downeaster 38 sailboat review

DOWNEASTER 38 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of DOWNEASTER 38. Built by Down East Yachts Inc. and designed by Henry Mohrschladt, the boat was first built in 1974. It has a hull type of Long Keel and LOA is 11.58. Its sail area/displacement ratio 16.29. Its auxiliary power tank, manufactured by Universal, runs on Diesel.

DOWNEASTER 38 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about DOWNEASTER 38 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the downeaster 38.

DOWNEASTER 38 was designed by Henry Mohrschladt.

Who builds DOWNEASTER 38?

DOWNEASTER 38 is built by Down East Yachts Inc..

When was DOWNEASTER 38 first built?

DOWNEASTER 38 was first built in 1974.

How long is DOWNEASTER 38?

DOWNEASTER 38 is 8.84 m in length.

What is mast height on DOWNEASTER 38?

DOWNEASTER 38 has a mast height of 11.58 m.

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• Sailboat Guide

Downeaster 38

Downeaster 38 is a 37 ′ 11 ″ / 11.6 m monohull sailboat designed by Henry Morschadt and built by Down East Yachts Inc. between 1974 and 1981.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Length incl. bowsprit: 41.75’ Available with a Cutter, Ketch or Schooner rig. Ketch SA: 761 sq.ft. Schooner SA: 721 sq.ft.

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Review of Downeaster 38

Basic specs..

The Downeaster 38 is equipped with a long keel. A long keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space.

The boat can enter most marinas as the draft is just about 1.50 - 1.60 meter (4.92 - 5.22 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an engine.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Downeaster 38 is about 272 kg/cm, alternatively 1526 lbs/inch. Meaning: if you load 272 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1526 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

Maintenance

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Downeaster 38 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

The Proper Yacht, 2nd Edition by Arthur Beiser International Marine, 1978 © DOWNEASTER 38

The Downeaster 38 was conceived by Bob Poole, a Maine sailor transplanted to the West Coast, as a “classic cruising yacht utilizing modern materials and technology where they belong while retaining the traditional features of the fine early cruising yachts of Down East.” Himself experienced in fiberglass yacht construction as an executive of Columbia Yachts, Poole commissioned Henry Morschladt, a young California naval architect who specializes in cruising sailboats, to come up with a suitable design.

The result is a straightforward, common-sense boat that will evoke a nostalgic twinge in those who remember what sailboats used to look like. The Downeaster 38 is no greyhound of the sea, but in the long run a friendly shaggy dog makes the better companion for many of us, and for such people the 38 or something like it may very well be the right boat.

The Downeaster 38 is a larger boat than its overall length would indicate since the waterline length is 29 feet and the beam is nearly 12 feet. A ballast displacement ratio of 41 percent, together with the large beam, means that the 38 will stay on her feet despite the shoal draft of just under five feet. Three rigs are available: cutter, ketch, and schooner.  All seem well proportioned and easy to manage, though the sail plan in each case is rather on the scant side. The basic sail area of the schooner can be augmented to a greater extent than the other rigs by setting a 498-square-foot gollywobbler between the masts or even a 727-square foot “gollyaker” (a balloon jib set from the main masthead), but it seems a shame to be obliged to use such clumsy sails in light airs on a cruising boat. Still, when the wind pipes up a bit. all three versions of the Downeaster 38 ought to perform merrily without imposing any’ stress on their crews. There are a few items in the sail plans I don’t particularly like-for instance, the angle of the mainsheet in the cutter and the pin rails in the shrouds of the ketch and schooner-but these are easily corrected.

The interior of the 38 is conventional in outline and well thought out in detail. The forward cabin sports a double berth. The starboard side of the main cabin has a pilot berth outboard of a settee and the port side can be arranged either in the same way or with a settee that converts to a double with a shelf over it. The galley has a double sink near the centerline, a desirable feature, and opposite is a fixed chart table and a quarter berth.

Construction specifications seem high, with the laminate to Lloyd’s requirements.  Seacocks on all through-hull fittings below the waterline, a steel back-bone in the rudder, and so forth. Sand set in a polyurethane adhesive is used for nonskid deck surfaces in place of the customary molded patterns that are invariably slippery when wet. Mr. Poole clearly cares about his customers. Another welcome item is the provision for hand-starting of the engine in an emergency. Wheel steering is standard, as are two independent batteries. Lots of options are available, of which some really ought to be part of the standard boat: an emergency tiller, the grounding of the rigging for lightning protection, a set of metric tools and a spare-parts kit for the German engine, dorade ventilators, and grab rails in the interior.

Still. as production boats go, the Downeaster 38 is better in this respect than most, and on the whole. designer and Builder are to be congratulated on their work.

