hanse 371 sailboat

• Yachting World
• Digital Edition

Hanse 371 review: Different by design – from the archive

• April 13, 2021

The Hanse 371 is a lot of boat for the money – but to buy her for the price alone would be to miss the point, says David Harding

The Hanse 371 is a lot of boat for the money.

Product Overview

Manufacturer:.

Time was when people expected to get what they paid for. Paying good money meant getting a good boat, but can a boat like the Hanse 371 stand up against a modern trend of wanting ever more for less?

Handing over a smaller wodge of cash used to mean accepting a few compromises, but if you had established your priorities, knew what to look for and understood where the builder had made savings, you would have a good idea of what to expect.

Over the past decade or so, things seem to have changed.

We now hear stories of people comparing boats from opposite ends of the quality spectrum, looking at nothing except how big a boat they can get for their money and remaining oblivious to even the most elementary differences in design and construction.

One dealer recently recounted how a potential buyer had walked onto his stand at a boat show and demanded the answers to just two questions: how long was the boat, and how much did it cost?

When a quick calculation showed that he could buy something that was cheaper for its size, he lost interest and walked off.

It’s a trend with worrying implications, and one that can make life harder for builders whose boats don’t come top in the ‘how-cheap-can-they-make-­them?’ league compiled by some of today’s boat show visitors.

The relatively low volume, semi-bespoke end of the market has been affected most, but even yards such as Hanse – whose boats are among the least expensive for their length – have sometimes lost sales because the formula has worked against them.

Hanses don’t offer as much space for the money as some other boats for one simple reason: they’re designed to sail.

It’s a distinction that sometimes seems to elude people, including our ‘just-two-questions’ friend at the boat show.

I never cease to be amazed by some of the boats that end up on the same list, and I find it hard to understand how the Hanses are sometimes lumped together with boats of a fundamentally different nature simply because they’re in the same price bracket.

Layout of the Hanse 371.

Of course, prospective purchasers might be wondering whether to please those members of the family for whom in-harbour comfort is a priority, or to satisfy their own desire for sailing qualities.

Nonetheless, it’s important to differentiate between boats with beamy, high-volume hulls, shallow draught and modest rigs and the finer-lined, deeper­draught and more generously-canvassed offerings like the Hanses.

Contributing to the confusion, I suspect, is the fact that the Hanses are fast without looking racy.

While even a novice might guess that a Mumm 30 would sail faster than a Jeanneau Sun Odyssey 29.1, it takes a little more perception to distinguish between a Hanse 371 and a Bavaria 38, for example.

Hanses occupy the middle ground: they’re performance cruisers, neither floating country cottages nor the sort of boats that are widely raced.

They’re aimed at people whose principal interest is cruising, but who like to cruise quickly in a boat that’s enjoyable and responsive to sail.

Looking for clues

Since the Hanse 371 doesn’t have the marine equivalent of the GT badge, go­faster stripes, alloy wheels and rear spoiler to draw attention to her performance potential, what clues are there for those wandering around the boat show and faced by dozens of thirty-something­footers with plastic hulls and fin keels?

The pedigree of the yard and the designer is normally a good starting point.

Hanse was formed by Michael Schmidt, a successful racing sailor who led the German Admiral’s Cup team to victory in 1985.

If you like boats that sail, you’ve a better chance of finding them if the owner of the yard is similarly inclined.

Schmidt formed the company in Greifswald, in what had been East Germany, and acquired the moulds of discontinued Scandinavian designs.

First came the Hanse 291 – formerly the Aphrodite 29, built in Sweden by Rex Marin. Then the Finngulf 33 became the Hanse 331, while the Bianca 42 had her stem chopped down and was introduced as the Hanse 400.

Article continues below…

Hanse 445 test

Hanse 575 Video

Video footage of Hanse's new 575 shot during Yachting World's boat test of the premiere model. The Hanse 575 test…

Hanse 575 review: Impressive home comforts – from the archive

When I went aboard the new Hanse 575 at the Southampton Boat Show, there was a couple in their mid-40s…

Hanse 415 review: Economical family cruiser – from the archive

Are you in the market for a new, economical family cruiser of 40-45ft? Then you’re in luck, the Hanse 415…

Video: Hanse 315 – we test Hanse’s new baby and find it packs serious punch

The Hanse 315 is an example of a large firm concentrating the best of its products into a more compact,…

Hanse 548 review: The push-button 50-footer that can be sailed by a couple

Imagine putting a cruising couple from the late 1990s into a time capsule and fast-forwarding them to the present. Then…

All three boats sailed beautifully and, thanks to cheap moulds and government grants following the reunification of Germany, they were sold for almost unbelievably low prices.

Despite this successful recycling of old moulds, Schmidt realised that the boats lacked the internal volume needed for wide appeal in the long term: he needed to develop a range that offered more accommodation while retaining the sailing performance for which the marque had become known.

