tartan 34c sailboat data

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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 34 C

Tartan 34 C is a 34 ′ 4 ″ / 10.5 m monohull sailboat designed by Sparkman & Stephens and built by Tartan Yachts between 1968 and 1978.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

S&S Design No. 1904. The letter “C” has been adopted on the used boat market, “classic”, identifying it as the first 34 from Tartan. The second TARTAN 34, which is also a S&S design, is commonly referred to as the TARTAN 34-2. There was an option (rarely selected) to substitute a pilot berth for the cabinet storage to port, over and outboard of the dinette.

The foot of the mainsail was shortened from the original design at least twice to improve balance and/or to lower it’s IOR rating. Hull 125 and later: E = 12.0’ Hull 200 and later: E = 10.5’ (displayed here) A yawl rig was advertised as an option.

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Tartan 34 c

The tartan 34 c is a 34.42ft masthead sloop designed by sparkman & stephens and built in fiberglass by tartan marine between 1968 and 1978., 525 units have been built..

The Tartan 34 c is a heavy sailboat which is a reasonably good performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a very short water supply range.

Tartan 34 c for sale elsewhere on the web:

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The Tartan 34 Sailboat Specs & Key Performance Indicators

The Tartan 34 is a classic sailboat designed by Olin Stephens of Sparkman & Stephens and built by Tartan Marine in the USA.

It is a centreboard cruiser/racer that was influenced by the CCA rule and the success of Finisterre , another S&S design. The Tartan 34 has a reputation for being well-designed, well-built, and reasonably fast, especially downwind.

The Tartan 34 shown here is a 34C indicating that she is a 34 'Classic', the first of the 34's. Two further versions followed, the 34-2 and the 3400. The 3400 was later renamed the 345.

The following specs and data relate to the 34C.

Published Specification for the Tartan 34

Underwater Profile:  Centreboard keel with rudder on full skeg

Hull Material:  GRP (Fibreglass)

Length Overall:  34'5" (10.5m)

Waterline Length:  25'0" (7.6m)

Beam:  10'2" (3.1m)

Draft:  8'4" (2.5m)

Rig Type:  Masthead sloop

Displacement:  11,200lb (5,080kg)

Designer:  Sparkman & Stephens

Builder:  Tartan Marine (USA)

Year First Built:  1968

Published Design Ratios for the Tartan 34

1. Sail Area/Displacement Ratio:  16.9

2. Ballast/Displacement Ratio:  44.6

3. Displacement/Length Ratio:  320

4. Comfort Ratio:  28.3

5. Capsize Screening Formula:   1.8

Read more about these  Key Performance Indicators...

Summary Analysis of the Design Ratios for the  Tartan 34

1. A Sail Area/Displacement Ratio of 16.9 suggests that the Tartan 34 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 44.6 means that the Tartan 34 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 320, tells us the Tartan 34 is clearly a heavy displacement cruising boat. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. Not an ideal choice for coastal sailing, but she'll come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 28.3 suggests that crew comfort of a Tartan 34 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not encouraging news for anyone prone to seasickness. 

5. The Capsize Screening Formula (CSF) of 1.8 indicates that a Tartan 34 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Any Questions?

Is the Tartan 34 still in production and, if not, when did production end and how many of these sailboats were built?

The Tartan 34 is not in production anymore. Production ended in 1978 after 10 years and more than 500 boats were built.

What is the history of the builders of the Tartan 34 and is the company still in business?

The builders of the Tartan 34 were Douglass & McLeod Plastics, which later became Tartan Marine. The company was founded in 1960 by Charlie Britton and Gordon Douglass in Grand River, Ohio. They started by building fibreglass dinghies and then moved on to larger sailboats, such as the Tartan 27 and the Tartan 34. The company is still in business today, although it has changed ownership several times. It is currently owned by Tim Jackett, who also designs most of the new models.

What keel options are available for the Tartan 34?

The Tartan 34 has a keel/centreboard configuration, with a fixed ballasted keel and a retractable centreboard that can be raised or lowered by a pennant line. The original keel had a draft of 3'11" with the centreboard up and 8'4" with the centreboard down. Some boats have been modified to have a deeper fixed keel (4'5") or a shallower fixed keel (3'3"). The centreboard can improve the upwind performance and stability of the boat.

What is the Tartan 34 like to sail?

The Tartan 34 is generally considered to be a good sailing boat, with balanced helm, good speed, and comfortable motion. It performs well in light to moderate winds, but can also handle heavy weather with reefing and proper trim. It is especially fast downwind, thanks to its long waterline and centerboard. It can tack through about 90 degrees and point fairly high when close-hauled. It is also easy to handle by one or two people, with simple rigging and sail controls.

What is the average cost of a secondhand Tartan 34?

The average cost of a secondhand Tartan 34 depends on the condition, equipment, and location of the boat. According to YachtWorld.com , the current asking prices for Tartan 34s range from $19,730 to $47,274, with an average of $27,386. However, the actual selling prices may be lower or higher, depending on the negotiation and the market.

What other sailboats have been created by the designer of the Tartan 34?

The designer of the Tartan 34 was Olin Stephens, one of the most influential and prolific yacht designers of the 20th century. He was a partner of Sparkman & Stephens, a naval architecture firm that designed hundreds of sailboats, ranging from dinghies to superyachts. Some of his most famous designs include Dorade , Stormy Weather , Finisterre , Intrepid, Courageous, Freedom , and Bolero .

