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Best Headliner Material: How to Choose Headliner Fabric
This simple fabric refresh can help to modernize and update your vehicle. There’s not a lot of natural light in a boat cabin or RV interior. Removing and replacing dingy, worn-out headliner can also greatly increase the brightness and make your small space appear larger. Keep reading to learn about the qualities of each headliner type to help you find the right one for your application.
Carpet Style Headliner
A popular, easy-to-install option for headliner is a carpet-type material. At Sailrite®, we carry HullBlanket headliner and hull liner fabric. It’s a polypropylene carpet designed for marine and automotive use. It’s durable, as well as stain-, mold- and mildew-resistant. Carpet headliner cuts without fraying and is the most forgiving material to install. The ends can easily be butted up against each other without creating obvious seams, and any bumps and imperfections in the fiberglass are easily hidden with carpet headliner. It’s also the material that is the most shape-conforming. You can easily stretch and contract this fabric to work around curves and bends. If your hull is very shapely, we recommend choosing a carpet-style headliner. Learn more about the installation process for this headliner in our "How to Install Carpet Style Headliner" (#200708XHT) video.
Foam-Backed Vinyl Headliner
Foam-backed vinyl headliner features a marine vinyl front with a foam backing. The foam adds a bit of cushion and helps to conceal small imperfections and bumps in the hull, walls or ceiling — wherever you're applying it. It can also be cut away to accommodate protrusions like nuts and bolt heads. We stock solid and perforated headliner in a selection of neutral colors that will look great in any boat or vehicle interior. Vinyl headliner creates a smooth appearance and is easily wiped clean. However, the edges of foam-backed vinyl headliner should be covered, as they will leave a visible seam. Because of this, foam-backed vinyl headliner is a great choice for applications where the seams will be hidden under trim pieces or where the material is wrapped around panels.
Vinyl Upholstery Headliner
Marine vinyl by itself can also be used as a headliner. We recommend brands such as Naugahyde® Nauga Soft, EverSoft™, Sunbrella® Horizon and Morbern®. Using vinyl upholstery fabric means that there is no forgiveness for bumpy surfaces, so choose this option carefully. We recommend the use of vinyl as a headliner for applications where the material is wrapped around panels. The advantage of vinyl fabric is that your color options are vastly increased. You could even combine vinyl upholstery fabric as an accent with foam-backed vinyl headliner to add a stylish, touch of color to an otherwise neutral headliner application.
You'll need a high-quality, high-strength spray adhesive to adhere the headliner material. We offer several choices in spray adhesives that will quickly install and adhere your headliner. Our blog "Choosing the Right Spray Adhesive" (#300406) details the qualities and characteristics of each adhesive and which ones are best for headliner and hull liner installation.
Don’t be afraid to use a combination of the three types of headliners for different areas in your boat or vehicle. For example, in our Project Powerboat, we used carpet for the main cabin ceiling but chose to use foam-backed vinyl in the aft cabin. It’s up to you to decide how you use your boat and what look you’re going for. When you’re ready to start your project, you can find all these headliner options right here at Sailrite.
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- By Dieter Loibner
- Updated: June 6, 2005
Hunter 38 Boat Review
As we stepped aboard the new Hunter 38 last fall in Annapolis, something seemed different. At first glance, all of Hunter’s trademark details were there: the stainless-steel arch that carries the mainsheet traveler, the comprehensive bimini, the corner seats in the stern rail. Yet the hollow waterlines and fine bow sections indicated that designer Glenn Henderson and his team had refined the Hunter hull form to bring out more pep and agility. Henderson’s written brief for the boat describes a “very responsive and maneuverable yacht that would be very forgiving to sail in a breeze and easy to maneuver in close quarters such as docking.” He highlighted two performance-related objectives: to minimize the pitching motion and improve boat speed in midrange conditions, and to boost the boat’s pointing ability with a low-drag keel and a large rudder that helps generate lift. All these attributes needed to be wrapped into a package that offered exceptional comfort and easy handling and that was suitable for shorthanded sailing and for newcomers who might like to explore Catalina, Martha’s Vineyard, or the Bahamas.