He re-jigged the 291 and kept her going as an economical starter boat, but commissioned a series of new designs from Judel and Vrolijk – Germany’s best-known design team, with an enviable record in everything from Admiral’s Cuppers to Whitbread 60s and International America’s Cup Class boats.

With men like that behind them, there was never any doubt that the new Hanses were going to sail.

Even if you knew nothing about the Hanses’ background, you could still a distinguish them from their podgier competitors.

The standard self-tacking headsail provides ample power for cruising in a Force 4 and above.

Look at the Hanse 371’s healthy draught, relatively fine entry and narrow waterline, modest freeboard and generous rig.

A little number-crunching reveals a displacement/length ratio of 174 and a sail area/displacement ratio of just under 21.

And there’s more. Instead of the usual iron fin bolted straight onto the hull, Hanse have used lead on the bottom and iron at the top, thereby ensuring a lower centre of gravity and greater sail-carrying ability.

Ideally, you would find lead on the bottom of a moulded stub or spacer, but that’s usually the preserve of boats with a substantially higher price tag.

Whichever way you look at her, the Hanse 371 is a boat with a performance bias.

On the other hand, she comes with several features that distinguish her from racier designs such as the X-Yachts , Elan yachts and the new Dufours (apart from being heavier and with shallower draught).

One is the siting of the mainsheet traveller on the coachroof – though it can be moved into the cockpit – and the other is the provision of a self-tacking jib as standard (an over­lapping genoa is an option).

It’s hard to provide enough sail area for good light-airs performance with a non-overlapping sail plan unless a boat is either lighter than the Hanse, or stiff enough to carry a tall rig with an enormous mainsail.

All the same, the compromise in performance at the lower end of the wind range is something that many Hanse owners seem prepared to accept: relatively few boats have been sold with genoas.

Powering up

Another drawback of self-tackers is that they lose much of their drive as soon as you ease the sheet a few inches: the leech twists open and only the bottom of the sail provides any drive.

But you notice the benefits upwind when it’s blowing as hard as it was when I took the 371 for a spin recently.

In a breeze of 25 knots-plus, a short-footed, high aspect ratio headsail is infinitely more efficient than a genoa that’s been reefed around a foil.

With a slab in the mainsail to help keep the boat on her feet, we made upwind at a consistent 6.5 knots, tacking through 80 to 85° and hitting 9 knots when we bore away onto a reach.

With good sails and a folding prop instead of the fixed two-blader, there’s no doubt that we would have done better still: as on the Hanse 315 the standard East sails did the boat no justice.

Since our demonstrator left the factory earlier this year, Hanse switched to Doyle Sails for a while before giving their business to the North loft in Denmark.

They’re also in the process of standardising on Harken deck hardware instead of using a mix from a variety of manufacturers.

When a boat has the performance potential of a Hanse, it seems a shame to compromise it with budget sails and to make it look as though the hardware is whatever the builder happened to have in the box at the time. These upgrades will be a big step forward.

Even though we had to make do with the poorly cut sails on our test boat, the Hanse 371 proved a delight to handle.

She was finger light to steer via the Whitlock rod linkage, with the wheel only loading up slightly when the toerail started getting wet.

By the time the rudder eventually lost grip, the leeward deck would be well under water but no drama ensured: the boat just rounded up a few degrees in a token protest and then, when the gust passed, the main sheet was eased or the helmsman stopped trying to provoke her, she carried on as before.

For a boat that’s light by cruising standards, the Hanse felt surprisingly smooth and long-legged.

She was also remarkably tolerant when thrown into tight manoeuvres, spinning through 360° in either direction with the sails pinned in, and describing a circle little more than a boat length in diameter.

Still moving at about 3 knots when she crossed her own wake to complete the loop, she accelerated smoothly back to cruising speed without a hint of stalling.

She’d be great for match racing, and, of more relevance to cruising sailors, could be wriggled into and out of tight spaces under perfect control.

Especially when you’re short-handed, it’s important to have a boat that answers the helm and goes where you point her without argument.

Having failed to induce any protests with the pirouette routine, I put her head-to­wind until she was virtually dead in the water (something that’s easier with a self­tacker, because it won’t back) before bearing away onto a dose-hauled course.

That’s when I expected her to heel over and slip sideways, but yet again she pulled away without so much as a murmur of discontent.

And that was in a Force 6, with too much sail up.

While we chose to keep the boat over-canvassed, to show up any handling quirks, I’d have taken in a second slab before setting off on a long windward leg.

Down below on the Hanse 371

Hanse have developed a distinctive interior style over the past few years: red-stained mahogany trim coated in a high-gloss varnish and set off by white-painted bulkheads.

