Speaking on behalf of the 2023 Boat of the Year team, I can say none of us could have predicted a better grand finale to our multiple days of sea trials that immediately followed the United States Sailboat Show in Annapolis, Maryland, this past October. With 17 boats in the hunt for honors, we lucked out with two days of blue skies and honking northerlies, followed by a windshift to the south that picked up where the previous breezes left off. It was the first time I can remember when every entry enjoyed such generosity from the Chesapeake wind gods. And by the time we boarded our last vessel—the handsome and rugged Tartan 365—along with designer Tim Jackett, the whitecap-covered bay was the ideal venue for a performance cruiser to, well, perform.

I’ll let my colleague Herb McCormick, describe the scene: “On a sporty Chesapeake Bay day with choppy seas and gusty winds—the sort of conditions where prudence might’ve called for a reef or maybe two in the main—we instead opted for a full-hoist mainsail and were treated to one of the best test sails in our entire Boat of the Year sea trials. 

“With the efficient double-­headsail Cruise Control Rig, we dialed up the staysail, which provided plenty of grunt going to weather and ample horsepower off the breeze. At the wheel, the helm was light and exact; down below, out of the fray, all was tight and quiet. The 365 certainly wasn’t one of the larger boats in the contest, but the size and dimensions seem just about ideal for a cruising couple, and it was clear that the boat would happily take you just about anywhere you wished to go.”

Alrighty then. Once we’d all taken a turn at the wheel and confirmed the agility of the boat pounding to weather, we cracked off, furled the working jib, and rolled out the big reacher—a convenient way to shift gears using the Cruise Control Rig. With breeze abaft the beam, we headed for the United States Naval Academy and the mouth of the Severn River, the 365 trucking along as though riding on rails. And once we learned that it was Jackett’s first time aboard the boat under sail, we turned over the helm to its creator. We sat back and enjoyed what turned into a flat-water ride to remember through a long New England winter.

Tartan has been building boats in Ohio since 1960, and Jackett has been at the drawing board, initially in collaboration with Sparkman & Stephens and later with an in-house design team, since 1977. The decades-long ­collaboration has resulted in a long run of fine-sailing cruising sailboats, with deck layouts, equipment, and interior accommodations designed to meet the needs of owners who often sail shorthanded or with occasional family and guests aboard. Several models have won top honors in Cruising World’s Boat of the Year contests, including the 365, which was named 2023 Best Midsize Cruiser.

The company was purchased by Seattle Yachts in 2020, and during the pandemic, manufacturing was moved from Fairport Harbor to a new facility in Painesville, Ohio. Besides being chief designer, Jackett now also manages production.

The 365’s fiberglass hull is foam-cored and infused using epoxy vinylester resin; the deck is cored with balsa and infused with epoxy. Hull and deck penetrations are through solid-glass windows; aluminum plates are added to the laminate where hardware is mounted. The primary bulkheads are foam-cored too, with rich wood veneers on exposed surfaces. The boat we saw in Annapolis had a light-cherry interior and solid-wood furniture; teak and maple are also options. 

The layout and fit-and-finish of the interior are as upscale as they are practical. The owner’s berth is forward. In the salon, a centerline drop-leaf table sits just abaft the mast, with settees to either side. A galley is aft and to port; a full nav station sits opposite. There’s generous counter space for a boat of this size, and deep fiddles will keep dishes and ingredients where they belong underway. Abaft the companionway, there’s a double-berth guest stateroom to port and a head to ­starboard, with stowage behind. All told, there can be berths for six to seven crew.

I really liked the look of the cherry furniture and ­aqua-colored cushions set off against a white cabin top. The interior popped.

Tartan makes its own carbon-fiber masts and booms, both of which come as standard equipment. Jackett says that they add to the vessel’s inherent stability because they reduce weight aloft and the tendency for hobbyhorsing in a seaway. The 365 in Annapolis sported an optional Leisure Furl boom that worked flawlessly when we set sail. The single rudder has a carbon-fiber shaft, held in place by Jefa bearings, making the twin-helm Edson steering butter-smooth.

If I had a need to pick a nit, it would be the cam cleats used to secure the furling lines for the headsails. They are located along the lifelines, just outside the port cockpit coaming, where they can be inadvertently released, as we found out during one of our upwind tacks. A cleat or other positive locking mechanism would be an easy fix, I’d guess.

Otherwise, I thought that the topsides ergonomics worked quite well. Hardware and electronics from Harken, Raymarine and the like were top-notch, and sails were by Sobstad. There was plenty of room abaft the wheels to work, seating forward in the cockpit was comfortable, and the wide side decks going forward were easy to traverse. Overall, the feeling was snug, I noted, which it should be on a cruising boat, where the crew wants to sail safely and stay rested for the long haul.

Perhaps my fellow judge Ed Sherman summed up the Tartan 365 most succinctly: “First class all the way here.” 

Tartan 365 Specifications

Boat of the Year judge and CW editor­-at-large Mark Pillsbury is a die-hard sailor who has owned a number of sailboats, including a Sabre 34, on which he lived for 15 years.

The post Sailboat Review: Tartan 365 appeared first on Cruising World.

There are certain matters in life that are just sure things, where you go in realizing that professionals are involved and you’re in good hands. You walk into a theater for a Meryl Streep film, and you know the acting’s covered. You board a Qantas flight understanding there is zero chance it will fall from the skies. You cut into a steak at a Ruth’s Chris knowing that it is about to melt in your mouth. If only everything was this way.

In sailing, thankfully, there are lots of givens: Harken hardware, Edson steering, Raymarine electronics, LeisureFurl in-boom furling mainsails. Boats equipped with these brands have those items all figured out. And here’s one more nautical surety, as reliable as the sun rising in the east: When you step aboard a yacht designed by seasoned naval architect Tim Jackett, you do so with the realization that it’s been extremely well thought out, that there has been a reassuring attention to detail, that it will sail like a bloody witch, that it will do precisely what it was created to do.

Which brings us to the latest ­example of Jackett’s vision, the Tartan 395 (which, not coincidentally, is fitted out with all the gear previously mentioned).

Like many American builders, Tartan Yachts, which is based in Ohio, has had its share of ups and downs in recent times. But Jackett is now one of the principal owners, and judging from the introduction of its new 39-footer at last fall’s U.S. Sailboat Show in Annapolis, Maryland, the company has again found its footing.

As Boat of the Year judge Tim Murphy said after inspecting the yacht, “It’s really nice to see Tartan back again. This is an interesting boat. It really brings together some nice elements of craftsmanship. You step below, and the big deck cowls are bringing lots of good air through there, and it’s just very comfortable. And you sit down in the cabin with that light maple finish (cherry and teak are also available), and it just looks and feels good. You feel like some real craftsmen have put this interior together.”

One thing Jackett is loath to do is fix things that aren’t broken, and so the 395 boasts features that have proved tried and true on previous appealing designs. Chief among these is Tartan’s elegant and versatile CCR (cruise control rig) sail plan, composed of double headsails (a self-tacking jib on an inner stay, a code zero reacher on the outer), set off a light double-spreader carbon-fiber spar. This configuration is an effective, efficient way to shift gears quickly depending on changes in the breeze or on the point of sail.