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

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Tartan Classic: T34C

T34 design dims

Tartan 34C Hull Drawing(faded)

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The result, the Tartan 34C (C for “classic”), was a success by any yardstick, with 525 boats built between 1967 and 1978. The T34C was introduced in December of 1967 and in the Southern Ocean Racing Conference’s 1968 race a T34C won her class. The boat has gone on to win numerous offshore races, including the Port Huron-Mackinac and the Marblehead-Halifax races, among many others. At least one circumnavigation and too many Atlantic and Pacific passages to list easily have been done by T34C sailors.

Commonly thought of as a sloop, there were 25 T34Cs built as yawls. After a fire in January 1971 destroyed all the T34C molds, new ones were “splashed” using a Tartan employee’s boat. The Tartan 34 had its design antecedents in S&S design number 1786, Deb, in 1964, now sailing as Sunstone and owned by Tom and Vicky Jackson, an English couple whose exploits as world cruisers are familiar to readers of this, and other, sailing magazines. Deb, 38 feet long, was followed two years later by design number 1873, the Deb 33-Class. The lines of both boats are strikingly similar to those of the T34C, design number 1904, in 1967.

The design certainly merits the appellation of “classic.” Blessed with a sheer that is just right, overhangs that fulfilled not only the CCA rules of the time (which tended to favor heavier, keel center-boarder boats) but also lent an air of grace to each end, the T34C is an attractive boat by most standards. The boat’s inherent good looks and its good sailing manners have made it the sort of boat that owners keep, cherish and restore.

The rig went through three changes in boom length in an effort to reduce the boat’s tendency to weather helm. The “E” measurement went from 13 feet, six inches to 12 feet to 10 feet, six inches over the years, but most owners report that the boat can be fine-tuned by adjusting the centerboard, a pivoting steel affair that weighs 65 pounds.

The cockpit, over nine feet long, is spacious and wide; with the factory-standard tiller lifted out of the way, there is ample room for entertaining or just quiet contemplation of a well-earned anchorage.

Going forward, the two-foot wide sidedecks inspire confidence, and the foredeck is roomy enough for sail handling, sunbathing or a small inflatable dinghy. Teak toerails provide good footing, with additional teak on the coachroof handrails and the cockpit coamings.

Down below is where the boat shows its vintage. The galley is small and the standard two-burner alcohol stove barely adequate for cans of Dinty Moore stew. With a beam of 10 feet, two inches, the hull is easily driven, but the price for that is a certain degree of coziness below. The saloon has a table that folds up against the forward bulkhead, and this opens up the area considerably. A small head is to port, with the keel-stepped mast offering a good handhold for users of the smallest room on the boat. The V-berth has, and needs, the insert for the big end, while the little end is truncated nicely, giving more foot room than you might expect. The chain locker is a simple affair, open to the V-berth.

There are three good sea berths, a quarter berth to port in the stern, and the settees, properly straight, offer a berth on port or starboard tack. The port settee has a slide-out panel under the cushions that produces a double bed for use in port, while still allowing room to go forward.

At the base of the companionway steps sits the engine, offset to starboard with the prop angled but placed in the center at the aft end of the keel. This was done to counteract prop walk, and the engine’s low, amidships placement adds to the boat’s stability and allows excellent access. The exhaust is routed through the bulkhead at the forward end of the quarter berth, where the standup chart table is located. The bulkhead extends to the overhead, and, in versions with the Atomic 4, the engine vent blower also runs within it.

With over 500 boats in the fleet, an active and knowledgeable owner’s association and factory support that is a model for the rest of the industry, the Tartan 34C is truly a classic. Prices for used T34Cs are stable, even appreciating, as more sailors learn of the qualities of this boat. In the words of its designer, “there is nothing outstanding or unusual about it; everything just seemed to work well.”

LOA 34’ 5” LWL 25’ Beam 10’ 2” Displ. 11,200 lbs. Ballast 5,000 lbs. Draft board up 3’ 11” Draft board down 8’ 4” Air draft 44’ 9” Sail area hulls 1-124 526.63 sq. ft. hulls 125-200 500 sq. ft. hulls 201-525 473.38 sq. ft. yawl 535.94 sq. ft. SA/D (E=13’ 6”) 16.83 D/L 320 Lbs/in. immersion 909 PHRF 183

Prices range from $10,000 for a 1970 with an Atomic 4 to a fully restored and upgraded 1977 for $32,000

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Author: Blue Water Sailing

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Tartan 34 C - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for Tartan 34 C sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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First impressions I just returned from a little jaunt in my kayak to register my first impression of the Tartan 34, for the umpteenth time. The boat has a springy sheer, a rakish entry and a jaunty stern. Yes, the result is a stubby LWL of 25 feet but it sure looks nice, the way those of us who discovered sailing in the 1960s and 1970s think a boat should look. The trunkhouse is a bit boxy, especially forward, yet it's somehow distinguished. There is no gimmickry in this design, and students of S&S's early fiberglass period will recognize the pedigree. Olin Stephens, in his design comments noted, "There is nothing outstanding or unusual about it; everything just seemed to work well." The coaming boards add a nice visual touch although they do hit you right in the small of the back when seated in the cockpit; ah, details. Below the waterline the 34 features a long, shallow, swept-back fin keel with a centerboard. The story goes that the hull shape was inspired by the S&S America's Cup contender Intrepid. The rudder is fairly well aft and skeg hung. The board up draft is just 3 feet, 11 inches. Displacement is a moderate 11,200 pounds, slightly less than the Morgan 34 and Ericson 35, comparable boats of the day, and the 5,000 pounds of internal ballast corresponds to a 44-percent ballast-displacement ratio. The short waterline produces a displacement-length ratio of 320. Before you scoff, consider that the Tartan 34 was a class winner of the 1968 SORC and other early boats captured the Port Huron-Mackinac race and the Marblehead to Halifax race. The 34 was a thoroughbred in its day and even by way of comparison still performs adequately, especially off the wind. The PHRF rating is around 189.