The finish is generally neat, but with few laminated corners. Radiused curves, such as around the door frames and galley, are usually in sections with deliberate gaps between them.

Unusually, Hanse use interior mouldings only in the forecabin, after cabin and heads.

Instead, the joinery is bonded to the hull, which is reinforced in the traditional manner with frames and stringers.

Overhead, you find removable panels covering the deckhead except in the cabins each end.

With varnished trim and white bulkheads, the Hanse’s interior feels more American than European.

Here, it’s moulded, but with sections along the outboard sides that can be unscrewed to allow access to the hull/deck joint.

Notable features include the chart table, opposite the saloon on the port side, with seating forward and aft.

Owners generally seem happy with it. And it’s no good looking for the battery switches in the normal places.

With a keyless engine, such as the Volvo, it’s a good idea to hide them somewhere that’s easy to reach but not so easy to find.

Access to the systems, tanks and engine is generally good, and much better than on the Hanse 315.

Blocks and string

For all her good manners, handling would have been made easier by a more powerful backstay tensioner to control the mainsail and the headstay sag (we took the tail around the genoa winch), halyards that didn’t stretch so much and a mainsheet that the helmsman could reach.

All those issues are simple to address, and indeed two alternative mainsheet systems are offered.

What matters most is that the Hanse 371 seems to do everything that’s asked of her. She also joins that select group of cruising yachts that makes you want to hog the helm. I had to tear myself away to take a tour of deck and interior at 25° of heel.

The latter expedition revealed a shortage of handholds between the compression post and the galley.

In terms of crew comfort, the 8ft-long cockpit (2.4m) might be a friendlier place for short people if it had a foot-brace down the middle.

And owners with small children will want to specify the washboard­style acrylic sheet that fills the gap in the transom. Otherwise, there was little to complain about.

The coamings were nicely angled and high enough to deflect all but the most determined wave sweeping back along the deck.

My biggest concern at this end of the boat was how useable the emergency tiller would be.

Only 21in (53cm) long and facing aft, it would call for a system of lines and blocks if it were to exert any influence over the rudder.

At least the short rod linkage is easily reached via the stern locker.

Unless you choose the option of twin double after-cabins, there’s an enormous, full-depth locker to starboard with a door that opens into the accommodation.

Climbing inside, you can see that the bolts securing the hull-to-deck joint are threaded into rectangular backing plates instead of washers, because the plates won’t spin around (they hit the inside of the hull moulding) and don’t need to be held by a spanner.

Poking around inside the lockers and into dark corners throughout the boat reveals plenty of rough edges, a few areas of dry mat, and other signs that she has been put together fairly quickly.

Similarly, the hull’s external finish is ripply in places.

Yet Hanses have a better reputation than some in terms of structural integrity.

As journalists, all too often we hear alarming stories from owners, charter and delivery skippers, surveyors and repair yards about how well boats have been built.

Some names crop up more often than others. So far, the worst I’ve heard about Hanse has been relatively mild.

Under power, the Hanse 371 is as agile as they come. Astern in a stiff breeze, she could be made to pull her bow through the wind against the prop-walk and then to slalom slowly with no tendency to weather-cock.

With the throttle fully open, the Volvo 2030 Saildrive (which is giving way to the Yanmar 3GM on new boats) drove her along at just short of 7 knots.

It sounded busy and slightly bumpy, but not unduly noisy at its maximum of 3,400 rpm.

With a boat like the Hanse, you’ll be tempted to sail rather than motor when­ever you can: her speed, responsiveness and obedience put her in a different league to much of the competition.

She’s a boat you will choose to sail for the pleasure of sailing, and not just because bobbing around on the water is more agreeable than sitting in an office.

If you’re used to racing yachts – which are lighter, more expensive and deeper in the draught – the 371 might feel like a cruising boat, because that’s what she is.

But in terms of performance for the money, she probably tops the table.

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Customer Service

• Free Newsletter

Bob Perrys Salty Tayana 37-Footer Boat Review

Tartan 30: An Affordable Classic

Ericson 34-2 Finds Sweet Spot

How to Sell Your Boat

Preparing A Boat to Sail Solo

Solar Panels: Go Rigid If You have the Space…

Leaping Into Lithium

The Importance of Sea State in Weather Planning

When Should We Retire Dyneema Stays and Running Rigging?

Rethinking MOB Prevention

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

Taking Care of Your 12-Volt Lead-Acid Battery Bank

Hassle-free Pumpouts

What Your Boat and the Baltimore Super Container Ship May Have…

Check Your Shorepower System for Hidden Dangers

Waste Not is the Rule. But How Do We Get There?

How to Handle the Head

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Re-sealing the Seams on Waterproof Fabrics

Safer Sailing: Add Leg Loops to Your Harness

Waxing and Polishing Your Boat

Reducing Engine Room Noise

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

• Sailboat Reviews

Moderate in design, easy to sail, and built to take hard knocks, this German import is also nicely priced.

