finngulf yachts

Our flagship, the Finngulf 46, is a swift, elegant blue water yacht with a high fun-factor. At ease on blue water passages as outstanding results in several ARC rallies prove, the 46 will also let you entertain in regal style in any port of call. Uncompromising, hand crafted, traditional joiner work is combined with aggressive, sleek, modern lines to create a classic Solid Performance Cruiser.

Our approach to customer driven semi-custom boat building lets you take control and participate in creating your ultimate sailing yacht. The FG46 is available in infused epoxy or vinylester, with interior options ranging from teak and mahogany to cherry and white oak.

Half our sales are to repeat customers. We like to think that this is due to the fact that in addition to being good boatbuilders, we are also accomplished listeners, factoring into each yacht the wishes and wants of every individual client, helping them achieve their dreams.

Diesel 55 hp, saildrive Battery capacity 3x110 + 75 Ah Tanks: - fuel 240 l - fresh water 220+80 l Design Karl-Johan Stråhlmann CE-category A

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

• Free Newsletter
• Give a Gift

Cal 2-46: A Venerable Lapworth Design Brought Up to Date

Rhumb Lines: Show Highlights from Annapolis

Open Transom Pros and Cons

Mailport: Charley Morgan, Locker Safety, Fast Bottom Paint

Do-it-yourself Electrical System Survey and Inspection

Install a Standalone Sounder Without Drilling

The Tricked Out Tillerpilot

Resolving Common Steering Problems

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

In Search of the Snag-free Clew

The Cruising Sailor’s Argument for High-tech Fibers

Breaking Point: What Can Go Wrong With Your Yanmar?

Rudder Mods for Low-speed Docking

Using Heat to Bend PVC Pipe

Mildew-resistant Caulks for Boats

Can We Trust Plastic Boat Parts?

Repairing Molded Plastics

Mailport: Marine plywood, fuel additives, through bolt options, winch handle holders

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Rhumb Lines: Livin’ the Wharf Rat Life

Resurrecting Slippery Boat Shoes

Shoe Goo’s Gift to Sailors

PS Advisor: Tank Monitor and Camera Mount Hacks

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

The Ultimate Guide to Caring for Clear Plastic

Preventing Mildew in Marine Fabrics

Gearing Up for Winter Sailing

• Sailboat Reviews

Finngulf 37

Treading the fine line between racing and cruising..

Sailors who are enamored with performance, European styling, and the interior joinery and construction standards you expect from Scandinavian craftsmen should take a close look at the Finngulf 37. Those who have no intention of shelling out $300,000 for a semi-custom racer-cruiser built in Finland might want to test sail the boat anyway, because it is, above all, an enjoyable ride.

Based in Pohjankuru, Finland, Finngulf has been producing boats since the 1980s, but the line took a marked shift five years ago, when Karl-Johan Strahlmann, who was project manager for the Swan 45, was contracted for the design. Previous boats were designed by Swede Haken Sodergren, and these are still regarded as competitive, well-built sport cruisers.

The owner of the boat we sailed, Horst Lachmeyer, has a mantel full of PHRF series cups from New England, most recently the 2005 Marblehead (Mass.) to Halifax (Nova Scotia) race, aboard his previous boat, a Sodergren-designed Finngulf 38.

The 37 follows other Strahlmann designs, the 28, 33, 41, and 46, all of which are aimed at the racer-cruiser niche. So far, it seems Strahlmann has hit his mark. The 46 finished first corrected time in its class and fourth overall corrected in the 2004 Atlantic Rally for Cruisers, and smaller boats have done well in club racing throughout Europe.

Design Strahlmann wanted to design a boat that was quick and fun to sail or race without bowing to IMS-driven design changes (such as internal ballast) that would give it a faster rating, but do little to improve overall performance—or safety and comfort in a seaway.

With a fine entry, bulbed keel, and a tall fractional rig, the Finngulf 37 has the hallmarks of a European-styled performance cruiser. In profile, the modest freeboard and angled coach roof present an appealing, streamlined shape. It has just enough overhang at the bow to handle ground tackle without defacing the bow with dings. Its canoe-shaped underbody is fairly flat, and in plan view its forward sections are finer than others of this breed. It has a keel-stepped, two-spreader Selden mast with the spreaders raked back at a 15-degree angle. The chainplates, anchored to a structural grid below decks, are set well inboard allowing for close sheeting angles. All of the lead ballast is concentrated in the bulbed keel. The biggest change over the 1980s Finngulf is the wider stern, found on just about every modern performance boat today.