Construction The hull is solid fiberglass and the deck is balsa or plywood cored. Later Tartans, like the 37 and 41, also used cored hulls. The hull is sturdy, to say the least-a result of the fiberglass construction philosophy that insisted thickness does matter. The layup was not sophisticated and the hulls were resin rich, but there is no disputing that they have held up very well over the years. The hull and deck are joined on an inward flange, bedded and bolted through the teak toerail. The lead ballast is internal, placed in the keel cavity and fiberglassed over. The rudder is fiberglass over foam. The teak-faced bulkheads and furniture facings are tabbed to the hull and few structural issues have been reported. The mast is keel stepped. There is a lot of teak on deck, and depending on the level of maintenance, this can greatly influence the appearance of an old 34.

What to look for During the seven years I have been writing the Used Boat Notebook I have corresponded with many different owners and owners' associations. The Tartan 34 Association ranks near the top when it comes to providing honest information for prospective buyers and its new Web site, which can be accessed through www.tartanowners.org, is excellent. One of the articles that you can download is written by Jack Waddell, who sails hull No. 215 Vixen Hull. Waddell lists several common problem areas to be aware of when purchasing a 34. He noted the centerboard pivot and lever should be checked carefully when the boat is on the hard, there is an access plate on the side of the keel. Over the years these parts wear, making it difficult to raise and lower the board. The 34 centerboard is unique in that it can be locked in position at whatever depth you desire; a great trim feature, although some argue that the board should either be completely up or down only. A locking board also eliminates the kick up action during a grounding, and can result in board or keel damage. The second issue Waddell notes is subdeck delamination. This certainly is not a problem unique to Tartan, many early glass boats with balsa and plywood cores have the same problem. Be sure to sound the decks carefully. Severe delamination will be apparent just from walking around, the decks will feel spongy and creaky. Typical problem areas are around the chainplates, stanchion bases, grab rails, etc. Waddell points out that the spot where the forward edge of the coachroof meets the deck is particularly prone to gelcoat crazing and delamination. What's the cure for deck delamination? If it is minor, it's probably best not worry about it, just make sure any suspect deck fittings are well bedded to prevent any further water penetration. If it is major, it's a big job to tear out the core from below and replace it. Look at other 34s first before tackling this job. Water intrusion in the foam rudder is a common problem as is excessive wear on the lower rudder bearing, so both items should be checked. On the earliest boats the original through-hull fittings were gate valves. These boats also incorporated brass pipes with nipple valves as well. The cockpit scuppers are solid pipes that exit just above the waterline, a bad arrangement. Almost all boats now have seacocks, but if this upgrade hasn't been done, do it immediately. Leaks in the aluminum fuel and fiberglass water tanks are also potential problems. Fortunately the tanks are easy to get to under the port and starboard settees, making repairs or replacement possible without major surgery to the interior.

On deck While in many ways the 34 is a small boat, certainly by modern standards, the 9-foot, 3-inch-long cockpit is quite spacious and arguably the boat's best feature. Tiller steering was standard and is still common although many boats also came from the factory with wheel steering or have been converted. Tillers leave the cockpit less cluttered and feel good under sail. If the boat has a pedestal and wheel, it is quite far forward, which allows the helmsman to tuck under the dodger. Winch islands to port and starboard are well placed for shorthanded sailing, making the 34 easily handled alone or by a couple. A substantial bridgedeck keeps green water from sloshing below and there is a lazarette seat inside the aft coaming. Early boats led the mainsheet aft, an inefficient and cumbersome arrangement that also served to crowd the helmsman. Most 34s have refitted a traveler just aft of the bridgedeck. This became a standard arrangement when the boom was shortened slightly in the early 1970s to make the boat rate better under the emerging IOR rule. Ironically, while the loss of a small amount of sail area doesn't help the 34's light-air performance, shortening the boom did relieve the excessive weather helm. A roller-reefing boom was also standard, although you'll likely find most 34s with some version of slab reefing. The side decks are wide and easy to navigate. Grabrails along the coachroof are well placed. The single spreader mast has an air draft of just under 45 feet. The narrow 10-foot, 2-inch beam allows for tight sheeting angles when beating. Deck fittings were typical of the period, with some being chrome. However, most have been replaced with stainless.

