SailingMercedes
About sailing and racing Thomas 35 "Mercedes"
- Maintenance
- Sailing World article for Boat of the Year, 1988
- Article in Chicago Tribune in 1991 describing Lindy Thomas' company and the Thomas 35
- Sailing Anarchy forum discussion on the Thomas 35, from 2007
- Thomas 35 specifications on SailboatData.com (Note this is fractional vs. masthead rig.)
- Deck hardware diagram for the Thomas 35
- Basic specifications for how Mercedes is outfitted [Updated August 28, 2021]
4 comments:
Beautiful boat!! Wishing you many happy times on your new adventure!
Wow, what a great boat.
GREAT BOAT, I won the 1989 NOOD in Chicago, beating the designer Eric. Some Exciting Great racing, I just loved the T-35. Great Coverage in Sailing World Mag. September 1989
I learned that Lindy Thomas passed away recently. It's quite a loss to the sailing world.
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- Sailboat Reviews
There are a lot of shortcomings to the 34. But she's well designed and well built, and the price is right.
It may be hard to believe, but it’s been about 25 years since Olin Stephens designed the breakthrough 12 meter sloop Intrepid . Just a year later, he designed the Tartan 34, a keel/centerboard, CCA racer/cruiser, for Douglass & McLeod Plastics, the company that became Tartan Marine.
The CCA was a true racer/cruiser rule. Heavy displacement was encouraged, and keel/centerboarders were treated more than fairly, as the success of designs such as S&S’s Finisterre shows. Even top racing boats had real interiors—enclosed heads, permanent berths, usable galleys. You could buy a boat like the Tartan 34, and given good sails and sailing skills, you could actually be reasonably competitive on the race course. And then a couple could take their racing boat cruising, without a crew.
This was no “golden age” of yacht design, however. Interiors were unimaginative and fairly cramped. Galleys were small, and few boats had such amenities as hot water, gas cooking, refrigeration, and showers—things that are taken for granted today. Navigation stations were rudimentary. Sail-handling gear, by modern standards, was almost a joke. There were no self-tailing winches, few hydraulic rig controls, and roller-reefing headsail systems were primitive. Mylar and Kevlar were off in the future, loran was expensive and hard to use.
Yet some boats from this period, for all their “shortcomings” by modern standards, are classics in the truest sense: the Bermuda 40, the Luders 33, the Bristol 40, the Cal 40. And the Tartan 34.
More than 500 Tartan 34s were built between 1968 and 1978. By 1978 the CCA rule was long gone, PHRF racing was beginning to surge, and the MHS (now IMS) was in its infancy. The Tartan 34 had passed from a racer/cruiser to a cruiser, not because the boat had changed, but because sailboat racing had changed. The Tartan 34 was succeeded by the larger, more modern Tartan 37, a boat of exactly the same concept.
The boats are widely distributed in this country, but there are large concentrations along the North Atlantic coast, the Chesapeake, and in the Great Lakes. You’ll find them wherever the water is shallow.
Read this and weep: in 1970, a Tartan 34, complete with sails, cost about $22,000. By 1975, the price had gone all the way up to $29,000. Today, equipped with more modern equipment, the boat would cost $100,000 to build.
Sailing Performance
The Tartan 34’s PHRF rating of about 168 to 174 is comparable to more modern fast cruisers of similar displacement, such as the Nonsuch 30 and Pearson 31. The boat is significantly slower, however, than newer cruiser/racers of similar length but lighter displacement, like the C&C 33.
Like most centerboarders, the Tartan 34 is quite a bit faster downwind than upwind, and the boat can be run downwind more effectively than a fin-keeler. For example, in only 16 knots of true wind, optimum jibe angle is 173—about 5 ƒnlower than the typical modern fin-keel boat.
Because of her shoal draft, the boat’s center of gravity is fairly high. Righting moment at 1 ƒnis about 630 ft/lbs—some 20% less than a modern fin-keel cruiser/racer of the same displacement. This means that the Tartan 34 is initially more tender than a more modern deep-keel boat.
As first built, specifications called for 4,600 pounds of ballast. That was increased to 5,000 pounds on later models, although the boat’s displacement is not listed by the builder as having increased with the addition of the ballast. We’re not sure where the 400 pounds of displacement went.
The boat originally had a mainsail aspect ratio of about 2 1/2:1, with a mainsail foot measurement of 13′. The mainsheet on this model leads awkwardly to a cockpit-spanning traveler just above the tiller, well aft of the helmsman. An end-of-boom lead was essential because of the old-fashioned roller-reefing boom. This traveler location really breaks up the cockpit.
