morgan 44 sailboat review

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sailing Totem
• Charter Resources
• Destinations
• Galley Recipes
• Living Aboard
• Sails and Rigging
• Maintenance
• Best Marine Electronics & Technology

Catalina Morgan 440

• By Alvah Simon
• Updated: September 23, 2005

For aging sailors, the desire to be out on the big blue seldom wanes, but their capacity to handle physically challenging tasks and their confidence may diminish over time. When the main becomes malevolently large and the ground tackle ponderously heavy, should we tie off our beloved craft and no longer go to sea? The answer, of course, is no, and the market is responding with boats that address the needs of this demographic. With baby boomers possessing more free time and money than in any other period of their lives, there’s no reason why they should be denied their cruising dreams.

“In designing the Catalina Morgan 440,” Catalina’s Gerry Douglas said, “we specifically targeted past owners who are ready for retirement cruising. We envisioned a manageable rig and an aft cockpit with a raised deck saloon that was large. All equipment and ergonomics were specifically selected and designed for comfort and ease of handling.”

Letting form follow function is a risk in an industry driven by image. To his credit, Douglas focused on the practical needs of his maturing customers and let the lines fall where they may. The resulting vessel won’t appeal to everyone, since it makes few concessions to racy aesthetics or high performance. But for those willing to trade that for extended time afloat, the 440 deserves close inspection.

True to the Mission

The four judges of the Cruising World 2005 Boat of the Year contest come from diverse boating backgrounds and approach design with different priorities in mind. But during our dockside inspection of the boat, we all noticed thematic details that were apparent from stern to stem. The aft scoop is wide and low for ease of access from dock or dinghy. Although the pushpit makes a good handhold, an additional rail fixed inboard of the top-side/transom line would improve safety. The life raft can be launched from a designated locker on the scoop, thus avoiding the Herculean task of fishing a 100-pound raft from the depths of the lazarette and heaving it over high coamings and lifelines. Two wide yet shallow steps lead up into the cockpit through an offset transom aisle. This opening is secured with a slide-in splashboard and two stainless-steel wire gates that retract cleverly into the railing when not in use. A 10-inch bridgedeck prevents downflooding, and enormous drainage capacity aft lets this cockpit quickly shed boarding seas.

The steering pedestal on the test boat featured the customary instrumentation plus a GPS chart plotter. The 44-inch wheel is large enough for easy steering but small enough to walk around. The primary winches are within arm’s reach from behind the wheel. All mast control lines are led through rope clutches to a two-speed electric power winch on the cabin top.

A large folding table with stout handholds protrudes forward from the pedestal. The high coamings create a deep and secure cockpit. The captive washboard companionway hatch can be locked from above and below without having to fit or stow heavy pieces, and lifting the locker lids is assisted by gas springs.

At 31 inches, the lifelines are exceptionally high and have gates to port and starboard. While the cabin sides have a boxlike look and substantial windage, they also have handholds that complement the lifelines at the same height. Three-inch bulwarks and an aggressive nonskid surface fit well into this secure layout.

Stanchion bases wrap around the bulwark and are fastened from two angles, making a stiff attachment. Deck hardware attaches by means of threaded aluminum plates laminated into the underdeck. This system results in a hundred fewer holes in the deck and in simple maintenance access. The stem has a long overhang for ample anchor clearance. The rollers, lockers, cleats, and the Maxwell vertical windlass accommodate two sets of ground tackle. The windlass can also be used to haul the dinghy, but its switches should be capped for safety. A set of deep chocks for stowing the dinghy right side up on the foredeck would eliminate the struggle of inverting it.

Solid Impressions

A teak rubrail capped with rubber protects the topsides. The moderate canoe hull is solid hand-laid glass below the waterline and balsa core above, and vinylester resin is used to counter osmosis. The deck is through-bolted to an internal hull flange with 1-inch 316-stainless-steel bolts on 4-inch centers and bonded with 3M 5200. The encapsulated-foam rudder with a 2-inch solid stainless-steel stock hangs on a partial skeg.

The Charleston tapered mast is 62 feet 4 inches high, leaving room for wind instruments and a VHF antenna while still sliding under bridges along the Intracoastal Waterway. The 4-foot-11-inch wing keel is appropriate for the skinny waters of the Bahamas or Belize. U.S. West Coast customers may prefer the 5-foot-4-inch fin keel.