The efforts of European boatbuilders to establish a foothold in the US market over the past three decades or so could be described as spasmodic. Several have arrived, departed, and, in some cases, returned. Dufour, Wauquiez, and Jeanneau are examples of those who suffered from bad timing, relative to the US economy and interest rates, non-traditional designs, or quality issues, and then regained traction. Beneteau has enjoyed an uninterrupted presence, perhaps because of the company’s deep pockets, and recently Jeanneau has benefited from being under the same umbrella.

In the past five years, favorable exchange rates have attracted other firms, and although the US economy has sputtered for the past couple of years, manufacturers from northern Europe are again showing up with offerings—and finding the market generally receptive.

Among the more recent to arrive in North America is Hanse Yachts. Since 2001, the German builder has established dealerships in Connecticut, Maryland, California, and Vancouver, British Columbia.

The Company A relative newcomer to the European manufacturing fraternity, the company was formed in 1990 by Michael Schmidt. A racing sailor with a winning record at several levels of the sport, including Admiral’s Cup, SORC, and Sardinia Cup, Schmidt was the builder of C & C boats in Europe, a founder of Baltic yachts, and has constructed one-off race boats. Under his direction, Hanse is a production builder with six models ranging in size from 29 to 51 feet. Boats are constructed in Griefswald, Germany, on the Baltic coast. The region, located near shipping routes and with access to forests full of raw materials, has a tradition of boatbuilding dating back centuries. 

Of his boats, Schmidt says, “We are not looking for the first-time buyer. We are looking for the experienced boater who wants those added touches that make a better boat, like quiet engine spaces, glassed-in bulkheads, and nimble sailing.”

The firm currently employs 100 workers in a new 10,000-sq.ft. plant, and is producing more than 300 boats per year. It ranks in the top five European sailboat manufacturers.

Design Schmidt makes no bones about the heritage of designs intended to have universal appeal. “They are patterned after boats from the East Coast of America,” he says, and interiors are designed with an eye towards the work of L. Francis Herreshoff.

Interestingly, the Hanse line is designed by Judel/Vrolijk, a firm best known for a long list of high-profile, high-performance boats.

Schmidt adds, “Hanse sailboats are designed for speed without the need for a large crew, and designed to the rule of the sea.”

The Hanse 371, on which our attntion is focused here, was designed in 1999. When its parts are summed up together, the 371 is indeed reminiscent of the moderate, seakindly boats favored by the East Coast establishment of design (CCA, Sparkman & Stephens, etc.) but you don’t necessarily recognize those attributes in her separate elements—traditional sailplan, elevated cabin trunk, flat sheer, reverse transom with opening, sporty near-plumb bow: The designers seem to have taken what they needed from different areas and blended the elements together in a package that balances nicely, to our eye, between the traditional and the modern.

Deck Layout Builder and designers intended to make a vessel that would appeal to the cruising couple or singlehander interested in enjoying a turn of speed without the need to add crew or weight to the rail on a weather leg.

The rig is a 9/10 fractional with two sets of swept spreaders. Boats were equipped with Z-Spar rigs until 2001, but Isomat has since been selected as the supplier.

A full-battened mainsail is standard equipment, as is a self-tending jib on a furler, reflecting Schmidt’s intent that the boat be sailed without overlapping headsails. As a consequence, she is easily tacked or jibed without the need for more than a hand on the wheel. Standing rigging is wire.

The jib sheet arrangement also eliminates much of the typical clutter in the cockpit, a feature we appreciated during our test sail. There were no strings on the cockpit sole, or wrapped around winches. Sailtrack for an overlapping genoa is inboard, and other leads can be set up via holes in the toerail.

Decks are 18″ wide and shrouds are at the base of the cabin, so the occasional trip forward will be a small chore. In wet weather or when heeled, the aggressive nonskid pattern should provide a secure foothold.

The mainsheet is located mid-boom, with the traveler forward of the companionway on a 42″ track. Main and jib sheets are run aft to sheet-stoppers at the top of the companionway because, according to Gregor Bredenbeck, production manager for the firm, “that arrangement is an accommodation for cruisers. If we wanted to maximize performance, we would have the traveler in the cockpit, but that would reduce the appeal for cruisers.” (Interestingly, one photo of the boat in the company’s sales brochure shows the mainsheet in the cockpit, perhaps a reflection of the difference between US and European sailors.)

Similarly, the split backstay is out of the way when passengers enter via the stern, but there’s no backstay adjuster installed to regulate headstay tension. It would be easy to add on.

Cockpit seats are straight, 8’6″ x 18″ wide—long enough for lounging, or carrying six passengers. A 17″ deep footwell means crew won’t feel as though knees are resting on chins. The space is not cluttered with a cockpit table—a plus, since pedestal steering and a 40″ diameter stainless steel wheel are standard equipment.

