morgan 34 sailboat data

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Considering a 1966 Morgan 34

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Hello: Considering moving forward on a 1966 Morgan 34 and am wondering if the Morgan community on Sailnet could give me their thoughts on this boat... According to the owner, this was Charley Morgan's boat and he had designed it for himself for cruising (don't know if that's true or not). It has a split galley (to both port/starboard), no quarterberths in the stern (it's all storage in the stern and has stern locker), but two pilot berths in the main cabin along with a v-berth. Atomic 4, been sitting on the hard for 3 years, tiller, hank-on sails, few if any electronics, and 20 gallons each for fuel and water. My vision would be to get a survey to see if it's worth sinking money into.. questions are please: 1.) would this be a good cruising sailboat (at least coastal) for a family of four (son- age 8 and daughter and 10)? 2.) Anyone have any experience with Morgan 34s in terms of their sailing performance? 2.) Any big issues that I should be aware of, i.e. Atomic 4, centerboard, peculiarities of this make and model? what are folks thoughts? thanks in advance....  

Spirit 1969 Morgan 34 Yep - I have a Morgan, The lay out is different than the one you are looking at. We have two quarter Berths, and galley is on starboard. It is a great sailboat for small family. The layout below gives us a lot of room for a 34 and the cockpit is roomy as well. The large deck also gives us some space for kids. The survey went well and the hull was solid. A new engine was put in about 5 years ago by a prior owner. I did some work on the head, seacocks and centerboard pulley. but all works. The head is small.... The boat is easy to sail and the tiller is fine. She is not terribly fast but has very little weather helm when trimmed right. I am not sure that I would go off shore with her, but the chesapeake is fine. I think she sails fine.. Charlie Morgan has a web site and before I bought mine I emailed him with a question...he emailed back a day later. Morgan 34's look great on the water. any more specific questions please let me know...I have some pictures but I am not sure how to upload..I can try if you like...Good Luck  

price point Hello: thanks so much for your reply. What price point would you think would be a fair price for the boat I just described? Also, what do you think would be an outstanding deal on a '66 Morgan 34? Kindly, jason  

A wild guess and I mean wild w/ out looking..if everything works enough to sail, you say sitting on the hard for 3 years so my visual is not great, but 15 to 20k...now what is the owner asking ? My morgan in very good condition, in todays market might be worth 25, there are some for sale on Yachtworld check it out...best Jeff  

Hi Duck401K they are asking $5,500......... i checked out prices on boats.com and found similar numbers to what you were mentioning....  

Sounds like she might need some work. If you need info email Charlie Morgan The MORGAN YACHT CONNECTION he has helped many people with old Morgans. At that price, it might need some work. Where do you plan to sail ? I have found that my kids can understand the simple rigging and enjoy the room. I have virtually no electronics and the boat is very easy to maintain. I am sailing this weekend on the CB Good luck  

have fun out there in the Bay! I think the vision is to sail out of the Great Lakes in a few years and down the coast to Florida. From there, I don't know.. Once I get some pics I'll email Charley (thanks for the link, by the way) and get his thoughts on the boat. Undoubtedly it will need some work. Any boat that sits on the hard will accumulate water so I'm worried about what kind of damage has been done to her while she's sitting. I like the idea of my kids having a simple, safe boat to live aboard on for a year or two. You don't feel safe taking your boat out on the ocean? Not quite set up for it? Kids too little?  

Amundsen - Where is the Morgan 34 you're considering purchasing?  

We absolutely LOVE our 1969 morgan 34. We have sailed her to Rio Dulce, Guatemala and back and were very happy! pm me if you need more info Sue K.  