Overall, the design does an excellent job of minimizing the inevitable compromises that come with the genre. The biggest compromise? Most of the available volume for stowage space is aft, not the best, or most convenient, place to pile up gear and supplies.

On Deck Although you can order a Finngulf with non-skid fiberglass decks, no one seems interested. Most of the buyers prefer the standard teak deck. The modern technique of vacuum bagging and gluing the teak to the deck has eliminated one of the biggest problems with teak decks—the hundreds of bunged fastener holes that, if not cared for, will inevitably allow water to leak into the deck core.

The layout is well thought out. The placement of hardware minimizes friction on running rigging and you’ll find no surprise toe-stubbers when moving about. Passage fore and aft is clear outside of the shrouds.

The self-draining anchor locker, accessible through the deck, is about average for a boat of this size. We would upgrade the locker hardware. The stamped stainless-steel lifting ring is weak, and the latch is also deficient. A better choice here would be a heavy-duty twisting latch or two that can be adjusted for a tight seal. We’d also raise the 25-inch lifelines at least 3 inches, 5 inches for serious offshore work.

Standard hardware is Rutgerson (travelers and turning blocks) or Andersen (winches), although the buyer can specify his preference. As one would expect from a performance cruiser, the running rigging is well organized, with all control lines led aft to the cockpit.

The mainsail features end-of-boom sheeting, a desirable feature that not only places the sheet where it belongs on the boom, but brings the traveler within arms reach of the helm. For the cruiser, the drawback of end-of-boom sheeting is that it can divide the cockpit fore-and-aft into two sections, as it does on the Finngulf.

Accommodations The Finngulf 37 is “stick-built,” with all furniture and bulkheads tabbed into place after the hull has been molded. A buyer can move everything but the main bulkheads, engine, and mast step, so long as his pockets are deep enough. The standard layout—moving from stern to stem—is quarter berths port and starboard, galley to port, head and nav station to starboard, an L-shaped settee to port, a settee to starboard, and a V-berth forward. The standard layouts feature either bunk berths or a twin bunk in the starboard quarter berth.

The teak joinery is what you’d expect of Scandinavian craftsmen, right down to the back sides of ceiling panels, which are sealed to ward off moisture due to condensation. One change we’d request: angled corners or cambers on the companionway steps to allow easy passage on a heel. PS poked deep into the dark corners of the boat and found no rough edges, poorly saturated glass, or ugly secondary bonds.

Systems Though the boat we sailed had the older MD 2030 Volvo, a 30-horsepower Volvo D1-30 is now standard. These are solid engines with Perkins blocks, exceptionally efficient and quiet when paired with the saildrive, essential to the design brief of maximizing performance.

We found a few installations we didn’t like. The propane locker and hose connections didn’t meet standards set by the American Boating and Yacht Council.

The conversion to 12-volt DC/110-volt AC appeared to be carried out well. All wires were labeled at both ends. With regards to plumbing, we didn’t like the Christmas tree assembly of elbows and valves under the galley sink, nor the seacock installation there and in other locations below-waterline. A flanged seacock with a backing block is preferable. Overall, system access was exceptional.

Performance Our test sail took place on Rhode Island’s Narragansett Bay and Block Island Sound, in winds of 5 to 12 knots and seas of less than 3 feet. Light airs curse the Baltic Sea in summer, so it was no surprise that the Finngulf, with her working sail plan, a 110 percent jib, accelerated well in the 5- to 7-knot winds early in our sail. Speed over ground while close reaching hovered between 5.0 and 5.6 knots for most of the morning, but by the time a 10- to 12-knot sea breeze kicked in, we generally held 6.0 to 6.6 knots close reaching and 6.6 to 6.8 knots on a beam reach. The highest sustained speed our GPS recorded was 7.2 knots beam reaching, still under the conventional sail plan. It tacked through 90 degrees true, and the helm was always firm and responsive, even in the whispers.