An interesting touch is that the forward port cockpit locker is built with no opening other than the lid, so that when filled with water, it can store the catch of the day. Presumably, it would also hold ice and beverages for the on-deck crew—not insulated, maybe, but close at hand. The lack of a drain makes a hand-held bilge pump a necessity.

Aft to port is a 26″ x 17″ x 17″ storage locker suitable for dock gear.

The entire span of the stern, accessed from the starboard cockpit locker, provides an area large enough for sailbags, a much better arrangement than storing them in the aft stateroom. A vented propane locker also is located in the space.

Gebo hatches located amidships and forward measure 20″ x 20″. The self-bailing anchor locker has a built-in base for an electric windlass, and there’s a double roller on the bow.

The 371 is equipped with all the lines and deck hardware necessary to carry a variety of sail configurations, but we especially appreciate the boat in its simplest set-up, with the self-tacking jib.

Accommodations Two features immediately appealed as we headed belowdecks. First, a switch at the top of the companionway activates an overhead light in the galley, a real plus when returning to a darkened boat. Second, the top step of the companionway stairway is very large, providing a platform big enough to ease the task of exploring the horizon without leaving the saloon, as well as providing solid footing when going below while heeled. The oversized step also increases the size of the engine box. With the front of the engine box removed, engine access is better than we’ve found on many boats. The compartment is lined with a heavy- duty sound deadener that allowed us to talk in normal voice ranges while motoring.

The center of the space belowdecks is filled with mahogany veneer over plywood and foam-cored panels and doors. The cabin sole is teak and holly. Some people will feel that the overall effect below is too dark, but there are enough gelcoat surfaces on bulkheads and the overhead to relieve any cave-dwelling sensation. The woven cane faces on locker doors are a great touch—old-fashioned and very effective at ventilation, and the glossy shine on the mahogany surfaces increases the feeling of light and liveliness. There is more than 6 feet of headroom throughout, and good natural light through ports and hatches.

Though many disdain the use of cored panels, the exterior appearance is excellent and a foam core reduces the weight of the boat without compromising on sound deadening in the staterooms, while reducing cost.

The galley is located to starboard at the foot of the companionway, and a C-shaped settee is forward. A hanging locker is located outboard to port, aft of the head, which is only accessed from the saloon. The head is a 3′ x 4′ compartment with sink and toilet, a bulkhead-hung mirror, and two-compartment medicine cabinet. A handheld shower is an option.

Forward, there’s a freestanding table, 28″ square, with seats fore and aft. It triples as chart table, cocktail table, and dining-for-two table. The navigator can choose which way to face, with instruments and an electrical panel built into cabinetry at the fingertips. It’s an excellent use of the space.

The galley is equipped with standard gear—a two-burner gimbaled stove, 16″ x 20″ counter aft of the stove, and double stainless sink next to the icebox. When sinks and icebox are covered, it adds a 44″ x 20″ working surface—good for work projects.

A dining table at the settee has room for six, and converts to an 8′ x 4′ bunk. Storage is below and outboard in shallow cabinets.

The skipper’s quarters are forward, with a 2′ x 3′ dressing area large enough to allow movement without banging the door or hull, and 6′ feet of headroom. A hanging locker and cabinets are located port and starboard. The berth, which is 6′ long at the shortest point, is wide enough to provide two adults room to stretch fully in comfort. A neat wrinkle is that the forward hatch is located far enough aft that when left cracked open on dewy nights, drips should not land on the berth or its occupants.

The aft stateroom provides quarters for two adults on an oversized double berth measuring 6’6″ x 6′. A double-door cabinet and dressing counter are outboard.

The company resisted the temptation to add a third stateroom, or second head, in its standard configuration, while allowing potential owners three options. The first is a separate shower aft of the galley, measuring 28″ x 48″, plenty large enough to be comfortable, and to qualify as a real wet locker. The trade-off is a reduction of space in the starboard cockpit locker. Owners contemplating offshore passages would do well to contemplate that option.

A second option is the addition of a second aft stateroom, also accessed via the galley. A third option would be conversion of the shower area to a large storage locker or work space.

Doors are installed on hinges that allow them to be removed easily for storage during winter months. Ports in the aft cabin, shower, four in the main cabin and one in the forepeak, produce a steady flow of fresh air.

The company supplies each boat with a small suction cup that is used to raise floor boards, a nifty idea that simplifies the operation and eliminates the need for pull tabs. However, like an emergency plug on a throughhull, the cup needs to be where it can be found instantly.

Spaces belowdecks are more than adequate for the crew of four to six. She’s spacious, compared to most 37-footers—the saloon is 11′ on the centerline and 8′ wide measured from the inside of seat backs. She has enough headroom for most adults, and is well- lit and ventilated.