Nor has Jackett fussed much with the lines of the boat; it has a handsome, traditional-looking profile, with a very gentle sheer line, a relatively long coachroof, and stout coamings framing a deep and cozy ­cockpit. If your taste slants more toward slab-sided, expansive Euro topsides and contemporary razor-sharp hull chines, look elsewhere. This right here is a homegrown product of ’Merica, son.

It’s also a well-constructed one. Several generations of Tartans have now been built in an infusion process employing modified epoxy resin (not polyester like so many of its competitors) in a laminate that is sandwiched around closed-cell foam coring in the hull and balsa core in the deck. Tartan eschews the iron ballast many builders use in favor of good old lead (there are three underbodies available, including an optional deep fin, the standard “beaver tail” fixed keel or a keel/centerboard). Thanks to the company owning its own autoclave, not only is the rig carbon, but so is the rudderstock. Bottom line? There’s no squelching on materials.

“The anchoring system was beautiful, with polished stainless-steel chain, a stainless-steel anchor and a big, beautiful windlass,” said BOTY judge Alvah Simon. “It’s a good old-fashioned interior layout that just works. The pushpit, pulpit, stanchions, lifelines and gates are all terrific. The deck hardware is of high quality and well-installed. The little things really add up on this boat.”

Moving on, there’s a whole lot happening in the cockpit. In addition to the two pedestals for the twin steering wheels, there’s a third pedestal of sorts just forward of and between the helms, where the engine and lights controls are housed, as well as the Raymarine chart plotter. Built into the transom is a fold-down step to access a modest swim and boarding platform. The idea with the dual wheels and the transom door is to create a natural ergonomic flow from the companionway to the stern, but to be honest, it’s pretty busy terrain.

During our sailing trials, I absolutely loved driving the boat — it sailed great, like all Jackett’s boats, especially when we eased sheets in a nice Chesapeake Bay norther and the boat trucked along at an effortless 7 knots. However, the seats at the wheel seemed low, and I never could get totally comfortable. That said, I quite liked the German-style mainsheet that was ­double-ended port and ­starboard to big winches ­within easy reach of the driver.

Down below, there’s a tidy double cabin aft to starboard; a generous shower stall and head is to port. The forward-facing navigation station and a good-size galley are stationed to port and starboard, respectively, of the companionway. Comfortable settees flank a central dining table in the main saloon; there’s a second double cabin all the way forward. Eight opening ports overhead in the cabin emit plenty of welcoming fresh air. The Tartan 395 is not quite as beamy as the competing boats in its size range in the 2019 BOTY fleet, but resting there and taking in the surroundings, things felt snug and secure. Two words, ultimately, came to mind.

Proper. Yachting.

Herb McCormick is CW’s executive editor.

Tartan 395 Specifications

Tartan Yachts
440-392-2628
tartanyachts.com

Sea Trial

For a complete guide to ­Cruising World’s extensive online boat ­reviews and to request reprints from our older print archives of reviews, go to cruisingworld.com/sailboat-reviews.

The post Boat Review: Tartan 395 appeared first on Cruising World.

Bristol 40

Boats built in the 1960s are getting long in the tooth, but if they’ve been maintained well, they are still serviceable. And many Bristol 40s date to later years.

Designed by Ted Hood and built by Clint Pearson after he and cousin Everett sold Pearson Yachts, early Bristols have many similarities in design and construction to early Pearsons. The dominant design rule then was the CCA (Cruising Club of America), which favored short waterlines (long overhangs) and modest beam. The rule-beating idea was that when heeled, the waterline lengthened, increasing speed. A narrow boat has less form stability than a beamier hull, but is less likely to remain upside down in a capsize. A long keel with attached rudder was the accepted underwater configuration for stability and tracking.

Construction is standard for the time: mat-and-woven roving. Over time, leaky portlights and hull/deck joints became commonplace, but they can be fixed by a handy owner.A Bristol 40 won the 1983 Marion-Bermuda Race that featured close-reaching in moderate winds, which shows it’s capable of a decent day’s run. Performance also depends on rig — sloop, cutter or yawl — and keel or keel/centerboard configuration.

Early Bristol 40s were fitted with the venerable Atomic 4 gas engine for which parts may still be obtained from Moyer Marine. A Westerbeke diesel was optional; others have been re-powered with a Yanmar diesel.

Narrow beam and short waterline translate to a comparatively small interior, albeit retaining the essential separate cabins, sea berths, closed head and divided galley aft.

Sabre 28

Roger Hewson founded Sabre Yachts in South Casco, Maine, and launched his first model, the Sabre 28, in 1970. Whatever his qualifications as a yacht designer, he did a respectable job with the 28. The proportions are correct (beam versus waterline length, cabin height versus topsides, etc.), the deck-stepped rig conservative, the layout standard and construction quality above average. Periodic refinements were made during its 16-year production run, notably in 1976 (Mark II) and 1983 (Mark III), but the basic structure remained the same. Later models gained a few hundred pounds, which might mean the company finally got around to actually weighing a boat off the line. More than 500 were built.

At 28 feet, it’s on the small side for cruising, but of course that depends on one’s ambitions. A good indication of hull volume is the displacement/length ratio (D/L), which for this Sabre is a moderate 278, meaning decent stowage and, combined with an average sail area/displacement ratio (SA/D) of 16.6, decent performance under sail. Not exciting, but no surprises either. This is an easily handled boat despite the foretriangle being somewhat larger than the mainsail.

Some potential buyers might be skeptical of the swept-back externally ballasted keel, which at the time was thought to be more efficient than a vertical appendage. I’m sure there are Sabre 28 owners who can tell how it takes the ground and if it’ll sit upright on its keel (it depends on the center of gravity, which is not shown in the drawings).

Construction is standard hand-layup mat and woven rovings. Glass finish work is very good, and there’s a lot of teak below. Through-hulls have bronze seacocks. Early boats had Atomic 4 gas auxiliaries, and later models small Volvo or Westerbeke diesel engines.

Cape Dory 30

Andy Vavolotis founded Cape Dory Yachts in 1962 with a couple of dinghies. He commissioned Carl Alberg, a Swedish-born U.S. Coast Guard naval architect, to design most of his subsequent larger yachts, including the Cape Dory 30, introduced in 1976.

This is a small 30-footer, owing to its relatively narrow beam and short waterline; the lovely, long overhangs take space from below. Vavolotis once told me that with every new model he begged Alberg to add a few inches of beam. Alberg would give him an inch or two and then say, “If you want more, find another designer. I don’t think it’s right.” That went for fin keels and spade rudders too.

Yes, it’s the full keel with attached rudder and attendant advantages (stable tracking, safety in grounding and collisions with underwater objects) that recommend the design for cruising. The downside? Increased wetted surface area translates to slower speeds, and the fat keel won’t point as high as a foil. But it’s about the journey, not speed, right? The original 30 was designed as a ketch; later renditions offered cutter and sloop rigs.

The other reason folks love Cape Dorys is robust construction. Nothing fancy: solid single-skin hull, balsa-cored deck (Aren’t they all? Well, no.), heavy bronze hardware from Vavolotis’ Spartan Marine foundry and generous exterior teak that once upon a time signified a classy yacht. Hard to believe, but true.