Adaption  by Scott & Cyndi Perkins

“Go anywhere” Blue water cruiser inspires loyalty,

For Cruising World

Any Downeaster owner who has spent any amount of time berthed in a public marina has answered two questions many times: “How big is that?” and “Is that a wood boat”?

A generous bowspirit, hefty beam,wineglass transom and the hull’s simulated planking lines are responsible for the general impression that these beauties are bigger and older than they are. The gold washed navy blue or forest green clipper laminate on the bow is a further contribution to the salty image of this classic ‘70s sailboat.

Created in California with a Maine sailor’s sensibilities in mind, the Santa Ana built Downeasters evoked nostalgia and tradition when introduced in the 1970s. That’s even more the case these days.

There are three sizes in the DownEast Yacht line, 32 foot, 38 and 45.

The vessel was conceived by Bob Poole, a California transplant from the East Coast. The boat’s designer is Henry Morschladt of Newport Beach, California. A wellknown naval architect, he incorporated military marine and Loyd’s of London specifications into his exacting craft. A sturdy, seaworthy cruising vessel in which no bond or seacock was compromised is the result.

The DownEaster Yachts Inc. company operated from 1975 - 81, officially ceasing to exist in 1983. Available statistics indicate 412 models were produced, with 125 still currently registered by hull number. One hundred and thirty four were DE 32s, and 27 were DE 45s.

DE 38s led the pack, with 251, 11 of which are erroneously listed as “41s,” again attesting to the “big” image this classic sailboat engenders.

Downeaster Yacht models featuring cutter, ketch and schooner rigs were offered, along with an amazing array of options above and below decks that contributed to the uniquely individual personality of each boat, including a few pilothouse models. A tiller was standard on the 32foot in 1977 and an emergency tiller system was available on all models.

A Farymann 24hp diesel was standard issue by the late 1970s. Underpowered? It’s considered a legitimate question and many a Downeaster owner has upgraded, most commonly to a Yanmar 27hp. But no one argues with the original engine’s chief advantages, a thrifty appetite for fuel and an ability to be handcranked. With an approximately 900 mile cruising range and a viable way to get the engine going if the starter poops out, it’s no wonder the Downeaster is known as a “go anywhere” boat. The engine room, however, is far from ideal. As with the rest of the vessel, it appears to be bigger than it is but requires a variety of contortions to gain access. Another drawback is the bilge. Unlike Lin and Larry Pardey, we won’tbe storing wine down there. The access is comprised of two tiny hatches forward and a little Lucite windowin the drip pan under the engine.

Novices on the water find the Downeaster forgiving and even willing to take punishment, while veteran sailors have learned to make the most of her sail plan.

The California built sailboat has migrated all over the world, including at least three global circumnavigations. Boasts of 9 to12 knot top speeds aside, a 6 to 7 knot cruising speed provides a pleasant ride without undue heel. These boats weren’t built to race and are impervious to light wind, which can provide many opportunities to experiment with the furling headsail or throw a spinnaker up, an enjoyable anomaly in this class of vessel.

In 15 to 25 knot winds the modified full keel, with keelhung rudder, provides superb balance, even in rough seas, under sail or motorsailing.Heeling a Downeaster under the rail takes extra effort by an advancing storm front or the adventurous sailor looking for a thrill.

The same care given to the boat’s core infrastructure is apparent in the strong rigging and good quality winches.

The Downeaster cockpit is decidedly unique, with no coamings from hatchway to rail. It drains well, but can be hard on the back. Ergonomic and aesthetic modifications abound. The wide open cockpit also provides for easy sheet handling. A full dodger was an available option on the original models and many Downeast sailboats sport an “Arabian Sultan” awning and big cockpit cushions first mentioned when the boat was reviewed by Motor Boat & Sailing in May 1977.

Bigger is also definitely better when it comes to the Downeaster’s cabin plan, which encompasses lavish use of teak, 70s style spindles and cabinetry, a faux leather cabin ceiling and a clever fold up table that accommodates two dining couples comfortably.

Funky 1970’s touches not withstanding, the 6’9” headroom defines the feel of the Downeast interior, adding light and spaciousness.The 32 foot Downeast theoretically sleeps six, with up to three salon bunks and a quarterberth aft starboard.Because the vessel allows for single handing, many owners feel confident and cozier with appropriate modifications for couples or solo sailing. The original models have two doors closing off the VBerth and adjacent head from traffic in the main salon. The U shaped galley with beveled stove, refrigerator/freezerand icebox, and double sink is practical and efficient. Storage includes two well ventilated hanging lockers and numerous cubbies.

Early reviews of the Downeaster line said the boats were probably “overbuilt.” In this day and age, that’s a compliment.The Downeast is a boat for sailors who appreciate quality workmanship with attention to detail.