Although a tiller was standard, you will find wheel steering on many boats. Owners report no particular problems with either tiller or wheel. In both cases, the helmsman sits at the forward end of the cockpit.
With the introduction of the IOR, mainsail area was penalized relative to headsail area, and the main boom of the Tartan 34 was shortened by about 2 1/2′. This allowed placement of the traveler at the aft end of the bridgedeck, a far better location for trimming the main, which was still equipped with a roller-reefing boom.
Neither the base of the foretriangle nor the height of the rig was increased to offset the loss of mainsail area. According to some owners, the loss of about 35 square feet of sail area can be felt in light-air conditions. At the same time, shortening the foot of the mainsail did a lot to reduce the weather helm the boat carries when reaching in heavy air. Some boats with the shorter boom have made up the missing sail area by increasing jib overlap from 150% to 170%, but this lowers the aspect ratio of the sail, costing some efficiency.
We would recommend a compromise on boats with the roller-reefing boom. When the time comes to buy a new mainsail, get a new boom equipped with internal slab reefing, internal outhaul, and stoppers at the inboard end of the boom. If it’s not already there, install a modern traveler on the bridgedeck. Instead of going with either the short or long mainsail foot, compromise on one of about 12′. A modern, deep-section boom would not require that the mainsheet load be spread out over the boom. You could sheet to a single point over the traveler, about 2′ inboard of the end of the boom.
A major advantage of a centerboard is that the lead (the difference in fore-and-aft location between the center of lateral resistance of the hull and the center of effort of the sailplan) can be shifted as the balance of the boat changes. Tartan 34 owners report using the board to ease the helm when reaching in heavy conditions.
Like almost all S&S designs, the Tartan 34 is a good all-around sailing boat without significant bad habits. Owners who race the boat say that she should be sailed on her feet: at an angle of heel of over 20, the boat starts to slow down and make leeway. USYRU’s velocity prediction program disagrees, saying that the boat should be sailed at higher angles of heel upwind and reaching in wind velocities of 14 knots or more.
Since the boat is relatively narrow, the position of the chainplates at the deck edge is not a serious handicap for upwind performance. With single spreaders and double lower shrouds, the rig is about as simple and sturdy as you get. A yawl rig was optional, but most boats are sloops.
Like other auxiliaries of its era, most Tartan 34s are powered by the Atomic 4 gasoline engine. Beginning in 1975, the Farymann R-30-M diesel was an option. Either engine is adequate power for the boat, but it is not overpowered by any stretch of the imagination.
The Atomic 4 is a smoother and quieter engine.
Those Atomic 4s are starting to get old. On a boat you plan to keep for more than a few years, the expense of switching over to a diesel can be justified. The Universal Model 25 is a drop-in replacement for the Atomic 4 in many cases, but check carefully to make sure there is enough room, since the Atomic 4 is one of the world’s smallest four-cylinder engines.
The engine location under the port main cabin settee is a big plus, with one exception: since it’s in the bilge, it is vulnerable in the case of hull flooding. Almost everything else about the installation is good. The engine weight is just aft of the longitudinal center of bouyancy, where its effect on trim and pitching moment is negligible. By disassembling the settee, you have complete access to the engine for servicing and repairs, and you’ll be sitting in the middle of the main cabin, rather than crunched up under the cockpit. The shaft is short, minimizing vibration. There is no external prop strut to cause alignment problems, create drag, and possibly come loose from the hull.
At the same time, clearance between the prop and the hull is minimal, so you can’t go to a much bigger engine and prop. Because the prop is located far forward, the boat is difficult to back down in a straight line, and prop efficiency is reduced because the prop is partially hidden behind the trailing edge of the keel to reduce drag.
Some boats that race have replaced the original solid prop with a folding one, but if you mark the shaft so that you know when the prop is lined up with the back of the keel, the drag of the solid prop should be virtually indistinguishable from that of a folding prop. For best performance under both sail and power, we would choose a feathering prop if we had money to burn.
Original drawings show a 21-gallon gas tank located under the cockpit. Later boats have a 26-gallon fuel tank under the port settee in the main cabin, where the weight of fuel will have minimal effect on trim and pitching.
Construction
Tartan is a good builder, and the basic construction of the Tartan 34 is sound. There are, however, some age-related problems that show up repeatedly on our owners’ surveys. The most common of these is gelcoat cracking and crazing of the deck molding, particularly in the area of the foredeck and forward end of the cabin trunk.