The Cape Dory 30 is not without a few shortcomings. The hull/deck joint is not continuously through-bolted, and some deck hardware does not have backing plates. If you’re set on a Cape Dory, I’d look for the Cape Dory MK11 updated by Clive Dent, or the 33 or 36. The latter generally sells for more than $50,000, but not by much, and it’s a roomier, more powerful design.

Island Packet 31

Boatbuilder and naval architect Bob Johnson shares a distinction with Cape Dory’s Andy Vavolotis as being two of the only company bosses to have offered traditional full-keel cruising boats in small sizes.

Island Packet is located in Florida, and the designs are geared for those waters, meaning shallow. To compensate for shoal draft (a 4-foot keel and 3-foot keel/centerboard were offered), the 31 has a wide beam of 11 feet 6 inches, which gives it good form stability (but not if it capsizes). Boats with wide beam and shallow draft are more likely to achieve inverse stability than narrow boats with deep keels. Ballast of iron ingots set in concrete doesn’t help. This hull form isn’t great upwind. That said, the 31 does not heel quickly and is ideally suited to Florida and Bahamas cruising grounds.

Construction is generally good. The hull is solid glass (no core), and the deck is an exception to the usual end-grain balsa core; a mixture of polyester resin and microballoons called PolyCore forms a chemical bond between the two skins of the “sandwich,” eliminating the possibility of rot and delamination. Like many builders of series-produced boats, Island Packet incorporated a large molded liner or pan that forms the cabin sole, berth flats, galley and other “furniture” features. It saves labor costs but can cause condensation, increase noise and vibration compared to plywood, and make access to parts of the hull potentially difficult. What it does do is discourage radical customizing, which may be a good thing, given the weird stuff some guys cobble together (think a Barcalounger in place of a saloon settee).

Gulf 32

It’s too bad more of these able cruisers haven’t migrated farther from their origin on the West Coast. While rather plainly finished, construction is solid and the pilothouse with inside steering is unusual. The sweeping sheer, flush cambered deck and low-profile pilothouse make what could be an ungainly profile actually quite handsome.

As with so many models produced over a decade and longer, changes were made to the Gulf 32 over its 400-unit run, in part because it was built by two different companies: Gulf Marine Products and Capital Yachts. For example, the drawings show an offset double berth forward, while others were delivered with the more conventional V-berth. While the interior features a lot of warm wood finishes, including bulkheads, the large interior liner is startlingly evident in places such as the forward cabin. Noteworthy is the sail area/displacement ratio of 11.6 and displacement/length ratio of 563. These are motorsailer numbers.

Prospective buyers should carefully check the cored side decks for delamination; this is a good time to state unequivocally that a boat with extensive deck delamination is probably not worth repairing. The cost to have a yard perform the repairs is very likely more than the boat is worth. A competent DIY repair is difficult; drilling numerous holes in the top skin and injecting epoxy over a large area is unlikely to do the job. The radical alternative is to remove the inner skin and core and then replace the core and skin, all while working upside down. I know of a person who tried this, using spring-loaded curtain rods to hold backing panels in place — they don’t call him “Resin-head” for nothing.

Islander 36

Once upon a time in Costa Mesa, California, the mecca of early fiberglass boatbuilding, Islander Yachts was a worthy competitor of Columbia and Cal. Australian designer Alan Gurney drew this fast, International Offshore Rule-influenced hull with pinched ends, fin keel and skeg-mounted rudder. A word about skegs: It’s widely believed that they protect the rudder, but the degree to which they succeed depends on the internal structure of the skeg. If it’s simply a piece of molded glass tabbed to the hull, it will likely tear away on impact. If, however, it has, say, a metal backbone well connected to the hull, that’s stronger. In either case, a skeg also is a simple means to provide a lower bearing for the rudder, add some lateral surface for tracking and reduce bending moment. The IOR hull type goes upwind well, but can be squirrelly off the wind, especially with a spinnaker. Rig dimensions varied over the years.

Construction is conventional: solid fiberglass hull but plywood in the deck, as opposed to the more common end-grain balsa wood. It’s heavier and more prone to rot. Different engines were offered. Tankage for fuel and water is on the small side, so consider adding a bladder tank for longer periods aboard.

With the Islander 36, naval architect Robert Perry credits interior designer Joe Artese with revolutionizing sailboat accommodations — no longer a “boy’s cabin in the woods.” Artese took advantage of the boat’s wide beam to increase sole area; drew a wide, low companionway; designed a foldaway table; and specified contemporary fabrics. Somewhere close to 1,000 were sold.

Endeavour 37

The design of this boat is a great example of the ingenuity and craftiness of the fiberglass boatbuilding industry. Endeavour founders Rob Valdez and John Brooks, both of whom had worked for Vince Lazzara at Gulfstar, got started when Ted Irwin gave them the molds for the Irwin 32. The Endeavour 32 sold well, so in looking for their next model, they found the derelict mold of the Creekmore 34 on the Miami River, cut it in half, added 3 feet and voilà! The Endeavour 37!

And there is a sort of Frankenstein look to the boat. Most were sold as sloops, though a ketch rig was offered. It’s a heavy, slow boat, but comfortable and solidly built, with single-skin hull and plywood interior components (no fiberglass pan). Workmanship is generally quite good. If a previous owner hasn’t switched the gate valves on through-hulls to seacocks, add it to your work list. Ballast is internal. The standard engine was the workhorse Perkins 4-108 diesel.

Two interior plans were offered: the A layout, with convertible dinette forward and two aft cabins, and the B layout, with V-berth forward and a single aft cabin. Having slept in one of them I can say that they are not easy to get in and out of. Better to consider them larger-than-usual quarter berths.

Upwind sailing performance is poor — it doesn’t point well — making you appreciate the strong diesel auxiliary. Motion is comfortable; like the Gulf 32, the D/L and SA/D are motorsailer numbers.

Tayana 37

Designer Robert Perry is proud to tell fans that during George Day’s circumnavigation in the 1990s, the former Cruising World editor said he saw more double-ended Tayana 37s “out there” than any other model. It’s no wonder: some 650 were built, and it is indeed a strong, well-designed cruiser.

The first boats produced in Taiwan were called the CT 37, changing to Tayana 37 around 1979; Perry says they are the same. Early Taiwan yards were never into racing yachts, but rather heavy, low-tech cruising boats. The Tayana 37 has a solid fiberglass hull and balsa-cored deck. The potentially leaky hull/deck joint is a hollow box section that forms the bulwark.

As with nearly every model produced over a long period of time, there were variations in accommodations, rig, deck and more (many were never officially documented in literature, so don’t be surprised if what you see in brochures is not what you behold in real life). Builder Ta Yang offered free or inexpensive customizations of the 37.

While Perry specified the 90-gallon (341-liter) fuel tank to be located amidships, early boats placed them under the V-berth, which, combined with heavy ground tackle, can trim the boat down by the bow.

The high-aspect-ratio rig, aided by a bowsprit to increase foretriangle area, gives the boat plenty of power. It was offered as a ketch or cutter, and most owners opted for the latter.

As with most boats from Taiwan, the interior is richly executed in teak, built up in plywood. Much of the hardware are knockoffs of U.S. and European products, and of varying quality. All in all, the Tayana 37 is a well-built world cruiser.