Cruising World’s Boat of the Year judges immediately picked up on the look and feel during the dockside inspection, which revealed well-conceived ideas and good execution, all focused on the purpose of the vessel and the target audience. “I’m more impressed with this than with any other Hunter I’ve seen,” said Steve Callahan, a BOTY judge whose career background includes boatbuilding and yacht design.
Hunter builds the hull with balsa-cored sandwich above the waterline and solid glass with Kevlar reinforcements below. It’s a cost-effective and proven method that keeps weight down and increases impact resistance where it matters. The deck is bonded to the hull and through-bolted on an outward flange. Hunter protects the hull/deck joint from bumps and bruises with a stainless steel-capped vinyl rubrail. The lead/antimony keel is connected to the structural hull grid with stainless-steel bolts. The test boat had the shallow-draft version, with a bulb that keeps the center of gravity low without creating excessive drag. Augmenting the efficiency of the lateral plane is a large, balanced spade rudder that has a composite stock.
Deck and Cockpit
Hunter continually talks to its customers; based upon those conversations, comfort, low maintenance, and ease of use figure prominently on its boats. Molded-in nonskid surfaces on deck are complemented by low-maintenance Flexiteek surfaces on the cockpit seats. Precut into sheets and precaulked, this material might not meet the aesthetic standards of dyed-in-the-wool traditionalists, but it’s easy to replace at the end of its useful life, which, according to Hunter, is expected to be about 15 years.
What registered with the BOTY judges was Hunter’s attention to important details, which put the 38 a step ahead of other boats in the same category. “The chocks and cleats were fine, the emergency steering was very functional, deck flow and handholds were good,” noted BOTY judge Alvah Simon. “The anchoring drills went very well. The 38 had twin rollers that can both be used, and everything worked properly. There was a cleat behind the fairlead of the port roller and a pin placement on the roller; you can quickly lock down the anchor until everything’s set up right. The well was good, and the electric windlass had up/down switches, which you don’t expect in this price range.”
As with other Hunters, the integrated stainless-steel arch and bimini over the cockpit is a defining trait. While the judges felt that mounting the traveler track on top of this arch removed clutter from the cockpit, they all agreed that the canvas bimini could be improved with more see-through panels to give a better view of the sails.
Aside from this issue, which also surfaced on several other boats, the cockpit was a good workplace, once one got used to the concept of reaching up for traveler adjustments. “I just love to see things, and not knowing where the traveler is took me a while to get used to,” said Simon. Kibitzers sat in the corner seats on the stern rail, watching the skipper work the Lewmar folding wheel and the crew trim the sails at the self-tailing winches. The primaries were mounted well aft, so the cockpit layout satisfied an important requirement for safe shorthanded sailing: easy access to the sheets for the person at the helm so he or she doesn’t have to step away from the wheel to execute a tack or an emergency maneuver.
Making his way into the saloon, judge Bill Lee noted that the first step of the companionway was deep, well sized, and properly surfaced with nonskid. “A big top step is really nice because people like to stand in the hatch,” he said.
Belowdecks, the emphasis on practicality and comfort is evident in the laminated Everwear sole, which is designed to withstand abuse much better than teak and holly, without fuss or varnish. Headroom in the main saloon is a generous 6 feet 6 inches. On the inside of the cabin top, Hunter uses a light headliner that offers easy access to deck hardware and wiring and helps keep the center of gravity low. The living space is divided between the dinette to starboard and a settee to port, ahead of the forward-facing nav station. BOTY judges noted that the saloon table lacked fiddles, but the separate stall shower in the head to port of the companionway drew praise. Lee, a noted yacht designer in his own right, pointed out that in this size of boat, designers usually have to make a choice: “It’s either a forward-facing nav station, in which case the skipper wins,” he quipped, “or it’s a separate shower stall, in which case the first mate wins. Here, both of them win.”