About 80 percent of the 440’s new customers ordered the boat with the standard in-boom Leisure Furl. While I have a natural suspicion of any complicated equipment, I’ll concede that hauling, reefing, and handling a large, stiff mainsail is perhaps the most physically demanding task on board. The advantages of in-boom as opposed to in-mast furling are that the sail can have roach, battens, and a boltrope, and if all goes awry, it still can be dropped manually like a conventional sail.

The meticulous attention to ergonomic detail is most apparent at the companionway entry. Three wide, scalloped steps covered in nonskid extend down to the cabin sole at a gentle angle. A banister borders the steps, and handholds run forward in the saloon at well-planned intervals.

More Than a Cabin

The clear benefits of a raised deck saloon are the brightness, the visibility, and the enormous space created below the sole for machinery, tankage, and stowage. Changes in the cabin sole’s level in the 440’s saloon are made in small and equal increments, minimizing the tripping hazard.

To starboard is a spacious yet secure U-shaped galley. A front- and top-loading fridge/ freezer runs on AC or DC power. Large, 10-inch-deep double sinks, a three-burner stove, and plenty of counter space make this a viable work center. A garbage can is neatly molded under a flip-up companionway step.

The saloon lounge comes with an overstuffed sofa to port. The central seat folds down into a cocktail/game table, and with the flip of a lever, the outer two seats slide out to become full recliners with headrests. The dining table seats six for meals but swivels and folds down to a smaller size for cocktails. It also drops, with the help of an electric motor, to be converted into a double berth. For social occasions, a small nav station with a sliding and swiveling chair adds to the seating capacity.

The island double berth forward in the owner’s cabin offers easy access from both sides, and the spring mattress will soothe aching bones. Under the berth, an enormous stowage drawer runs on ball bearings for easy opening when heavily loaded. Both a small vanity with mirror and chair and a cedar-lined hanging locker sit to port, and a private head/shower lies to starboard. The head is large and well laid out, with a polished stainless-steel sink, a medicine chest, and Corian counter tops. However, all four judges had safety concerns regarding the sharp corners of the folding glass shower doors.

The aft cabin has a split double mattress that allows lee cloths to be fitted when real sea berths are required. An escape hatch opens into the cockpit and provides good ventilation.

Access to the aft head/shower on the port side is gained either from the main saloon or the aft cabin. To starboard aft lies a work/laundry room that can be converted into a quarter berth, should the grandchildren invade.

The height of the raised deck saloon precludes the use of dorade vents, but five Lewmar Ocean Series hatches with shades and screens should provide sufficient ventilation for coastal cruising. Passagemakers may wish to fit low-profile solar ventilators.

Value and Vision

I discovered some inconsistencies in the quality of the joinery work, but overall, I found the interior to be big, bright, and well designed. A massive floorboard on gas springs lifts for unequalled access to an orderly bilge with a proper collection sump. The tankage is generous, with 176 gallons of water, 117 gallons of fuel, and 55 gallons for waste. Equally generous was the electric-power supply on the tested boat, which had a bank of two 8D deep-cycle house batteries, a separate starting battery, 115-volt/50-amp shore power and adapter, an 8-kilowatt Fischer Panda genset, and a Heart 2500 inverter.

The easily accessible 75-horsepower Yanmar auxiliary diesel drove the boat with power to spare. It handled well in tight turns and backed nimbly. Despite the light winds during our test, all judges agreed that the boat was manageable and responsive; it generally outperformed our expectations.

Ultimately, value is determined through a combination of original cost, reliability, and customer service. Catalina, like other companies in the boatbuilding industry, employs new materials and construction techniques that improve durability and reduce maintenance costs. Also, Catalina has long been considered a leader in customer service and support.

In summary, the Catalina Morgan was voted the Best Production Cruiser from 40 to 45 Feet because it’s an interesting and appropriate choice for sailors looking for a roomy, comfortable, and affordable cruising boat. And especially for the more mature crowd, whose members are increasingly challenged by the physical demands of sailing, the 440 offers a host of features specifically designed to keep them sailing longer. And that’s a very good thing.

