Moorings 39 Sailboat Review, Specs, and Listings

Design Brief & Intent

The Moorings 39 was built to serve as the flagship intermediate bareboat charter vessel in the Caribbean. Unlike contemporary American competitors of the era, such as the Catalina 38, Morgan 382, or Hunter 37, which favored traditional heavy displacement or conservative cruising layouts, the Moorings 39 brought modern European design philosophy to the forefront. Jean Berret's design introduced a structural grid system (an inner matrix glassed directly to the hull) and a convertible reverse transom scoop with removable sections to ease boarding from the water—a feature that would become a standard across the industry in subsequent decades.

The interior design reflected a distinct French styling, utilizing warm teak veneers, curved marine-plywood bulkheads, and a highly practical layout that optimized communal space. This approach contrasted sharply with the darker, more claustrophobic interiors of traditional cruiser-racers. The saloon was framed by a cutaway bulkhead, creating an open and airy feeling while maintaining dedicated offshore features like a large, forward-facing navigation station and a secure, wrap-around galley.

While the racing-derived Beneteau First 38 was often delivered with a deep draft keel exceeding six feet and a three-cabin, two-head layout, the Moorings 39 was tailored specifically for cruising and charter applications. The most significant variation was the keel profile. To safeguard the vessel in the shallow, reef-strewn waters of the Bahamas and the Grenadines, the Moorings 39 was configured with a moderate-draft fin keel drawing roughly 5.42 feet.

The vessel was primarily offered in two internal layouts. The standard charter version featured three double-berth cabins (two aft and one forward) and two heads. An ingenious touch of this layout was the placement of the second head on the centerline behind the companionway stairs, which allowed easy access from both aft cabins while preserving valuable storage space elsewhere. Alternatively, owner-oriented layouts emerged with two large staterooms and two heads, which traded the secondary aft cabin for an expansive master suite and a larger cockpit locker. Propulsion was standardized around the robust, four-cylinder Perkins 4.108 diesel engine delivering 50 horsepower, providing plenty of power to push through heavy head seas when the trade winds died.

Sailing Performance & Handling

The sailing characteristics of the Moorings 39 are defined by its dual-purpose heritage. With a displacement of 15,653 pounds and a displacement-to-length ratio of 180.49, the vessel sits comfortably in the moderate, easily driven cruiser category. At the helm, this manifests as a highly responsive, nimble feel that is atypical of charter boats of this era. A remarkable ballast-to-displacement ratio of 42.25 percent makes the boat exceptionally stiff, allowing it to stand up well to a blow and carry its sail plan with minimal heeling.

The sail area-to-displacement ratio of 16.39 indicates a capable performer in light and moderate breezes, though this figure assumes a standard working sail area. In practice, many owners fly a 135 percent or 150 percent genoa on the masthead sloop rig, which significantly increases light-air drive. The capsize screening ratio of 2.05 indicates a wide beam that offers excellent form stability. However, unlike modern wide-stern cruisers that suffer from a strong tendency to round up when over-canvased, Berret designed the hull with a beautifully tapered stern. This balanced hull shape keeps the rudder deeply immersed and maintains reliable tracking and helm control even when hard-pressed. With a comfort ratio of 22.63, the motion in a seaway is livelier than that of a heavy-displacement double-ender, yet it remains predictable, secure, and far more comfortable than contemporary flat-bottomed production boats.

Known Issues & Triage

Given the age of the Moorings 39, several model-specific and era-specific points of degradation require careful inspection. The most notorious aesthetic issue is the sagging or drooping vinyl headliner, often referred to by owners as the "grotto effect". The foam backing behind the vinyl disintegrates over several decades, causing the headliner to detach and droop. The accepted permanent fix is to strip the vinyl, scrape away the degraded foam adhesive, and either install new marine-grade vinyl or replace it with classic wooden tongue-and-groove ceiling battens.

On a structural level, the deck is balsa-cored. Over time, water can penetrate the core around high-load deck hardware, including the genoa tracks, chainplates, and stanchion bases. A thorough moisture meter survey and sounding tap test are essential. Additionally, the cast iron fin keel requires diligent maintenance; if the original epoxy barrier coat is breached, the iron will rust, causing "weeping" at the keel-hull joint. While the hull itself is solid hand-laid fiberglass, the internal structural grid system must be inspected. Surveyors should look for any signs of cracking or separation between the grid and the hull, particularly in the bilge sections adjacent to the keel floors, which can occur after a hard grounding. Finally, while the Perkins 4.108 engine is legendary for its reliability, it is notoriously prone to slow oil leaks, particularly from the rear main seal.

Modernization & Upgrades

Many veterans of the Moorings 39 have undertaken significant refits to convert these boats into comfortable, self-sustaining blue-water cruisers. A primary focus of modern upgrades is the electrical system. The deep battery compartments under the saloon berths are ideal for retrofitting large Lithium Iron Phosphate (LiFePO4) battery banks. Owners frequently pair these banks with high-output alternators and solar arrays. Because the cockpit is wide and open, installing a custom aluminum radar arch over the transom provides an ideal mounting platform for solar panels and dinghy davits without cluttering the deck lines.

In terms of propulsion, while some owners choose to rebuild the dependable Perkins 4.108, others have opted to repower with modern, lighter diesels such as a Beta Marine or Yanmar engine. These newer powerplants offer superior fuel economy, reduced vibration, and dry bilges, though they require minor modifications to the engine beds and exhaust routing. Upgrading the original gate valves to modern bronze or composite seacocks is also considered a mandatory safety upgrade during any major haul-out.

Market Snapshot & Economics

On the brokerage market, the Moorings 39 stands as an exceptional value proposition. Because the boat carries the "Moorings" charter moniker rather than the "First" label, it frequently trades at a modest discount compared to the standard Beneteau First 38. However, because they were built to a higher commercial standard and often transitioned early in their lives into private ownership, many have been exceptionally well-maintained and heavily upgraded.

The economics of purchasing and refitting a Moorings 39 are highly favorable. Because the underlying hull and structural grid are robustly engineered, money invested in modern sails, updated electronics, and safety gear directly enhances a capable offshore platform rather than trying to salvage a fundamentally weak boat. For cruisers seeking a fast, sea-kindly forty-footer with excellent cabin ventilation and proven blue-water capability on a budget, this model represents an evergreen choice.