Construction As with many boats manufactured in northern Europe, the Hanse is constructed to endure heavy winds and big seas, and the occasional bump on a hard spot in a shallow anchorage.

In fact, the keel is designed specifically with an eye towards grounding, according to Bredenbeck. “The keel is a combination of an iron casting with a lead bulb at the bottom that locates most of the weight at the bottom and lowers the center of gravity. The keel is attached to the hull with 11 keel bolts bonded into the hull and covered with a stainless steel plate and bolts. Because these boats are designed to be sailed in the North Sea, the lead is bonded to the iron shaft with three stainless steel bolts. In addition to putting maximum weight at the bottom, this method allows the keel to move a maximum of 1.5 centimeters aft in the event of a grounding, which greatly diminishes the effect on the hull.

“In one situation, an owner was going so fast when he hit a rock that the force caused his body to bend the steering wheel, and a passenger was thrown so hard against a door that it broke. However, the only damage was to the bottom of the keel. The hull was undamaged.”

A byproduct was a significantly lower repair bill for the insurance company.

Hulls and decks are constructed employing methods and raw materials familiar to most American owners.Hulls are laid up in a female mold that is sprayed with isopthalic polyester resins, which are used throughout the laminate.

We were surprised that Hanse does not use vinylester resin in the laminate, since vinylester has been shown to be superior to polyester in blister resistance, as well as having other good properties.

“We do not use vinylester resin for two reasons,” Bredenbeck says. “One is cost. A second is that in doing our own testing we find that iso resins are as resistant to osmotic blistering as vinylester, and do not shrink as much in heat. In our tests we found that vinylester shrinks 2-3 percent in high- temperature areas where some of our boats are sailed, like the Mediterranean. We also sell a lot of boats with green and blue hulls, which may reach temperatures of 170° F in those areas.

“However, we will spray an epoxy coating on a boat at the factory.”

Hulls are laid up with a layer of powder-bonded chopped strand mat, which has no roving, and avoids the potential for print-through. Then, three layers of 900-gram-per-square-meter fiberglass, 0- to 90-degree oriented roving, and a layer of 600-gram chopped strand mat complete the outer laminate. Topsides are cored with 22-mm thick balsa. The inner laminate is a near twin to the outer skins. Additional reinforcements are 25-35 mm of solid fiberglass at the keel, and at through-hulls.

“We have built more than 1,300 boats to date without a hull failure,” Bredenbeck says, adding that the layup of the 371 requires three days of work by six workers.

The interior structure consists of a “solid fiberglass fishbone structure” bonded to the hull. Unlike a grid system that appears to be a checkerboard, the “fishbone” looks more like a solid section from which have been removed sections into which furniture and bunks will be installed.

“However, we do not simply drop bulkheads into cutouts in the liner. All of the bulkheads are bonded directly to the hull on both sides, and to the deck on one side, which produces an extreme structure.” That’s a good method, because if the hull liner shifts under torsion, the bulkheads should be unaffected.

The hull-deck joint is an inward oriented flange in the hull onto which the deck is laid and bonded with Sikaflex. An aluminum toerail is then laid on the deck and secured through the hull flange with stainless steel bolts, stainless steel backing plates, and nuts. The toerail is located approximately 1″ inboard of the edge of the deck, further dispersing the load of the joint, and helping to prevent crazing. Shrouds are reinforced by a stainless steel rod attached to chainplates that are bonded into the hull and run from gunwale to gunwale.

Decks are constructed with a balsa core encapsulated in a similar laminate. However, ports and hatches, a stringer for the traveler, and winch islands and the areas in which pad eyes and rope clutches will be attached are solid fiberglass. Hardware is installed in aluminum plates bedded in the laminate and secured in pre-tapped holes. The company also beds into the laminate smooth recesses and metal plates in areas where hardware (spinnaker winches, for example), may be installed by dealers, or in the future. Installation then requires only the tapping of bolt holes.

Boats are built to CE Standard A for use on the high seas.

The purchase of any sailboat from a manufacturer that does not have a large distribution network always entails a degree of risk. Buying from a European manufacturer may increase the risk, or extend the amount of time necessary to deal with warranty issues. In this case, however, the company claims a track record and technical expertise that may work to a potential American buyer’s advantage as Hanse Yachts works to become established here.

Performance Our test of the 371 was facilitated by Richard Hargreaves of Freedom Marine, in Vancouver, BC. With Hargreaves’ assistance, we sailed the boat in the waters surrounding Vancouver Island in light to moderate winds.

We flew the standard full -battened main and 90-percent self-tacking jib. Initially sailing in only 6 knots of wind, her performance was just good enough that we resisted the temptation to turn on the 30-hp Volvo MD2030 atop the Saildrive unit. (The standard engine is the Yanmar 3GM30.) At that point, we’d have been happier with a larger headsail.

