morgan 38 sailboat data

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Morgan 38/382

Charlie morgan's hurrah becomes ted brewer's success story becomes today's pseudo-classic..

We receive many requests from readers to review certain boats. Almost without exception, the requests come from owners of the boat suggested. Few boats have been the object of more requests than the venerable Morgan 38. At first blush, it is difficult to determine which Morgan 38 we ought to address, as two distinct designs were built since the first one appeared 22 years ago. After some thought, we decided to trace the history of both as best we could, including also the Morgan 382, 383 and 384.

The Morgan 38 was designed in 1969 by Charlie Morgan. He had founded Morgan Yacht Company in St. Petersburg, Florida, in 1965. The Morgan 34 was his first production model. A hometown boy, he had made a name for himself in the 1960 and 1961 Southern Ocean Racing Conference (SORC), winning with a boat of his own design called Paper Tiger . While not a formally trained naval architect, Morgan demonstrated his skill with a variety of designs. Many of these were keel/centerboard models, owing to the shoalness of Florida waters. Seventy-nine were built before production halted in 1971.

In 1977, the Morgan 382 was introduced, designed by Ted Brewer, Jack Corey and the Morgan Design Team. According to Brewer, the boat was loosely based on the Nelson/Marek-designed Morgan 36 IOR One Ton. The most obvious difference between the 38 and 382 was the elimination of the centerboard and the addition of a cruising fin keel (NACA 64 012 foil) with skeg-mounted rudder. They are two completely different designs from two different eras in yacht design.

In 1980, the 382 was given a taller rig and called the 383. About 1983 the boat underwent other subtle changes, now called the Morgan 384. The rudder was enlarged and the interior modified. In its three versions, the Brewer model registered about 500 sales.

The company changed ownership several times during this period. It went public in 1968, was later bought by Beatrice Foods and then Thor Industries. Presently it is owned by Catalina Yachts, who built just 24 38s (three were kits) before discontinuing production in 1986.

The first Morgan 38 was a development of the highly successful 34, which Morgan called a “beamy, keelcenterboard, CCA (Cruising Club of America)-style of yacht. We had a good thing going and didn’t want to deviate; we found little interest in those days in keel boats. Centerboards have their own sorts of problems, but there’s an awful lot of thin water in the world, and safe refuge and quiet anchorages are mostly in shoal water.”

The boat has a long, shoal keel drawing just 3′ 9″ with the board up. The rudder is attached and there is an aperture for the propeller. “Beamy,” in 1969, meant 11 feet. The waterline was fairly short at 28 feet, but the overhangs give the hull a very balanced and pleasing profile. The stern is pure Charlie Morgan—a finely proportioned shape that is neither too big nor too small. In profile, the angle between the stern (which interestingly is a continuation of the line of the backstay) and the counter is nearly 90 degrees. It’s a trademark look.

Sloop and yawl rigs were offered, which was typical of CCA designs. The rig has a lower aspect ratio (the proportion of the hoist to the foot of the mainsail) than later designs, including the Brewer-designed 382. Yet this is a very wholesome rig for cruising. Owners responding to our questionnaire said the boat balances very well.

Owners of the 382 and subsequent permutations seemed less pleased. They didn’t rate balance as highly, noting most frequently the difficulty in tracking (keeping the boat on a straight course) when sailing off the wind (not uncommon with beamy fin keel designs; it’s a trade-off with speed, pointing ability and maneuverability). Others said that they raked their masts forward to improve balance. One thought the problem was caused because the rudder was slightly undersized. Still, these owners liked the way their boats sail.

The rig, of course, isn’t the only difference between the Morgan and Brewer designs. The latter has a foot wider beam—12 feet—and a longer waterline. Two keels were offered, the standard five-foot draft and an optional deep keel of six feet. Displacement jumped a thousand pounds to 17,000 despite a reduction in ballast from 7,500 pounds to 6,600 pounds. Centerboard boats, naturally, require more ballast because it isn’t placed as low as it is in a deep fin keel boat.

The look of the 382 is much more contemporary. The rake of the bow is straighter, as is the counter, which is shorter than the original 38 as well. Freeboard is higher and the windows in the main cabin are squared off for a crisper appearance.

