Design and Construction
Valentijn’s hull follows moderate-displacement cruising principles. Its forward sections have a soft “V” that flattens to an almost level bottom amidships. He used this form to widen the platform for stability and give the keel more span to work with. Aft, the sections remain flat and full, with straight diagonals. The keel profiles came from systematic tank testing conducted on America’s Cup contenders, an unusual research background for a production boat of this size. It reflects a designer using serious hydrodynamic tools rather than relying on rule-of-thumb proportions. He used this hull form to widen the platform for stability and give the keel more span to work with.
The fiberglass hull has a 3/4-inch Klegecell core. In the bottom, both the inner and outer skins consist of at least 1/4-inch of solid glass. The Klegecell-cored hull has inner and outer bottom skins of at least 1/4-inch solid glass. Interior bulkheads are glassed in as structural members, and a large steel grid is bonded into the hull. A special steel structure stiffens the keel roots, mast step, chainplates, and engine beds under load. The Klegecell core keeps the hull light, stiff, and strong while maintaining a low center of gravity.
The rudder is molded in one piece from high-density foam with a fiberglass skin. Its solid stainless-steel post is welded to an internal steel blade.
Rig and Handling
The 38 CC carries a masthead sloop rig with anodized, extruded 6061-T6 aluminum spars. The mast passes through the cabin top and steps on the steel grid’s compression frame, which is bonded and bolted to the keel. This creates a direct load path from the rig to the keel. All halyards run internally through the mast and are made from pre-stretched, jacketed Dacron.
The foretriangle and mainsail aspect ratios were selected to maximize performance per square foot of sail area, and the sail plan totals just over 700 square feet. A high-lift, skeg-mounted rudder provides hands-off tracking and easy steering. The pedestal system operates stainless-steel cables connected to a radial quadrant on the rudder post.
The numbers place the boat closer to moderate racers than heavy cruisers. Its displacement-length ratio is 239.78, while its sail-area-to-displacement ratio is 16.71, rising to 20.2 with a 135% genoa. The capsize screening value is 1.92. Together, these figures describe a boat carrying plenty of sail for its weight. Reviewers writing in YachtDatabase noted that its rig exceeds 85% of similar sailboats and called it significantly overrigged for its class.
Accommodations
The center-cockpit interior has a teak-and-holly sole and six-foot-four headroom. At the foot of the companionway, the galley is to starboard, with a large settee forward. The salon was offered in two forms: a typical rectangular settee with a table or a round version.
Forward of the main bulkhead is a large head with a separate shower stall. Aft of the salon, the galley continues along the starboard side and leads to a large private aft cabin with its own head.
Eleven opening ports with screens, five opening hatches, and two fixed salon windows provide light and ventilation. With six berths, the interior suits liveaboard use or family cruising.
Keel Options and Age-Related Concerns
Two keel options were offered: the documented original, a shallow-long keel drawing 4'11", and a deeper-narrower 5'7" variant. Buyers need to confirm which underwater profile a particular boat carries, since the deeper fin changes both windward behavior and grounding exposure.
Endeavour’s chief engineer, Lon Sey, described the boat as built to last at least 12 to 15 years. That was a period benchmark, not a lifetime guarantee. The steel grid and bonded structural members are sound in concept, but every surviving center-cockpit hull is now well beyond that original window. Areas where steel meets fiberglass, and places where water can reach the core, warrant close inspection. The cored construction also calls for careful moisture and bonding checks.
The Verdict
The Endeavour 38 CC is a thoughtfully engineered midsize cruiser from the 1980s. Its Dutch-designed hull and America’s-Cup-derived keel sections give it a serious performance foundation, while the center-cockpit arrangement provides a roomy interior with two heads, a separate shower, and six berths.
The cored hull, structural bulkheads, steel grid, and direct compression path from mast to keel reflect then-modern construction methods. However, Lon Sey’s original 12-to-15-year benchmark makes a thorough age-related inspection non-negotiable in today’s market.
Pros
- Johan Valentijn’s first American production design, with keel sections derived from America’s Cup testing
- Light, stiff cored hull with structural bulkheads and a full-length steel grid
- Roomy center-cockpit interior with two heads, a separate shower, and six berths
- Significantly overrigged by class standards, supporting strong performance in light to moderate air
Cons
- Original engineering life cited as only 12 to 15 years; steel-within-hull details require scrutiny as the boat ages
- Two keel drafts were offered, so buyers must verify which version a particular boat carries
- Cored construction requires vigilant checks for moisture intrusion and bonding problems