I have hull #110 , bought it 4 years ago. I paid $12,500, we started at $22,000. It was in good mechanical shape. Good Old Boat magazine did a nice article on this boat. I love many things about this boat ( sails well, is quick, and turns a lot of heads ). I think 1967 was the height of the bronze age. I have a solid bronze centerboard, winches, winch handles. The hull is solid fiberglass. Very sturdy boat. Now for the negatives. Look at the base of your mast, I had to replace the step/centerboard pulley. The outhaul winch is slipping. Do you have a waste tank? The fuel tank could have gunk in it. The side fixed ports can be troublsome. Does your boat have a bimini? I will stop here. Each one of these items can be big projects to fix. It's a strong, well built boat for the money; if it was taken care of. Pay for a survey, it is well worth it. Sea Treasure Worton Creek, MD  

Hey Sea Treasure - I have a 69 Morgan, Spirit in the Wye River, We love the boat. Had some good sailing this year...when are you coming to St. Mikes?...Do you know of other Morgans in the CB... Amundsun 72 Did you get your boat yet ? We did put a waste tank under the forward setee seat. The head is small and I am tall...you will like the boat but it is slim on extras or comforts, under sail handles great. Best J  

Amundsen72 said: Hello: Considering moving forward on a 1966 Morgan 34 and am wondering if the Morgan community on Sailnet could give me their thoughts on this boat... According to the owner, this was Charley Morgan's boat and he had designed it for himself for cruising (don't know if that's true or not). It has a split galley (to both port/starboard), no quarterberths in the stern (it's all storage in the stern and has stern locker), but two pilot berths in the main cabin along with a v-berth. Atomic 4, been sitting on the hard for 3 years, tiller, hank-on sails, few if any electronics, and 20 gallons each for fuel and water. My vision would be to get a survey to see if it's worth sinking money into.. questions are please: 1.) would this be a good cruising sailboat (at least coastal) for a family of four (son- age 8 and daughter and 10)? 2.) Anyone have any experience with Morgan 34s in terms of their sailing performance? 2.) Any big issues that I should be aware of, i.e. Atomic 4, centerboard, peculiarities of this make and model? what are folks thoughts? thanks in advance.... Click to expand...

I am doing a complete rebuild on a Morgan 34, same layout below as yours. Gutted to bare hull, new Yanmar diesel, new wiring, etc. It is for my daughter and her husband to sail to New Zealand from here (Hawaii). It is a great classic design, safe offshore, perfect for a couple or a couple with one or two children. I would be happy to share experiences with you via e-mail if that would be helpful.  

The thread is from 2009 - his kids are probably in college and maybe on his second wife, wonder if he still has the boat?  

5 years later... Kids have graduated college, with kids of their own. On wife #3 by now? I see a very similar boat for sale near me, wonder if it's the same one?  

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The Morgan 34 is a 34.0ft masthead sloop designed by Charles Morgan and built in fiberglass by Morgan Yachts since 1965.

400 units have been built..

The Morgan 34 is a heavy sailboat which is a reasonably good performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally small. There is a very short water supply range.

Morgan 34 for sale elsewhere on the web:

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Charley Morgan’s early yachts look great and sail even better

With Paper Tiger ’s victories still fresh in the minds of sailing enthusiasts, he founded Morgan Yachts in 1963 in St. Petersburg, Florida, and in 1965 launched the Morgan 34, a handsome masthead sloop.

“It was Labor Day when we launched the first one,” he said from his home in Treasure Island, Florida, “Although 6 feet shorter than Paper Tiger , the M-34 had a similar amidships section, powerful yet comfortable in a seaway. And the centerboard can take you anywhere.”

The M-34 was designed as a racer-cruiser to accommodate what were then the Cruising Club of America rules. It was priced at $14,995 and offered three interior layout options. The boat’s popularity among the racer-cruiser crowd was almost immediate, perhaps reflected by the fact that in 1965 the company grossed $1.7 million in sales. 

Morgan Yachts thrived and was eventually merged with the international conglomerate Beatrice Foods in 1968. Morgan stayed on to design the wildly popular, shallow-draft Morgan Out Island 41, a roomy, easy-to-sail yacht with a center cockpit that soon became the darling of the charter fleet industry. At about the same time, Morgan designed, built and skippered the 12-Meter Heritage , for the 1970 America’s Cup defense candidate.  

When Morgan retired in 1972, the company was offering 17 models. It was the last year of production for the M-34, which was replaced by the faster Morgan 35. Beatrice Foods sold the company to Catalina Yachts in the 1990s, after which the Morgan name was no longer used. By then the company had relocated to Largo, Florida.