Construction

The hulls of the early 38s were built of solid fiberglass and the decks of sandwich construction. Some 382 hulls were cored, others not. A variety of core materials were used, mostly Airex foam. The lamination schedule was your basic mat and woven roving, with Coremat added as a veil cloth to prevent printthrough.

Both designs have internal lead ballast, sealed on top with fiberglass.

The early 382s did not have the aft bulkhead in the head fiberglassed to the hull, which resulted in the mast pushing the keel down. All boats “work” under load, and bulkheads bonded to the hull are essential to a stiff structure. Anyone who has a boat in which major load-bearing bulkheads are not attached to the hull should do so before going offshore. To its credit, the company launched a major recall program.

The owners of all Morgan 38s, as a group, note the strength of the boat. One said he hit a rock at 6 ½ knots and suffered only minor damage. Very few problems were mentioned. The owner of a 1981 model, however, said he “drilled through hull at waterline and was surprised at thinness of glass on either side of the Airex: 1/8” inside, 1/16″ outside.” With the stiffness that sandwich construction provides, not as much glass is required; still, protection from collision and abrasion would recommend greater thickness outside. Brewer, incidentally, discounted the report.

Interestingly, Hetron-brand fire-retardant resin was used for a time, prior to 1984; if you recall, this was blamed for the many cases of reported blistering on the early Valiant 40s. About half of the 382 owners responding to our surveys reported some blistering, none serious.

The attached rudder of the early 38 is stronger than the skeg-mounted rudder of later models. But we do prefer the skeg configuration to a spade rudder, at least for cruising. A problem with skegs, however, is the difficulty in attaching them strongly to the hull. One owner said his was damaged in a collision with a humpback whale, but that is hardly normal usage!

Several owners of later models commented that the mast was a “utility pole,” recommending a custom tapered spar for those inclined to bear the expense.

Other problems reported in our survey were only minor and were corrected by the company. In fact, owners were nearly unanimous in their praise for Morgan Yachts’ customer service.

The layout of the Morgan 38 is quite conventional and workable. In both incarnations there are Vberths forward, private head with shower (separate enclosure in the 382), dinette in main cabin with settee, galley aft in the port quarter area and nav station with quarter berth opposite to starboard. Specifications for the first 38s included “attractive wood-grained mica bulkhead paneling, with oiled American walnut trim.” This was a popular treatment in the 1960s, and practical, but often done to excess. By the 1980s, fake teak didn’t play so well. Owners wanted real wood, and that’s what they got in the 382.

Owners of early 38s complained of poor ventilation (“I added six opening ports, and would like an additional center cabin hatch,” wrote one), short Vberths (“Could be 4″ longer, but I’m 6′ 2.””), and more closet space (from a live-aboard).

Owners of later models mentioned the need for a larger forward hatch to get sails through, a hatch over the galley, larger cockpit scuppers, and Dorade vents.

(Teak Dorade boxes were added on the 384.) They complained of not enough footroom in the V-berths and poor location of the main traveler in the cockpit. (The traveler was moved to the cabinhouse top on the 384.)

Despite these minuses, most owners cite the volume of the interior and many stowage compartments as major reasons for their satisfaction with the boat.

Performance Under Sail

As implied in our comments on balance in the “Design” section of this review, the centerboard 38 sailed beautifully. She is dry and seakindly, stable and relatively fast for her generation. Its PHRF rating ranges from 145 to about 150. The yawl rig is probably not as fast as the sloop, but for the cruising couple, the mizzen sail gives the skipper another means of balancing the boat, as well as a means to fly more sail when reaching if he’s prepared to fuss with a staysail.

The 382 rates between 128 and 150, about 137 on average. The Morgan 383 and 384, which are grouped together, rate a mite lower at 135, on average.

It is not surprising that Brewer’s redesign is faster, even though it’s 1,000-2,000 pounds heavier. This is due to it’s deeper fin and higher aspect rig with the ability to carry larger headsails. There is also less wetted surface. Performance Under Power

The centerboard 38 was powered by the seemingly ageless Atomic Four gasoline engine, though a Perkins 4-107 or Westerbeke 4-107 was available at extra cost ($1,940 in 1969). The early 38s cruise at about 6 ½ knots.