No review of this impeccably crafted line would be complete without comments from “The Group,” mynickname for the Downeast sailors who enthusiastically and coherently share information on a regular basison the “unofficial” Downeast website.The site is a common sense resource that is as user friendly as the boat it celebrates.

At least three Downeasts have completed circumnavigations in recent years, again attesting to the “go anywhere” legend.

Downeaster 38

The downeaster 38 is a 38.0ft cutter designed by henry morschladt and bob poole and built in fiberglass by down east yachts inc. between 1974 and 1981., 230 units have been built..

The Downeaster 38 is a heavy sailboat which is a reasonably good performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is average. There is a short water supply range.

Downeaster 38 for sale elsewhere on the web:

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Tuesday, October 11, 2011

Classic palastic - downeaster 38.

2 comments:

I KNOW THIS MUUGHT BE A STRANGE QUESTION AS SUCH A BOAT BUILDT TO SUCH HIGH STANDARD'S, I'M LOOKING FOR BARE MINIMUM ONE FROM 25K TO 30K, ONE HAS A V FERRYMAN ENGINE/32hp I NOT SURE OF THAT ENGINE?AND ALSO, I KNOW THIS will ASTOUND, THE MAST IS STEPPED TO THE KEEL, BECASE I HAVEN'T SEEN A PICTURE WITH ONE SHOWING that, I DO lke THE ARANGE MENT OF IT And feel i can sail this anywhere/ looking? johnnnyrobberts45@gmail,com

Sailorbrad2 here the DE 38 is deck stepped.

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Downeaster 38 , Fast Passage 39 , Valiant 40

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djodenda said: Argyle: You certainly know the boat better than my indirect knowledge.. (I have very limited time aboard) Would you please comment about the engine access/room, The engine room is quite large but it's not as convenient as more modern deisgns. There is plenty of room to get in there and move around, but it does require a bit of contortion. I have a Perkins 4-108, which is larger than the stock engines (Ferryman's, 24 or 36 hp) so that takes up quite a bit of room but there's still plenty left over for a bigger than average guy like me (~5'11", 220#) to move around. My joints stay plenty flexible, I'll tell you that. Modern engine rooms with removable bulkhead sections around the engine are a very nice improvement. If I had to replace my starter motor, I might have to pull the engine, for instance. My oil filter is remote is remotely located on the inside wall of the companionway as well. and what you thought of the small cockpit well.. I know my dad used deck chairs in the cockpit, and was pretty happy with that. I find we seldom use the cockpit well for our legs. I have a few of those West Marine fold away seats, the blue ones. Those, in addition to cockpit coushins make it so you can arrange a seat any way or any where you want in the large flat aft section. If you're not actively steering, we typically are kicked back somewhere that it is comfortable. On long passages, I find that this is actually more comfortable than most of the cockpit combing backrests. One downside to the larger flat cockpit, is if you take a wave over the bow, the water often will come all the way aft and soak whatever is on the low side. I've seen a few boats where someone built a combing between the cabin trunk and the caprail or a re-built winch base, to prevent this from happening. My Dad had Leisure furl roller furling, and really liked it. I am pretty sure he also got rid of the staysail "club" I still have the staysail club. I actually like it. Gives some additional options for trimming that sail. For instance, if you run a line from the aft end of the club forward to the tip of the bowsprit, you can use it like a pole for going downwind. I do this sometimes if I don't want to rig up the whisker pole or haul out the asym. I call it 'chicken winging.' I know he reinforced the big windows after one broke during a blow, which was pretty scary for him. Curious if you have done something about it. A lot of people do that. I haven't but my cruising grounds are still Long Island Sound, so it's pretty tame around here. I think I would just build a set of stormboards to put in front of those windows, unless I felt inspired to take on another major project. I've already replaced all of the small opening ports with New Found Metals ports, which are great btw. Those windows are an odd bit of cheapness, compared to how the rest of the boat is built. I mean, why put coastal plexiglass windows on a boat that was heavily built for offshore (albeit milk-run) cruising? Those stock windows are definitely one of the things that holds them back when compared to Westsails. I said they were similar in build, but I would probably put the Westsails a notch ahead, for this category of boat, because of those windows, among a few other things. They are normally quite a bit less expensive than a Westsail of similar quality and size. I know that he pounded ashore in Bonaire for several hours during a blow. Took him a while to get it fixed, but he completed most of his circumnavigation after it. He never could figure out how to back it up without warping.. Me neither. If there is no wind and you are careful, then you can back up well enough, but anything more than 5 knots and that bow just goes downwind until you get the boat moving 2+ knots in reverse. That 's a lot of momentum before you get enough boat speed to have any control. So, yeah, the warping lines are your friends. You do learn a lot about big boat handling, because you have to. Like I said before, I have fun with the warping. I won't even get a bow thruster. Stubborn I guess. I always tell people, the key to these kinds of boats, along with Westsails, Vagabonds, Island Packtes, etc. is that you have to use them to their strengths. If you buy one of these and want to use it like your friend uses his 2001 Beneteau, then you will find yourself frustrated quite a bit of the time. He will go in to any marina and have a pretty easy time getting in and out of that inside slip down the fairway. On a boat like this, you're better off anchoring out. The strength is that more of the anchorage is going to be open to use because of the mass of the boat and the hull design. I know he replaced the tanks, which I think were black iron.. My main fuel tank is aluminum, and two 45 gallon water tanks are stainless. The main fuel tank is very deep. I installed access ports in it to clean and inspect when I bought the boat. Sorry.. don't mean to hijack the thread.. Your response was well thought out and written.. Just curious of your impressions. Click to expand...