While continuing to design boats, Morgan frequently sailed his beloved M-34 Checkmate , which carried a 180% genoa as was standard in the 1960s under the CCA handicapping rule.

First impressions

Traditionalists are likely to fall in love with the M-34 at first glance, with its lovely sheer, graceful overhangs and many teak accents, from cockpit sole and coamings to toerails and cabintop grabrails. The relatively large cockpit is inviting and the narrow beam adds to the sense of overall sleekness. 

Construction

The M-34 is part of the classic-plastic era known for its heavy-duty fiberglass construction and encapsulated lead ballast. The hull is solid fiberglass, the deck a fiberglass sandwich with a balsa core. The hull and deck are attached with mechanical fittings. An adhesive was also applied, but this was in the days before silicone so it tended to dry out. Deck fittings and other hardware are bronze or stainless steel. The mast is stepped onto the keel for strength. The centerboard, at least on earlier models, is heavy bronze.

More than 400 M-34s were constructed. According to Morgan, the company began offering its Sailing Kit Kraft program that allowed owners to finish the boat after the hull and deck were delivered. It’s unclear how many buyers chose this option. As a result, some of the boats on the market may be well built or reflect the work of an amateur. 

What to look for

The Morgan 34 is strongly built, but the oldest have been around for nearly a half century. That means stress cracks are likely in the gelcoat, the deck and around fittings, especially stanchions, cleats and rails. Discoloration of fiberglass on the decks and topsides could indicate water absorption. The electrical system, if original, may consist of a tired fuse box and wiring in need of replacement. The centerboard, as it is on any boat, should be a point of concern. On the M-34, early models have a bronze centerboard weighing 250 pounds, which can put plenty of stress on the cables and sheaves used to raise and lower it. The sheaves can easily rust. Later centerboards were constructed of fiberglass. 

The steering system should also be inspected although it isn’t easy to access. The mast step is an area known to need upgrading because it sits in saltwater trapped in the bilge. The metal step plate can rust out and should be replaced with a beefy synthetic one to reduce electrolysis. All chainplates should be inspected for leaks and cracks. 

Most seacocks are bronze with gate valves. With a little TLC and elbow grease, they typically can be brought back to life.

The molded fiberglass hatches were new in their day and better than their wooden predecessors, but today’s metal-framed hatches are far superior.

The M-34 was a masthead sloop with double lower shrouds, and the spreaders on the early boats were wood. The roller reefing on the boom can prove cumbersome and difficult to operate. The chainplates are securely bolted to the edge of the deck. Original M-34s will likely have Merriman or South Coast No. 5 winches.

The flat mainsheet traveler might require upgrading to a more modern traveler on the coachroof. The cockpit has been described as overly roomy for offshore sailing, especially if a wave breaks over the deck. Some owners suggest the cockpit might be better with a bridgedeck instead of a low sill in order to keep seawater from entering the cabin. Owners also have complained the cockpit scuppers are small and do not drain with enough speed and efficiency. Some boats have tillers, others are outfitted with wheels.

What you see down below may depend on when the boat was built and who did the carpentry, plumbing and wiring. The most common layout features the galley to starboard with the dinette opposite. Some M-34s had an aft galley. The interior bulkheads were made of walnut or teak, the latter more expensive and richer in appearance. There’s plenty of natural light entering from the one large portal on each side of the saloon, supplemented by three smaller portals on each side, which provide adequate ventilation.

The boat is narrow compared to today’s 34-footers, and this impacts the amount of living space below deck. However, there is more than six feet of headroom in the saloon. The head, on the port side, is small and, depending on finish, may have a shower. Berths include the settee, pipe berths and V-berth, all depending on the model.

An M-34 could be ordered with a standard 30-horsepower Universal Atomic 4 gasoline engine or a Palmer M-60 gasoline engine. Some owners chose to pay an additional $2,000 and bought a Perkins 4-07 diesel engine or a Westerbeke 4-107. Today the diesels would command a higher price than the gasoline engines. 