A first-generation Yanmar—the 3QM30—was used on some 382s, and as owners of those engines know, they tend to be noisy and vibrate a great deal. Yanmar engines improved a great deal after the manufacturer redesigned and retooled the entire line. But the most common powerplant was the magnificent 50-horsepower Perkins 4-108. If we were looking for a Morgan 38 to purchase, we’d certainly lean toward one with this engine.

Both designs handle reasonably well under power, as well as most sailboats do, meaning that backing down with a two-blade prop is a necessarily cautious procedure.

A number of owners recommend changing to a three-blade prop, but that will affect sailing performance. One should examine his sailing style closely before making the move.

The Morgan 38, in any incarnation, is a handsome boat that sails well and is built strong enough for most people’s purposes. Some may pause before taking a centerboard boat far offshore, but it has certainly been done—recall, if you will, Carleton Mitchell’s hugely successful racer Finnisterre .

Both centerboard and fin keel versions seem to us to have advantages and disadvantages that are essentially tradeoffs.

On the one hand, we like an attached rudder for cruising, as it provides the best protection from collision with logs and other hard objects. On the other, we recognize the importance of placing ballast low, as in the fin keel version, and we appreciate

Brewer for giving a nice slope to its leading edge so that damage from hitting logs will be minimized. Brewer said that a 382 that passes survey is capable of cruising just about anywhere. “They’ve crossed oceans,” he said.

To our eye, we admit to being fond of the CCA designs with low freeboard and graceful sheer lines. The yawl is a versatile rig that is especially attractive, though it does require more in the way of tuning and maintenance.

An early Morgan 38, in good condition, should sell in the high 20s. Expect to pay a thousand or so more for the yawl. For sellers, considering that in 1969 the base price of the boat was $22,995, that’s not a bad return on investment.

Fifteen years later the price had jumped to $84,995 (1984 model). Those boats today are advertised in the mid to high 60s, and occasionally the low 70s. (What anyone is actually getting for these days is another matter entirely).

Considering the changes in the economy, that’s still not bad performance. What it means most to the prospective buyer is that the Morgan 38 and 382 are popular, much admired boats that should, we expect, hold their value as well as or better than most others.

RELATED ARTICLES MORE FROM AUTHOR

My husband & I bought a 382 Morgan in 1980. Named her Galewynd. We enjoyed her til we sold in 2000

My husband & I bought a 382 in 1980. We named her Galewynd. We enjoyed her til we sold in 2000

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West indies 38 morgan

The west indies 38 morgan is a 38.0ft masthead sloop designed by charles morgan and built in fiberglass by heritage yacht corp. (usa) since 1976..

The West indies 38 morgan is a moderate weight 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 average. There is a short water supply range.

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• Sailboat Guide

West Indies 38 (Morgan)

West Indies 38 (Morgan) is a 37 ′ 11 ″ / 11.6 m monohull sailboat designed by Charles Morgan and built by Heritage Yacht Corp. starting in 1976.

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)

Scaled down verson of MORGAN OI 41, from the same mold as the WEST INDIES 36 and with the same rig. Keel/cb version also available.

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• By Michel Savage
• Updated: August 25, 2006

A teardrop-shaped hull, wide beam, discreet reverse transom, and long overhangs might be the hallmarks of a vintage racing boat, but Ted Brewer designed the Morgan 382 as a cruiser, not as a racer that could also be cruised. From 1977 to 1986, Morgan Yachts and its successor, Cat-alina-Morgan, built nearly 500 of the Morgan 382 and its later configurations, the 383 and 384. Owners have taken them everywhere.

Visually, the boat is balanced and well proportioned, and the low cabin trunk and 6-inch bulwarks help keep the profile trim. At upward of 17,000 pounds on a waterline of 30 feet 6 inches, the boat is almost in the heavy-displacement category. The hull, however, with its elongated fin keel, skeg-attached rudder, and roundish bilge, isn’t that of a slow cruiser.

The all-wood interior offers volumes of room and storage. The head of the double quarter berth to starboard serves as the seat for the nav area; opposite is a large and efficient galley. In the saloon, the L-shaped seat to port only seats two comfortably at the drop-leaf table. A wide settee and a narrow pilot berth occupy the starboard side. The head is roomy and has a fully enclosed shower, but because of the boat’s fine entry, the V-berth is relatively small. On the 384 version, four cowl vents improved the previously poor ventilation.

