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Sailboat Reviews

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.

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Year: 1983

Current Price: US $29,900

Length: 38′

Located In: Barrington, RI

Type: Sloop, Cruiser

Hull Material: Fiberglass

Description

Classic 1983 morgan 384 – 38′ cruiser.

Nearly 500 of the 1977 Ted Brewer designed series Morgans were built and in production until 1986 (only about 80 Morgan 38’s were built before that). When the 384 model was introduced, there were several subtle changes; the rudder was slightly enlarged, there were slight modifications to the interior, mid-boom sheeting was introduced, and the traveler was moved out of the cockpit to the cabin top, and ventilation was improved with the addition of four Dorades with cowl vents.”Peregrine” is well equipped for cruising with appropriate features:

Dutchman Main Flaking System
Quantum Fusion MR5300 Furling Genoa
¾ oz. Cruising Spinnaker w/sock and ATN Tacker – lightly used
6 Lewmar winches, 5 self-tailing
Carbon fiber double spreader mast – 1997
Spade S100 galvanized anchor 44#
225ft 5/8″ 8-plait nylon rode with 20ft 5/16″ G4 HT chain
Raymarine ST6002 Smart Pilot

Currently on the hard and located in Barrington, RI she is easy to see

(if you are comfortable climbing a ladder)., full specifications.

Boat Name Peregrine

Specs Flag of Registry: United States

Dimensions LOA: 38′ 4″ Beam: 12′ LWL: 30’6″ Draft: 5′ Displacement: 18,000 lbs Ballast: 6,800 lbs

Engine Engine Brand: Perkins Engine Year: 1983 Engine Model: 4-108 Engine/Fuel Type: Diesel Drive Type: Direct Drive HP: 50

Tanks Fresh Water Tanks: 45 Gallons Fuel Tanks: 40 Gallons Holding Tanks: 15 Gallons

Accommodations Number of Double berths: 3 Single berths: 4 Total Berths: 4 Number of cabins: 1 Seating capacity: 6

Number of Heads: 1

DESCRIPTIONS

Nearly 500 of the 1977 Ted Brewer designed series Morgans were built and in production until 1986 (only about 80 Morgan 38’s were built before that). When the 384 model was introduced, there were several subtle changes; the rudder was slightly enlarged, there were slight modifications to the interior, mid-boom sheeting was introduced, and the traveler was moved out of the cockpit to the cabin top, and ventilation was improved with the addition of four Dorades with cowl vents. “Peregrine” is well equipped for cruising with appropriate features:

ACCOMMODATIONS

Descending the companionway, you see the galley to port and a roomy quarter berth to starboard. The nav station sports a large table for its purpose, and to serve as a roomy desk for working aboard as well. You step down to a teak and holly cabin sole, and like all the other wood on the boat creates a warm and cozy atmosphere. There are various grab rails to be able to move freely and safely around the boat at sea. The living area is comfortable (with newer interior cushions 2017) and spacious, with a salon table with seating for 4. The mast is keel stepped and just forward to it is a spacious and comfortable head and a large double v-berth serving as the master’s stateroom. Throughout the boat, there are plenty of opening ports and hatches for superior ventilation, including 4 dorades to help. To starboard is a hanging locker and an additional storage closet.

Single Berths 4 Cabins 1 Heads 1

ELECTRONICS – ELECTRICAL Electronics:

GPS: Garmin GPS Map 192C
Radar: Furuno 2010
Autopilot: Raymarine ST6002 Smart Pilot
VHF: Ray-80 VHF
Depthsounder: Raymarine ST60
Speedometer: Raymarine ST60 – Transducer removed for storage
Wind: Raymarine ST60 – mast mount Windex

Electrical:

Batteries/House: (2) Group-27/AGM design 2022
Batteries/Start: (1)Group-27/AGM design 2022
Battery Charger: Professional Mariner 30-amp/multi-bank
Alternator: 100 Amp
New bow anchor roller 2023
Anchor: 2017 Spade S100 galvanized anchor 44#
Rode: 2017 225ft 5/8″ 8-plait nylon rode with 20ft 5/16″ G4 HT chain
Cockpit table
Swimming Ladder
Binnacle Cover
Bimini 2016