SloopJonB said: One thing I'd throw in here is that you should learn the lesson that Bob P. taught the world more than 40 years ago - fergit the friggin full (or even long) keel. I just sold a good boat that was built for cruising blue water back in the 70's. It had a very long fin / modified full keel with a spade rudder and was unsatisfying to own & sail due to it's small rig and clumsy close quarters handling. In every other way it was great but those factors completely overrode its good qualities. Remember, you are buying a sailing boat, not a house. Click to expand...

aeventyr60 said: Don't forget the Valiant Esprit 37. Far more boat then the modern production boats...especially if your going offshore.... Click to expand...

djodenda said: There's a Baba 30 that is being neglected at the end of my dock in Edmonds Washington. You might get a deal on that one. Not sure where you are, but I could probably get contact information for you. Click to expand...

Mal Reynolds

I spent a lot of time with my father on his Valiant 40, Mooneshine offshore. I remember close reaching up from Bermuda watching the main bulkhead separate from the hull about 6" when she went off a wave, only to smash into the hull when she landed. I remember when he arrived in Newport after the tough 1976 OSTAR, the water tanks had crashed into the cabin. I remember my father having doubts about the strength of the hull, including the square cabin top. I remember Everett Smith (on another Valiant 40) talking about his fear as he would sit in the companionway and watch the hull twist through the waves. All of this was with relatively new hulls. When he decided to do the BOC, he sold the Valiant and bought the Fast Passage. You can draw your own conclusions. To my knowledge he had no issues with the Fast Passage. The layouts are very different, so that becomes a matter of personal taste. I wish my father was around so he could give you far more insight than I ever could.  

killarney_sailor

temerity24 said: I appreciate all the knowledgeable input. Those three are in my first group at the larger end of what I'm considering. Others on the radar are the Baba 30, CT Cutter 34, Valiant 32, Alajuela 33/38, Tayana 37, Bristol 28 Cutter, Cabo Rico 38, Pretorien 35, and Pacific Seacraft 34. I think the Hans Christian 33 would be pushing the final budget. Click to expand...

"watching the main bulkhead separate from the hull about 6"" That is just plain silly. 6"? Total BS. I have never seen ANY BOAT flex 6" in my life. More Valiant 40's have circumnavigated than the total number of Fast Passages built. Draw your own conclusions.  

bobperry said: More Valiant 40's have circumnavigated than the total number of Fast Passages built. Draw your own conclusions. Click to expand...

She types far better than I do Marty.  

On the BOB PERRY Forget The Full Keel side of things, these boats sound capable: Valiant Esprit 37, Pacific Seacraft Crealock 37, and I'm still keeping the Pretorien 35 in there. Fast Passage still in the mix.  

Pretorian 35 is a very good boat as is the 38' Wauquiez model, one of my favorites.  

theonecalledtom

I enjoyed sailing my DE38 Cutter but upwind in low wind conditions was a slog. She would reverse in some level of control from about 2knots and up but I have to admit that switching to a fin keel took some work as I got so used to sliding sidways in a cross breeze and using the prop walk to kick the back over when docking. She always felt solid to sail and would track well as previously described. From 20-30 knots a reef or two in the main and staysail only would feel pretty good. The interior was comfortable for myself and my wife and I once slept 6 onboard but that was pretty tight! The galley was a good size. The engine had great basic access but getting to the battery banks and anything else back there was a pain. We owned the boat for about five years and had one blister and no major issues while probably managing 50 days a year on the water. When we bought our boat she was as much as we could afford at the time but significantly below your max. I consider her to have been great value for money but while we enjoyed her greatly with a bit more money I would look elsewhere. A cutaway keel, skeg hung rudder and more modern rig would allow you to sail more. Other interior designs are more comfortable (take a look inside a HC38). I don't know what the going rate is right now but we sold ours for half what you are looking at - probably could have got more but wanted a quick sale and money for a new boat. We did sell within a couple of weeks of listing and that was probably at the low point in the market a few years ago.  