Owners advise installing a three-cylinder when upgrading because the boat weighs more than 6 tons. M-34 owner Jay Schryver of Rhode Island replaced the original Atomic 4 gasoline engine with a 30-horsepower Yanmar diesel in 1990 and it continues to easily power his yacht, Yellow Bird . 

The boat has a 26-gallon Monel fuel tank, made from a combination of copper and nickel. 

Despite its rugged construction, it is known as a tender boat at least until it starts to heel when it tracks nicely. It can also be subject to weather helm.  Without a traveler running the width of the cockpit, the relatively large mainsail can be difficult to adjust. Without a full keel, the M-34 doesn’t sail efficiently to windward, which is why Schryver, who has been sailing Yellow Bird for decades, appreciates the centerboard.

“With the centerboard, she goes fast off the wind,” he said. “And she has a well-balanced helm.”

The Morgan 34 is a handsome, versatile, strongly built cruiser with excellent sailing capabilities and plenty of room below for a cruising couple. 

SAILING's Value Guide

(5-star rating system)

PRICE:   The price of a used Morgan 34 typically ranges from just over $12,000 to more than $25,000, depending on overall condition and upgrades.   ★★★☆☆

DESIGN QUALITY:   With a winning racing yacht pedigree behind him, Charles Morgan Jr. designed the Morgan 34 sloop as a traditional racer-cruiser. The centerboard model allows for thin-water sailing.  ★★★☆☆

CONSTRUCTION QUALITY: The Morgan 34 was strongly built with a solid fiberglass hull and a fiberglass and balsa-core deck. The aluminum mast was stepped directly to the keel for strength. The boat carried a 250-pound bronze centerboard, but it was later replaced with a lighter, fiberglass centerboard.  ★★★★☆

USER-FRIENDLINESS:   The centerboard requires maintenance to ensure it operates properly.  The boat’s original winches are undersized and not self-tailing, and the roller-reefing on the boom can be inefficient and cumbersome to use.  ★★★☆☆

SAFETY:   The encapsulated lead coupled with the centerboard’s weight and function were designed to keep the boat upright in a stiff breeze. The cockpit is considered somewhat large for offshore sailing and the scuppers too small.  ★★★★☆

TYPICAL CONDITION :  The Morgan 34 was in production for six years, from 1966 to 1972. Since the oldest yachts are 43 years old, the overall condition may vary widely. Condition may also depend on whether the boat was built by Morgan Yachts, or was a kit boat that allowed owners to finish the boat themselves.  ★★☆☆☆

REFITTING:   Like any older boat, finding parts can be a challenge. Many Morgan 34s on the used-boat market have undergone refitting that typically includes replacing the gasoline engine with a diesel, adding a boomvang and changing from end-boom to midboom sheeting.   ★★★☆☆

SUPPORT: Morgan Yachts is no longer in business but support is available from online owner associations and from Morgan himself via his website www.charleymorgan.com .   ★★☆☆☆

AVAILABILITY: In summer 2015, at least seven Morgan 34s were on the used boat market in the United States.  ★★★☆☆

INVESTMENT AND RESALE:   The boat has a strong resale value often based on the designer’s reputation, its sailing capabilities, and the beefy hull and standing rigging.  ★★★★☆

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MORGAN 34 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 34. Built by Morgan Yachts and designed by Charles Morgan, the boat was first built in 1965. It has a hull type of Keel/Cbrd. and LOA is 10.36. Its sail area/displacement ratio 16.25. Its auxiliary power tank, manufactured by Universal, runs on Gas.

MORGAN 34 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 34 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 34.

MORGAN 34 was designed by Charles Morgan.

Who builds MORGAN 34?

MORGAN 34 is built by Morgan Yachts.

When was MORGAN 34 first built?

MORGAN 34 was first built in 1965.

How long is MORGAN 34?

MORGAN 34 is 7.54 m in length.

What is mast height on MORGAN 34?

MORGAN 34 has a mast height of 10.69 m.

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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.

