Period reviewers considered the hull handsome and contemporary, with construction strong enough for most cruising. The series combines a fin keel and skeg-hung rudder with a 30.5-foot waterline, roughly 18,000 pounds of displacement, a 12-foot beam, and a standard draft of 5 feet. The 383 and 384 weigh 1,000 to 2,000 pounds more than the 382.
Design Lineage and Construction
The 382 entered production in 1977. Morgan gave it a slightly taller rig in 1980 and renamed the model the 383. Further subtle changes in 1983 produced the 384, which continued in production until 1986. Nearly 500 boats were completed across the 382/383/384 series.
Most boats in the series used a sandwich laminate of fiberglass and resin over a core. Airex foam was the most common core material, although Morgan tried several others over the years. Some early 382s instead had solid fiberglass-and-resin hulls. The deck used a balsa core over fiberglass.
Construction is generally sound, with one documented exception affecting some early 382s. On those boats, the bulkhead between the head and main cabin wasn’t securely tabbed to the hull. Mast loads could then distort the hull, prompting a manufacturer’s recall.
Rig and Sailing Performance
The 383’s only notable change was its slightly taller rig. This produced a higher-aspect mainsail and added about 12 square feet of sail area. Together with the deeper fin, the new rig made the 383 and 384 faster than the 382.
The two later models have an average PHRF of 135, roughly three seconds per mile quicker than the 382. Reviewers found the series typical of its class in speed and pointing ability, with good maneuverability. However, the hull doesn’t balance easily or track well off the wind. The 384’s enlarged rudder improved that shortcoming somewhat.
A deeper 6-foot keel was available on some boats in place of the standard 5-foot draft. It’s a useful option for sailors who value windward bite over shoal access.
Accommodations, Ventilation, and Deck Layout
Principal dimensions remained unchanged across the 382, 383, and 384: 38 feet 4 inches overall, with a 12-foot beam and 5-foot standard draft. The later boats’ gains were therefore in the rig and helm rather than interior volume.
The 384 received slight interior modifications and better ventilation through four Dorade boxes with cowl vents. Teak Dorade boxes were also a 384 addition.
Morgan moved the traveler from the cockpit to the cabinhouse top on the 384 and introduced mid-boom sheeting. This removed a major control run from the cockpit and made the space cleaner.
Auxiliary Power
Most Morgan 38s carried the 50 hp Perkins 4-108 diesel. Some first-generation 382s used the Yanmar 3QM30 instead. Owners and testers found the Yanmar adequate, but noisy and prone to vibration compared with the Perkins.
Known Issues
Besides the early-382 bulkhead recall, some 382 and 383 hulls were built with fire-retardant resins linked to osmotic blistering. It isn’t uncommon to find some degree of blistering on these boats.
The balsa-cored deck also calls for careful inspection around hardware fasteners.
The Verdict
Brewer’s 383 and 384 are sensible, well-built cruisers that trade some off-wind composure for a taller, more efficient rig and a cleaner cockpit. The 384 is the more evolved boat, thanks to its larger rudder and cabin-top traveler. On the 382, the recalled bulkhead installation is the principal structural caveat a buyer must check.
With nearly 500 boats built, the series is well established. Among them, the later Perkins-powered boats are the ones to prefer.
Pros
- Taller rig on the 383 and 384 increased sail area and improved PHRF speed over the 382
- Enlarged rudder on the 384 improved off-wind tracking
- Cabin-top traveler and mid-boom sheeting cleared the cockpit
- Generally sound sandwich construction, most commonly with an Airex foam core
- Perkins 4-108 is the quieter, smoother standard powerplant
Cons
- On some early 382s, the bulkhead wasn’t secured to the hull properly, allowing distortion and prompting a recall
- Fire-retardant resins used on some 382 and 383 hulls are linked to osmotic blistering
- The hull doesn’t balance or track well off the wind in its base form
- The Yanmar 3QM30 fitted to some early 382s is noisy and prone to vibration