Down below Typical of 1960s era boats, there is not a lot of elbow room down below. Still, not everybody wants a boat with two double cabins and a stall shower. The Tartan 34 interior is functional and includes good sea berths and well-placed handholds. It also has a very classy aura with its teak finish. While the Tartan plaid cushions are like rings on a tree stump, accurately dating a boat, they're easy to change. The original cabin sole is cork, which provides good nonskid but also holds dirt. The small space is offset by a full 6 feet, 2 inches of headroom that is carried all the way into the forward cabin. The interior plan includes a V-berth forward with a hanging locker to starboard and the head opposite. The saloon features opposing settees, each with a built-in lee board and a bulkhead mounted table. The starboard settee stretches under the bureau and the raised back support is not particularly comfortable. Although on some early boats the fuel tank was located under the cockpit sole, most 34s have a 26-gallon aluminum tank under the port settee. A 36-gallon fiberglass water tank is under the starboard settee. The port side settee is L-shaped and encloses the engine, which is positioned on the centerline. This added settee seems a bit misplaced but you can't beat the engine access. The small galley is to starboard. A two-burner alcohol stove was standard, although many boats will have been upgraded to either a nonpressurized alcohol system or propane, and there is enough room to retrofit a small stove and oven. The icebox tucks up under the bridgedeck and has a handy access hatch in the cockpit. A small sink faces aft. The quarterberth to port is good sized and makes another sea berth as well. A fold-up countertop serves as the chart table, and the seat is the head of the quarterberth. A simple electrical panel is located nearby.

Engine The original engine was the ever popular Atomic 4. Late in the production run a 25-horsepower Farymann diesel became an option but not a popular one. However, many boats have retrofitted diesels, which are safer, more fuel efficient and usually provide more punch. The Westerbeke 30 and Universal 25s are common replacements. Engine access beneath the L-shaped settee in the saloon is terrific.

Under way The primary reason the Tartan 34 is considered a classic is because of the way it sails-the boat handles well in a variety of conditions. Although many of Olin Stephens' designs are known as demons to weather, the 34 also shines off the wind, a typical feature of centerboarders. The 34 is efficient downwind, with an optimum jib angle of 173 degrees, which is deeper than many modern fin keeled boats. The 34 is initially tender, especially when carrying an overlapping genoa, but as the wind pipes up she stiffens up. Like almost all boats, but especially of centerboarders, the 34 likes to sail on its feet. Jim and Joanne Matthews sail their 1973 Tartan 34 Heather out of Pensacola on the Gulf Coast. Although they're in the market for a larger, liveaboard cruiser, they just can't part with their beloved 34. "This boat has just been a joy to own," Joanne said. "And Jim has finally repaired or replaced everything." The Matthews casually race Heather but really enjoy the boat for cruises that can last up to a couple weeks. "We are very comfortable aboard, although I would like a little more room in the galley." Jim said that he usually ties in the first reef in the main at around 15 knots while carrying on with full 135-percent furling genoa. When the wind tops 22 knots, the second reef balances the boat nicely and a large headsail can still be carried. He also said that keeping the centerboard down reduces weather helm. "Power reaching in 15 knots, we'll easily do 6.5 knots," said Joanne, who helms when racing. "And we have occasionally topped 7."

Conclusion With prices ranging from $20,000 to $35,000, the Tartan 34 is an excellent value on the used boat market. And the boat does hold its value. The original owner of Heather bought the boat new in 1973 at the New York Boat Show for $23,000. The Matthews bought the boat in 1993, 20 years later, for $23,000. And if they sold her today, they'd likely get somewhere around $23,000. Besides, at any price, how often can you own a classic?

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1970 Tartan 34C Technical Specs

General data about tartan 34c.

Engine and Power Specs

Dimensions And Wieght

Detailed Specifications

Features And Equipments

Sailing features.

Safety Features

Other Equipments

Interior Specifications

Engine And Mechanical Specs

Electronical And Electrical Info

Deck Hardware

More 34C models

• Tartan provided us with the latest version of its 34C service repair manual
• Find All mechanical and electrical parts and accessories of Tartan 34C Sail here

Tartan 34C competitors

Nautor Swan

Note to Sellers and "Wanted to Buy-ers"

Here are some guidelines to help you with your ad. Be specific in your listings - price, location, condition, photos, etc. If your boat is for sale through a broker, include the broker's website and/or email address. All ads are free of charge. We want to help Tartan 34s find great homes!  Email  Jennie  with your listing and she will post it pronto.

WANTED TO BUY

In search of: tartan 34 c location: east coast, new england to florida posted: 18-02-2024 contact: raymond at  [email protected].

Looking to purchase a Tartan 34C. Planning on racing Bermuda One Two in 2025, so desire owning for 2024 season.  Basic points: Diesel Sail condition Centerboard status Autopilot, electronics Solar nice but not required 

• For Sale: "Milagro", 1974 Tartan 34-C, Virginia
• For Sale: Original tiller head and short tiller, South Carolina
• For Sale: "Lucy III" 1975 Tratan 34 C, $18,500, Vermont
• Free: Aluminum mast, Milwaukee WI
• For Sale: 1975 Tartan 34 C, $16,000 OBO, North Carolina
• Wanted to buy: Jenny and Main sails
• For Sale: “Legend" 1978 T34C, $19,000, North Carolina
• For Sale: “Allegro" T34C, Free project boat , Patchoque, NY
• For Sale: “AGAMEMNON" T34C, $12,000 , Guilford, CT
• 1971 T34C for sale - $6,000  Rockaway Park NY
• 1977 T34C for sale Kenosha WI
• T34C Parts, New sails, bimini, dodger, etc.  Winterport, Maine
• 1972 Tartan 34 C "Endeavour"  - Florida $28,000
• 3 Head Sails, St Michaels, MD
• 1972 Tartan 34C “Esprit” Hull #249, Bradford NH- $5,000 OBO
• 1974 Tartan 34C for sale, New Jersey - $11,900 or Best Offer
• IRISH MYST 1976 Tartan 34 for sale - Penobscot [Castine] Maine
• In search of Tartan 34 to buy - Gulf Coast/Eastern Seaboard
• 1972 Tartan 34C For Sale - Florida