Both settees in the saloon can be converted into sea berths, at least in theory. The L-shaped galley to starboard pleased judge Tom Prior, who has a background in professional food service: “This is one of the few smaller boats we saw that had two stainless-steel sinks. I think that’s real positive.” Still, he would have preferred a properly gimbaled three-burner stove instead of the two-burner model installed on the test boat. He appreciated the easy access to the bronze through-hulls under the galley floorboards. “They’re all in one compartment and have proper labels,” he said. “If you hear water sloshing in the bilge, you look here first to see where it could be coming from.”
The test boat was equipped with the Mariner package, which features the folding wheel, a more powerful engine, and a Bose entertainment system complete with DVD player and bass subwoofer under the port settee. It can be expanded with a 15-inch flat-screen TV. The master cabin in the owner’s version is aft, dominated by an athwartship double berth, two lounge seats, and private access to the head and shower. Hunter also offers a three-cabin layout with two staterooms aft. Bill Lee was smitten with this part of the boat. “The aft cabin was very well-done for a 38-foot boat,” he said. “I liked the passageways on both sides because such an arrangement it really helps the ventilation.”
Peeking underneath the floorboards, he noted something else: “The engine has the old-fashioned shaft drive with the old-fashioned stuffing box, which is much easier to repair than a saildrive.”
Surprising Performance
The positive impression the judges had of the Hunter 38 at the dock was reinforced when the time came to take a spin on Chesapeake Bay. The test boat had three of what Bill Lee calls “performance inhibitors”: a 5-foot shallow-draft keel, a fixed three-bladed propeller, and an in-mast mainsail furling system.
Still, under the three-point Bergstrom & Ridder rig, the boat moved at a good clip on all points of sail, even in light air. “Hunter is really consistent with this concept,” Steve Callahan said of the mainsail-driven rig featuring swept-aft spreaders and a small blade jib. “It’s good for Hunter’s envisioned customers, including sailing couples and novices, who benefit from the easy handling of a small headsail.” Callahan also praised the feeling at the helm. “The boat performed extremely well under main alone, and it also was incredibly maneuverable.” During a chance encounter with a J/80 that sailed along behind us, he noted that we were “doing basically the same speed.” Measured speed over ground averaged 4.5 knots under main alone, 5.8 knots closehauled with a headsail, and close to 7 knots on a beam reach, all in about 10 knots of true wind.
Under engine, the boat kept up its good manners and maneuverability. With the optional 40-horsepower Yanmar, it managed an average speed over ground of roughly 6.5 knots at 2,500 rpm and 7.2 knots at 3,000 rpm.
In the end, the hunch about the Hunter 38 proved to be correct. Hands down, the boat convinced the judges that it was the unanimous choice to win the class of production cruisers under 40 feet. It did it with better-than-expected performance, good design ideas, and follow-through in their execution. And tellingly, value didn’t enter the discussion until the final stages. With a suggested sailaway price of $160,000, “it’s a hell of a lot of boat for the buck,” said Bill Lee. “Hunter is getting better design, better construction, and has price control,” Alvah Simon said in summary. “I enjoyed sailing the boat, and I think other people are going to as well.”
Dieter Loibner is a Cruising World associate editor.
LOA 38′ 2” (11.63 m.) LWL 34′ 8” (10.57 m.) Beam 12′ 11” (3.94 m.) Draft (shallow/deep) 5′ 0”/6′ 6” (1.53/1.98 m.) Sail Area (100%) 758 sq. ft. (70.19 sq. m.) Ballast (shallow/deep) 6,552/6,128 lb. (2,978/2,785 kg.) Displacement (shallow/deep) 17,674/17,250 lb. (8,006/7,814 kg.) Ballast/D (shallow/deep) .37/.36 D/L (shallow/deep) 189/185 SA/D (shallow/deep) 17.84/18.13 Water 75 gal. (285 l.) Fuel 35 gal. (133 l.) Mast Height (std./furling) 59′ 1”/60′ 9” (18.00/18.47 m.) Engine 29-hp. Yanmar (40-hp. option) Designer Glenn Henderson/Hunter Design Team Sailaway Price $160,000
Hunter Marine Corporation (386) 462-3077 www.huntermarine.com
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I have a 06 Hunter 36. Does anyone know how the headliners come down? I am adding hardware to the cabin top for a spinnaker and changing out the way the running rig comes back to the cockpit.