Company owner Michael Schmidt is convinced the jib is all the headsail the boat needs.

When the breeze picked up to 8-10 knots as we sailed on the edge of a fog bank, boatspeed ranged between 5 and 7 knots on a beat to weather. We sailed fastest and most comfortably when heeled 12-15 degrees. The helm was light, and she felt buoyant and tacked easily with the assistance of the self- tending jib. Performance was identical on a reach: she feels stiff, and the helm is easily manageable.

She maneuvers well under power, as well. Backing and filling in the marina were easily accomplished, and she turns in a boatlength with the two-bladed prop on the Saildrive and high-aspect rudder working in concert.

Conclusion The Hanse 371 has clean lines and a slippery hull shape. She’s designed and equipped for shorthanded sailing, and it would be easy to become lazy when sailing with a self- tending jib. However, long downwind legs in light air will be more pleasant with more horsepower available. The owner who doesn’t want to fiddle with a spinnaker could add a masthead halyard and adjustable-tacked reacher to solve that problem.

Spaces belowdecks are large enough to allow four adults plenty of elbow room. Those spaces also are finished to a higher standard than most production boats. The cook has enough room in which to operate. The nav station/cocktail table is a well-conceived arrangement. Two staterooms and one head will be adequate for most cruisers, though if we were buying a 371, we’d opt for the shower space aft of the galley. Better to shower there than in the head amidships, and a wet locker is a wonderful thing. There’s enough stowage in the cockpit lockers and sail lazarette to make up for the loss of space.

The Hanse 371, with generous stock equipment, is priced at $150,000, FOB the US East Coast. By this, and most other measurements, she stacks up well against the competition.

Contact – Hanse Yachts, 49 (0) 3834-5792-0, www.hanseyachts.com .

RELATED ARTICLES MORE FROM AUTHOR

Leave a reply cancel reply.

Log in to leave a comment

Latest Videos

Tartan 30 | Boat Review

Fuel Contamination? The Baltimore Francis Key Bridge Collapse

Safety At Sea For You & Your Family – The Joe...

What’s The Best Vinyl Window Cleaner for Your Boat?

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

The Hanse 371 is a 36.91ft fractional sloop designed by Judel/Vrolijk and built in fiberglass by Hanse Yachts between 1999 and 2005.

The Hanse 371 is a light sailboat which is under powered. It is stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser.

Hanse 371 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, modal title.

The content of your modal.

Personalize your sailboat data sheet

Here's a boat designed by Judel and Vrolijk and built in Greifswald, Germany, by Yachtzentrum Greifswald. Rolf Vrolijk is the designer responsible for the America's Cup boat Alinghi. I have been very impressed with the design work coming from this talented team. This new Hanse is another dual-purpose boat. There is enough comfort to qualify the boat as a cruiser and enough performance to allow you to feel competitive in a PHRF fleet. PHRF is alive and well in Puget Sound, with 60 boats out for last weekend's Grand Prix regatta. It's easy to grumble about PHRF, but in many areas it's the only game in town.

The hull shows short ends for a long sailing length. The D/L is 173. You can have your pick of keels for a 6 foot, 6 inch draft; 5 foot, 6 inch short fin draft; or a 3 foot, 4 inch integral lifting keel. That's quite a selection. I have no drawings for the lifting keel or the short fin but the deep fin has long tip chord and a bulbish shape. Note the marked leading edge/hull fillet. The rudder shows very little taper in plan form, giving it a long tip chord. The forefoot knuckle is well below the DWL and this reduces the amount of fore and aft rocker to this hull. This is a very moderate looking hull. While the beam is carried aft it is not as exaggerated as on some models we have seen recently.

The layout of the Hanse echoes the layouts of the French competition. The broad stern allows for a large double quarterberth. There is a big lazarette to starboard that appears to be accessed from just aft of the galley. In fact, there is an option of a shower here or you can add a mirror image double berth stateroom in this space. Pity though-this door severely limits what you can do with the galley and to my eye this galley looks skimpy. Don't be expecting a balsamic vinaigrette drizzle for your pork loin if I have to cook in this galley.

The saloon looks fine if you like those chairs. I guess I'm just old school. I have never acclimatized to chairs in sailboats. Settees work better because you can sleep on them. Still, chairs are very popular these days. There is no nav station that I can see on these cryptic drawings. I don't see that as a problem. You can spread a chart out on the dining table if you need to and navigation electronics are so compact today they can fit just about anywhere in the saloon. I like nav stations, however. When you have company on board you can sit in the navigator's chair and really feel like the captain. The V-berth area looks spacious and has port and starboard hanging lockers.