I would like to thank Mal Reynolds for his insight and contribution to this thread regarding the Valiant 40 and Fast Passage 39. Just by coincidence, I too have talked personally with Francis Stokes and Ev Smith regarding their crossings on their Valiants in the 1976 OSTAR. Both men told me the same story. Both men had serious problems with their Valiants. Maybe the Hull to Bulkhead separation was only 3" inches? Ev Smith talked directly to Bob Perry before and after the race. Perry was very angrily informed of the problem by Ev Smith. Perry said "...that is just silly. 6"? Total BS" My response is that Mal Reynolds gave a good accounting of the situation and that Perry either has a bad memory, is lieing, or is full of BS himself. HE has, in fact, called other posts BS simply because he did not like what was said. Not because it was in error. In support of Valiant I can say that the company made good on Ev Smith's boat and almost certainly corrected the problem on future boats. Both boats involved were early production models. As mentioned by Mal Reynolds, Mr Stokes got rid of his Valiant and bought a Fast Passage 39. Ev Smith got rid of his Valiant and bought a Choy Lee 41. Thankyou  

I stand by what I said. As I recall Franncis was the first production boat to finish that race. Oregonian is making things up. He has no idea what Ev Smith and I discussed. He was not present. More Valiant 40's have circumnavigated than the total number of Fast Passages built., Draw your own conclusions. You can be angry and bitter all you like OR but you can't change reality. At this point it just doesn't matter. Valiant had a great run and I am very proud to have been the designer.  

Oregon, Assuming the issues you described are correct to the two boats. There are two people per say potential at fault. The designer, or the builder. Or some combo there of. If the designer did not design or take into account some of the stresses etc that go into how a boat is used. Issues as described could/would be the designers fault. If the builder decided to do a short cut on the designers specs, and issues occurred, you have the builder at fault. Or, you could have the builder trying to save $$, do a short cut, with potentially the designer saying how one could do this in a cheaper cost fashion, still be some what strong, but not handle this type of environment. both approve of the change. Issues occur. Both at fault. Then there could be thing in between, such as the resin folks not putting enough hardener in the resin, so the resin is not as strong as it should be. There were plenty of now known issues with the resins at the time. A bad batch of resin not curing correctly may have caused some of the issues. There is plenty of blisters from that time frame on many brands of boats, Valiants do have the known issues. Certainly not Bob's or any designers fault from that period. Cheap supplied parts, fasteners etc, that fail before they should......still fault of builder, but at the same time. something the builder may not have known about it until a failure occurred. While I have not been in the boat building industry, I have been in the home building landscape industries for 30 some odd years. I have a design degree, along with do the building part. I have seen all the above occur in my field. It would not surprise me that something as I described occurred on those two early boats. Being as neither of us was there at the time, to blame one and not the other is wrong. As it could be an issue with either party. Also at the end as you said. Uniflight the builder or one of the builders of the Valiant made the boat right. Obviously something was wrong, why or how......we will probably never know. Other than many seem to like the boat. I'm sure the other brands are good too when used as designed. Marty  

Jon: I think like most boats, Hetron resin episode aside, the V-40 in its early days may have had some issues with how the bulkheads were tabbed. I never did agree with Uniflytes method of installing the bulkheads and it took till we got the build moved to Texas to correct that issue. But many of the old Unifltye boats are still sailing the world and doing just fine. I have never heard of even an old V-40 debilitated by structural issues. Yes, the cabin trunk is too boxy. When I saw the first molded deck I thought "Did I really draw it like that?" I checked the drawings and yes, I did. I designed a second deck with more shape to the house and Valiant polled the owners group and made the decision to stick with the boxy house. But in my defense, I was a kid, 28 years old and I had much to learn. I was not born with the skills I have today. I learned them the hard way. Most of what I learned about deck shapes and design I learned from studying the C&C 39. Still my very favorite deck and , to pull this full circle, very close to the deck you see on the Fast Passage. If someone asks me "Is the Valiant capable of going,,,,,?" I say, "Yes, there is nothing that you can do in a Valiant that hasn't been already done many times over." Having been an owner of one for several years I can tell you it is an extremely pleasant boat to sail. Like pulling on your favorite pair of old Levis. I think the Valiant hold the record for the longest production run ever for a cruising boat. Can't argue with success. Well, you can but in the end you look a bit foolish or uninformed or both.  

vroberts129

I have a Downeast 38 and agree with most of what Argyle said. Mine has been repowered with a 35 hp Yanmar diesel. I dont have issues backing. I have a lot of experience on large power boats. I disagree with the negative comments above on construction. My boat is a 1975 and has no issues topside or the hull. I think these boats are very well made and I am fond of the deck core material. It is aeronautical grade light and strong. I dont like large windows on any sailboat. Getting ready to take my boat to Cuba.....from St. Pete...  