SAILS – RIGGING

Mainsail: Quantum Performance Dacron 2010 with Dutchman flaking system
Mainsail Cover 2016
Furling Genoa: 2015 Quantum Fusion MR5300 Furling Genoa
Spinnaker: 2003 ¾ oz. Cruising Spinnaker w/sock and ATN Tacker – lightly used
Standing Rigging Age: 1997
Rigid boom vang
Inboard and outboard Genoa tracks

MECHANICAL – OTHER

Mechanical:

New starter motor 2022
Propeller: Prowell Bronze 3 blade Feathering

FULL DISCLOSURE:

She needs a repair to the cabin top near the companionway which the owner is prepared to fix or make an allowance. Also the exterior brightwork is in need of attention.

Broker Contact Information

For any questions and to arrange a viewing CONTACT:

Jim Spiro – CPYB Certified Professional Yacht Broker

The Cruising Yacht Brokerage, LLC 101 Narragansett Ave. Barrington, RI 02806

401-258-2625 mobile [email protected]

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Please contact us at (401) 405-1979 or [email protected] for any additional information

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1994 Catalina Morgan 38 Center Cockpit

Center Cockpit
Punta Gorda, FL, US

Yacht price

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This Catalina Morgan 38 Center Cockpit is a favorite cruising sailboat. Center cockpit gives captain and everyone else aboard comfortable seating around folding cockpit table with great views. Scoop stern design offers safe, easy swim and dinghy transfer with folding boarding ladder. Interior with 6' 5" headroom is a winner - so spacious for guests to gather in salon. Sleeps 6: 2 in aft master suite with centerline queen berth, 2 in forward guest suite with double v-berth and 2 on salon settees. Two private heads with showers adds to everyone's comfort. Casual cooks and gourmet chefs appreciate the well organized fully equipped alley-style galley. In-mast mainsail, furling genoa with all lines led to cockpit make this Catalina an easy single handed sail as well as great for teamwork.

• New 2021 In-Mast Mainsail

• Updated Instruments: Chartplotter/Radar, Radome, Wind, Speed, Depth, Autopilot

• Air conditioned/heated interior

• Solar Panels

• 6' 5" headroom

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

View Option

From dock, admire this Catalina Morgan 38 Center Cockpit design. Remember the all time favorite Charley Morgan designed family cruising charter for a family Bahamas vacation? This Gerry Douglas design provides all the same comforts with sailing improvements and modern conveniences. Come aboard to enjoy this "new" favorite family cruiser.

Step securely aboard at gate to appreciate the stability provided by the dodger grabhandle and double lifelines. Walk forward along nonskid deck to bow, noting new in-mast mainsail and roller furling genoa. Observe anchor locker with electric windlass to control Bruce anchor. Walk aft to stern to appreciate the wide comfortable scoop design with easy boarding from water via folding ladder, and hot/cold shower for quick rinse after swim. Also note 150# hoist mounted at stern capable of lifting your dinghy outboard and a weakened person or dog in distress.

Move forward to step down into center cockpit under bimini/dodger. Sit comfortably with high comfortable seat backs and cushions around folding cockpit table. Note raised helm seat for excellent view behind large wheel and navpod mounted instruments. Observe that all sail lines are led to cockpit with cockpit mounted winches and clutches and aft cockpit mounted traveler.

Step forward and down 6 scooped wooden ladder steps with siderails to salon. First, appreciate the 6' 5" headroom throughout the interior! Observe elegant wood paneled design and teak and holly sole. Look around salon to appreciate beautiful soft leather settees to port and starboard with lovely wood removable table to port. Also note port settee converts to two seats with table. Look starboard for nav station with desk and controls. Observe electrical panel just forward of nav station. Move forward through salon to guest suite. Note hanging locker to starboard across from enclosed private head with marine toilet, sink in vanity with cabinet, and wand faucet for sink and shower. Exit head and move forward for double v-berth with 4 drawer storage underneath filler cushion.