Tartan 37

Tartan Marine has built three 37-footers over the years, the first in 1965 designed by Ted Hood; the 3700 designed by in-house designer and then general manager Tim Jackett; and the most numerous, the Tartan 37 designed by Sparkman & Stephens, of which nearly 500 units were sold. It’s a handsome boat with perfect proportions. Somewhat influenced by the IOR, the ends are narrow and the transom is small and V-shaped. That’s about all that hasn’t withstood the test of time.

Construction quality is excellent: balsa-cored hull and deck, teak trim and teak-veneer plywood, external lead ballast. The bulkheads are tabbed to the deck, which is worthy of comment. Boats with molded fiberglass headliners cannot have the bulkheads tabbed (several layers of fiberglass tape or strips that overlap the deck and bulkhead). Instead, there are usually grooves molded into the headliner into which the bulkheads fit and are then variously bolted or glued — or not. This is considered less desirable than tabbing, which locks in the entire structure and eliminates the possibility of slight movement or working of those with molded fiberglass liners.

Most 37s were delivered with the keel/centerboard option; the deep keel performs better but may limit where you can go. Performance Handicap Racing Fleets around the country rate it at 132 to 144; for comparison, a J/30 rates 144, as does the Islander 36 described above. So, the Tartan sails fast and handles well, leaning more toward a club racer/cruiser than all-out cruising.

C&C Landfall 38

Hull design and construction for coastal cruising may certainly favor higher performance models, and few companies knew the recipe better than C&C Yachts. In many ways, C&Cs exemplify the racer/cruiser genre. The few Landfall models, including the 38 here, tipped the scales more toward cruising, while retaining excellent sailhandling and speed.

A few years into production, 1,700 pounds were added, but performance is still sparkling, and similar to the original 38. The fin keel has a flat bottom that can be considered a cruising fin for its moderate surface area and ability to sit on the bottom. As for the spade rudder and the criticism it takes for vulnerability, note that circumnavigator and boatbuilder Steve Dashew says it gives superior control hove-to in a gale. Something to think about.

C&C was a pioneer in composite construction, that is, end-grain balsa coring in the hull and deck to increase stiffness and reduce weight. Other notable features: through-bolted deck hardware with backing plates, bronze seacocks and, in the 38, a keel-stepped mast that doesn’t sit corroding in bilge water. Yanmar diesels were standard.

Albeit modified from the IOR-influenced C&C 38, the Landfall 38 still has a large foretriangle; a 150 percent genoa measures 580 square feet, which can be a handful for a couple. Big self-tailing winches will help when trimming the beast.

The interior, elegantly finished in teak, is somewhat unusual; like the Endeavour 37, it incorporates a double-berth aft cabin, but think of it more as a wide quarter berth.

Compared to heavy full-keel designs, the Landfall 38 will point higher, reducing the number of tacks between points A and B, which, combined with greater boat speed, means getting to port faster.

The post 10 Sailboats Under 50 Grand appeared first on Cruising World.

“The premise behind the Fantail,” said Andy Drumm, Tartan’s director of sales and operations, “is to bring people into the family. Before this, our entry-level Tartan was our 3400, and that’s a big boat.” The Fantail is optimized for shorthanded sailing. All sail controls are led aft to the cockpit, several through turning blocks under the deck and coamings. The weekender and daysailer versions offer a self-tacking jib for upwind sailing and a retractable sprit for an asymmetric chute off the wind. Our Boat of the Year judging team sailed the boat in a whispery 6 to 8 knots — with a boat speed of 4.6 knots on the wind. Later in the week I hopped back on for a brief, rollicking reach up Maryland’s Severn River with the chute up and found her helm very nicely balanced.

Tartan is doing two things in its production that add significant value to its boats, especially if you’re comparing price with boats from other builders. Tartan’s resin-infused hulls and decks are built with epoxy, which is simply better than polyester — so much so that Tartan offers an unparalleled 15-year structural nonblistering warranty on its boats. The second thing is they build their own carbon pocket booms, which saves weight up high and simplifies the mainsail takedown. Tartan may soon offer a carbon mast for this boat.

Tartan is experimenting with electric propulsion as part of the Fantail’s standard package. The system is built around a 6-horsepower Torqeedo outboard and a single 24-volt lithium-ion battery. The Torqeedo controller panel with built-in GPS reads out the battery discharge rate, as well as speed. According to Drumm, a fully charged battery will last 16 hours at half throttle, or two hours at full throttle, pushing the boat at just over 6 knots. During our test, the motor provided plenty of power as we ran out of the calm harbor, but we had no chance to test it in a seaway or against a current, nor time to discharge and recharge the battery.

On the weekender we sailed, we would like to have seen an attractive cover or seat over the marine head, installed just inside the companionway to port, and the heavy free-floating hatch boards could benefit from further refinement.

Taking advantage of the Fantail’s street-legal 8-foot-5-inch beam, Tartan offers a great trailer option for this boat, at $6,500. It’s a double-axle trailer that, Drumm says, can be pulled behind a midsize SUV. Studs installed near the boat’s balance point accept a bracket that allows the Fantail to be hauled out with a yacht-club gin pole, omitting yard charges. All up, the Fantail is a fun, well-designed boat that looks mighty inviting for a young family of sailors.

See full specs of the Tartan Fantail here.

Tim Murphy, a CW editor at large and a 2014 Boat of the Year judge, is the co-author of Fundamentals of Marine Service Technology (ABYC, 2012).

This article first appeared in Cruising World, May, 2014.

The post Tartan Fantail appeared first on Cruising World.

Blue Jacket 40 debut

On deck aboard the Blue Jacket 40

Blue Jacket 40 cockpit

Blue Jacket 40 cockpit

Blue Jacket 40 saloon

Blue Jacket 40 galley

Blue Jacket 40 galley

Blue Jacket 40 saloon

Blue Jacket 40 nav station

Blue Jacket 40 head

Blue Jacket 40 port-side aft cabin

Blue Jacket 40 aft cabin

Blue Jacket 40 V-berth

The post Blue Jacket 40 Debut appeared first on Cruising World.

The middle of March is typically not a time that New Englanders rush to go sailing, but that’s exactly when I found myself hustling down the highway toward Mamaroneck, New York, to catch up with Tim Jackett and get a look at his latest addition to the performance-cruiser genre, the Tartan 4000. Like other recent sailboats from the Tartan Marine Company facilities in Painesville, Ohio, the 4000 hits both corner posts of its design brief square on: Elegantly rendered creature comforts are encapsulated by a slippery hull and a power-packed sail plan that promises—and delivers—a seakindly and spirited ride.

I managed to arrive for our sail a few minutes early, which meant that I could take my time walking the length of the boat, beginning at the Delta Anchor mounted on the dual-roller stem fitting, strolling past two Harken headsail furlers, part of what Tartan call its Cruise Control Rig, then under the carbon-fiber mast with dual swept-back spreaders and a Park Avenue boom to arrive at the pair of custom-molded pre-preg carbon helm pedestals at the aft end of a very spacious cockpit. Those pedestals, I’d learn, were designed by Jackett with an opening where they meet the cockpit seats, allowing a 6-foot-plus crewmember to stretch out and relax. The seats themselves flank a stylish teak fold-down table, the aft end of which doubles as an instrument pod and the home to a small electrical panel that controls exterior and navigation lights.