NorthCoastJoe

Just got a Downeaster 38, anyone who had one still looking on here let me know, I would like to talk.  

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Downeaster 32

A proven, long-range cruiser for two that is forgiving and economical.

The seaworthy Downeaster 32 was designed by Bob Poole, who founded Down East Yachts in Santa Ana, California, during the fiberglass boatbuilding heyday of the 1970s. Poole was an East Coast native and boat-industry executive at Columbia Yachts, which by the late 1960s was the world’s largest fiberglass boat manufacturer. A Maine sailor, he favored traditional lines and solid construction.

Poole envisioned building strong boats in an East Coast style and selling them on the West Coast. With 14 years of boatbuilding experience to his credit, including head of engineering, quality control and customer service at Columbia Yachts,  he quit his job to start his own company in 1974. 

The first boat off the assembly line in 1975 was the Downeaster 38, which Poole designed in collaboration with self-taught engineer and boat designer Henry Mohrschladt, who was then an engineer at Columbia Yachts and later went on to co-found Pacific Seacraft.

“Bob put himself at great risk by leaving Columbia to start his own company. The odds of success were definitely less than 50-50,” Mohrschladt said. “He wanted Columbia to build the 38. The dealers liked it, but Dick Valdes, then president of Columbia, decided not to do it.”

A few months following the Downeaster 38, Poole unveiled the Downeaster 32, a traditional, heavy-displacement cruiser of his own design. The boat went on to join the ranks of Down East Yachts’ most popular models. It has been compared to the Westsail 32, Pacific Seacraft Mariah 31 and the Island Packet 31.

Poole died from cancer in 1978, but Down East Yachts survived until 1983. By then, 134 Downeaster 32s had been built, the last one in late 1980. Vast changes had swept the boatbuilding industry as the price of oil soared and with it the cost of resin. In 1983, the molds and tooling were sold to Newport Offshore Yachts.

First impressions

One look at the Downeaster 32 and you’ll be buying offshore charts for a bluewater passage. Strong and beefy-looking, the traditionally styled, heavy-displacement cruiser with classic lines was an immediate head turner. The cutter rig with its clipper bow, 4-foot bowsprit, elegant woodwork near the stem, and externally mounted chainplates add to the overall look. Many admirers initially believed the hull was made of wood because the mold featured faux planking lines. 

Construction

Built of hand-laid fiberglass, the thick laminate hull protects the keel-hung rudder and propeller. The mast is stepped onto a compression post. The master craftsmen at Down East Yachts paid close attention to detail.

What to look for

The Downeaster 32 is solidly built, but after more than 40 years some parts will likely need upgrade or repair. The mast steps to a compression post and reports from owners indicate the set-up can soften and sag just below the cabin sole due to deterioration and lack of a wood block between the post and the keel.

Deck delamination is also among the most common problems. Deck leaks are typical, very likely due to through-deck fittings that have lost their caulk seal and allowed infusion of water into the composite deck. Some owners said the fuel tanks are difficult to replace without extensive carpentry. 

Potential buyers are warned to inspect the spreaders carefully for cracks or weakness. If an amateur carpenter has modified the boat, it’s best to get a quote on the cost to replace nonoriginal cabin paneling, electrical and plumbing parts. Many owners have replaced the original Farymann diesel. The cutlass bearing should be inspected, based on the number of reported repairs. All belts and hoses on the engine should be inspected and replaced if necessary, as should any through-hull fittings. The engine should be examined for fuel or oil leaks. 

The boat was designed with tiller steering but some owners replaced it with a wheel. The cutter rig gave the boat plenty of get-up-and-go. The sailplan was simple and efficient. Grabrails were bolted to the coachroof for safety. There is adequate walk-around space going forward. Mohrschladt designed the hull, rig, engine placement and ballast, but not the deck. 

“I thought the deck was clunky looking. Too many sharp edges and that very tall house sitting on it,” he said.

Each Downeaster 32 was finished below deck to the owner’s specifications and preferences, which means no two 32s are alike. Tall sailors appreciate the 6-foot 4-inch headroom in the galley and 6 feet 10 inches in the saloon.   

The boat sleeps six­­—two in the V-berth, three on the saloon bunks and one on the quarterberth to starboard. Original models had two doors closing off the V-berth for privacy from the adjacent head traffic. 

The U-shaped galley features a gimbaled store, refrigerator/freezer and icebox, and a stainless, double-basin sink. The boat has two hanging lockers and other storage compartments. The forward cabin has a standing closet to starboard and drawers beneath the berth for additional storage. 

The boat carries 50 to 100 gallons of freshwater in a stainless steel tank and features a 30-gallon wastewater holding tank. With an 11-foot beam, there’s plenty of room down below. The cabinets and bulkheads are finished in warm woods, with teak the dominant material. The dinette table in the saloon drops down to convert to a double bunk. The nav station is to starboard at the bottom of the companionway stairs. Four ports provide natural light, while hatches channel ventilation into the saloon.