Move through salon aft of companionway to port and step down to this well designed alley-shaped galley - any chef's dream! Turn toward hull to observe refrigerator, freezer, propane stove and oven, microwave oven, counter workspace and storage. Turn toward interior side for more counter workspace, storage and deep double stainless steel sinks with high wand faucet.

Move aft through private door and step up to master suite. Appreciate this spacious cabin with settees on either side of queen centerline berth, shelves, hanging lockers and cabinets. Also note the many opening ports for great cross ventilation. Proceed around the berth to starboard and turn forward to the master head. Open the private door and step down on nonskid sole to enter head. Observe the manual marine toilet, vanity with sink and mirrored cabinets. Step further forward and over small divider into spacious shower with seat and wand faucet. Exit through private door to find the nav station alongside companionway.

This Catalina Morgan 38 Center Cockpit is thoughtfully designed for your family and friends to enjoy long range cruising as well as weekend jaunts. Plenty of comfortable seating for 6-8 in cockpit and salon. Interior is well ventilated with plenty of opening ports and airconditioning as needed.

Sleep 4 in the 2 private staterooms and 2 on salon settees. Two private heads with shower eases everyone's comfort. Fully equipped alley-shaped galley aft of salon makes it easy to prepare snacks and nutritious gourmet meals as well as clean up. Everyone enjoys sitting up in center cockpit with high back support and great views under bimini/dodger while sailing and at anchor or dock!

• Elegant interior wood paneling, soft leather cushions and teak and holly sole

• 6' 5" headroom throughout interior

• Entertain 8 in salon and center cockpit

• Sleep 4 in 2 private cabins and 2 on salon settees

• 2 private heads with showers

• hot/cold shower on stern

• Plenty of storage in private suites, salon and galley

• Salon settee to port with removable wood pedestal table

• Salon settee to starboard converts to 2 seats with table

• Enter aft master suite either side of companionway via galley to port or master head to starboard

Casual cooks and gourmet chefs love this fully equipped walk through alley-style galley to port aft of companionway. Rubberized sole adds safety and protection. Lovely wood cabinetry and fiberglass counters. Twin deep double stainless steel sinks and storage along inner side of galley. Propane stove and oven, microwave oven, toploading refrigerator and freezer and storage along galley hull side. Enter galley from salon and master suite.

• Highly functional alley-style galley

• Counter workspace aplenty

• Twin deep double stainless steel sinks with wand faucet

• Pressurized hot/cold water system

• Pump raw water faucet at galley sink

• Adler Barbour top loading refrigerator and freezer

• Hillebrand propane 2 burner stove and oven

• Princess electric microwave oven

• Plenty of cabinet and shelf storage

• Access to engine undere inner galley

Navigation Electronics at Helm Navpod - All Updated:

• Raymarine Hybrid Touch e125 Chartplotter / Radar / Depth - Updated

• Raydome mounted on aft pole - Updated

• Raymarine I70 wind instrument - Updated

• Raymarine P70 autopilot control - Updated

• VHF Ram mike - Updated

• Ritchie 6" mounted compass

Navigation Electronics at Nav Station:

• Standard Horizon VHF radio with AIS - Updated

• Weems and Plath brass barometer

Entertainment Electronics:

• Dynex flat screen TV

• Digital TV antenna

• AM/FM Stereo with Bose speakers throughout

Electrical panel forward of nav station

DC System :

• 2 Duracell wet cell 4D house batteries

• 1 Duracell wet cell Group 24 start battery

• 2 Kyocera 140w solar panels

• Xantrex Link 20 battery charger / inverter

• 30 amp shorepower with cord

• Freedom Xantrex inverter

Excellent sailing vessel for single handing and team sailing. All lines led to cockpit.

• 135% furling genoa

• In-mast furling main sail - New 2021

• Deck stepped mast

• Traveler mounted aft cockpit

• 2 Lewmar 46 self tailing winches

• 2 Lewmar 40 self tailing winches

• Labeled clutches on cabintop

• Double spreaders on mast

• Split backstay

• Spring loaded boom vang

Well protected deck with nonskid and double lifelines for safe movement all around. Scoop stern with folding ladder supports easy swimming and dinghy boarding. Very comfortable cruising in center cockpit in any weather with bimini / dodger and full enclosure as needed.