For Sale: "Milagro" 1974 Tartan 34-C Hull #: 317 Location: Lancaster, Virginia Posted: 18-03-2024 Price: Open to offers from $0-$12K (see below)

We’re looking for a new owner for ‘Milagro’, a 1974 Tartan 34-C. She has been in dry storage for several years, and given our health issues and age, we’ve accepted the reality that we will not be sailing her again. Before putting her in storage, we repaired some deck delamination, rebedded all the hardware and painted both the deck and hull. The exterior teak was in good shape, but has not been maintained for several years and needs to be sanded and recoated. There are less than 50 engine hours on the refurbished Atomic 4, which was winterized and the gas tank drained before storing. There were some minor interior leaks, which led to the hardware rebedding, but no damage to the cabin sole or other furnishings. The headliner was removed and does need to be replaced. Milagro has her original tiller steering and the centerboard works well. There are lots of engine parts, sails and other equipment included. While it will take some work to get Milagro back into sailing condition, I don’t consider her a ‘project boat’. Since I’m not in a position right now to get her ready for a sea trial. I’m willing to sell her for very little, or even donate her to the right person. My main goal is to insure that she goes to someone who appreciates Tartan 34s and will value her accordingly. I’m heading back East in April to check on her and make sure she is ready for a new owner. If you’re interested or know someone who is, please let me know. I can provide some older pictures (or new ones after April) as well as details about maintenance history and inventory.

For Sale: Original tlller head and short tiller Location: Charleston, South Carolina Posted: 13-02-2024 Price: $350

For Sale: Original Chrome Bronze tiller head and short tiller. Excellent condition. $350. Will ship though price does not include shipping  Contact Tom at  [email protected]

For Sale: "CelebrationI" 1976 Tartan 34C Hull #: 416 Location: Chesapeake Bay, Maryland Posted: 11-12-2023 Price: $39,900 Contact: Dave van den Arend, Crusader Yacht Sales,Tel:(410) 269-0939 or [email protected]

For Sale: "Lucy III" 1975 Tartan 34C Location: Shelburne, Vermont Posted: 25-10-2023 Price: $18,500

Classic T34, Sparkman & Stephens design with Yawl configuration. This one of a kind vessel has been carefully and extensively refit, improved and customized by long term owner to optimize for long range cruising capability. Click here for slide show and complete details.

Aluminum Mast - Free Location: Milwaukee WI Posted: 21-09-2023 Price: Free

I have a mast which I need to get rid of in a month. We moved to carbon fiber something like 15 years ago. My aluminum mast has just been sitting. Someone is welcome to it if they pick it up or pay the freight.

Contact David J. Bohl at 414-477-4618 or [email protected] ..

1975 T34C FOR SALE Price: $16,000 OBO Posted: 15-09-2023 Location:  Oriental, North Carolina Contact:  Call or text Will at 252 571 8911, or email ">[email protected]

• 1975 Tartan 34 C.
• Westerbeke 30b
• New batteries
• Centerboard works
• Edson Wheel
• GPS and Radar
• In Sail Away Condition 

Wanted to buy

Posted: 12-07-2023

I have a Tartan 34C. 1974. Hull# 327. Looking to purchase used sails in good condition both jenny and main. Contact [email protected]  or (540) 535-9004.

"LEGEND" 1978 T34C Price: $19,000 Hull: #523 Posted: 02-07-2023 Location:  Oriental, North Carolina Contact:  Chaz Coats, ">[email protected]  252-269-2759

Project boat: “ALLEGRO" 1969 T34C Price: Free Hull: #114 Posted: 09-05-2023 Location:  Patchoque, New York Contact:  ">[email protected]

For Sale: “AGAMEMNON" T34C

Price:$12,000 Hull: #399 Posted: 24-01-2023 Location:  Guilford CT Contact:  [email protected]

   For Sale: 1971 T34C, Rockaway Park NY

  price:$6,000 hull # 159 contact: sam jackson, [email protected]  or facebook message him here   or phone (508) 330-2445 posted: 13-01-2023.

 For Sale: 1977 T34C, Kenosha WI

Price: $32,123  Hull #: 476

Posted: 04-09-2022f Contact:  Bill Strzelewicz ,  262-948-9662 office 773-255-5165 cell 

For Sale:T34C Parts, New sails, bimini, dodger, etc. Winterport, Maine

Posted: 29-07-2022

I stripped a T34C last year (no HIN, so old one) and got a new main and furler headsail (Pope), and 4 or 5 older but fully serviceable sails (another main and some hank ons). Also a dodger frame and dodger, bimini (cloth needs patching - was new but sat outside over a couple winters).

I'm heading my Tartan 37 south in Oct.-Nov. from Maine to the Virgin Islands (home). Anyone wants any of this stuff, contact me, Kevin Weatherbee at [email protected]  

Posted 28 June 2022, Updated 11 July 2022

Contact Tate Young at [email protected]  or : 843-503-2905.

Endeavour is a very well equipped 1972 Tartan 34C, hull number 197. She’s the only Tartan 34C that I know of that has been modified as a cutter rig, and she is also equipped with long distance cruising equipment such as a Ratcliffe aux rudder self-steering rig. See a complete description, video and photos click: here .