A related problem that some owners mention is delamination of the balsa-cored deck. Modern endgrain balsa coring is pre-sealed with resin by the manufacturer to prevent resin starvation when the core is actually glassed to the deck. A cored deck depends on its solid sandwich construction for rigidity. If there are spots where the core and deck are not completely bonded, the deck will yield in this area. This is what is referred to as a “soft” deck. As the deck flexes, the relatively brittle bond between the core and its fiberglass skin can fail, so that the “soft” areas grow. This is very common in older glass boats.
A very careful survey of the deck should be conducted when purchasing a Tartan 34. This will include tapping every square inch of the deck with a plastic mallet to locate voids or areas of delamination. Minor areas of delamination can be repaired by injecting epoxy resin through holes in the upper deck skin. Large areas of delamination may be cause for rejection of the boat, or a major price reduction.
Another frequently-mentioned problem with the Tartan 34 is the centerboard and its operating mechanism. Unlike many centerboards, this one secures positively in whatever position you set it—it won’t freely pivot upward if you hit a rock. Centerboard groundings are extremely common, as it’s very easy to forget that the board is down.
One construction detail on a boat of the general quality of the Tartan 34 is disturbing. On early boats, through hull fittings consist of brass pipe nipples glassed into the hull, with gate valves on the inside. This is acceptable on a boat used only in fresh water, since there won’t be any galvanic corrosion. In salt water, however, this is an unacceptable installation. Brass pipe contains a lot of zinc, and it will disappear from the pipe nipples and gate valves just like your shaft zincs corrode away. Due to the age of the boats, these fittings should be immediately replaced with proper through hull fittings and seacocks, either of bronze or reinforced plastic.
Many deck fittings are chrome-plated bronze, and particularly on boats used in salt water, the chrome is likely to be pitted and peeling. Fortunately, this is a cosmetic problem, and you can get the stuff re-plated if you really want it to look good.
According to owner reports, the Tartan 34 has had an average number of cases of bottom blistering. That’s pretty good for boats of this vintage.
There’s a lot of exterior teak on the boat, including teak cockpit coamings, forward hatch frame, handrails, and a high teak toerail. On some boats we have looked at the toerail is kept varnished, but it isn’t easy to keep varnish on a piece of teak that periodically gets dipped underwater.
The electrical system is pretty primitive, with a 30-amp alternator, fuses instead of circuit breakers, minimal lighting.
Over the years, most of these boats have added gear such as navigation electronics, more lights, pumps, and probably a second battery. We would carefully examine the electrical system, since pigtailing additional equipment onto a basic system can result in horrible installations.
If you want three-cabin interiors and condo-like space, you’re not going to like the interior of the Tartan 34. This is not a floating motor home. It is a sailboat, and it has an interior layout that is as traditional as they get.
There is no pleasure-dome owner’s cabin, shower stall, or gourmet galley. Even the nav station is rudimentary—a drop-leaf table at the head of the quarterberth.
There are fixed berths for five in the original arrangement and the port settee extends to form a double. In later boats, lockers outboard of the port settee were replaced with a pilot berth. This may be a better arrangement for racing, but you don’t need that many berths for cruising.
We wouldn’t want to spend more than a weekend on the boat with more than four adults, and we wouldn’t cruise for a week or more with more than two adults and two well-behaved children. But then we wouldn’t do that on many boats less than 40′.
On the plus side, all the berths are long, including a 7′ quarterberth. Even the forward V-berths are wide enough at the foot for big people.
Good headroom is carried all the way forward: 6′ 2″ in the forward cabin, a little more aft.
The cabin sole is pretty much level throughout the boat, except in front of the galley dresser and quarterberth.
The cabin sole is cork, an unusual feature. Cork is a good natural insulator, and provides great traction underfoot. It does, however, absorb dirt and grease, and it’s difficult to keep clean.
Interior finish is typical of boats of this period: pretty drab, pretty basic. There are no fancy curved moldings and rounded laminated door frames. The original finish in early boats is painted plywood bulkheads with oiled teak trim. You can dress this up a lot by varnishing the wood trim. On later boats, the main bulkheads are teak-faced plywood, while the rest of the flat surfaces are white laminate.