With its dark-blue hull, a white, low-profile cabin, and solid bulwarks sporting teak rubrails and toerails, the many elements of the 4000 blend together with traditional good looks. And those many small details sprung to life once Jackett climbed aboard to discuss the elements he’s designed into a sailboat that sits at the midpoint of a line that ranges from 34- to 53-footers.

The first element he pointed out was the width the deck carries aft from the shoulders; it adds to the considerable volume below, but in a way that allows the hull to taper at the waterline so that sailing performance isn’t diminished.

Side decks on the 4000 are wide for easy movement fore and aft. The chainplates mounted inboard, next to the cabin house, also help in this regard and facilitate more aggressive sheeting angles when the boat is sailing closehauled. For windward work, the Cruise Control Rig—think solent setup, featuring dual headstays mounted close to each other—features a self-tacking nonoverlapping jib on the inner stay and a 150-percent genoa on the outer. With two reef points as standard in the German-style double-sheeted main, this arrangement allows multiple sail combinations that can be selected to match the elements.

Conditions for our test sail that late winter day on Long Island Sound featured sunny skies, tolerable temperatures, wind in the low teens, and flat water. We used the electric all-chrome Harken winch on the cabin top to raise the main, and we were off. With the jib set, we cruised right along at 5.5 knots in about 12 knots of breeze, tacking with a turn of the wheel through about 100 degrees. On a reach with the genoa unfurled, we picked up a knot and a half or more as the breeze freshened.

With the two wheels set just forward of a wide seat that folds down to double as a swim and boarding platform, it was easy to find both a comfortable perch and good sightlines to both the horizon and the telltales. The 4000’s motion through the water was smooth and steady, and I found, even below, that I didn’t need the ample handholds included in the design. This sure-footed ride was due, at least in part, to the lead-bulb beavertail keel (a fin or keel/centerboard are other options). The one hitch, as the wind ticked up, was a sticking helm when the carbon rudder and shaft loaded up, indicating that just-launched hull number one needed an adjustment to its wire-and-chain steering gear or a rethink of the rudder bearings. Otherwise, though, the Edson steering provided good feedback to the helmsman.

Under power, the 75-horsepower Volvo turbo with saildrive and four-bladed prop (a 55-horse Volvo is standard) moved us along with authority; thanks to the bow thruster, maneuverability was assured. Jackett said that during sea trials on the previous day, boat speed registered 6.5 knots at 2,000 rpm and topped out at more than 9 knots at 3,200 rpm. I did duck below while we motored to see if the noise level was tolerable. It was.

The 4000’s hull is a foam-cored epoxy-and-glass composite sandwich; the deck is cored with balsa, with solid epoxy and aluminum “windows” for drilling, tapping, and mounting hardware. Interior paneling and joiner work is done in American cherry, giving the saloon and owner’s cabin forward a rich, warm feeling.

The owner of hull number one plans on cruising with children, so in addition to settees that double as sea berths to either side of a centerline drop-leaf table, Jackett replaced cabinets located outboard to starboard with a fold-out pilot berth—a custom touch it’d be hard to obtain from a straight production builder.

The owner’s cabin, behind the chain locker and watertight bulkhead, features tongue-and-groove woodwork, a centerline queen berth, and a head with a separate stall shower.

Aft of the portside galley (whose counters are a granite/foam composite sandwich intended to trim pounds) and opposing nav center, owners have a choice of a two-cabin layout or a single guest cabin to starboard and a quite large storage locker to port that’s accessed from the cockpit. As one would expect on a boat built for cruising, an abundance of storage drawers, bins, and hanging lockers are found throughout, and there’s a galley designed to put a smile on the face of the most demanding cook.

Visit any boat show, and you’re bound to find a line at the Tartan display. Tim Jackett and the designers who preceded him have produced a fleet of boats that have attracted a large and loyal following. The 4000 breaks new ground from a design standpoint, but as far as being a rock-solid sailer and sweet-looking cruiser, well, it’ll fit right in with the rest of the family.

LOA 40′ 8″ (12.4 m.)
LWL 36′ 5″ (11.10 m.)
Beam 13′ 0″ (3.97 m.)
Draft 7′ 0″ (2.13 m.)
Sail Area (100%) 929 sq. ft. (86.3 sq. m.)
Ballast: fin 6,400 lb. (2,903 kg.)
beavertail 8,000 lb. (3,629 kg.)
centerboard 8,600 lb. (3901 kg.)
Displacement: fin 19,604 lb. (8,892 kg.)
beavertail 20,104 lb. (9,119 kg.)
centerboard 21,104 lb. (9,573 kg.)
Ballast/D (f/b/c) .33/.40/.41
D/L (f/b/c) 137/186/195
SA/D (f/b/c) 20.9/20.1/19.5
Water 100 gal. (379 l.)
Fuel 50 gal. (189 l.)
Mast Height 64′ 2″ (19.56 m.)
Engine 55-hp. Volvo, saildrive
Designer Tim Jackett
Price $425,000
Tartan Yachts
(440) 357-7777
www.tartanyachts.com

The post Tartan 4000 appeared first on Cruising World.

Let’s begin at the end-the aft end of the boat, that is. It makes sense, for soon after boarding the new Tartan 5300 last fall off Annapolis, Maryland, the very first feature we examined in depth was the drop-down transom door, a surprisingly uncomplicated arrangement lowered and raised, effortlessly, with a simple block and tackle. In its down position, kissing the wavelets, the stable gate serves as swim platform, sun deck, dinghy boarding step, and even garage door, for it opens upon a generous storage locker under the aft deck. As we got under way and the gate was raised to vanish seamlessly into the sweet reverse transom, my main thought was “Now that was cool.”

I’d return to that sentiment several times before the day was done.

Designed by Tim Jackett, the naval architect who’s become synonymous with the brand, and built to exacting standards-Tartan’s vacuum-infused epoxy-laminate construction is top shelf, yielding light yet bulletproof hull forms backed by the company’s 15-year no-blister guarantee-the 53-footer combines a raised saloon with a center cockpit and manages to marry those elements into a low, clean, well-proportioned profile that’s accentuated by a tall carbon-fiber spar and a Park Avenue-style carbon boom from Leisure Furl. In other words, it’s a strong, good-looking boat.

Thanks in large measure to what Tartan calls its Cruise Control Rig-known elsewhere as a Solent rig-the 5300 also sails very, very well. The versatile C.C.R. consists of dual headsails, a 108-percent working jib, and an off-wind reacher, both stationed well forward and controlled by a set of Harken hydraulic furling units. We tested the boat on a less-than-perfect day, with winds hovering in the 5- to 8-knot range. But the light air proved more than adequate to get the easily driven hull moving well. Upwind, once the boat had gathered way and began manufacturing its own apparent wind, the 5300 clocked along at a very respectable 5 to 6 knots. Cracked off, with the jib stashed and the big reacher unrolled, the boat still averaged an impressive 5 knots, basically sailing the same speed as the true wind.

Under power, the 5300’s 106-horsepower Volvo diesel, spinning a fixed, four-bladed propeller via a conventional shaft, was responsive and agile in forward and reverse. The boat was equipped with digital readouts, displayed on the Raymarine E80 chart plotter, for fuel consumption, rpm, tankage levels, and related outputs and functions. It was interesting to note that at 2,500 rpm, the boat made 7.7 knots while consuming 2.33 gallons per hour. But by easing back to 2,400 rpm, the boat still registered 7.4 knots while consuming only 1.96 gph. In terms of efficiency, it seemed like a worthwhile trade-off.