The boat was fitted with a 24-horsepower Farymann diesel and carried 50 to 75 gallons of fuel in an aluminum tank. It was considered underpowered and became the subject of pervasive criticism. The Farymann was often replaced by a three-cylinder Yanmar diesel. Owners reported that accessing the engine and the bilge though two side openings was difficult. The Farymann was praised for its emergency hand-cranking feature. 

According to comments on a Downeaster 32 owners’ forum, the boat has reasonable performance on all points of sail, and sails exceptionally well in heavy weather, without hobbyhorsing. One owner noted, “Her full keel and beamy hull make her very smooth and comfortable while sailing, even in 25 knots.”  

Another wrote that his boat handled commendably in Mexico and in the South Pacific through all types of weather, including during Hurricane Lester.

The boat’s cutter rig allows for various sail arrangements that can make for smoother and more comfortable sailing. The full keel helps ensure stability in offshore conditions, while the wine-glass stern assists with handling and performance.

The Downeaster 32 is an economical, solidly constructed, traditionally styled, heavy-displacement cruiser ideal for couples or singlehanders planning to sail offshore.

SAILING’s Value Guide  (5-sailboat rating system)

PRICE:  The price of a Downeaster 32 ranges from $7,200 for a fixer-upper to more than $35,000 for a boat in pristine condition. Whether the original Farymann engine has been replaced with an upgrade will likely be a price factor. (3 sailboats)

DESIGN QUALITY: The Downeaster 32 was designed by Bob Poole and became one of Down East Yachts’ most popular models. The full-keel boat had a cutter rig, cutaway forefoot and a wine-glass shaped transom.  (3 sailboats)

CONSTRUCTION QUALITY: Down East Yachts built the DE32s in Santa Ana, California, from 1975 to 1980. A total of 134 fiberglass hulls were constructed to Lloyd’s specifications. The Downeaster 32 has been called overbuilt and seaworthy based on the quality of the craftsmanship.  (3.5 sailboats)

USER-FRIENDLINESS:  Owners have described the Downeaster 32 as a forgiving and seakindly boat for novice sailors, while performance capable for more experienced crews. (3 sailboats)

SAFETY:  The heavy-displacement sloop is nicely balanced by 5,500 pounds of lead in the full keel, and known among its admirers as sturdy, stable and comfortable in offshore conditions. The full keel protects the rudder and propeller.  (3 sailboats)

TYPICAL CONDITION:  The boat’s rugged construction helps ward off aging but a glance at the current used-boat market suggests conditions can vary widely after more than 40 years, multiple owners and design modifications. (2.5 sailboats)

REFITTING:   Some owners have replaced the tiller with an after-market steering wheel. The Farymann diesel engine was considered underpowered and was typically replaced by a Yanmar or Beta engine. Fuel tank replacement is common. Deck hardware cannot be accessed with the vinyl headliner in place and removing it is difficult.  (2.5 sailboats)

SUPPORT: Downeaster 32 owners may find information on the Cruisers Forum at www.cruisersforum.com . Down East Yachts went out of business in 1983.  (2.5 sailboats)

AVAILABILITY: During late summer 2019 there were five DE32s for sail in the United States and one in Mexico. (3 sailboats)

INVESTMENT AND RESALE:  The Downeaster 32 with an upgraded engine and undamaged hull is a sound purchase for a couple planning to long-range cruise without draining their savings, though the boat likely will not increase in value. (3.5 sailboats)

OVERALL 'SVG' RATING: (3 sailboats)

General Market Price Data

$7,200 1976 Maryland

$17,500 1976 Washington

$35,900 1979 Florida

LOA  35’6”

Draft  4’9”

Displacement 17,000 lbs.Ballast 5,500 lbs.

Sail area  602 sq. ft.

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Downeaster 38

Used yachts for sale, sail monohulls 35ft > 40ft,        downeaster boats for sale, downeaster 38 boats for sale.

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Greg smith Downeast 38 Cutter “Susurro” – Photo Tour ……

Susurro is a 1977 Downeast 38

Refrigerator ……

DE38 – Farymann Engine……

This is the view of the rear of the Farymann engine. Note that there is enough room in the engine room for me to hold a camera and get this picture. Some items of note: The oil filter has been mounted up to the starboard side next to the cooling water inlet strainer for easy access using an adapter and hydraulic hoses. The stock Farymann flexible shaft coupler is visible at the bottom of the picture. The standard Farymann cooling plumbing has been replaced with heater hose and bronze fittings for ease and economy of repair.