BOTY judge and seasoned cruising veteran Alvah Simon is plotting his next bluewater adventure.

CATALINA MORGAN 440

LOA 44′ 4″ (13.51 m.) LWL 39′ 9″ (12.12 m.) Beam 14′ 0″ (4.27 m.) Draft (wing/fin keel) 4′ 11″/5′ 4″ (1.50/1.62 m.) Sail Area (100%) 931 sq. ft. (86.5 sq. m.) Ballast (wing/fin) 8,600/8,072 lb. (3,909/3,670 kg.) Displacement 25,500 lb. (11,591 kg.) Ballast/D (wing/fin) .37/.35 D/L 180 SA/D 18.39 Water 176 gal. (667 l.) Fuel 117 gal. (443 l.) Mast Height 62′ 4″ (19.00 m.) Engine 75-hp. Yanmar diesel Designer Gerry Douglas/Catalina Yachts Design Team Price $280,000

Catalina Yachts (818) 884-7700 www.catalinayachts.com

• More: 2001 - 2010 , 41 - 50 ft , catalina , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats
• More Sailboats

New to the Fleet: Pegasus Yachts 50

Balance 442 “lasai” set to debut, sailboat review: tartan 455, meet the bali 5.8, cruising the northwest passage, a legendary sail, 10 best sailing movies of all time.

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

Catalina Morgan 440

The name says it all-this cruiser blends traditional ruggedness and modern-day styling

The details The 440's hull shape is meant for blue water, it is not a weekend warrior masquerading as an offshore boat. Catalina claims the 440 is just as happy on a lazy day sail as on a passage but I don't buy it, this is a cruising boat. The stem is nicely raked, which not only looks better than today's blunt-nosed performance boats but also makes it easy to launch and retrieve the ground tackle without marring the topsides. The beefy wing keel is a lead section and attached to the hull with stainless bolts cast in place. While most production builders use iron keels, Catalina has always used lead. I wonder if Douglas considered internal ballast for the 440. The debate continues over which ballast is better, and although I favor them, encapsulated keels are becoming rare. The rudder is hung on a partial skeg that allows for well-supported upper and lower bearings. The propeller shaft is housed in a molded skeg, making it far less vulnerable and also helps the boat track. The hull is solid fiberglass below the waterline and balsa cored from the waterline up-a sensible way to lay up a hull. The solid glass sections can survive a serious underwater impact while the half-inch balsa core offers excellent panel stiffness and insulating qualities. Coated and scored end-grain balsa is used to prevent the possibility of delamination. The hull and deck are joined on an internal flange and both bolted and bonded together. A lovely teak caprail, incorporating a stainless steel rubrail, covers the joint. It is not very scientific but the new 440 passed my stomping-around-the-deck test with flying colors-the boat is solid. The 440 construction scantlings also include a collision bulkhead just aft of the anchor locker, a critical feature that should be standard on all offshore boats. Catalina offers five-year warranties covering blisters and structural concerns.

Also in Boat Test

• Jeanneau Yachts 55
• Seductive simplicity
• X 4.3 Pure Performance
• Beneteau Oceanis 40.1
• Sun Odyssey 380
• Seawind 1600

Also from John Kretschmer

• Hove to in the gales of Biscay
• Sailing's Promise
• Passage to nowhere
• Farewell to brothers of the sea
• Plotting a course to Caribbean sabbatical cruise
• Passage Planning
• Ready to Rumble
• Good vibrations
• Launching and boarding a life raft
• The Great Circle Route: Connecting the dots of a sailing life

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

Catalina Morgan 44

Catalina Morgan 44 is a 43 ′ 11 ″ / 13.4 m monohull sailboat designed by Nelson Marek and built by Morgan Yachts and Catalina Yachts starting in 1988.

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)

Thought to be an adaptation of the MORGAN 43. A similar version was sold as CSY 445.

Embed this page on your own website by copying and pasting this code.

Discover Related Sailboats

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

MORGAN 44 (CATALINA) Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of MORGAN 44 (CATALINA). Built by Catalina Yachts and designed by Nelson Marek, the boat was first built in 1988. It has a hull type of Fin with rudder on skeg and LOA is 13.41. Its sail area/displacement ratio 15.60. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

MORGAN 44 (CATALINA) has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about MORGAN 44 (CATALINA) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the morgan 44 (catalina).