 Sails For Sale

FOR SALE: 3 Head Sails

posted 13 August 2020

Location: St Michaels, Maryland Contact: [email protected]

 Tartan 34C “Esprit” Sloop Rig - MAKE AN OFFER

posted 26 September 2019

Hull #: 249

Price: US $5,000 OBO

Location: 78 Massasecum Ave, Bradford, NH 03221

For more details, please contact Chip Meany at [email protected] or phone 603-938-2520.

  "Frolic" - 1974 Tartan 34C for sale, New Jersey $11,900 or Best Offer

posted 15 September 2018

• Price: US $11,900 or Best Offer
• Location: New Jersey

She has a new Moyer Atomic-4 just installed, and the teak is fresh and bright. For more photos and extensive details of this beautiful classic Tartan 34, click here .

Contact Peter Coggins at 732-530-1493 or 732-804-0633.

IRISH MYST 1976 Tartan 34 for sale - Penobscot [Castine] Maine - $10,000 - price reduced

Updated 13 July 2022

Contact John Lally Sr., Sales Manager at Wire Machinery Co - (508) 333-3752

Or email [email protected]

In search of a Tartan 34 to buy

Posted 5/6/2015

I am looking to buy a Tartan 34. I would prefer a boat on the gulf coast but would consider anything on the eastern seaboard.

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Need Tartan 34C opinions please

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I have finally found a beautiful Tartan 34C that is within the budget. I would appriciate any pearls of wisdom any owners can share. I plan to cruise the upper Chesapeake. Are there any concerns one should be aware of when looking at this model? My main intial concern is that while the engine placement gives great access, I worry that it would also cause the below decks to heat up in the summer when I will be using her. The Bay is noted for hot windless summers. In Maine I would not be as concerned. Thanks for sharing all your experience.  

See this month's issue of Good Old Boat. The article starts on page 42.  

The Tartan 34C is capable of crossing oceans if you are up to it and your boat is prepared. Cruising the upper Chessy in a T34C should be a blast. The center board will allow you get into many shallow anchorages that deeper keels will not permit. Potential issues with this boat: - chain plates; these can go bad and need to be re-done - standing rigging; if it is old it may need to be replaced - center board pennant; this is important, especially on the shallow Chessy. If the lowering/raising mechanism fails you may not be able to get back to your home port. - engine; has it been replaced or is it still an Atomic 3 or 4? - sails; new or needing new canvas? TARTAN 34 C Sailboat details on sailboatdata.com Disclaimer: I have never been on a T34C but I am a Tartan 27' owner from the same era (1967) and I like the build quality that Tartan put into their boats. I like to think that the T34 is the larger cousin to my own boat which also has a center board and garnered Tartan a niche in the retail market as the 'Cadillac' of sailboats in their time.  

Thank you both. I saw the article in GOB. Unfortunately there was no mention of the functional aspects of the unusual engine location. Does it heat up the salon? Do exhuast fumes get drawn up the sides?  

go to Tartan 34 owners sight and you will get more info than you can handle almost bought one about 6 yrs ago but had a lot of delam issues (they are balsa cored above water line) around the whole hull. (note this was a really neglected boat) good luck  

larry Exhaust should never enter the boat regardless of engine location. If it does there is a serious problem.  

The engine location is fantastic for easy access and causes no issues with heat. If you are concerned about heat, you can always add extra insulation around the inside of the dog house. All of these boats came with a bilge blower that could be used to pull any excess heat out of the cabin while the engine is running if you find it is an issue and if the blower is still there. (Yes, diesel powered boats came with it too for some reason.) The engine location also provides for a huge storage space below the cockpit sole. My boat has the hot water tank and engine batt. located there along with additional storage space. Only problem with the engine location is walking around it while someone is in the galley trying to cook. Its a minor inconvenience. Only real areas of concern would be to check the foredeck for any gelcoat cracks and/or delamination issues, particularly around the the forward edge of the coach roof and around the pulpit. The CB pivot pin can be an issue, but many - most of these boats have likely had it replaced already. Check to see if it has been done. If not it will likely need it in the not too distant future. Not a huge job, but a bit of a pain in the back side. inside CB controls are easy to fix if there are any issues. CB drooping below the trunk is a very common problem, but I have found it is easy to fix with some minor adjustments on the cable/winch. Lower rudder bearing is reported by some owners to need replacing, but I haven't had any issues with it. Check the rubber exhaust muffler that is located under the chart table. They are getting old and can fail allowing exhaust and cooling water to dump into the boat. Replacement mufflers are no longer available, but there are ways around it. There are still quite a few parts available from Tartan if needed. Other than that just look for the usual old boat issues mentioned above regarding the rig.  

T34C said: Replacement mufflers are no longer available, but there are ways around it. Click to expand...

The Tartan 34 is one of my favorite boats of this size from this period. For that era, it was a great mix of decent accommodations, good performance, moderately shoal draft, and good construction. Obviously their performance won't match a more modern design, but they still are pretty lively sailors. I don't think that the Tartan 34 engine position is any worse than any other 34 footer in terms radiating heat into the cabin. At best, you can buy the foil faced engine room insulation which makes some difference in terms of heat and noise. I can't recall whether the C has a vee-drive but vee drives can be a pain in the butt. Jeff  

Well there you have it. Jeff_H is one of the most respected members here with a broad knowledge of vessel construction and sailing characteristics. He does not hand out praise easily. There was a great old gent here named Robert Gainer who had a T34 that he was prepping for a trans Atlantic journey. He never got to take that journey though and died a few years ago in his late 50's. There is at least one book about or by him on Amazon.com. He sailed a 20 something foot boat to England when he was in his 20's. There are many other stories of course. He had faith in his T34 or was it a T37?  