There is a drop-leaf main cabin table, covered with wood-grained plastic laminate. Whoever invented wood-grained plastic laminate should be consigned to an eternity of varnishing splintery fir plywood with a foam brush on a foggy day. We’d rather see an acre of white Formica than a square foot of wood-grained plastic laminate, no matter how “real” it looks.
Because the fuel tank, water tanks, and engine are located under the main cabin settees, there’s no storage space in these areas. Storage space in the rest of the boat is good, although hanging space for clothes is limited.
Water capacity is 36 gallons. This is inadequate for a boat that will cruise for more than a week with two people.
Like most boats from this period, the galley is small, consisting of a two-burner alcohol stove, an icebox with mediocre insulation, and a single sink. Original specifications called for a stove with no oven. Many boats by now have been upgraded to more modern cooking facilities—a must if you plan any real cruising.
The icebox is large, tucked under the starboard cockpit seat, and accessible from both the galley and the cockpit. It is difficult to reach into the box from the galley, since you have to stretch over the sink, and it has a vertical door rather than a horizontal hatch.
Conclusions
Given the shortcomings of boats such as the Tartan 34, why would you want one? There are lots of reasons. The boat is well-designed and well-built. With modern sailhandling equipment, two people can easily manage the sailing, and the boat will be reasonably fast.
The boat is seaworthy, the type of boat we’d choose for cruising someplace like the Bahamas. With minor upgrading, she is suited to reasonable offshore cruising.
Oh, yes, don’t forget. This is a good-looking boat, a real classic. With freshly-painted topsides and varnished teak, she’ll still turn heads anywhere. And that means a lot to a real sailor.
RELATED ARTICLES MORE FROM AUTHOR
I have sailed my 1974 Tartan 34 C solo from New Port , RI to Culebra, PR. I am going to haul out my boat at Isleta Marina in Fajardo PR, to repaint my bottom and above water line. I broke off the bottom 2 feet of the swing keel a couple of years ago, so hoping to find a used swing keel to replace it. A new one from Tartan mfg cost $2,800. I look forward to taking the boat down through the leeward & windward islands winter season 2022. I enjoyed your review of the Tartan 34 C.
Hello Leslie: I own a Tartan34C also…………I bought it new in 1974 hull#269, although it has a 1973 date on hull. I still have it and I think I am going to use as a coffin……..yes….. I am an old bastard. It has been a terrific boat. I wish it did not have all of the teak trim…..to much time to maintain it……but that’s what makes it look good. Has the atomic 4 and I have rebuilt it two times. Good motor…….simple!!!!!!! Sounds like you are having a good time……HAVE FUN!!!!!!!!!! Jeff White PS……raced it many years ago…….1st Annapolis to Bermuda mid 80’s ……3rd Annapolis to Newport the first year race open to PHRF. Lots of Chesapeake Bay racing.
I crewed a 34 several times in the early 70’s. Previously the I-LYA Sears quarter final winning skipper in 1968, in a new club owned Thistle my Dad and I picked up that July at the original Douglas & McLeod works in Grand River OH. Our family then owned a D&M Highlander built of molded mahogany ply in the autoclave process. Only in this past year or two was the D&M business sign taken off the building, 90 minutes from our house and across the street from our periodic visits to Brennan’s Fish House. My crewing on the 34 included stints at the helm in moderately rough weather and I’d love to finish my sailing years on one if all the stars aligned for us to buy and maintain one today. Incidentally, in 1970 that new purchase price was about 2 1/4 times US median family income. By this article’s 2021 date, the article’s quoted new purchase price was down to only 1.48 times US median income.
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Tartan 335 Details
The all-new Tartan 335 promises to not only be a head turner - below lies a modern hull shape that will deliver the performance of much larger, run of the mill production sailboats. Seattle Yachts is proud to be your Tartan dealer in the Pacific Northwest, California, Florida, and much of the east coast. Contact us today to learn more about all Tartan Yachts models and available inventory.
About The Tartan 355
There is something about colored hulls that accentuate the beauty of a sailboat. At Tartan, we tend to deliver boats of every color. New owners dream about colors that to his or her mind’s eye will give them a boat that they simply have to give one last look as they leave her dock or mooring. Whether she’s finished in your favorite color or crisp white with contrasting boot and cove, the new Tartan 335 promises to be the next Tartan head turner.
Tartan designs embrace contemporary North American styling, state of the art materials and boat building practices. Just the right amount of spring to the sheer line, a purposeful bow profile and a classic transom, complimented by a deckhouse and cockpit coamings with sweet sweeping lines are some of the key design cues that are unmistakably Tartan.