MORGAN 44 (CATALINA) was designed by Nelson Marek.

Who builds MORGAN 44 (CATALINA)?

MORGAN 44 (CATALINA) is built by Catalina Yachts.

When was MORGAN 44 (CATALINA) first built?

MORGAN 44 (CATALINA) was first built in 1988.

How long is MORGAN 44 (CATALINA)?

MORGAN 44 (CATALINA) is 10.77 m in length.

What is mast height on MORGAN 44 (CATALINA)?

MORGAN 44 (CATALINA) has a mast height of 14.17 m.

Member Boats at HarborMoor

Review of Morgan 44

Basic specs..

The boat is typically equipped with an inboard Yanmar 4JH2ME diesel engine at 50.0 hp (37 kW).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 8.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Morgan 44 is about 296 kg/cm, alternatively 1659 lbs/inch. Meaning: if you load 296 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1659 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

Maintenance

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Morgan 44 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

Boat Tour – 1989 Morgan 44 Center Cockpit (Sailing Satori)

Jump aboard Satori with us as we take you on a tour of our beautiful sailing vessel. Satori is a 1989 Morgan 44 center cockpit.

Feel free to ask as many questions as you’d like in the comments!

Share This Article!

Related posts.

Season 2 Trailer – Full Version (Sailing Satori)

Meet The Crew – The Story Behind Satori

Sailing Satori Season One Trailer – See How it All Began!

[…] Previous Episode – Old San Juan: Why you need to visit this beautiful historic city Suggested Post – Boat Tour – 1989 Morgan 44 Center Cockpit (Sailing Satori) […]

Loved the boat tour. I am currently looking for another boat and the Morgan 44 is on my short list. Question: Where to you store your LP tanks? What size LP tanks do you have and how many? How long does your LP last based on your usage?

Had a fabulous boat tour with Nick. He was amazing. Couldn’t have asked for a better day on the water. Beautiful boat. Thank you so much for sharing it with my family! Would highly recommend it to all of my friends!

Heather, Thank you for coming abroad and doing a charter with us! It was such a great day, I hope to see you on Satori again. You can book your next charter HERE

OUR CAPTAIN NICK ABSOLUTELY MADE OUR AFTERNOON TODAY. HE IS PERSONABLE, KNOWLEDGEABLE, FUN, FUNNY AND MOST IMPORTANTLY, HE IS FROM MINNESOTA!!!!!!! HIS SAILBOAT IS LOVELY WITH PLENTY OF ROOM AND COMFORT AND EASY TO NAVIGATE FROM FRONT TO BACK. IT WAS TRULY A TREAT TO MEET NICK AND EXPERIENCE HIS OBVIOUS LOVE AND PASSION FOR SAILING. THANK YOU. WE SHALL RETURN!!!

Jane, Thank you for doing a charter with us! It was a pleasure having you on board and I look forward to seeing you again. You can book your next charter HERE

Comments are closed.

• 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

How to Sell Your Boat

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

Rhumb Lines: Show Highlights from Annapolis

Open Transom Pros and Cons

Leaping Into Lithium

The Importance of Sea State in Weather Planning

Do-it-yourself Electrical System Survey and Inspection

Install a Standalone Sounder Without Drilling

When Should We Retire Dyneema Stays and Running Rigging?

Rethinking MOB Prevention

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

Check Your Shorepower System for Hidden Dangers

How Dangerous is Your Shore Power?

DIY survey of boat solar and wind turbine systems

What’s Involved in Setting Up a Lithium Battery System?

The Scraper-only Approach to Bottom Paint Removal

Can You Recoat Dyneema?

Gonytia Hot Knife Proves its Mettle

How to Handle the Head

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Re-sealing the Seams on Waterproof Fabrics

Safer Sailing: Add Leg Loops to Your Harness

Waxing and Polishing Your Boat

Reducing Engine Room Noise

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

• 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.

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

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

40-Footer Boat Tours – With Some Big Surprises! | Boat Tour

Electrical Do’s and Don’ts

Bahamas Travel Advisory: Cause for Concern?

Island Packet 370: What You Should Know | Boat Review

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