Forty-five boats were built at Smith’s yard, with the last hull completed in about 1982. A P38 mould was later exported to Australia, where another 50 hulls became Compass 38s. Seven further New Zealand boats were built with extra topside height and have been loosely known as Mark II P38s.
The design is a purposeful offshore vessel: solid fibreglass throughout, with a wide beam carried well aft and a keel-and-skeg arrangement intended for bluewater work rather than dockside show.
Design and Lineage
Smith drew the Pacific 38 as a fast racer-cruiser with a high-aspect masthead rig, and most examples were built as masthead sloops. The Australian Compass 38s shared the same hull and engineering but had wheel steering rather than the tiller fitted to the New Zealand boats.
The so-called Mark II boats gained 12 inches of topside height at the bow and eight inches amidships. Smith considers the Mark II label a misnomer because the hull, keel, rudder, and fibreglass lay-up were exactly the same as those of the standard P38. The only real change was the use of timber decks on the taller boats. This allowed owners to fit a flush deck and made home completion easier; most added a doghouse.
Smith deliberately limited Mark II production to maintain quality control, and all seven were finished to a high standard.
The last hull from the mould, Django, departed from the usual configuration. Built for Smith’s own use, it was a centreboard yawl rather than a sloop. Even so, the standard masthead sloop remains the defining version of the Pacific 38.
Hull and Construction
The Pacific 38 was built in solid fibreglass laid up by hand and taken beyond Lloyd’s specifications. Its laminate is notably resin-rich, an approach Smith credits to a composite engineer from Compass Yachts in Australia.
Hull thickness ranges from one inch around the lead to three-quarters of an inch at the bilge turn and five-eighths of an inch on the topsides. The bulkheads are three-quarter-inch plywood, rebated for the glass bond. The decks and cabin top use three-eighths-inch laminate, with plywood added by Smith to stiffen the side decks.
Below the waterline, the hull form cuts in quickly to resume conventional lines and reduce flow resistance. The keel and skeg are fully encapsulated. A deep, slightly reverse-bladed plate rudder sits flush with the skeg down to the bottom.
The keel carries 3.25 tons of lead against a displacement of 7.43 tons, giving a ballast ratio of just under 50 per cent. The 11-foot beam swells almost excessively amidships from a fine entry.
Rig and Handling
Owners describe the helm as light and well balanced. The hull is easily driven, while the masthead rig rewards early reefing, as masthead rigs typically do.
A Pacific 38 sailed through the 1994 Pacific “bomb” and reached port apparently none the worse. That episode is more a testament to the boat’s structure than to its sail plan.
Accommodation
The layout sleeps five. Fibreglass water tanks beneath the settee berths amidships hold 60 gallons, keeping that cruising weight low and central.
The broad beam creates a roomy cabin without requiring exaggerated freeboard on the standard hull.
Engines, Refits, and Fleet
The original 20hp Bukh marine diesel was adequate by the standards of its period. Many Pacific 38s have since been repowered with larger engines, so the installation is worth checking on any prospective boat.
The compact production run and the Australian sister line mean that spares and local knowledge are concentrated where the fleets are based. Eight boats are permanently in the South Pacific, two in the United States, and one in England.
Known Issues
Minor osmosis has appeared on some Pacific 38s, although the model isn’t regarded as especially prone to blistering. The documented cases are minor, and the resin-rich lay-up likely helps explain the generally good record.
The Verdict
The Pacific 38 is a seriously built offshore sloop from a disciplined designer. It is over-built in fibreglass yet easily driven, with a broad beam that provides cabin room without sacrificing its fine entry.
The Mark II and Compass variants extend the design’s story without diluting the core hull. Minor osmosis is the only documented caveat, while the fleet’s survival of hard offshore use speaks well for the engineering.
Pros
- Hand-laid, solid-fibreglass hull built beyond Lloyd’s specifications, with a resin-rich lay-up
- Fully encapsulated keel and skeg, with a flush plate rudder
- Light, well-balanced helm and an easily driven hull with a masthead rig
- Wide 11-foot beam and fine entry, providing volume without excessive top-hamper
- Proven through a Pacific storm crossing with no reported damage
Cons
- Minor osmosis reported on some hulls
- Many boats have been repowered, so an original Bukh diesel cannot be assumed