Why don't you write in to Al Fooks at Hunter Marine ([email protected]). He should be able to tell you how to remove the liners. I believe yours is the soft type without any screws.
Thanks Ken.. I will do that. I have a few more questions that I need to ask as well.
Melissa, did you contact Hunter and were they helpful? Just wondering if they were easy to deal with and you got your answer to taking down the headliner. turf
Well, I finally contacted Hunter. I went to the Annapolis boat show to see if there was anyone there that could answer my questions but the Tech guys weren't there. How I finally contact Hunter was through Lewmar. I needed the stand-up blocks with spring attached for the new running rigging that I was putting in place. No commercial distribution store carried what I needed, mainly the spring at the base of the mast. I was pulling the hair out of head trying to come up with this spring that cost .99 cents. The folks at Lewmar were great, the maker of the blocks currently on the boat. They didn't make the spring. So they contact the production manager at Hunter who in less than 2 minutes contact me on the phone. He said the spring was custom made by Sheldon. I asked if I could buy them and he said yes. I asked how much it was and he told me .99 cents. I asked how much the whole package of block's would cost and he told me $18. That was 50% off the lowest price I have seen on commercial website. I was shocked to say the least. So I bought two. I than said I have a few questions about the boat, i.e. the liner. He patched me to the customer service guys where I spent the next 1/2 on the phone with them. They answered all my questions I had in the boat. They walked me through the process of pulling the headliner off and back on. I cannot say enough about the great service I received by Lewmar and Hunter. I didn't think a lone sailor using their products would give me the time of day. The production manager at Hunter called me two days latter to follow up and make sure I was satisfied. Talk about customer service. Thank you Lewmar and Hunter.
Thats great news to hear that Hunter has this type of customer service. Makes me more confident to purchase a Hunter. Thanks for the update Melissa. turf
+1 that's great news. All to often we feel 'on our own' after the purchase of something, glad to see customer service is still a live and kickin.
Thanks Mel...that's a most encouraging post. Kudo's to Lewmar and Hunter! Great companies make the products their customers want and then treat their customers like gold.
Melrna, so how do you take the liners off to access the bottom of the coachroof ?
Melrna, Good Luck. I'm waiting to see your results. Do take some photos. I'll have to ply my liner sometime to fix a "lifting" winch.
OK Guys and Gals. I did it. I pulled the headliner to put in a new rope clutch. Here is the skinny on the the vinyl headliner. First I must apologies I took no pictures. Camera is broke. 1. Tools - One small 3 inch plastic scrapper and one old CD disk 2. Headliner construction - The headliner is held in place with a plastic C-clamp track the holds the headliner in place. The vinyl liner is tucked into this track 3. Pulling it out - I wedged in the plastic scrapper in very near the corner of the liner where I wanted to pull it out. I took a very small nose pliers, wrapped it in lens cleaning cloth and gently pulled the corner out. From there I move the plastic scrapper along the track (to open the C-clamp) gently pulling now with my fingers the headliner out. PULL OUT ENOUGH OF THE HEADLINER YOU NEED TO ACCESS THE AREA TO BE WORKED ON. 4. Putting it back it - Easy Pease! When you pull the headliner out you will see how Hunter tucked it into the track. I took the CD disk and wedge it just before the track where the headliner is out. I than rolled the CD, catching the fold of the headliner, in the track to the end. You will have some left over material from the headliner sticking out. That is OK. Now take the plastic scrapper and tuck the rest of the material into the track. My technique was take the corner of the scrapper place it into the C-clamp track and roll the scrapper into the track. Do this until all extra material is tuck nicely and presto, you are done!
Melrna, thanks for the update. I can't say I fully understand but will do a small try-out.
Sharks ! tried removing the liners ended up poking couple of holes.
Well it was a try! I took the liner down from my 09 H33 this weekend to install two new rope clutches. Taking it down was not much of a problem. Just take some micro needle nose pliers and reach into a corner and pull out. It came without much problem. However, replacing it was another matter! I tried the CD method and it worked but it was a real pain and very slow. The c channel is so tight it was hard to even get the edge of the CD in. I finally wound up breaking it. Anyway I had to give up on it for now but will try again this weekend. I may try a dulled paint scraper for the next try.