As expected, the boat was quiet under power. At a cruising speed of 6.6 knots at 2,500 rpm we registered 67 decibels in the cockpit and 72 decibels in the galley. (Normal conversation is about 60 decibels.) It handled well under power, turning quickly and smoothly at full throttle. Control while backing under power was good, though the wide gap between the rudder and the saildrive’s prop means prop wash isn’t as effective for bumping the stern out in forward when side-tied to a dock.

Conclusions The Finngulf 37’s high-quality design, construction, and finish makes the price palatable, particularly to those who highly value style and speed. If the boat holds its value here in the U.S. as older models have done in Europe, all the better. However, it shouldn’t be a tall order to request that the boat meet or exceed ABYC standards. Insist on first-rate components throughout.

While the standard layouts suit short-term cruising, if you’re planning extended cruises or multiple weeks with two couples, you’ll have to tame your inner packrat, or work closely with Finngulf to increase available stowage space, especially in the main saloon. And if you’ve no intention of spending more than $170,000 on a performance cruiser, there’s a 12-year-old boat for sale in Connecticut that might interest you—Lachmayer’s decorated Finngulf 38, Gold Watch. He’s moved on to smaller, faster things.

Contact – Finngulf Yachts, +3 58 20 741 4200, www.finngulf.com .

Also With This Article “Hits and Misses” “Finngulf 37 In Context” “Construction Details” “Critic’s Corner”

RELATED ARTICLES MORE FROM AUTHOR

Leave a reply cancel reply.

Log in to leave a comment

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

Club Finngulf

Finngulf models

FG 28e (1998-2005)

FG 33 HS (1983-1990)

FG 33/331 (2004-2011)

FG 335 HS (1995-1999)

FG 34 HS (1980-1984)

FG 36 (1986-2004)

FG 37/38 HS (1987-1995)

FG 37 (2004-2011)

FG 39/391 (1982-2004)

FG 391 DH (1999-2002)

FG 41 (2001-2011)

FG 43 (2008-2011)

FG 44 (1991-2005)

FG 46 (2003-2011)

Boat designers

Håkan södergren.

Håkan Södergren is a very well-known Swedish boat designer who gave a golden thumbprint for the start of Finngulf yachts at the beginning of the ’80s. The first FG34, s/y Matriarch L-2110 was a prototype for the World Championship in Helsinki in 1981.

Mr Södergren designed Finngulf/Inferno models 28 (1985), 31 (1977), 32 (1994), 33 (1988), 34 (1981), 36 (1990), 37 (1983), 39 (1982) and 44 (1989).

Photo credit from the Håkan Södergrens website: https://www.sodergrenyachts.se/yacht-legacy

Kamu Stråhlmann

Karl-Johan ”Kamu” Stråhlmann is a naval architect and designer of Stråhlmann Yacht Design. He designed Finngulf models FG28e, 33, 331, 37, 41 and 46.

Sisters Cara Mia and Luna in Vallisaari Island in Finland at August 2018 (photo Vesa Tuomala)

Farr Yacht Design

Farr Yacht Design was the last Finngulf designer for a 43 footer cruiser/racer. The team of Farr’s architects designed a beautiful sailing boat for IRC and IMS racing – also for pleasure sailing.

Finngulf yachts in SailboatData.com: https://sailboatdata.com/builder/finngulf-yachts

You are using an outdated browser. Please upgrade your browser or activate Google Chrome Frame to improve your experience.

• Link to search page
• US: +1 (561) 833 4462
• US: +1 (206) 209-1920
• MC: +377 99 90 74 63

FINNGULF Yachts for Sale

We currently have no yachts to show. Please check back again soon.

For the first time Rosatom Fuel Division supplied fresh nuclear fuel to the world’s only floating nuclear cogeneration plant in the Arctic

The fuel was supplied to the northernmost town of Russia along the Northern Sea Route.

The first in the history of the power plant refueling, that is, the replacement of spent nuclear fuel with fresh one, is planned to begin before 2024. The manufacturer of nuclear fuel for all Russian nuclear icebreakers, as well as the Akademik Lomonosov FNPP, is Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC), a company of Rosatom Fuel Company TVEL that is based in Elektrostal, Moscow Region.

The FNPP includes two KLT-40S reactors of the icebreaking type. Unlike convenient ground-based large reactors (that require partial replacement of fuel rods once every 12-18 months), in the case of these reactors, the refueling takes place once every few years and includes unloading of the entire reactor core and loading of fresh fuel into the reactor.