But on a Tartan, beauty is more than skin deep, below lies a modern hull shape that will deliver the performance of much larger, run of the mill production sailboats. A long waterline and a sea kindly hull shape will deliver the well-mannered sailing performance that has long been at the root of the appreciation that discerning sailors have for Tartans.
Equally important, Tartan’s hulls and decks are meticulously laminated using unidirectional e-glass, low density coring and infused under vacuum with modified epoxy resin. This focus on industry leading materials and processes results in composites that are stronger, lighter, and stiffer than traditional polyester laminates and allow the 335 to sport a high-performance indicating displacement to length ratio of 153.
The Tartan 335 CCR (Cruise Control Rig) sail plan benefits from Tartan’s unique ability to equip all its sailing yachts with carbon masts, and booms. Its sister company, AMP Spars creates carbon fiber masts, booms, rudder posts and steering pedestals in its proprietary closed mold, auto clave manufacturing process. There is simply no better use of carbon on a sailboat than in these key performance enhancing components.
The 335 mast comes in 50% lighter and has a lower center of gravity, yet is stiffer, stronger, and safer than an aluminum mast. The weight savings in these components along with those of the advanced hull and deck laminations allow the 335 to carry a lofty sail plan, producing race boat like sail area to displacement ratios of 21.7 upwind with the self-tacking jib and 31.1 off wind when flying the easily deployed, furling, masthead, sprit mounted 155% reacher. Similarly, the 335’s carbon rudder post can be engineered to be stronger than a stainless-steel post yet weighs less than half of its metal counterpart.
It’s comforting to know that the 335 rudder is stronger than steel. Although less obvious, the elegantly molded carbon fiber steering pedestals come in at a feather light 5 pounds each, compare that to the standard fare of heavy aluminum fabrications. The 335 further enhances its performance pedigree with very low center of gravity, cast lead keels. Whether a deep fin for optimum upwind sailing or Tartan’s long standing Beavertail bulb shoal draft keel, both provide the stability to balance the generous sail plan in all conditions. Simply stated, Tartan’s commitment to great building practices allows design features that help the new 335 deliver un-matched performance.
The 335 deck design is a refinement of her Tartan sisters, with proper emphasis placed on crew comfort, secure movement on deck, proper ventilation, convenient sail controls and generous storage.
The cockpit features sleeping length cockpit seating with tall, ergonomically shaped seatbacks.
Cockpit seat hatches that extend to the top of the cockpit coamings provide great access to the large cockpit lockers below. The helm seats are also fit with hatches for additional storage and access to two 11-pound propane cylinders. New for Tartan is a large molded well in the center of the cockpit, fit with a gasketed hinged hatch.
The space can be used for convenient access to a large storage area that will house cruising necessities like folding bicycles, roll up SUP, and other large items. If having air-conditioning at anchor is a requirement, the center storage area is a great place to mount a generator. Another Tartan first is an optional, recessed stainless steel drawer refrigerator for conveniently located cold refreshments. The twin wheels provide great sight lines when sailing or motoring and allow easy access aft to the hinge down swim platform with telescoping swim ladder.
The mainsheet and self-tacking jib sheets are within easy reach of the helm, satisfying the sail tweaker in all of us. Aft of the helm you can take a perch on the port and starboard stern rail seats, with ample room to sit without interfering with the helmsperson.
The main halyard, reef lines and other sail controls are led through rope clutches to the starboard housetop winch while the self-tacking jib halyard and reacher halyard are led through rope clutches and stored at the mast after the furling foresails are set. Leaving the cockpit and heading to the foredeck, you will notice uncluttered, wide side decks, properly placed hand holds, secure lifelines and raised toe rail, making movement on deck secure and safe.
At the bow, a proper anchor roller and anchor locker make handling the ground tackle a routine operation, add an electric windlass and it becomes effortless. A hallmark feature of all Tartans is the attention given to cabin ventilation and the 335 is no exception. She boasts six large opening portlights, 4 opening deck hatches and a large Lexan sliding companionway hatch. The 335 deck design checks all of the boxes for comfort, safety and functionality.
The Tartan 335 interior layout might best be described by today’s residential trend of an open concept.
The layout will provide very comfortable on board accommodation for a cruising couple with the occasional need for sleeping arrangements for a guest or two. Starting at the bow, the V-berth is people sized for a couple, 6’ 4” long and 6’ wide at the aft end and fit with a pillow top, pleated mattress for at home comfort. The berth is flanked by upper storage cabinets and a hanging locker to port and shelved locker to starboard. Beneath the berth there is a bank of drawers for additional convenient storage.