With the exception of the Spinlock clutches and the Lewmar Ocean Series chrome windlass, the Harken theme continues throughout the full winch package, the turning blocks, the mainsheet and traveler, the adjustable sheet leads, and in the company’s Battcar system for the fully battened mainsail. Other notable on-deck features include the custom stainless-steel chocks and cleats, the massive teak caprail, and the voluminous storage capacity in multiple deck lockers. Eight hatches and four dorade vents (with their handsome, matching stainless-steel guards) funnel plenty of fresh air below, and the dedicated chain locker and the adjacent storage locker forward are separated by a fully sealed collision bulkhead.

The sloped companionway ladder provides access to the accommodation plan; at the foot of the ladder lies the large opening floor hatch that gives access to the diesel engine and the optional generator. The 5300 is built on a semi-custom basis, providing owners with endless opportunities to personalize their boats. Large staterooms fore and aft balance most interior plans, including the one on the boat we tested, Luora, owned by Connecticut sailor Jeff Lennox.

It’s worth mentioning that the 5300 is an extended version of the company’s aft-cockpit 5100 but with a different transom extension. The extra 2 feet of length, in concert with the deck-saloon layout, provided Jackett with what seems like an exponential amount of interior volume with which to work, particularly in the owner’s spacious cabin aft and in the central living and entertaining areas at the core of the vessel.

The standard cherry interior is warm and inviting. Every interior plan to date features a sweeping settee to port in the main saloon with an accompanying dining table. On Luora, Lennox opted for a large desk and work area instead of the twin chairs and end table specified in most of the published accommodation layouts. Aft of the large forward double stateroom, Luora also has twin bunks in a separate compartment to port, with a head and shower to starboard. The straight-line gourmet galley is also to port, aft of the main cabin, while a large head occupies the same space on the starboard side.

The one and only criticism of the 5300, if that’s the proper word, is that the systems-rich vessel, with its vast, integrated array of hydraulics, electronics, machinery, a 110-volt AC system, and 12- and 24-volt DC systems, is certainly not a yacht for a novice boatkeeper. Tartan has done a remarkable job assembling detailed handbooks and schematics for virtually every aspect of the vessel, and Lennox had nothing but positive things to say about the builder’s service and support at every stage of Luora’s construction process and commissioning. But he also seemed to be an unusually technically savvy sailor, and the Tartan 5300 deserves, and requires, nothing less.

In the end, after all, it’s a boat with the capacity and potential to voyage to any corner of the watery world. Tartan clearly wanted to make a statement with the 5300, and in doing so, the company has delivered not only a flagship for the brand but also arguably one of the better American-built cruising boats that I’ve seen in the new millennium.

Herb McCormick is a CW editor at large.

The post Tartan 5300 appeared first on Cruising World.

From the nifty double-headsail solent rig on its bow to the stunning drop-down transom gate on its stern, the systems-rich Tartan 5300 is chock full of well-reasoned wonders and surprises.

Not coincidentally, the 5300 sails well, too, as we learned on a day when the breeze never rose above 8 knots and the rangy 53-footer clocked to weather at a respectable 5 to 6 knots under the full-battened main and 105-percent jib. With the boat cracked off as the true wind fizzled to less than 6 knots, we furled the jib and unrolled the big reacher stationed just forward-the second component to that solent rig-and still managed a very respectable 5 knots. I have little doubt that this new design would be well-mannered in a blow.

The 5300 combines a raised saloon with a center cockpit and somehow manages to marry those seemingly contrary elements into a low, clean profile that’s accentuated by the carbon-fiber spar and a Leisure Furl Park Avenue-style boom. Tartan’s epoxy-based, vacuum-infused laminate construction is top-notch, yielding light yet bulletproof hull forms backed by a 15-year no-blister guarantee. If there’s one complaint, it’s that the vast array of hydraulics, electronics, machinery, and related systems can seem slightly overwhelming to the average sailor. (Tartan has addressed that concern with detailed handbooks for each.)

The standard cherry interior comes in an array of accommodation plans, giving an owner endless choices. Most interior layouts are balanced by large staterooms forward and aft; the deck-saloon configuration promotes voluminous space down below, particularly in the central living and entertainment areas at the core of the vessel. Tartan clearly decided to make a statement with its flagship, and in that endeavor, the company has succeeded.

Herb McCormick

Specs

LOA 53′ 0″
LWL 46′ 6″
Beam 16′ 1″
Draft (Beavertail; 6’8″;
centerboard up/down) 5’6″/9’6″
Sail Area 1,387 sq. ft.
Displacement (Beavertail/ 37,226 lb./ centerboard) 38,225 lb.
Water 250 gal.
Fuel 125 gal.
Engine Volvo 106-hp. diesel
Designer Tim Jackett
Price (base) $1,170,000
Tartan Yachts Inc.
(440) 357-7777
www.tartanyachts.com

The post Quick Look: Tartan 5300 appeared first on Cruising World.

Until the late 1960s and early 1970s, a sailboat’s shape and dimensions were largely determined by the rating rule under which it was to be sailed, because most people who sailed also raced. It wasn’t until the late 1970s that cruising became popular enough in its own right that boatbuilders could afford to build boats expressly for that purpose. From that time on, a cruising sailboat’s dimensions and shape have been determined by how its manufacturer perceives its market.

Tartan Yachts has consistently aligned its products to suit the tastes and demands of the times. In the 1960s and 1970s, it built boats attuned to the prevailing racing scene. Today, the firm has identified its customers as wanting a boat for cruising, one able to carry a full load of creature comforts and yet be nimble enough to be fun to sail in club racing; it must also be distinctive in appearance. In the Tartan 3400, the company succeeded so well in blending these requirements that the boat won the 2006 Cruising World Boat of the Year award for Best Production Cruiser from 31 to 36 Feet.

Thirty years ago, the idea of putting a forward double cabin, an aft double cabin, an enclosed head with stall shower, a roomy saloon, a galley, and a stand-alone navigation station in a 34-foot hull would have been preposterous. Today, it’s expected.

You could put a 1967 Tartan 34 inside the new Tartan 3400 and-at the aft end anyway-walk around between the two hulls. What today’s boat loses in intimacy, it gains in amenities-without even gaining any weight-and with it, Tartan Yachts has definitely raised the accommodations ante. Designer Tim Jackett has accomplished this not with mirrors but with freeboard, beam, art, and a few corners craftily shaved here and there.

Part of the art has to do with where and how the corners are shaved, and the rationale for making these choices lies in the design objectives the builder has laid out for the boat. Tartan Yachts presents the T3400 as a cruising boat intended not for hairy-chested ocean passages that would-be cruising sailors dream about but for the more achievable weekend to summer-long jaunts that most real sailors will in real life be able to find or make time for. One thing’s for sure: This boat will let its owners undertake these cruises in fine style.