House Battery Installation

Revised House Battery Installation. – The standard DE-38 installation was a row of open batteries in shallow wells at the aft end of the engine room. Service was difficult and battery life was short due to the high temperatures of the engine room. I constructed this box of fiberglass/epoxy lined plywood under the nav table seat. A bilge blower provides forced air ventilation whenever the batteries are charging. This helps keep the batteries cool and prevents the accumulation of explosive/toxic gases. An added benefit of the ventilation is an almost total elimination of terminal corrosion problems. The box is bolted to the bulkhead and with the hold-down bar in place and lid secured will prevent the batteries from moving even if inverted

House Battery Box – Cover in Place ……

Here’s a shot of the battery box with the lid secured. The box contains 4 6V golf cart batteries for a total capacity of approximately 450AH.

Air Conditioner – Enclosure Removed……

Here’s a shot of the A/C unit with the cover removed. The unit is a Mermaid Marine 16,000 btu model with reverse cycle heat, and is adequate for the boat even when outside temps are in the 90’s. The discharge air splits into a 4 inch duct with an outlet at the nav station and a 6 inch duct with outlets in the V-berth and forward end of the main salon. We did install a layer of “Reflectix” insulation in the headliner which has helped reduce the heat load on sunny days.

Air Conditioner – Cover In Place…..

After much soul searching, it was decided that the “foot space” under the nav table was the best location for the A/C unit, as that space tended to accumulate junk anyway and a duct could be run forward from there. There is about a 3 inch space between the unit and the nav table pedestal that allows ample return air flow and access to the electrical breakers and switches mounted thereon. A hole in the pedestal also lets the A/C unit draw some air through the wet locker, helping things to dry out quickly. The thermostat is mounted directly in the return air flow, ensuring good control response. The condensate tray under the evaporator drains to the bilge.

Downeast 38 Galley……

The galley is pretty much stock. The original stove has been replaced with a force-10 unit and a cabinet installed over the sink for glassware and a microwave oven. Covers for the sink and trash well double as cutting boards.

Microwave Oven Installation ……

I swore I’d never have one of these on the boat, but now I’m wondering why I waited so long. The unit is a small (600W), cheap one that is readily avalable at the various X-Mart’s (you pick the prefix) in the U.S. This is the biggest one that our 1000W Heart inverter will drive without complaining. Cooking times are a little longer when running off the inverter due to the modified sine wave, but it is still great for heating things up without heating up the boat.

Added Storage access ……

I got tired of “dumpster diving” to get into the storage under the port setee. The large drawer will hold all of our galley pots & pans etc.. The two louvered doors allow access to the rest of the space. We have found some plastic baskets that just fit through the doors make organizing stuff much easier.

Downeast 38 – Main Salon, Starboard ……

Main Salon – Starboard Side: Setee pulls out to make a single berth. Fixed pilot berth above is the best sea berth on the boat. The main A/C discharge vent is visible at the fwd. end of the settee back.

Downeast 38 – Main Salon ……

Main salon – port side: Lockers above setee are about 25% larger than originals and have proven much more useful. The setee makes up into a double berth and an overhead single. There is enough room behind the setee back to store a deflated dinghy and a couple of deck chairs. The kerosene trawler lamp is directly below an opening skylight, allowing the heat to escape on warm evenings. The drop leaf table is shown with the port leaf “up” – how we usually leave it. 2 can sit at the table without obstructing the passage forward.

Downeast 38 – Head ……

View of head from the fwd. cabin. Original head has been replaced with a Raritan PH-II and a 35 gallon holding tank is installed under the forward V-berth. Tank can be pumped overboard with a manual pump, or emptied via a deck pump-out fitting. The shower sump pumps to the sink drain.

Looking Aft from V-Berth ……

The V-Berth area can be closed off for privacy (if there is such a thing on a boat). Fixed portlights on port and starboard side have been replaced with screened, opening units. The forward hatch directly above also opens for ventilation. Hanging locker is to the left of the door. The portside locker (next to head) contains holding tank plumbing (vented loops, etc.) and is thus now relegated to storage of cleaning supplies and other yukkies. Any odors from the holding tank and its associated maze of plumbing are minimized with a solar powered vent that discharges to the exterior.

Looking Forward into V-Berth ……

For coastal and ICW cruising, we leave the V-berth configured as a double. If you only need a single, the center cushion (just above the life jacket bag) drops down, making a nice seat for reading, leaving a single berth to port. Louvered door at forward end gives access to the chain locker.

new information below here from yachtworld listing november 2010

Additional Specs, Equipment and Information:

Boat Name Susurro

Specs Builder: Down East Yachts Designer: Henry Morschladt

Dimensions LOA: 38 ft 0 in Beam: 11 ft 10 in Maximum Draft: 4 ft 11 in Displacement: 19500 lbs Ballast: 8000 lbs

Engines Engine Brand: Farymann Engine Model: S-30

Tanks Holding Tanks: (35 Gallons)

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