Moving aft, the main cabin settees are deep and long, with storage outboard and in the upper cabinets at the aft end. The settees will provide extra sleeping bunks for guests, or perhaps the grand kids, fit them with lee clothes and they will also function as secure sea berths when underway. A compact drop leaf table provides a social area for dining or just relaxing. The head, aft and to port of the companionway is generously proportioned with a semi stall shower with seat at the forward end.
The sink is part of an integral wrap around, Granicoat molding and includes a large locker outboard to house necessary toiletries, and with additional utility storage below.
The standard marine head is plumbed to a Y-valve with direct overboard discharge available when offshore and the holding tank is fit with a macerator pump for offshore discharge as well. A long lost but welcome feature is a dedicated wet locker space aft of the head for wet foul weather gear. All details of the head and shower are executed in easy to maintain surfaces. Aft and to starboard is the well-appointed galley. The countertops and the deep sink are molded in an available range of Granicoat, these are lightweight composite laminates that further show Tartan’s dedication to luxury but always with an eye towards weight savings and performance. A two burner LPG cooktop sits over a stainless steel, drawer style refrigeration unit. The extensive cabinetry above provides plenty of storage space for cruising supplies and forward of the stove is a deep, pull-out pantry that runs on super smooth stainless steel drawer slides. The 335 will make a great day sailer and a great couple’s cruiser.
Northwest 52 Details
| Length Overall: | 33' 6" |
| Length at Water Level: | 29' 2" |
| Beam: | 10' 11" |
| Max Draft: | 6' (Deep Fin) |
| Displacement: | 9,000 lbs. (Deep Fin) |
| Fuel Tank Capacity: | 25 gallons |
| Water Tank Capacity: | 40 gallons |
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Sailboat Review: Tartan 365
- By Mark Pillsbury
- June 15, 2023
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
| LOA | 36’6″ |
| LWL | 31’1″ |
| BEAM | 12′ |
| DRAFT | (deep/beavertail) 6’6″/4’11” |
| SAIL AREA | 703 sq. ft. |
| BALLAST | 4,250 lb. |
| DISPLACEMENT | 12,1875 lb. |
| D/L | 191 |
| SA/D | 20.5 |
| WATER | 60 gal. |
| FUEL | 35 gal. |
| HOLDING | 30 gal. |
| MAST HEIGHT | 58’0″ |
| ENGINE | 30 hp Volvo, saildrive |
| DESIGNER | Tim Jackett |
| PRICE | $450,000 |
| WEBSITE |
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.
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TARTAN THOMAS 35 similar search results:
DUFOUR 32 CLASSIC
BAVARIA 30 CRUISER
JEANNEAU SUN ODYSSEY 35
The tartan thomas 35 shown below has been sold:, tartan thomas 35.
Sales information
- De Valk Hindeloopen The Netherlands
- +31 514 52 40 00
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Broker's comments.
Meet the T35 - Thomas Marine's solution to the dilemma of combining racing performance with cruising accommodations at an affordable price. If you've sailed only racers you've known the discomfort from the lack of amenities. If you've sailed only cruisers, you've felt the frustration of their performance. The Thomas 35 is the answer: a state of the art design with high performance capabilities wrapped around a practical, comfortable interior.
| 10,80 x 3,55 x 2,00 (m) | ||
| grp | ||
| 1990 | ||
| 1 x Yanmar 3gm30f Diesel | ||
| 27 (hp), 19,85 (kw) |
| at sales office | ||
| De Valk Hindeloopen | ||
| sold | ||
General - TARTAN THOMAS 35
GRP sailingyacht, Tartan Thomas 35 ''Allegria'', built in 1990, dim: 10.80 (lwl 9.15) x 3.55 x 2.00 m., headway approx 18,50 m, hull number 21, built by Tartan Yachts - USA, designed by Tim Jackett, classification A, GRP hull, deck and superstructure, 6 Lewmar opening ports in the superstructure and 2 in the cockpit, 2 Lewmar deckhatches, dark blue round-bilged hull, finkeel, displacement approx. 5 tons, ballast approx 2 tons, fueltank approx 95 ltrs (in a stainlessteel tank), freshwatertank approx 273 ltrs (in a stainlessteel tank.), sumptank approx 50 ltrs (grp), tiller steering with a wood laminated tiller.