• Center cockpit seats 8 with cushions

• Folding large cockpit table mounted on navpod

• Cockpit covered with bimini / dodger and full isinglass enclosure

• Grab handles at dodger

• 2 Kyocera 140w solar panels mounted above bimini

• Double life lines surround deck

• Sugar scoop stern with hot/cold shower

• Folding swim ladder at stern

• 150# hoist at stern

• Nonskid deck

• Propane vented locker aft port deck

• Aft starboard storage locker

• Dock box mounted at stern

• Maxwell 800 electric anchor windlass in bow anchor locker

• 45# Bruce anchor with chain and rope rode

• Westerbeke diesel engine under companionway and galley

• Marine Cruise Air 16,500 BTU air conditioning/reverse cycle heater

• 2 Raritan manual marine toilets

• Macerator pump

• Seaward 11 gallon hot water heater

• Fresh water pump

• Racor secondary fuel filter

• Tank monitor at nav station

• 3 fresh water tanks

NOTE: There is no dinghy or outboard engine with this Catalina 38 Mk II.

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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Welcome to this website/forum for people interested in the Morgan 38 Sailboat . Many of our members are 'owners' of Morgan 38s, but you don't need to be an owner to Register/Join.
Morgan Community
Main Morgan 38 Sailboat Forum
Thread starter morganschoice
Start date Jan 27, 2001

morganschoice

Jan 27, 2001

<div>While I appreciate the comments I have recieved I have yet to hear of specific areas that should be looked at closely in this model. I will of course use a marine surveyor and mechanic but I'm interested in peoples expericinces with such areas as blisters, delamination, plumbing and electrical systems which have be notoriously problematic. <hr size="7" width="75%"> <a name="followups">Follow Ups:</a> <ul> <li><a href="3719.html">Re: Morgan 384</a> <b>Terry Thatcher</b> <i>02/01/01</i> (0) <ul> </ul> </li><li><a href="3716.html">Re: Morgan 384</a> <b>Charles Burnside</b> <i>02/01/01</i> (0) <ul> </ul> </li><li><a href="3709.html">Re: Morgan 384</a> <b>Paul Wernquist</b> <i>01/30/01</i> (0) <ul> </ul> </li><li><a href="3707.html">Re: Morgan 384</a> <b>John Schamante</b> <i>01/30/01</i> (0) <ul> </ul> </li><li><a href="3706.html">Re: Morgan 384</a> <b>Larry Hume</b> <i>01/30/01</i> (0) <ul> </ul> </li><li><a href="3705.html">Re: Morgan 384</a> <b>Jim McEntyre</b> <i>01/29/01</i> (1) <ul> </ul> </li><li><a href="3703.html">Re: Morgan 384</a> <b>Jim Ball</b> <i>01/29/01</i> (0) <ul> </ul> </li><li><a href="3701.html">Re: Morgan 384</a> <b>Mick MacMullan</b> <i>01/28/01</i> (0) <ul> </ul> </li><li><a href="3700.html">Re: Morgan 384</a> <b>Jim Cleary</b> <i>01/28/01</i> (0) <ul> </ul> </li></ul> <hr size="7" width="75%"> <a name="postfp">Post a Followup</a> <form method="POST" action="http://www.alantigner.org/cgi-bin/wwwboard.pl"> <input type="hidden" name="followup" value="3698"> <input type="hidden" name="origname" value="Keith"> <input type="hidden" name="origemail" value="[email protected]"> <input type="hidden" name="origsubject" value="Morgan 384"> <input type="hidden" name="origdate" value="January 27, 2001 at 16:12:50"> Name: <input type="text" name="name" size="50"> E-Mail: <input type="text" name="email" size="50"> Subject: <input type="text" name="subject" value="Re: Morgan 384" size="50"> Comments: <textarea name="body" cols="50" rows="10"> </textarea> Optional Link URL: <input type="text" name="url" size="50"> Link Title: <input type="text" name="url_title" size="48"> Optional Image URL: <input type="text" name="img" size="49"> <input type="submit" value="Submit Follow Up"> <input type="reset"> <hr size="7" width="75%"> <center>[ <a href="#followups">Follow Ups</a> ] [ <a href="#postfp">Post Followup</a> ] [ <a href="/wwwboard.html">M-38</a> ] [ <a href="/faq.html">FAQ</a> ]</center> </form></div>