This rig is designed around a self-tacking jib that sheets to a traveler mounted on a bracket. I can't tell from the drawings how far outboard this bracket allows the sheeting to go. In a perfect world it would go all the way out to the sheer. The double spreaders are swept.

Note again that this rig is not a masthead rig. There can be no question today that a well-designed fractional rig is faster than a masthead rig. Masthead rigs can be easier to sail though and I think they still deserve consideration for out-and-out cruising boats.

Styling on this boat is a bit too sedate for my taste. The boat has a clean line with moderate proportions, but there is little electricity in its look. The flattish sheerline, the short ends and the boxy cabin trunk work together well and this certainly is not a bad looking boat, I'd just like to see some more exciting styling. Having said that I am aware that many of you prefer sedate styling-blue blazers with a nice club tie. It's a good look. There is no doubt in my mind that this model will win many friends.

Also in Perry on Design

• Full Circle 30
• Tanton No. 309
• Dragonfly 40
• Wallyrocket 51
• Clubswan 28

Also from Robert H. Perry

• Hanse Yachts

Hanse 371 - Hanse Yachts / STW003156

The Hanse 371 produced by the builder Hanse Yachts and designed by Judel/Vrolijk, is a cabin cruiser for cruising/regatta, rigged Sloop

Technical data

cabin cruiser

cruising/regatta

Yanmar 3YM30 29HP

overall length

hull length

waterline length

standard draft

minimum draft

displacement

diesel tank

mast height

Accomodation layouts

standard version

DOCUMENTS: Hanse 371

sales brochure of the shipyard

high resolution pdf of the shipyard's original brochure

Technical specifications of the shipyard

pdf in high resolution with the specifications, measurements and options provided by the shipyard

If you find some wrong or lacking data of this boat, you can propose an update.

Technical forum: hanse 371, note: you will be redirected to another website., support the ultimate sailboat database.

The contents on this website, which today you can simply consult and use, have been collected, organized and archived by people who worked and invested in this project with passion and dedication for many years.

Before proceeding to browse, support our archive with a small donation that will allow us to maintain and improve this project.

proceed, I will donate next time

To proceed, you need to sign-in

HANSE 371 similar search results:

JEANNEAU SUN ODYSSEY 36I

JEANNEAU SUN FAST 3200

WINNER 11.20

The hanse 371 shown below has been sold:.

Sales information

• De Valk Sint Annaland The Netherlands
• +31 166 601 000
• Call the broker

e-mail the broker

Tell a friend.

• download brochure

Take time onboard with a live video tour

Seen a boat that piques your interest but can't make a visit in person? One of our brokers will be your eyes and ears as they take you on a video tour with their phone. You can also ask them questions about anything that isn't visually obvious. Make the call and be welcomed aboard...

Download brochure

Broker's comments.

The Hanse 371 is known for its good sailing characteristics, modern appearance and fresh nautical interior with a practical layout with 2 cabins. The very large cockpit locker is accessible from both the cockpit and the spacious galley. From behind the steering wheel you have a good view around you and of course also on the equipment on the steering pedestal. The Hanse 371 is remarkably fast and very easy to sail due to the well-thought-out sail plan with a relatively large mainsail and the self-tacking jib. The boat is well maintained, so several things have been renewed in the last years.

Jan-Ward van Dantzig Yacht Broker

General - HANSE 371

Accommodation.

NORTH WIND 40

DEGERO 31 DS

BAVARIA 37 CRUISER

ENDURANCE 38

HALLBERG RASSY 34

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

Hanse 371DS

Hanse 371DS is a 36 ′ 10 ″ / 11.3 m monohull sailboat designed by Judel/Vrolijk & Co. and built by Hanse Yachts between 1999 and 2005.

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)

Draft: 1,98 m (1,69 m/1,08 m Option) Mainsail: 38 m² Self tacking jib: 28.5 m² Storm jib: 10 m² (Option) Genoa: ca. 40 m² (Option) Spinnaker: ca. 100 m² (Option)

Embed this page on your own website by copying and pasting this code.

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

Used Yachts For Sale

Sail monohulls 35ft > 40ft,        hanse boats for sale, hanse 371 boats for sale.

Breaking rules, setting trends

• Open search box

Legacy Model: Hanse 370

Racing in regattas or sailing the open ocean? Perhaps both? It is up to you. The secret to our success is maximum width, maximum speed and maximum comfort.

Exterior design

Our yachts combine excellent nautical characteristics, easy handling and breathtaking design.

Interior design

In our interiors you will find unique solutions that provide the ultimate in comfort and storage, a home-like experience and astonishing design.

The most important information about your Hanse.

Keep the most important information about your yacht at hand and read it even without the internet whenever you want to!

No documents found

Explore current Hanse models

Customise your dream yacht in seconds!

Seize the moment - schedule your appointment today.