Accommodation
Classic teak interior with blue upholsterry, Teak and holy floorboards, headroom approx 1,90 meter, 1 cabin in the front with a double and 2 lockers, port fw is the head with manual Groco toilet, 23 lockers above and 1 locker under the worktop with single washbowl and a shower. port and starboard in the saloon are sofas to be used as beds aswell as a folding backboards to create another 2 on top of the sofas, together with the port and starboard aft 2 wide beds makes a total of 8 sleeps possible. starboard is the navstation and port the triangular shaped galley with worktop with single washbowl, 1 locker above and one locker under, electric and manual waterpressure system, hot water via boyler heated on main engine, Origo 6000 2 burner gas stove with oven and grill, icebox.
Yanmar 27 hp (20 kW) diesel engine, model 3GM30F, number 09729, built in 1990, direct coolingsystem, machanical gearbox, saildrive, 2 bladed bronze folding propellor, 2 manual bilgepumps, electric system 12/110/200 V, shore power with earth breaker, 500 W invertor, 2 x 77 ah batteries, sockets for 220 and 12 Volt
2 x Ritchie magnetic powerdamp bulkhead compasses in the cokpit, clipper depthsounder, Clipper Log, Autohelm Tiller for the autopiloot, VDO cd123 radio/cd-player.
boardingladder, fenders & lines.
Sloop-rigged, keel stepped aluminium Selden aluminium mast with 2 sets of swept aft spreaders and a diamond, Rod rigging, Doyle dacron full battened mainsail, North Kevlar Mylar 150% Genoa I, North Kevlar 138% Genoa II, North .75 oz spinnaker, slab reefingsystem, manual hydraulic backstayadjuster, francespar rodkicker, 6 Harken winches: 2 x type 42.2 2 speed non selftailing on the coachroof, 2 x type 32 2 speed selftailing halyard winches on the coachroof, 4 x 2 spinnlock stoppers, spinnakerboom, jockey pole, Harken mainheet and tracksystem, Harken genoa tracks, Tuffluff headsailsystem,
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IMAGES
COMMENTS
Find Tartan 3500 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Tartan boats to choose from.
Tartan. At present, Tartan, a yacht brand has 101 yachts available for purchase on YachtWorld. This collection encompasses 30 newly built vessels as well as 71 pre-owned yachts, with all listings, handled by boat and yacht brokers, primarily concentrated in United States, Canada, Greece, Mexico and Portugal. The selection of models featured on ...
35.21 ft / 10.73 m: LWL: ... Tartan Marine: Download Boat Record: Notes. Shoal draft ('beaver tail'): 4.83'. Sailboat Forum. ... it will vary with the weights of fuel, water, stores and equipment. A boat's actual draft is usually somewhat more than the original designed or advertised draft. For boats with adjustable keels (centerboards ...
Tartan preowned sailboats for sale by owner. Tartan used sailboats for sale by owner.
Pre-Owned Sailboats for Sale. When you are ready to become a Tartan owner and discover the Tartan Difference firsthand, start your search here. Tartan Refit Program. New! Repair. Restore. Renew. Renovate. Let's transform your Classic Tartan. The New 455. Tartan is re-defining performance cruising … again.
Tartan 3500 is the synthesis of the modern family boat. By Bob Perry. September 12, 2000. The newest Tartan is another Tim Jackett design aimed at all-around family comfort and performance. With modern good looks and the promise of performance to match, this 35-foot sloop may be the best synthesis of both American and European design approaches.
The new Tartan 365 is designed to move at a pace unexpected by her competition. Once below, the richness of solid stock cabinets, luxury of custom upholstery, and comfort of properly-designed cabins and furniture remind you why you wanted to come aboard in the first place. Tartan Yachts has created another unmatched jewel.
Choice. It's a wonderful thing. or call 443.888.9190. Tartan 3500. Designed by Tim Jacketto to be a well-mannered, firm and able sailing vessel, the Tartan 3500 delivers performance. Her moderate beam and powerful ends, linked with either the deep fin or the optional beavertail keel provide excellent stability and sail-carrying ability.
Find Tartan Yachts for sale in Michigan. Offering the best selection of Tartan Yachts to choose from. ... St. Clair Sailboat Center | Saint Clair Shores, Michigan. Request Info; 1985 Tartan 3000. US$19,995. Sail Place Inc | Muskegon, Michigan. Request Info; Sponsored Boats | related to your search. 2023 MasterCraft NXT23. US$127,646.