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Guaranteed to fit, popular searches, most recent parts, why don't you know exactly what's on my boat.
The reasons are numerous: Part substitutions caused by supply shortages, the factory making a better deal with a different supplier, undocumented design changes, modifications made by a prior owner or a dealer, or special customization ordered by the original owner.
In the case of mass produced items, some manufacturers are no longer in business or the part has been discontinued. In other cases, parts were made by small fabricators who specialize in OEM contracts. They are not equipped to handle -- or interested in selling -- one or two parts at a time.
We will do our best to find a substitute, or if necessary, a fabricator to make the item. We will need measurements, photos, and possibly the old part. We appreciate your patience and cooperation in this process.
While some parts are in stock and ship the next business day, others require special order or even fabrication. We will let you know if you part will take longer than two weeks from order to your door.
Hunter probably sold you the part from their stock, which is purchased in large quantities at deep discounts. We check to see if Hunter has the part available, but most often it must be special ordered from the manufacturer. Different pricing applies.
Yes! We add more parts every day as we discover sources and applications. Boats built before 2000 will be slower to source. If you can help with sources or part numbers please let us know!
- Copyright 1998-2024 SB Owners, LLC. All rights reserved.
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Your exclusive source for Hunter replacement parts
Shop by model, can't find it.
Frequently asked questions
More parts online every day
Guaranteed to fit, popular searches, most recent parts, why don't you know exactly what's on my boat.
The reasons are numerous: Part substitutions caused by supply shortages, the factory making a better deal with a different supplier, undocumented design changes, modifications made by a prior owner or a dealer, or special customization ordered by the original owner.
In the case of mass produced items, some manufacturers are no longer in business or the part has been discontinued. In other cases, parts were made by small fabricators who specialize in OEM contracts. They are not equipped to handle -- or interested in selling -- one or two parts at a time.
We will do our best to find a substitute, or if necessary, a fabricator to make the item. We will need measurements, photos, and possibly the old part. We appreciate your patience and cooperation in this process.
While some parts are in stock and ship the next business day, others require special order or even fabrication. We will let you know if you part will take longer than two weeks from order to your door.
Hunter probably sold you the part from their stock, which is purchased in large quantities at deep discounts. We check to see if Hunter has the part available, but most often it must be special ordered from the manufacturer. Different pricing applies.
Yes! We add more parts every day as we discover sources and applications. Boats built before 2000 will be slower to source. If you can help with sources or part numbers please let us know!
- Copyright 1998-2024 SB Owners, LLC. All rights reserved.
- Policies | Contact Us
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- Sailboat Reviews
Hunter's newest midsize offering combines performance and the company's historic attention to comfort. It's faster on paper than comparable boats, and priced to sell.
Hunter Marine has a reputation as a builder of boats for sailors who favor creature comforts over performance. Some recent models from the company have been described as “floating condos.” Say what you will, this strategy has propelled Hunter to a leading spot in the U.S. sailboat industry in terms of boats sold on an annual basis.
However, with the hiring of Glenn Henderson several years ago as chief designer and engineer, company CEO Warren Luhrs signaled that Hunter is increasing its attention to better performance. Despite being an experienced long-distance cruiser, Henderson carved his reputation as a performance-oriented designer whose creations have fared well on the racecourse.
Design The new Hunter 38 replaces the 386, the last of which rolled out of the Alachua, FL, plant in May, 2004, following a seven-year run. In announcing the arrival of the new boat, Henderson said: “Our goal was to design a boat that was an exceptionally comfortable cruiser, yet offered outstanding performance and easy handling. The new 38 has met expectations.”
In our view, she has a Jekyll and Hyde appearance. Our first impression upon approaching the boat was that she’s just another specimen in a growing list of big-butted boats. The 12′ 11″ beam is carried aft to the stern, where the athwartships measurement is 10′ 6″ inside the cockpit, and freeboard is 50″, so it’s at least two steps upward to board her at the transom. Her 6′ long, 20″ wide seats surround a footwell that’s 36″ wide at its narrowest point, and two, two-person pod seats are located on the stern rails. Clearly, the cockpit has been designed to accommodate up to 8 people in comfort during the cocktail hour. And overhead, a bimini sits attached to a stout stainless steel frame.
