Introduced in 1988 after roughly 100 Mk Is had been built, the Mk II remained in production until 1995. About 215 Sabre 38s were completed in total before the model gave way to the Sabre 386. The Mk II’s expanded accommodations came with additional weight: it was just over 1,000 pounds heavier than the original.
Design and Construction
The Mk II measures 38 feet 8 inches overall, with a 31-foot 4-inch waterline and a 12-foot 4-inch beam. The standard deep-draft fin keel draws 6 feet 6 inches, while a keel-centerboard arrangement was optional. A semi-balanced rudder is mounted well aft, providing excellent steering control.
Hewson’s design placed the sloop mast a bit farther forward than other boats of the era. The concept put the boat ahead of its time and shaped the balance of its sail plan.
Construction evolved over the production run. Some early Sabre 38 hulls were solid fiberglass, while most later boats—especially the Mk IIs—had balsa-cored hulls. Both versions used decks made from an end-grain balsa sandwich, with solid or plywood reinforcement at load points.
The hull and deck meet at a flange that is both through-bolted and chemically bonded, with a teak caprail covering the joint. Bulkheads and facings are securely tabbed to the hull, and the internal fiberglass work is superb. External lead ballast is secured with stainless-steel keel bolts supported by a reinforced fiberglass fillet.
Rig and Handling
The forward-mast sloop rig gives the Sabre 38 a modern balance. Its headsail tracks are well inboard, allowing tight sheeting angles that help the boat point.
The mainsheet traveler sits forward of the companionway, keeping it out of the cockpit. The trade-off is end-boom sheeting, which places heavy loads on the boom. Sabre says the 38 was designed to carry a full main and genoa in winds of up to 14 knots; beyond that, she sails best with less sail area.
A substantial bridgedeck and a cabintop extending just aft of the companionway help protect the cabin entrance. Forward, the boat has an external chain locker with a single anchor roller.
Accommodations
The Mk II’s main interior improvement is the private cabin aft of the galley, which contains a double berth and a small hanging locker. Although some Mk IIs substitute a C-shaped settee and quarter cabin aft for the Mk I’s open quarterberth and bulkhead table, the private aft cabin remains the defining improvement.
The galley is to port and spacious on both models. It has double forward-facing sinks, a full-sized cooker, and a decent refrigerator/ice box. On the Mk II, the navigation station moves to starboard and faces aft, an arrangement the reviewer considered a drawback. A large head with a wet locker is also aft to starboard.
Forward, a dressing seat to port includes a vanity and sink, with a hanging locker opposite.
Equipment and Systems
Both models came with a three-cylinder, 33-horsepower Westerbeke diesel. The engine draws from a single aluminum 45-gallon tank, giving a range of roughly 200 miles.
The Mk II adds a large locker to starboard and a propane locker beneath the helm seat, increasing cockpit-side storage. Its substantial bridgedeck and protected companionway also reflect a considered approach to keeping water out of the cabin.
Verdict
The Sabre 38 Mk II refines Hewson’s forward-mast sloop into a well-built, sheltered cruiser. Its genuinely private aft cabin expands the accommodations, while the flange-joined, bolted, and bonded hull-deck structure is robust.
The balsa-cored hulls of most Mk IIs, along with the balsa-cored decks, require inspection for water intrusion. Even so, the internal fiberglass work and keel-bolt details show a serious builder’s hand.
Pros
- Forward mast placement and inboard headsail tracks aid balance and pointing
- Private aft cabin with a double berth, unique to the Mk II
- Flange-joined, bolted, and bonded hull and deck, finished with a teak caprail
- Semi-balanced rudder mounted well aft for strong steering authority
Cons
- Aft-facing navigation station to starboard limits usability
- Most Mk II hulls are balsa-cored, creating a risk of core rot if seals fail
- End-boom sheeting places heavy loads on the boom