6.8'. Michigan. $68,000. Description: Thomas/Tartan T35 Quality Built. Fresh Water Luxury Cruiser/Racer with Safety, Comfort, Speed and Value. Equipment: Wheel Steering, Newer Harken Jib Furler, Harken Self-Tailing Winches (6). Refrigeration, Hot Water Sinks/Shower, Teak Wine Glass and Bottle Cabinets.
The Tartan 3500 is a 35.21ft masthead sloop designed by Tim Jackett and built in fiberglass by Tartan Marine since 1993. The Tartan 3500 is a light sailboat which is a good performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. It looks like this boat is not adapted to your usage.
T he idea and design specifications for the Thomas 35 were conceived by Lindy Thomas - a Chicago business entrepreneur and winning Tartan Ten sailor. He commissioned Graham & Schlageter - marine architects based in Chicago - to design the boat, and Tartan Yachts - near Cleveland, Ohio - to manufacture them.
The Tartan 34 was succeeded by the larger, more modern Tartan 37, a boat of exactly the same concept. The boats are widely distributed in this country, but there are large concentrations along the North Atlantic coast, the Chesapeake, and in the Great Lakes. ... According to some owners, the loss of about 35 square feet of sail area can be felt ...
Tartan 335 Details. The all-new Tartan 335 promises to not only be a head turner - below lies a modern hull shape that will deliver the performance of much larger, run of the mill production sailboats. Seattle Yachts is proud to be your Tartan dealer in the Pacific Northwest, California, Florida, and much of the east coast.
Start your search for a Tartan yacht here. Every Tartan sailboat model has been engineered to provide every Tartan owner with the high-quality performance, hand-crafted interiors, and innovative design that are unique to Tartan Yachts. Whether you intend to set sail with family or partake in a race, you will experience the unparalleled strength ...
1993. 35'. 11.5'. 6.8'. Michigan. $54,500. Description: PRICE JUST REDUCED! Designed by Graham & Schlageter, this masthead rigged performance racer/cruiser offers a lot of cruising comfort in a race winning design.
During sea trials on Chesapeake Bay, the handsome, rugged, Tim Jackett-designed Tartan 365 shows the judges why its 2023's Best Midsize Cruiser. By Mark Pillsbury. June 15, 2023. In conditions befitting a bluewater cruiser, the Tartan 365 was the perfect ride to top off a week filled with memorable sailing and boats. Jon Whittle.
Tartan is a boat builder in the marine industry that offers boats for sale in a range of sizes on Boat Trader, with the smallest current boat listed at 26 feet in length, to the longest vessel measuring in at 53 feet, and an average length of 37 feet. Boat Trader currently has 52 Tartan boats for sale, including 24 new vessels and 28 used boats ...
Well maintained club racer/cruiser that's fast, efficient with ergonomic cockpit lay out that seats up to 8. She's a premium build with every cabin amenity available at the time of her production. Always fresh water sailed and truly a turn key boat. Equipment: gps, depth, wind, vhf, speed/direction, stereo, furler, lazy jacks, auto pilot ...
General - TARTAN THOMAS 35. GRP sailingyacht, Tartan Thomas 35 ''Allegria'', built in 1990, dim: 10.80 (lwl 9.15) x 3.55 x 2.00 m., headway approx 18,50 m, hull number 21, built by Tartan Yachts - USA, designed by Tim Jackett, classification A, GRP hull, deck and superstructure, 6 Lewmar opening ports in the superstructure and 2 in the cockpit ...
1989. 35.42'. 11.5'. 6.83'. Illinois. $35,900. Description: Well maintained club racer/cruiser that's fast, efficient with ergonomic cockpit lay out that seats up to 8. She's a premium build with every cabin amenity available at the time of her production.
35.42 ft / 10.80 m: LWL: ... Tartan Marine: Download Boat Record: Notes. Also promoted as T-35. ... Latest Topics: Be the first one to create a topic + Calculations Help. SA/Disp.: A sail area/displacement ratio below 16 would be considered under powered; 16 to 20 would indicate reasonably good performance; above 20 suggests relatively high ...
Discover your dream boat. 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. ... 35 / 184 36 / 184 37 / 184 38 / 184 39 / 184 40 / 184 41 / 184 42 / 184 ...
Thomas 35 is a 35′ 5″ / 10.8 m monohull sailboat designed by Graham & Schlageter and built by Tartan Yachts starting in 1988. Great choice! Your favorites are temporarily saved for this session.