The cores of KLT-40 reactors of the Akademik Lomonosov floating power unit have a number of advantages compared to the reference ones: a cassette core was used for the first time in the history of the unit, which made it possible to increase the fuel energy resource to 3-3.5 years between refuelings, and also reduce the fuel component of the electricity cost by one and a half times. The FNPP operating experience formed the basis for the designs of reactors for nuclear icebreakers of the newest series 22220. Three such icebreakers have been launched by now.

For the first time the power units of the Akademik Lomonosov floating nuclear power plant were connected to the grid in December 2019, and put into commercial operation in May 2020. The supply of nuclear fuel from Elektrostal to Pevek and its loading into the second reactor is planned for 2024. The total power of the Akademik Lomonosov FNPP, supplied to the coastal grid of Pevek without thermal energy consumption on shore, is about 76 MW, being about 44 MW in the maximum thermal power supply mode. The FNPP generated 194 million kWh according to the results of 2023. The population of Pevek is just a little more than 4 thousand, while the FNPP has a potential for supplying electricity to a city with a population of up to 100 thousand people. After the FNPP commissioning two goals were achieved. These include first of all the replacement of the retiring capacities of the Bilibino NPP, which has been operating since 1974, as well as the Chaunskaya TPP, which has already been operating for more than 70 years. Secondly, energy is supplied to the main mining companies in western Chukotka in the Chaun-Bilibino energy hub a large ore and metal cluster, including gold mining companies and projects related to the development of the Baimsk ore zone. In September 2023, a 110 kilovolt power transmission line with a length of 490 kilometers was put into operation, connecting the towns of Pevek and Bilibino. The line increased the reliability of energy supply from the FNPP to both Bilibino consumers and mining companies, the largest of which is the Baimsky GOK. The comprehensive development of the Russian Arctic is a national strategic priority. To increase the NSR traffic is of paramount importance for accomplishment of the tasks set in the field of cargo shipping. This logistics corridor is being developed due regular freight voyages, construction of new nuclear-powered icebreakers and modernization of the relevant infrastructure. Rosatom companies are actively involved in this work. Rosatom Fuel Company TVEL (Rosatom Fuel Division) includes companies fabricating nuclear fuel, converting and enriching uranium, manufacturing gas centrifuges, conducting researches and producing designs. As the only nuclear fuel supplier to Russian NPPs, TVEL supplies fuel for a total of 75 power reactors in 15 countries, for research reactors in nine countries, as well as for propulsion reactors of the Russian nuclear fleet. Every sixth power reactor in the world runs on TVEL fuel. Rosatom Fuel Division is the world’s largest producer of enriched uranium and the leader on the global stable isotope market. The Fuel Division is actively developing new businesses in chemistry, metallurgy, energy storage technologies, 3D printing, digital products, and decommissioning of nuclear facilities. TVEL also includes Rosatom integrators for additive technologies and electricity storage systems. Rosenergoatom, Joint-Stock Company is part of Rosatom Electric Power Division and one of the largest companies in the industry acting as an operator of nuclear power plants. It includes, as its branches, 11 operating NPPs, including the FNPP, the Scientific and Technical Center for Emergency Operations at NPPs, Design and Engineering as well as Technological companies. In total, 37 power units with a total installed capacity of over 29.5 GW are in operation at 11 nuclear power plants in Russia. Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC, Elektrostal) is one of the world’s largest manufacturers of fuel for nuclear power plants. The company produces fuel assemblies for VVER-440, VVER-1000, RBMK-1000, BN-600,800, VK-50, EGP-6; powders and fuel pellets intended for supply to foreign customers. It also produces nuclear fuel for research reactors. The plant belongs to the TVEL Fuel Company of Rosatom.

Rosatom obtained a license for the first land-based SMR in Russia

On April 21, Rosenergoatom obtained a license issued by Rostekhnadzor to construct the Yakutsk land-based SMR in the Ust-Yansky District of the Republic of Sakha (Yakutia).

ROSATOM and FEDC agree to cooperate in the construction of Russia's first onshore SNPP

ROSATOM and FEDC have signed a cooperation agreement to build Russia's first onshore SNPP in Yakutia.

Rosatom develops nuclear fuel for modernized floating power units

Rosatom has completed the development of nuclear fuel for the RITM-200S small modular reactor designed for the upgraded floating power units.