JIM & MARGE HUTCHISON

Jan 28, 2001

<div>Keith Using the search function on the board and entering the words "fatal flaws", you find a number of entrys from a couple of years ago. The discussion back then was about the things that are not right with our boats. You'll get a good idea of what to look for in a prepurchase survey. Just keep in mind that those faults and flaws are by no means fatal. They are all correctable or minor enough to live with. If your looking at a Morgan that was well maintained, then the problems will have probably been addressed. We on this board love our boats. Asking us if there is anything wrong with them is like asking a Mother if her child isn't perfect. The Brewer Morgans are solid, comfortable and good sailing boats for their price range. You probably won't find a better value. Jim <hr size="7" width="75%"></div>

Alan Shapiro

<div>Keith,The fact that you haven't heard anything much is probably a good sign. Blisters, delamination, plumbing and electrical problems. I have a 1980 382 and have owned her from 1984 to present. No blisters (and I keep her in the water year round), no delamination, no electrical problems, and the only real plumbing issue I've dealt with is the replacement of the Par pressure water pump with a much more quiet Flojet pump and that could hardly be called a problem after that many years of use! Sorry I can't help you more, but the boat is really pretty well made. Again, if you have specific issues that you want to question, I will be happy to answer to the best of my knowledge! <hr size="7" width="75%"></div>

Jan 29, 2001

<div>I don't think anyone at thia site will describe any bad qualities with this vessel. If you want to find something wrong, you will have to look long and hard unless this boat has been abused or in an accident. <hr size="7" width="75%"></div>

Barry Schnur

Jan 30, 2001

<div>Guess I'll put my two-bits in. The M-384 has no faults that are of the nature you described -- "notoriusly problematic". Actually, it has no significant faults of any sort. The M382 had a problem with proper mast support (which Morgan fixed in a massive recall campaign), but the factory got that right later on and all the M383's and M384's were built with a good mast support system. There are, to be sure, some small things, such as the lack of an upper bearing for the rudder, but is this a problem? Not at all. Could the electrical system be more stout? Sure, but it's still pretty darn good and has been essentially trouble free! I've heard of no blister problems. My own boat is 22 years old, is in the water year round, and the first blister has yet to pop up. When my surveyor measured the moisture content of my hull, he thought his meter was broken because there was less than 5% moisture anywhere in the laminate. You'll go a long ways before you find a better value for such a well made boat. Good luck and smooth sailing... _/) Jim <hr size="7" width="75%"></div>

Robert McCabe

<div> Keith,As everyone has said there are no serious problems with the 384. My surveyor who had completely rebuilt a 384 that ran up on some rocks in Lake Erie and was left a number of days. He told me he : " would not worry about taking this boat offshore, the boat can take anything you can throw at it, it's the skippers that are more likely inadequate". The PO told me of an instance he was in a storm on Lake Michigan. He passed a Coast Guard boat, they hailed him and asked it he was ok, he said that the boat seemed to be ok. The Coast Guard replyed, I know the Morgan can take it but how's the skipper?Go for it you won't be sorry! <hr size="7" width="75%"></div>

larrymcclure

Larry mcclure.

<div>I have to agree with everyone else. I haven't found any significant problems with my 382 (Hull 7) and it has been in the water full time for more than 22 years. Last spring, upon haulout, we did notice a few small-sized (half the size of a dime in diameter) blisters. Talking with many old-timers at the yard, I shouldn't have any problems with them for at least five or six years. I wouldn't trade this boat for any others in my marina, except maybe the newer Morgan 38s! <hr size="7" width="75%"></div>

interlude38233

Feb 1, 2001

<div>Keith, You will love the Morgan. I have had my 382 since new. Had it in charter for 20 years on Lake Superior. The obvious things are the hardest, like maintaining teaks. The engine is so perfect. Some areas of trouble: Shower sump hard to pump. Can not think of any others in 20 years. Chuck <hr size="7" width="75%"></div>