Tartan, through several ownership and management structures over its four decades of existence, has held its own in a competitive market by carving out a niche and defending it fiercely while employing style, quality, and innovation as its principal armament. Since 2003, Tartan has set itself apart from other series builders by using epoxy resin in the construction of the hull. While it’s more expensive than polyester, epoxy has superior engineering properties that, combined with advanced resin-impregnation and vacuum-bagging techniques and enhanced by post-cure “baking,” permit the builder to achieve a structure of greater strength and reliability and lower weight. By means of a proprietary process, Tartan can lay up the epoxy laminate in a female mold using isophthalic polyester gelcoat as the finished outer surface. Colors other than the standard white are applied using the Awlgrip process.

The Tartan 3400 hull is cored with CoreCell, a superior linear-polyurethane foam, to gain the added rigidity offered by a sandwich structure. The deck is laminated with vinylester resin and cored with balsa, except for stressed areas, where the core is replaced by solid fiberglass, and in way of hardware, which is fastened with machine screws tapped into molded-in aluminum backing plates.

Tartan is also raising the expectation bar with how it addresses the rig. A carbon-fiber mast is offered as standard equipment on the 3400, together with the company’s interpretation of the Park Avenue boom: The carbon-fiber spar is shaped like a celery stick, the mainsail flakes into its trough, and a cover zips closed over the sail. To accomplish all this, the boom is a little large in section and is a little low over the cockpit, but it achieves a tidy harbor stow.

When sailing, ease of handling makes for safer handling, and the Tartan 3400’s sail plan couldn’t be simpler to manage. Mainsail area is reduced from the cockpit by single-line reefing, and the jib is self-tacking-the sheet runs through a block on a traveler forward of the mast, up the mast, back down the mast, through another block and an organizer, and to the cabin-top winch by the companionway. The helmsman can tack the boat simply by turning the wheel, which is handy when working up a narrow channel or if the passengers aren’t engaged in the sailing. Of course, with this arrangement neither the jib sheet nor the mainsheet, which both lead to winches on the cabin top, is within reach of the wheel, but that dilemma could be solved by steering from the companionway using the autopilot.

Under plain sail (main and jib), the Tartan 3400 sails eagerly, even in a zephyr barely strong enough to make ripples on the water’s surface. It feels well balanced and responds instantly to the helm, which is connected to the spade rudder by a Lewmar rack-and-pinion system. To encourage sailing with more gusto when close-reaching or off the wind, the 3400’s headstay is set back from the stem to make room forward for a free-flying reacher on a furler. The added sail area really makes the boat step out, and with a little practice, the sail can be jibed between its own luff and the headstay. It also should be possible, using the coaming winches that come with the reacher package, to figure out a way to sheet the jib to one and the mainsail to the other in a way that would give a singlehanded sailor full control from the helm.

When the wind dies utterly, or when it’s time to motor back to the mooring field, the 27-horsepower Yanmar sail-drive provides plenty of power. Powered up in reverse from a dead stop, the boat develops little prop walk and will readily steer to port or to starboard, which should endear the boat to marina dwellers.

To some extent, the boat’s cooperative attitude in reverse is due to the location of the propeller, which Jackett has ooched farther forward than it might have been by installing the engine backward-courtesy of the saildrive’s adaptability-so that its gearbox end faces forward. Space around it is tight, but most of the service points not revealed by raising the companionway steps are accessible via panels in the aft cabin and the head. Although the engine enclosure is otherwise well insulated, there was no insulation on the drop-out panels, which was probably the reason the level of engine noise belowdecks, though not uncomfortable, was higher than expected. This omission may well have been an oversight on hull number one.

Getting around the deck, whether to set the anchor, to arrange mooring lines, or to attach the main halyard, is a cakewalk. The inboard shrouds are easy to negotiate, the coachroof is an easy step up from the wide side decks, and there always seems to be a foothold or a handhold wherever it’s needed. A tour of the deck reveals details that make a Tartan a Tartan: stainless-steel cleats on stainless-steel fashion plates fore and aft, stainless-steel fairleads set in the teak toerails amidships, stainless-steel-framed deck hatches and portlights, stainless-steel dorade ventilators and their (optional) guardrails.

A good place to take a quick measure of how a boatbuilder handles details is to examine the inside of the anchor locker. Here, at the sometimes neglected extremity of the boat, a close look may reveal rough laminate left unground, raw edges unsmoothed, or a finish coat hastily applied. I discovered no such telltales on the Tartan 3400. All I found was that the forwardmost bolts in the aft bases of the bow pulpit had missed their molded-in tapping plates by an inch (a forgivable margin on the first hull); they’d been secured with separate backing plates-reassuringly, someone at the plant checks these things.

In the cockpit, a ready bin in the port seat back answers the inevitable question, “Where can I put this?” where “this” could be anything from a winch handle to a pair of binoculars, and molded recesses in the coaming tops solve the problem of beer cans spilling their contents. The seating is comfortable, with adequate back support, but I find it discomfiting that the cockpit sole opens directly to the scooped transom. While this makes for easy boarding (with the helm seat removed) and swift discharge of the rare green-water intrusion, I fear that loose items dropped or carelessly stowed-that winch handle or my shoes-might easily be lost to Neptune.

Down below, more Tartan trademarks are in evidence: the rack for the companionway drop boards next to the ladder, the cherry trim and raised-panel cabin and cabinet doors, and the angled bulkheads and partitions that create pleasing vistas while using the interior spaces to their best advantage. Connoisseurs of traditional woodworking will appreciate that the cherry fronts are dovetailed to the drawers.

Jackett has done a sterling job in getting two full cabins, a decent nav desk, a more than adequate galley (though it lacks swinging room for the stove), and a spacious head with a stall shower and a wet-gear locker into 34 feet. The most noticeable corner he’s shaved in doing it is in the saloon, where the settees are a little awkwardly shaped and a mite short for sea berths. There’s also a decided shortage of voluminous storage low in the hull-behind and under settees and in the bilge. That might turn into a blessing if it lessens the temptation to burden the boat with redundant stores.

Access to the bilges is limited, as most of the floorboards are fastened down. Those that aren’t, mainly along the centerline, lift out to reveal substantial “top-hat” structural members (part of the fiberglass inner pan that also forms the base for the cabin furniture up to settee and bunk height) and a feature rare enough in production boats to place on the endangered specs list: a sump for the bilge pumps in the keel stub.

The cast-lead keel is bolted on and is offered in three configurations of deep fin, beavertail with bulb, and keel/centerboard. Tartan says the keels are interchangeable, which could broaden the T3400’s resale market. It’s also conceivable that a U.S. East Coast owner might use a fin keel while cruising New England and switch it out for the beavertail keel when heading south to Florida or the Bahamas.

From the keel up, the Tartan 3400 is full of up-to-date technology and new ideas. But Tartan Yachts set reasonable objectives for the design and so was able to meet them with minimal compromise. The result is a well-rounded, well-made cruising boat that will appeal both practically and aesthetically to sailors with a variety of sailing goals. For that, it won the accolades of the 2006 BOTY panel.

Jeremy McGeary is a Cruising World contributing editor.