This boat brought some innovations to the market in 1977. The topsides and the deck were cored with synthetic foam at a time when balsa and plywood were the norm. Morgan also introduced a novel drain system: All deck drains connect to a PVC tube that runs across the boat aft and under the cockpit. Owners call it the “torpedo tube.”

The 382s and later sister ships are generally well built, albeit on the light side. One quirk, however, is that the aft part of the keel houses a 15-gallon integral holding tank, which makes for neither a strong keel nor easy service on the tank. The lead ballast is encapsulated in the forward part of the keel.

Under sail, the motion is predictable and comfortable, and the wide deck offers excellent footing with many flat surfaces. The practical and well-protected cockpit commands a clear view in all directions. The helm is responsive, but directional stability with the wind aft of the beam isn’t great. Overall, the boat is stiff and fast; it points high, and it cuts through chop easily. Aboard our 1982 Morgan 383, Serenity, in 30-knot winds and 5-foot seas on Chesapeake Bay, we’ve surfed at 9.6 knots. Serenity has a Perkins 4-108 and, under power, typically registers 6.2 knots at 1,600 rpm while consuming half a gallon of fuel per hour.

The anchoring system, consisting of a single anchor roller and a foredeck locker, was seen as modern at the time. In reality, it’s inadequate for serious cruising, and many owners have retrofit a second roller and sturdier mooring bitts and cleats.

Some use the quarter berth for storage. All items that need maintenance or repair are easily accessible. With a modified or enlarged saloon table, the interior becomes cozy and functional, though the wood makes it a little dark.

Boats in the Morgan 382/ 383/384 family list from about $40,000 to nearly $80,000. They may not turn heads in harbors, but they’ll take good care of their crews at sea or on the hook, in light air or in heavy weather. Owners trade tips and chat through a website .

Morgan 382 Specs

LOA: 38′ 4″ (11.68 m.) LWL: 30′ 6″ (9.30 m.) Beam: 12′ 0″ (3.66 m.) Draft: 5′ 0″ (1.52 m.) Sail Area (100%): 668 sq. ft. (62.1 sq. m.) Ballast: 6,800 lb. (3,084 kg.) Displacement: 17,200 lb. (7,802 kg.) Ballast/D: .40 D/L: 271 SA/D: 16.0 Water: 95 gal. (360 l.) Fuel: 40 gal. (152 l.) Engine: Various diesels Designer: Ted Brewer

• More: 2001 - 2010 , before 2000 , Bluewater Cruising , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats , sailboats classic plastic
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WEST INDIES 38 (MORGAN)

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Tartan 37 vs Morgan 384

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Any thoughts on the above to boats? Here''s what I''m looking for. I currently own a Catalina 27 and am looking for my next boat. I would like something under 40'' that is comfortable to live on. I will be sailing through the Bahamas and into the Caribbean. I would like it Bluewater capable. I would like to spend less than $75,000 or so. Sloop or Cutter rigged. I''ve been looking at early 80s Tartan 37s and mid 80s Morgan 384s. I think I''ve pretty much made up my mind based on my research. I also considered a Tayana 37 (completely different end of spectrum. Any thoughts or suggestions on other boats would be appreciated. Steve  

You can toss a Pearson 36 into the mix too. Steve  

Although the Tartan is probably better constructed, I have never been a big fan of the Tartan 37. The Morgan 38 is a little crude in comparison but it would easily be my preference of the two. Another option that is pretty much on a par with the Morgan 38''s in design and build quality is the early 1980''s era Hunter 37 cutters or sloops. While Hunter takes a lot of hits for their later boats, these early Hunters were really pretty solidly built and sail very well. The Hunter should prove significantly faster, cheaper to buy, and with its cutter rig perhaps a bit easier to sail in a blow. Jeff  

