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Share it! Facebook Twitter. Beneteau First Beneteau First Alicante, Spain. Beneteau First 24 Greystones, Ireland. Beneteau First Palm Beach gardens, Florida. Boat Reviews. Overall construction quality is rated above average. Austria-born George Hinterhoeller emigrated to Canada in the s and began doing what he did all his life: build boats, first out of wood, then fiberglass composites.
He left in to again form his own company, Hinterhoeller Yachts. The company built two distinct model lines: the better known Nonsuch line of cruising boats with unstayed catboat rigs, and the Niagara line. About Niagara 35s were built between and Canadian naval architect Mark Ellis designed the Niagara 35 as well as all of the Nonsuch models. He gave the 35 a beautiful, classic sheer with generous freeboard in the bow, swooping aft to a low point roughly at the forward end of the cockpit, and then rising slightly to the stern.
The classic influence also is seen in the relatively long overhangs; todays trend is to lengthen the waterline as much as possible, with near plumb bows, discounting the old belief that overhangs were necessary for reserve buoyancy. So the Niagara 35 has a somewhat shorter waterline than the others in our group of nine, but as the hull heels, the overhangs immerse and sailing length increases. The cruising fin keel is long enough for the boat to dry out on its own bottom should the need arise, like drying out against a seawall in Bali to paint the bottom.
Sorry-just dreaming! The spade rudder seems a little unusual for a cruiser. The worry, of course, is delamination of the core to the inner and outer skins should water penetrate through to the core.
This is why quality builders remove balsa coring wherever through-hulls or bolts pass through the hull or deck, and fill the area with a mix of resin and reinforcements. Hinterhoeller was such a builder, but core integrity still deserves close inspection during a pre-purchase survey.
All bulkheads are tabbed to the hull and deck with strips of fiberglass, and this is an important detail for an offshore boat. Many mass-produced boats have molded fiberglass headliners that prevent tabbing bulkheads to the deck; rather, the bulkheads simply fit into molded channels in the headliner, which do not prevent them from moving slightly as the boat flexes in waves.
Hardware quality is good. And the original rigging was Navtec rod. Owners report no structural problems.
With its moderately heavy displacement, conservative sailplan, and relatively large keel, the Niagara 35 is not a speed demon, and does not point as high as a boat with a deep, narrow fin keel. But thats not what were after here. The 35s specs are just about what we want for a versatile cruising boat. Owners say performance picks up quickly as the breeze fills in. If the sailplan were larger, for improved light-air performance, youd have to reef sooner, and reefing is work.
The long keel has another advantage, and that is improved directional stability over shorter keels, which means less effort at the helm. We tend to think that a powerful below-deck autopilot can steer any boat, but autopilots struggle, too.
A boat thats easy for the crew to hand steer also is easy for the autopilot to maintain course. A lot of Niagara 35s were equipped with Volvo saildrives rather than conventional inboard diesel engines. Advantages of the saildrive: improved handling in reverse and lower cost.
Disadvantages: potential corrosion of aluminum housing and not as much power. Various inboard diesels were fitted: Westerbeke , , and horsepower models, and a Universal M35D, all with V-drives. Owners rate access somewhat difficult. Two interior layouts were offered: the Classic, in which the forepeak has a workbench, shelves, seat, and stowage instead of the usual V-berth; and the Encore, which has an offset double berth forward, and quarter berth and U-shaped galley aft.
The saloon in the Classic, with settees and dining table, is farther forward than usual; the head and owners stateroom, with single and double berths, is aft.
Both plans have their fans. Headroom is 6 feet, 4 inches in the main cabin and 6 feet, 2 inches in the aft cabin. Berths are 6 feet, 7 inches long; a few owners say berth widths are a bit tight.
A couple of thoughts on the double berths offered in these two plans: V-berths are subject to a lot of motion underway and so do not make great sea berths, but at anchor, ventilation via the forward hatch makes them far more comfortable than a stuffy aft cabin, where its much more difficult to introduce air flow.
Thirty-year-old boats should be surveyed thoroughly. Nothing lasts forever, but boats well maintained last a lot longer. Pay particular attention to the balsa-cored hull and deck.
If either has large areas of delamination, give the boat a pass, because the cost to repair could exceed the value of the boat. A few owners expressed concern about the boats handling off the wind, which surprises us somewhat. A test sail in lively conditions should answer that question.
We much prefer the inboard. If you prefer the saildrive, look for signs of corrosion and get a repair estimate. The Niagara 35 is a handsome, classically proportioned cruising sloop from one of the best builders of production boats in North America.
It is not considered big enough these days to be a circumnavigator, but certainly large enough for a couple to leisurely cruise the Bahamas, Caribbean Sea, and South Pacific.
From the beginning, the emphasis was on performance. In , Cuthbertson retired to his Ontario farm, citing burn-out. The Landfall cruiser series was introduced in , with the Landfall It was followed by the Landfall 35, 38, and Production of the 38 ran from to , with about built.
And the Landfalls have a higher degree of finish inside, along with layouts more suited to family cruising. The Landfalls perform very well, thanks to lightweight construction and speedy hull forms. It appears most dated in the raked bow, but this better suits the anchoring duties on a cruising boat anyway.
So what we said about the Niagara 35s balsa-core construction also applies to the Landfall 38, where it is found in the hull, deck, and cabintop. On the other hand, if you ever had to remove the deck-heaven forbid! Deck hardware is through-bolted with backing plates or large washers, although some of the fasteners come through on the underside, where the core transitions into the core-less flange.
It means two things: water migrating down the fastener after the bedding fails can contact a little bit of balsa, and uneven stresses are placed on the fastener, which above deck can cause gelcoat cracks. Proper bronze seacocks protect the through-hulls, and hoses are double-clamped for added security.