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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• Thread starter dnkohler
• Start date Sep 22, 2015
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I am having a great time "learning the ropes" with my new old 1969 Morgan. I often struggle getting her to come about however. The boat just dies when going through the wind...actually never really gets through.. ..I need to use the engine to power through the turn through wind. What am I doing wrong? Tonight the wife and I were out and made one successful tack in one direction but couldn't tack back again. Maybe currents? We get about a 1 knot current where we are in northern Chesapeake. Hmmm? Any suggestions? Dan  

Stu Jackson

Wind speed? Boat speed? Perhaps backing the jib before you let her go as you come around would help, too. Congratulations, nice boat.  

When are you letting go the jib? Don't let go of it until you are right at or after the tack clears of wind on inside of sail.  

...add keep the mainsail sheeted in tight. This helps drive the boat up into the wind. On the Hobie 16 we used to have, you had to sheet the main in as wight as possible in order to get the boat to turn through the wind. Cheers Matt  

I always pull the main in tight as I would with a gibe. Then bring her about and release the jib as soon as there is any luff. My sailing buddy here in Chestertown who has many years of sailing is also stumped. He thinks maybe the bottom is fouled or maybe pointing into the wind as far as possible before coming about may help. What exactly is backing the jib?...waiting to release jib when the wind is behind it? I can get around that far.  

By the way the wind speed was about 10 -12 and was into the wind on a close reach. boat speed not sure, probably about 5-6.  

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• Sailboat Guide

1966 Morgan 34

• Description

Seller's Description

1966 Morgan 34 Full Keel centerboard sloop. Siren underwent a complete restoration from 2012-2015 and has had continuous upgrades since then. She is in sail away condition. All deck hardware was removed and the deck was painted with two part perfection and Tuff Coat non skid. The hull was faired and primed and painted with International perfection. The mast was stripped and painted with new winches and cleats. The cabin sole veneer was removed and carpet put down. The bronze keel lifting set up was re-engineered with assistance from Brion Toss and the mast step was rebuilt. The pennants were replaced in 2023 but showed minimal wear after the upgrade in 2014.

youtu.be/iIYXwZdt4T8

Equipment: 3 burner propane stove. Tecna Electric head with holding tank and direct discharge 2016 Pressure water 2018 Diesel Air heater 2018 New standing and running rigging 2018-2023 Gaurhaur Rigid boom vang 2016. New Pulpit with integrated Navigation lights.2016 1996 Yanmar 3GM30F with approximately 1500 hours. Engine removed and overhauled in 2016. New engine mounts and engine rails/ways strengthened with aluminum angle iron. Propeller shaft and propeller machined and aligned. Flexible coupling installed and new Buck alonguin stuffing box installed. New fresh and raw water pumps and new fuel filter assemblies Cutlass bearing replaced. Rewired. House and starting batteries in good condition. ACR charging relay. All equipment for shore power included but not installed, Pressure water with 6 gallon engine heater that was removed for service but is ready for re-install.

Rudder dropped and shaft checked for straightness and machined for a new key way work performed by New England Propeller.

Full Battened Loose footed main with Tides Marine Track Good condition.(2016) 135 Genoa on Schaefer 1100 Furler Good Condition 2016 Hood 110 Headsail in serviceable condition. Raymarine electronics package including EV100 Wheel pilot wind and speed with helm mounted A78. Standalone Raymarine RL72 radar/plotter. Simrad VHF with AIS receive and wireless remote. Led lights. Icebox removed and and installed shelf for cooler. New portable Polaris refrigerator/freezer. West marine Roll up 8’ inflatable with Honda 2.3 HP outboard in good condition. Multiple anchors and chain etc. All safety equipment. We are moving up to a larger boat. Siren is currently in the water and available to view for the next 2-3 weeks after which she will be on the hard.

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)

The MORGAN 34 was the first real production yacht from Morgan Yachts and among the most successful. A few later versions had a separated rudder on skeg. Some later boats were sold as kits. Early boats had bronze centerboards. Later on this was changed to fiberglass. Charles Morgan owned his own MORGAN 34 for many years.

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