Of the three boats mentioned, I would chose the Morgan 382. I have been aboard all three and while they are all good boats, I think you would find that the Morg has a more spacious feeling in the cabin. She is a little more open and airy, that makes a big difference in warm climes. As Jeff mentioned, she is faster and a better sailor than the Tartan, not sure about the Hunter...it would be very close. She has a very strong hull with a well designed underbody. Many owners have proven her bluewater capability. There are plenty of these boats around and you can select the best one and negotiate for a good price. The one detractor of these boats is that the joinery down below is not very sophisicated. But that is a cosmetic issue...and one that you could improve by varnishing the teak. For the money, this boat is hard to beat. There is a very active owners group online somewhere. You will find them rabid about their love for these boats. best of luck. John  

I was employed in the late ''70s to early 80''s at a marina that sold Tartan''s, Santana''s, Hunter''s, and Siedelman''s. As a rigger and elecronics installer I crawled all over these boats and delivered quite a few of them. Forget the Siedelmans, pure junk. The Santana''s were pretty, but so lightly built we doubted that they would survive more than 10 years of service. It was evident the Hunter was the price leader, using lots of chopper gun applied glass where most of the boats of the day were still using hand-laid glass, in addition to their marginal equipment specs. The Tartans were the heaviest, and had the highest equipment level of the group, and also the most expensive by a margin of 25% or more. The vast majority of Tartan 37''s have a centerboard, which may or may not be a benefit to you. It will give superior pointing, when down, but you also have to worry about it''s mechanicals. I delivered a few where there were problems right out of the box. Plus, if you go "Bump" on a coral head... pretty costly. The Morgan 384 is a pretty nice Ted Brewer design. With a robust keel, and an interior not that far off from the Tartan. Make sure you stay away from the later Morgan 38''s, not a keel stepped rig, and more of a coastal cruiser. My 2 cents for what it is worth.  

With all due respect, Silmaril, I believe you are not remembering this correctly. From the very beginning Hunter decks and hulls were laid up in fabrics not chopped glass. Jeff  

Hmmmm..... Very possible I am confusing it with other boats, Jeff. It was over 20 years ago and I may be mistaken.  

I was mainly refering to attachment points, some bulkheads and stringers not saying that they used it in the hull or deck. But as I said, I could be confused...  

Steve, my comments are slanted less towards the boats themselves and more to your intended application: living aboard and Caribbean cruising. The Hunter 37 that I remember - perhaps I''m thinking of an earlier model but same length? - was a Cherubini design. I''ve seen terribly underbuilt boats of this design, rudders bending easily, shaft struts as well, and undersized rigging, cheap deck hardware and poorly built interiors (including tabbing). Given that these boats are all 20+ years old now, I''d look closely at all of the above if you consider this model further. I''ve inspected a Tartan 37 immediately following a 3-year Atlantic Circle. The crew raved about how it handled some storms and the boat was unphased by the cruise. The owner consulted S&S during construction and requested advice on mods required for their (not part of the design brief Tartan gave to S&S) intended Atlantic cruise. The only mod recommended was to beef up the transom since the owner planned to add a windvane. I''ve seen other 37s in the Caribbean who seemed to weather the windward passages well. In one case, the owner lost the pseudo-skeg in front of the unsupported rudder (I''m sure there''s a story there...). These boats have good sea berths but lack that spacious feel (visually, at least) down below. While the Bahamas will make you pleased with the centerboard, surgy anchorages further S and E will force you to rig in the board with the boat rolling more as a result. IMO it is the best sailing boat of the group. I like the Morgan 38 (Brewer) design but have seen a wide spectrum of indivudal 38/382/383?/384 models. Apparently moreso than Tartan, Morgan seems to have suffered a lack of quality continuity when building these boats. I think they''d make a great offshore cruising boat assuming you selected one of the good ones, and they strike me as a better liveaboard boat (again, due to the somewhat more spacious feel and layout). Please don''t underestimate the amount of gear and also the remedial attention the boat will demand when finalizing your budget and before making an offer. I''d look for a recently upgraded, cruised and returned model and gladly pay a price premium, assuming the gear is recent and installation of it sound. Jack  

Jack: icluding a new engine,I put over 50K into Teacher''s Pet III to upgrade.Always add 40% to estimate. Gene  

Where does the 385 fit into the mix?  

In the Previous message, I meant the Pearson 385 - Center Cockpit. I''d be interested in knowing what you all htink about it.  

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