Robert Gainer was a great guy. He also had a T34-C at the time he passed.  

chain plates; these can go bad and need to be re-done Click to expand...

T34C Opinions I would echo the comments of the owner of Maeven. Cored decks are an issue with any boat of this age. I have a late model (hull number #519) and highly recommend the boat, particularly for the shallows. Note that the centerboard is held in both directions by the cable which means you will snap the cable if you bump. It sails fine with it up except on a beat and I suspect you will keep it raised much of the time where you are. T34C owners baby their engines because it's so easy. You will love the access and the heat is not terrible, but you will feel it after extended motoring. Use the exhaust blower. Or just sail. The chainplates of the T34C (at least late models) are very simple compared to later model Tartans and should not be an issue. But these boats are old and many have lived 35+ years in salt. As with any fitting, if you can spot rust, pull it and check. Buy it and have a ball. Bob  

This article mentions a few other areas of concern for a Tartan 34: What Is The Best 25 to 35-foot Cruising Boat For Under $15,000? | Daily Sailing News from North American Sailor .  

I know this is an old thread, but I thought I would put my question here so information on this boat can be found in one place. I am thinking of buying one built in 1968. I am use to sailing a Cal33 and Pearson36, which are both club boats. I believe the waterline on the Cal is 28.5 feet, which is adequate for me. My concern is the waterline of the Tartan 34 which is only 25 feet. Will I notice a decrease in performance (speed) with the T34? The seller said under power the boat can easily exceed 6 knots, which is adequate for me. Does this sound right? And is the water line extended when heeling and if so does that make a difference in performance?  

It has reported by some that the Tartan 34c will in fact run 6.3 kts on the Atomic Four even with its small prop. One such report I got was from an owner using a two blade folding prop. There is nothing wrong with the Atomic Four that a freshwater cooling system, electric fuel pump and electronic ignition won't improve on. Most are raw water cooled but somehow still manage to run 30 years without an overhaul. The low compression is gentle on cylinder wear and most rebuilt with minor honing of the bores and no over-boring. One factor in raw water cooling is that corrion can force the head gasket at the water port from the block to the head. This is a PITA because it means a mill job on the head or block deck and then shimming the head to keep the compression in spec. Moyer sells these copper head gasket shims. These engines today new with aftermarket blocks can run as much or more than a diesel replacement. I understand all the reasons for the preferrence out here for diesels, but most of those reasons fall short when one is replacing an Atomic Four. The resale value factor falls far short when you consider the cost of the replacement and the actual price value increae when later selling the boat. I myself would find it very hard to reconcile replacing the Atomic Four with a diesel in a Tartan 34c. The last overhaul I was apprised of for one of these engines was quoted at 8K by a boat yard. The owner did it easily himself with guidance from Moyer Marine for 800 dollars. Yes, you read that correctly. I have never heard of a crank being replaced on these engines either. In fact that is one part that is so plentiful now that you can grab one for a song. One word of warning though; These engines have no center crank shaft bearing and do NOT take well to "performance" modifications at all. If you want to see how much one of these truly remarkable marine engines is going for Moyer Marine is the place to go. You will think twice about throwing these engines away once you see the pricing on them.  

http://www.sparkmanstephens.info/doc/37944PvCf88p9RRw6yzvasCcIaGK6bvY.pdf I love the S&S designed T34C. It's a CCA boat, so they all sail faster with a longer waterline when heeled. I doubt you will feel slow. It's got a PHRF of 174, so it's a bit slower than the P36, and a touch faster than the P35, most likely due to the skeg rudder and the finer entry. It's a CCA boat, so the accomdations are smaller than the new breeds, but I bet you'd be happy. Nice boats, particularly pre72. Best.  

seaner97 said: http://www.sparkmanstephens.info/doc/37944PvCf88p9RRw6yzvasCcIaGK6bvY.pdf I love the S&S designed T34C. It's a CCA boat, do they all sail faster with a longer waterline when heeled. I doubt you will feel slow. It's got a PHRF of 174, so it's a bit slower than the P36, and a touch faster than the P35, most likely due to the skeg rudder and the finer entry. It's a CCA boat, so the accomdations are smaller than the new breeds, but I bet you'd be happy. Nice boats, particularly pre72. Best. Click to expand...

Funny to see that I replied to this thread back in 2011. By now I have had the chance to sail on a T34C in Long Island sound. I recall being impressed with the way the boat handled and sailed and I believe our top speed sailing was damn close to 7 knots if not a hair over. That boat is on it's way to FL, TX and/or the Bahamas.  

So the Tartan34 may not perform as well as the Cal 33?  

PHRF rating for NE is 144, so the Tartan is a bit slower. Probably not enough you'd notice. Biggest difference is probably in handling and coming through the wind where the Cal would be a bit more sprightly, and would most likely sail to windward a bit better as well. Not nearly as pretty, IMO, however.  

Keep in mind there are two Cal 33s. The later one built in the mid to late 80s (which I have) has a base PHRF rating of 132 in western LI Sound. The older one is rated slower. The later Cal 33 will be quite a bit quicker than the Tartan 34C. It has a tall double-spreader rig and does quite well in both light and heavier air.  