Tartan 3400

LOA 34′ 5″ (10.49 m.)
LWL 30′ 5″ (9.27 m.)
Beam 11′ 11″ (3.63 m.)
Draft (fin/beavertail) 6′ 6″/4′ 11″ (1.98 m./1.50 m.)
Sail Area (100%) 573.9 sq. ft. (53.31 sq. m.)
Ballast (fin/beavertail) 3,500 lb./3,700 lb. (1,591 kg./1,682 kg.)
Displacement 10,800 lb./11,000 lb.
(fin/beavertail) (4,909 kg./ 5,000 kg.)
Ballast/D (fin/beavertail) .32/.34
D/L (fin/beavertail) 171/174
SA/D (fin/beavertail) 18.8/18.6
Water 60 gal. (227 l.)
Fuel 25 gal. (95 l.)
Mast Height 52′ 6″ (16.0 m.)
Engine 27-hp. Yanmar
Designer Tim Jackett
Price $150,000
Tartan Yachts
(440) 354-3111
www.tartanyachts.com

The post Tartan 3400 appeared first on Cruising World.

Tim Jackett’s eyebrows seemed raised ever so slightly, and I couldn’t blame him a bit. Jackett is the chief designer and COO of Tartan Yachts, and he was seated beside me as I slid behind the helm of his latest creation-the first Tartan 4300-on a blustery day with gusts in the low 20s last October on Chesapeake Bay. There was a reef in the main, and the 150-percent reacher was set and drawing, and it occurred to me that if I just punched the boat to weather a wee bit, all sorts of truths might be revealed.

As we rolled up from a beam reach to a tight one, things indeed got interesting. Spray began flying, and the heel angle became pronounced. I caught a glimpse of one of Jackett’s associates in the companionway, and forget the raised eyebrows: His peepers were bulging.

But Jackett remained serene, continuing his remarks on the benefits, for performance cruising, of the yacht’s twin forestays, the outer one sporting the aforementioned reacher, the inner one set up with a self-tacking jib. And the boat seemed almost to reflect his mood. The helm was balanced. I had complete control. In many contemporary cruising boats, with their fin keels and blade rudders, this is hardly a given, and round-ups do occur.

At that moment, of course, it all went pear-shaped, though through no fault of Jackett’s or his design: The shackle on the reacher suddenly let go, and the sail tumbled harmlessly to leeward. But the point had been proven, to me at least. The Tartan 4300 is one sweet-sailing ride. And you don’t have to take my word for it-CW’s Boat of the Year judges named it the Best Midsize Luxury Cruiser and the Domestic Boat of the Year.

Why? Let’s start with the rig, a double-spreader Novis Composites carbon-fiber stick that’s light but plenty capable of carrying a load of sail. Jackett is clearly unafraid of piling it on, though he’s done so intelligently, as he’s aware that sail area is a liability if it can’t be controlled; hence the big reacher for off-wind work, which negates the need for spinnakers or asymmetrics, and the self-tending jib for upwind sailing, which makes tacking effortless.

Couple these with a roachy, full-battened main utilizing the sweet Harken Battcar system, which is stashed when furled aboard a Park Avenue-style “pocket boom,” and you’ve got a setup that lends itself well to shorthanded sailing (especially if you go for electric winches).

The counterpoint to that tall spar is the hull and underbody. The 4300’s profile shows a long waterline, minimal overhangs, and the subtlest of sheers. Like all Tartans, the construction for both the hull and deck is a state-of-the-art infused epoxy-composite laminate that’s robust yet relatively light. This allows Jackett to concentrate the weight down low, which of course is another reason that the boat is stiff and steadfast under sail.

There are three keel options: Our test boat had a shallow “beavertail” that’s equipped with a bulb and draws 5 feet 10 inches with 8,775 pounds of ballast; the deep-fin option has a draft of 8 feet 3 inches and ballast weighing 6,750 pounds; the keel centerboard has a board-up draft of 4 feet 10 inches and 9,000 pounds of ballast. Jackett says that performance differences between the three are comparable with sheets eased, although upwind, the deep fin will fare better.

Moving below, there are two accommodation plans. Both feature an impressive owner’s stateroom forward, with a prominent head and shower stall, and a central dining table in the saloon with a big wraparound settee; the portside settee has a pull-out berth extension that converts it to a large double.

The layouts vary in the aft quarters and navigation stations. One model has the fairly traditional twin doubles aft, with the nav station to starboard, opposite the galley. Our test boat, however, featured a single stateroom aft with an athwartships double berth under the cockpit. This is essentially a two-couples layout, one of the benefits of which is a massive storage locker under the port cockpit seat.

This floor plan includes a large, aft-facing desk/navigation area to port, just aft of the U-shaped galley and right at the foot of the companionway. To be honest, at first glance I wasn’t sure what to make of this unusual treatment, where the galley and nav station essentially merge together. But as I sat in the big, swiveling, leather armchair and imagined navigating at sea or addressing paperwork in port-the dedicated spot for a laptop is very nifty-it really began to grow on me. For auxiliary power, the 4300 employs a 56-horsepower Volvo diesel in a saildrive configuration.

There were a lot of other little things on hull number one (some of which were options) that made the 4300 a very cool sailboat, including the cockpit inserts alongside the wheel for stretching out under way, the built-in cockpit drink holders, the excellent belowdecks ventilation (including hatch screens and fans), the manual foot pumps to augment the pressure-water system, the handy door latches, and the excellent engine access.

Of course, being a boat, there were also a few niggling matters, including the dearth of 12-volt outlets and reading lights, a questionable aft (not amidships) placement of the lifeline gates, a low overhead to the aft stateroom, and the rather large-diameter wheel. Don’t get me wrong, I loved the wheel, but I also stand over 6 feet tall. By my very rough calculations, anyone shorter than 5 feet 10 inches may have a tough time peering over it.

All in all, however, I found the Tartan 4300 to be a worthy addition to the fleet of one of the great names in American boatbuilding. I’m not sure Tim Jackett will allow me to steer another one anytime soon, but he shouldn’t worry. Clearly, his boats are tougher than I am.

Herb McCormick is a Cruising World editor at large.

Each time the BOTY judges begin their dockside inspection of a boat, the builder is asked to outline its design brief. In the case of the Tartan 4300, designer Tim Jackett hit the nail on the head when he said that the company’s latest hull is well suited to take a couple on an extended coastal cruise and, on occasion, a sail well offshore.

In fact, by the time our test sail on the 4300 came to an end a couple of days later, our judges concluded that the builder had matched the design brief so perfectly that they had no choice but to name the 4300 as the Best Midsize Luxury Cruiser as well as the 2008 Domestic Boat of the Year.

This is a boat that’s fitted out on deck for serious sailing and below for sumptuous comfort. A solent rig provides a large reacher for off-the-wind performance and a self-tending staysail that makes shorthanded tacking simple. Lifeline stanchions are solid, with fairleads welded to their bases to handle furling lines. The cockpit is well laid out, with large primary winches located close to the helm. The dodger is ample and appreciated in a blow, and a door in the boat’s transom folds down to create a swim platform and a boarding ladder.

Below, the cherry interior woodwork is rich and light. Judge Stacey Collins noted that lights in the aft and forward cabins are ample in number and can be controlled by dimmers to achieve just the right mood for the crew. The nav station at the base of the companionway includes lots of room for instruments and an oversized chair where the skipper can collect his thoughts or join in the conversation in the adjoining saloon.

Under sail in a gusty, 20-knot breeze, the 4300’s motion was steady through the water, and the boat was lively and fun to sail. The only lingering question the judges had once the sails were stowed was “When can we go cruising?”

The post Tartan 4300 appeared first on Cruising World.