The mast butt is not deep in the bilge where it can corrode in bilge water, but rests on two floor timbers in the sump, above any water that would typically collect.
The external lead-ballast keel is bolted through the keel sump in the hull. Its run is flat, and the boat can sit on its keel, allowing it be careened against a seawall for bottom painting, prop repairs, or other work in locales where boatyards are rare.
In our earlier review, we noted that the engine compartment has no sound insulation, despite its proximity to the owners berth, but gluing in some lead-lined foam is within the capability of most owners. A percent genoa measures square feet, which is a handful for older crew. Roller furling with maybe a percent genoa would be a logical way to minimize the effort required to tack this boat.
Strangely, the Landfall 38 did not come standard with self-tailing winches; a highly recommended upgrade. The main halyard, Cunningham, and reefing lines are led aft to the cockpit, while the headsail halyards run to winches on deck near the mast. The boat is stiff and well balanced. Owners like the way it handles and appreciate its speed. The standard engine was a hp Yanmar diesel. The early Yanmar Q series had a reputation for being noisy and vibrating a lot.
Power is adequate. The standard prop was a solid two-blade. Engine access leaves a lot to be desired. The interior is pushed well into the ends of the boat to achieve a legitimate three-cabin accommodation plan.
The standard layout was a V-berth forward with cedar-lined hanging locker. The berth narrows quickly forward so that tall people might not find enough foot room. Moving aft, there is a dinette and settees in the saloon, U-shaped galley and large head with shower amidships, and a double berth in the port quarter, opposite a navigation station.
Installing Plexiglas screens on either side of the ladder will help. Oddly, there is no place to install fixed-mount instruments outboard of the nav table; that space is given to a hanging locker, but could be modified. Other than this, about the only other shortcoming is that the toilet is positioned so far under the side deck that persons of average size cannot sit upright.
And, the head door is louvered, which compromises privacy. There is not a lot to complain about with the Landfall 38 that we haven't already said: the V-berth forward is tight, theres no sitting upright on the toilet, theres no place to install electronics at the nav station, and the nav station and aft berth invite a good soaking through the companionway.
Construction is above average, but have a surveyor sound the hull and decks for signs that the fiberglass skins have delaminated from the balsa core. Small areas can be repaired, but our advice is not to buy a boat with widespread delamination. The Landfall 38 is an excellent family boat and coastal cruiser. Its popularity in the Great Lakes region is not surprising. Island hopping to the Caribbean is also within reach, but any longer cruises will likely require more tank capacity and stowage.
Standard tankage is gallons water and 32 gallons of fuel. In the early years of fiberglass boat construction, the major builders-Columbia, Cal, Morgan, Tartan, and others-commissioned well-known naval architects to design their models. Today, this work is more often done by a no-name in-house team over which the company has more control.
The bow is raked, and the angle of the reverse transom is in line with the backstay-an easily missed detail that nevertheless affects the viewers impression of the boat. Freeboard is moderate and the sheer is gentle. A distinctive feature is how the cockpit coamings fair into the cabin trunk.
From its beginning, Tartan Yachts set out to build boats of above average quality, and this can be seen in both the finish and fiberglass work. Some unidirectional rovings were incorporated in the hull laminate to better carry loads; like the vast majority of boats of this era, the resin was polyester. Vinylester skin coats, which better prevent osmotic blistering, had yet to appear. Some printthrough is noticeable, more on dark-color hulls.
The hull and deck are cored with end-grain balsa, which brings with it our usual warnings about possible delamination. The hull-deck joint is bolted through the toerail and bedded in butyl and polysulfide. Taping of bulkheads to the hull is neatly executed with no raw fiberglass edges visible anywhere in the interior. Seacocks have proper bronze ball valves.
Shortcomings: Pulpit fasteners lack backing plates. Scuppers and bilge pump outlets have no shutoffs. Under sail, the Tartan 37 balances and tracks well. As noted earlier, its not a fireburner, but not a slug either.
Its no longer widely raced, but the few participating in PHRF races around the country have handicaps ranging from seconds per mile. Because of the large foretriangle and relatively small mainsail, tacking a genoa requires larger winches and more muscle than if the relative areas of the two were reversed.
For relaxed sailing, jiffy reefing of the main and a roller-furling headsail take the pain out of sail handling. The horsepower Westerbeke 50 diesel provides ample power.
Standard prop was a inch two blade. A folding or feathering propeller reduces drag, thereby improving speed. Access to the front of the engine, behind the companionway ladder, is good. The layout below is straightforward with few innovations: large V-berth forward with hanging locker and drawers; head with sink and shower; saloon with drop-down table, settee, and pilot berth; U-shaped galley to starboard; and to port, a quarterberth that can be set up as a double.
To work at the navigation station one sits on the end of the quarterberth. This plan will sleep more crew than most owners will want on board, but its nice to have the option.
The fold-down table, like most of its ilk, is flimsy. Underway, tables should be strong enough to grab and hold on to without fear of damaging it or falling-thats not the case here. And the cabin sole is easily marred trying to get the pins in the legs to fit into holes in the sole. Finish work in teak is excellent, though this traditional choice of wood makes for a somewhat dark interior.
Today, builders have worked up the nerve to select lighter species such as ash and maple. Eight opening portlights, four ventilators, and three hatches provide very good ventilation. The standard stove was alcohol, which few people want anymore, owing to low BTU content which means it takes longer to boil water , the difficulty in lighting, and almost invisible flame.
Propane is a better choice, but there is no built-in stowage on deck for the tank, which must be in a locker sealed off from the interior and vented overboard. You could mount the tank exposed on deck, but that would not complement the boats handsome lines.
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