John balthazor

<div>If I were going off shore for an extend period, I would consider getting through bolts through the deck joint, to help the adhesive and the screws. Someone else in our group glassed the bulkheads to the cabin roof for added strenght, but most have not done so. I think the boats are a little rambunctious going down wind (do not track as well as I would like.) Perkins are wonderful engines, but nearly every one I have seen over a couple years old leaks lube oil--typically front or rear seals. the ice box needs more insulation. the hand rails should be through bolted, not screwed to the coach roof. I wish I had more main and less foretriangle--but the sail handling consequences of a big jib could be corrected by converting her to a cutter, which is how Brewer originally designed her. Every boat should be very carefully checked for delamination before purchase, even Morgans, but every 392 -384 I have hear of has tapped out very well. <hr size="7" width="75%"></div>

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WEST INDIES 38 (MORGAN)

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Sailboat Guide

Morgan 382 is a 38 ′ 3 ″ / 11.7 m monohull sailboat designed by Jack Corey and Edward S. Brewer and built by Morgan Yachts between 1977 and 1982.

1 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
2 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
3 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
4 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
5 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
6 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
7 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
8 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
9 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
10 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
11 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
12 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
13 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
14 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
15 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
16 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
17 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
18 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
19 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
20 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
21 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
22 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
23 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
24 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
25 / 71 Stamford, CT, US 1979 Morgan 382 $25,000 USD View
26 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
27 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
28 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
29 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
30 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
31 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
32 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
33 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
34 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
35 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
36 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
37 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
38 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
39 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
40 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
41 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
42 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
43 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
44 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
45 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
46 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
47 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
48 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
49 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
50 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
51 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
52 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
53 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
54 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
55 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
56 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
57 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
58 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
59 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
60 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
61 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
62 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
63 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
64 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
65 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
66 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
67 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
68 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
69 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
70 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View
71 / 71 Morehead City, NC, US 1978 Morgan 382 $44,450 USD View

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)

First introduced as the MORGAN 38 though entirely different from the model by the same name that came out in 1969. Updated in 1981 with a taller rig, modified rudder, larger water tank, and numerous changes to the interior. Updated again in 1983, it became the MORGAN 384. Catalina Yachts purchased Morgan Yachts in 1985, but this latter model remained in production for another year. Approximately 500 boats were built under it’s varying iterations.

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Ultimate Boating Giveaway

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

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Beam: 14'6' Draft: 5'6'

Beam: 14'8' Draft: 7' 6'

Beam: 13'6' Draft: 6'6'

Beam: 13.5' Draft: 6'

Beam: 13' Draft: 5.6'

Beam: 13.6' Draft: 5.6'

Beam: 13.5' Draft: 5.5'

Beam: 12' 6' Draft: 7' 6'

Beam: 13.6' Draft: 5.3'

Beam: 11' Draft: 6'1'

Beam: 11' Draft: 6'3'

Beam: 13' Draft: 5'

Beam: 13' Draft: 5.5'

Beam: 11' Draft: 6'6'

Beam: 12' Draft: 6'

Beam: 13' Draft: 9'

Beam: 11' Draft: 6.5'

Beam: 13.4' Draft: 7.6'

Beam: 11' Draft: 6'

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Beam: 14' Draft: 6'

Beam: 13'4' Draft: 5'8'

Beam: 13' Draft: 5'9'

Beam: 12' Draft: 5'5'

Beam: 13.6' Draft: 6'

Beam: 18.8' Draft: 4.10'

Beam: 14' Draft: 5'

Beam: 13.8' Draft: 4.2'

Beam: 13.10' Draft: 4.5'

Beam: 13'10' Draft: 4'2'

Beam: 13.8' Draft: 4.3'

Beam: 13.82' Draft: 4.17'

Beam: 13.1' Draft: 4.02'

Beam: 13'8' Draft: 4'2'

Beam: 13' Draft: 4.2'

Beam: 13.9' Draft: 4.3'

Beam: 11'3' Draft: 4'2'

Beam: 13-8' Draft: 4-6'

Beam: 15' Draft: 4'

Beam: 13'10' Draft: 4'3'