Someone put a deposit on the boat the day before I contacted the seller. 😔. Waited too long to pull the trigger.  

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Record 334 boats lined up for 100th Bayview Mackinac race; 'All out war' on the water

Some things endure. In 1925, F. Scott Fitzgerald published "The Great Gatsby" and Mount Rushmore was dedicated. Here in Michigan, Bayview Yacht Club launched its first sailboat race from Port Huron to Mackinac Island.

Yep, 100 continuous years of racing with sailors from all over the world — despite war, economic crisis or pandemic.

A record-setting 334 boats have registered for the July 20 event, shattering the record of 316 in 1985 and a huge contrast compared with the 200 boats that raced last year, data confirmed by David Stoyka, Bayview Yacht Club spokesman.

The course will follow the original 1925 route and span 204 nautical miles. From its traditional start in southern Lake Huron, the boats will head north along the Michigan shoreline, passing south of Bois Blanc Island, sailing west to east at the finish line between Round Island and Mackinac Island, organizers said.

'Everybody will be fighting for every last inch'

Sailors describe excitement and slight trepidation, as part of the course involves shallow water filled with shoals and challenging wind patterns.

In recent years, sailors chose one of two courses, the longer Cove Island course or shorter Shore Course. Only the Shore Course is running this year, but the ending has an unusual twist, coming into the Straits of Mackinac from the opposite direction as usual, and sailing the narrow passage between the Michigan shoreline and Bois Blanc Island.

The finish line is expected to include some chaos, competitors predicted.

"Imagine it's 3 a.m., a cloudy and moonless night and the wind is blowing 25 knots per hour out of the northwest," said champion sailor Tim Prophit , 65, of St. Clair Shores, past commodore of Bayview Yacht Club and owner of Fast Tango, a North American 40 sailboat. "Everybody will be fighting for every last inch. It's dark, choppy."

He expects to finish in 32 to 36 hours this year, studying weather patterns and running wind simulations since January to prep for the competition. A lot of boats have spent thousands of dollars on new sails. All skippers want to carry as little as possible in gear, food and crew to be competitive. All skill levels have entered the race, and the highly skilled racers know they will cross the bow of competitors within inches. Still, there's always risk of a crash with the slightest miscalculation.

"Everybody recognizes this is super intense," Prophit said. "Do we hug the Michigan shoreline ... you don't want to get stuck where the air just goes away. It's death. The secret is to find that little ribbon of wind and stay in it but don't run aground. Everybody is going to be compressed together."

Two lessons a veteran sailor knows: Cockiness will kill you and never let up when you've got your foot on the throat of a competitor, especially seasoned sailors who have picked up secret intel along the way, Prophit said.

Charlie Trost, of Grosse Pointe Woods, this year's race chairman, said this event will have a little bit of everything and a lot of surprises.

More: Sailors overcome emergency at 2 a.m. in rough waters to win Bayview Mackinac race

"People are coming out of the woodwork, whether it's the weekend warrior or a professional racer," Trost told the Free Press. "A lot of people are interested, whether the accomplishment is getting from Point A to Point B or the goal is doing whatever it takes to win first place."

Trost, 35, will sail his 22nd race to Mackinac on the J-130 sailboat known as Pendragon. He follows in the footsteps of his father and grandfather, hoping one day his 1- and 3-year-old sons will race. The whole family will be on the island, which is mostly sold out for this event.

His mother, Barb Trost, of Grosse Pointe Woods, oversees race registration. And his sister, Ali Augsburger, 37, of Grosse Pointe Park, will be helping coordinate logistics.

Mike Hendrie, 47, of Chicago, follows in the sails of grandfather George Hendrie Sr., of Grosse Pointe Farms, who raced from Port Huron to Mackinac Island in 1926 for the second race ever held. The starting line has always been within view of the family waterfront cottage between Krafft and Keewahdin in Fort Gratiot — a Hendrie hangout since the early 1900s.

"George Hendrie Sr. was also famous for being ice boating world champion for 10 years," Mike Hendrie said. "That boat was named Ferdinand the Bull."

In fact, a Hendrie has raced the Mackinac for 98 of the 100 years running, Mike Hendrie said. And family members still, to this day, watch racers from the cottage. Mike Hendrie, who grew up in Grosse Pointe Farms, will skipper the J-109 Bull with eight crew members, including his father and cousins.

HIs uncle, George Hendrie Jr., sailed his first Mackinac race in 1947 and raced 68 times, Mike Hendrie said. "He sailed his last one at 90 years old six years ago. He passed away in January, and we'll be sailing in his honor. And that makes it really special."

Because the race is so significant to so many, the level of competition is elevated significantly.

"Everyone is going to be sailing harder and sailing smarter," Prophit said. "With a race that's expected to last less than two days for most boats, people will be getting less rest because they'll be more focused on pushing the boat as hard as possible ... every second is going to count. It's going to be an all-out war, fighting for every inch."

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Editor's Note: Phoebe Wall Howard covers sailing for the Detroit Free Press, and she had been going to Mackinac Island to meet her father at the finish line since age 12. Robert Wall, of Algonac, won his last Port Huron to Mackinac race on Chippewa, a Tartan 34C, in 2014 at age 85.

Contact  Phoebe Wall Howard :  313-618-1034  or  [email protected] . Follow her on X, formerly known as Twitter  @phoebesaid .