy-duty boat building management talent, we could restore the brands to their historically strong positions in the market. We also felt that would ultimately be to the benefit of everyone, including current and future customers, other Tartan-Legacy dealers, and, of course, ourselves, who had significant investments at stake, not to mention the 45 some people who work in the operation."

Whiting explained further that when the urgency of the situation became clear, he retained well-known marine industry consultant and former president and CEO of Palmer Johnson Yachts, Phil Friedman, to help evaluate what might be done and, later, to consult in the acquisition.

Friedman, a long-time friend and marine business associate of Whiting’s, described the whirlwind of evaluation and due diligence activities that followed.

Said Friedman,“To an outsider with little experience in the recreational marine industry, the speed at which this process moved might seem astounding. But in situations like this, accelerated decisions are the norm, not the exception.

The fact is, buying and owning a boat manufacturing operation is not for the faint of heart. Nor is it something for gentlemen hobbyists or bean-counters in pinstriped suits. It takes talent, hands-on experience in the industry, guts, and a fair measure of tolerance for risk. These are all qualities that contribute to being able to make sound decisions on the fly and are generally displayed only by seriously experienced boatbuilding business pros like Peter Whiting.”

In turn, Whiting said that he was pleased to have Friedman available to help with the reorganization and relaunch of the Tartan Legacy operation because in addition to marine business management experience Friedman also has in-depth background in the construction of both sailing and luxury motor yachts 10- to 50-meter range.

(Seen below: The Legacy 36 is a classic luxury downeast cruiser. Seattle Yachts has a Legacy 36 available in Florida.)

Whiting also pointed out that he and Friedman are being joined on the MMG management team by long-time yacht production pro, Bill Macnab, who spent a couple of decades building boats and yachts in Asia, at firms like McConaghy, Prout, Tri-Con, and Allegro — and who, before that, worked for many years at Westbay Sonship in British Columbia, Canada. Said Macnab,

“Our main goal at Tartan-Legacy is, in the short term, to improve processes and through-put of the operation, while maintaining the high quality of construction, fit, and finish for which these brands have been known. We will also, by the way, deliver these rugged, seaworthy, comfortable, and good-looking cruising yachts at compelling prices.”

Tim Jackett, Tartan-Legacy’s perennial in-house designer and product development manager will round out the team going forward. Said Whiting of Jackett, who has been with the boatbuilding operation for nearly 40 years,

“Tim represents the best of what makes the Tartan and Legacy yachts what they are today. He brings to the mix a genuine wealth of historical knowledge, solid design sense, and the appetite for constant improvement and innovation.”

Whiting went on to explain that the Tartan-Legacy manufacturing operation is being moved to a new 76,000 sf facility in Painesville, OH, about five miles from its current location. Although only slightly larger than the current facility, the new plant is, according to Macnab, much better laid out for boat building than what Tartan-Legacy has had for the last ten or so years. And the long-term lease at the new facility assures Tartan and Legacy brands will continue to be built in the heartland of America for a long time to come.

About Marine Manufacturing Group LLC

MMG is a wholly-owned subsidiary of Seattle Northwest Yachts, LLC. MMG recently acquired the assets of the Tartan/Legacy/AMP operation in Fairport Harbor, Ohio which has a 60-year history of designing and building Tartan sailboats and sailing yachts, as well as, more recently, Legacy motor yachts and AMP carbon fiber masts and other parts.

MMG recently moved the Tartan/Legacy operation to a new 76,000 square foot facility in Painesville, Ohio, where the company expects soon to be producing several dozen units per year.

(Seen below: The new Tartan 395 sailboat is in stock with Seattle Yachts San Diego.)

About Seattle Yachts International

Seattle Yachts covers the waterfront with multiple local offices and a full-service boatyard situated from the Pacific Northwest to Southern California, Florida, the Bahamas, and the Philippines.

Moreover, Seattle Yachts’ highly experienced, globe-trotting team can meet all of a customer’s yachting-related needs not only in the Americas, but in the Caribbean, Europe, and Asia, as well.

The firm is active and experienced not only in selling yachts, but in their design, construction, repair and maintenance. Many of the SY team also have decades of hands-on experience in sailing and motor yacht operation and in cruising and extended liveaboard.

In addition to offering a complete range of yacht brokerage services, Seattle Yachts is also an authorized stocking dealer for a wide array of new-yacht brands, both power and sail, including Alaskan, American Tugs, Endurance, Hampton, Legacy, Nimbus, Northern Marine, Northwest, Paragon, Regency, Whitehaven, Dehler, Hanse, Moody, and Tartan.

According to managing partner, Peter Whiting, this enables Seattle Yachts to guide its customers and clients to the right buying decisions in accord with what is right for them, rather than being restricted by a narrow selection of available alternatives.

For more information about Tartan and Legacy Yachts, contact :

[email protected] or [email protected]

605 S State Street, Painesville, Ohio

Or your closest Tartan and Legacy dealer.

For more information about Seattle Yachts International, contact:

[email protected]

Annapolis Spring Demo Days 2024

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Spring Boats Afloat Show 2024

San diego sailboat open house event, time for spring commissioning: but have you thought of this, newport beach boat show 2024, what to see at the 2024 bay bridge boat show, spring kick-off open house at seattle yachts annapolis, hiring a yacht captain, seattle yacht sales.

• Cabrillo Yacht Sales San Diego
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1019 Q Avenue, Suite A&B

Anacortes, WA 98221

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2915 W Avenue

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5060 N Harbor Dr, Suite 155 San Diego, CA 92106

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1070 Marina Village Parkway, Suite 109 Alameda, CA 94501

MARINA DEL REY, CA

Marina del Rey

13900 Marquesas Way, Suite 6002 Marina del Rey, CA 90292

FORT LAUDERDALE

Fort Lauderdale

1535 SE 17th St, Suite #103B Fort Lauderdale, FL 33316

Safe Harbour Old Port Cove

116 Lakeshore Dr. North Palm Beach, FL. 33408

Annapolis Harbor

7350 Edgewood Road Annapolis, MD 21403

SAINT AUGUSTINE, FL

Virtual Brokerage Office

International

Philippines.