WHAT THE EXPERTS SAY...
NICK VASS, Marine Surveyor
B,SC B,ED HND FRINA MCMS Dipmarsur YS www.omega-yachtservices.co.uk
The Hanse 400 had a conventional GRP hull made from polyester resin, strand fibreglass matting and woven fibreglass cloth, stiffened by a foam sheet sandwich core. The 400e had a more sophisticated composite hull that was built using epoxy resin and glass fibre cloth preimpregnated with epoxy resin which was cured under pressure provided by a vacuum-bagging technique. This process allows the same foam-core sandwich stiffening material to be bonded onto the inside of the hull under pressure, which results in a better bond and helps reduce the possibility of delamination where the layers of the laminate come apart. Using epoxy instead of polyester resin also reduces the possibility of osmosis, which is just as well as I have found osmotic blistering on smaller Hanse yachts. Dry laminate can also be an issue. This is where not enough resin was used, resulting in the glass fibre matting being left starved of resin, making the structure weak. Using pre-preg techniques helps ensure that the resin-to-fibre ratio is precise and that the resin infuses all of the fibres without missing patches. The epoxy hulls were lighter as less resin was used. This is because only just enough resin needs to be mixed in. Hanse has never made any pretence that it is anything other than a builder of modestly priced yachts and so one must expect a little cost-cutting. Deck mouldings can be thin, but they represent good value, are good looking and are fun to sail. A Hanse 400 was fitted with a Jeffa rudder, which had aluminium stocks. I find the stocks to be corroded and rudder post bushes can wear prematurely. However, many German- and Scandinavian-built yachts also use this make of rudder. The stock can become pitted just above the blade, sometimes due to galvanic corrosion caused by dissimilar metals in contact with each other. Conventional antifouling contains a lot of copper as a biocide, which also reacts with the aluminium. The trick is to insulate the stock with epoxy resin or use a copper-free antifouling such as International Trilux, which is designed to be applied to aluminium saildrives.
BEN SUTCLIFFE-DAVIES, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)
www.bensutcliffemarine.co.uk The Hanse 400 and 400e didn’t have a long production run; the ones I’ve surveyed were all ex-charter fleet based abroad. Commercial operation will often notch up high engine hours and wear to sails and running rigging, so check the yacht’s history and consider instructing a surveyor. The Yanmar is a pretty bomb-proof engine but, like all modern engines, they do need regular servicing. Be aware of tachometers that have been replaced or frequently lose their digital readouts. One of my clients had a yacht with 500 declared engine hours; on research it had over 4,500 hours. The Hanse has a sail drive, so check when the unit’s hull sealing ring was last replaced and that the oil has no contamination. Poor or a lack of servicing of the gearbox drive cones can often lead to a replacement unit so check servicing records. Like Nick, I have also had issues with pitted rudder stocks and tubes. The cockpit deck finish was teak and many yachts will now need this replacing, especially those used for charter abroad as boat decks are often washed down with a pressure washer! As with many modern cruisers, laminates are much thinner than some older builds. Although they are generally quite reliable, if damaged, items like the keel matrix do need proper inspection.