Move forward 38 feet and the Mr. Hyde side presents itself; there is no comparison with her predecessor, or other current Hunter models. Her fine entry and near-plumb-bow are as racy as any new boat from Farr Yacht Designs. Due to her increased waterline, she won’t lack speed. There’s also just enough working space between the mast and bow pulpit—her J measurement is just 12′ 1″, which means 2/3 of the boat is aft of the mast—for a bow person to attend to sails or muscle an anchor fitted on a stainless steel bowroller at the stem. Her small foretriangle and 7/8ths rig are married to a boom that extends over the stainless bimini frame to produce end-boom sheeting angles that are more efficient than a cabintop arrangement.
When viewed from abeam at a distance, her profile complements the racy bow as she presents a high-aspect sail plan and a relatively flat sheerline. Tinted, flushmounted, fixed plexiglass ports complement her aesthetics; they measure 16″ x 28″, and light her interior. This boat is less chubby than her cousins; a Hunter 306 that was tethered nearby is much less comely, having the boxy appearance produced when max headroom below is more important than appearance.
Of the 38’s design, Henderson told us: “Attention was given to the volumetric distribution of the hull to even out pressures of water movement, utilizing the rudder as a major lift component along with the keel. In the past, designers relied primarily on keels for lift and resisting leeway. We discovered that using a large rudder and smaller keel was better. The result is a more responsive boat.” Henderson’s statement was affirmed when we backed the 38 off the dock amidst a cluster of other boats.
Most of this vessel’s sail power comes from the mainsail, an arrangement that Henderson favors over relying on a large jib. “The whole sail plan is aerodynamically efficient. I will not design a masthead rig sail plan because the fractional rig with large mainsail delivers better performance, and the smaller headsail means easier sailhandling for both passengers and crew.”
The new 38 is outfitted with the same anodized B & R double spreader Selden mast with support struts used on Hunter’s midsized yachts; having no backstay allows Henderson to fly a mainsail with a powerful roach and still install the bimini frame over the cockpit. To tame the large mainsail, in-mast furling is a $2,536 option, which was included aboard our test boat.
“Balancing the sail plan, center of gravity, and underbody is important to get all the forces concentric,” explained Henderson. “The 38 doesn’t have a lot of pitch, doesn’t pound, and is easily driven.”
One contributor to stability is the boat’s displacement—17,674 pounds, with 6,387 pounds of lead in the keel; that produces a ballast ratio of 36.14 percent. A second is a “center of gravity lowered by using a vinyl material for the headliner, instead of heavy fiberglass. That removes 350 pounds from the boat,” he said.
The “Hunter 38 in Context” chart (see sidebar) offers a statistical comparison of Hunter’s new 38 with three of her contemporaries from prominent boatbuilders. Using this reference, she should be the fastest of the bunch. It’s clear that Henderson is putting a new face on the designs of Hunter’s products, and that’s a good thing. However, when she inevitably turns stern to, we’ll simply grit our teeth and accept the fact that Hunter understands the creature comforts that its clients demand.
Deck Layout Two innovations are immediately obvious when boarding from astern. The swim platform measures 18″ by 30″, and has two steps, one of which folds up when boarding passengers. Henderson has designed a helm seat that rotates aft and downward, which fills the gap between the upper port and starboard steps, creating a stern entrance; it’s a clever idea. Cockpit seats, and the two pod seats are covered with Flexiteek™, a synthetic product that’s durable and stain-resistant. (PS reviewed Flexiteek; in the July 15, ’04 issue.)
The major shortcoming of the cockpit is the lack of storage space. A small locker to port contains the holding tank, a second one holds two propane bottles. The starboard seat covers an emergency hatch; also to starboard are a shallow locker for storing dock lines, and a second one that accesses manifolds and a heater.
These spaces are small, as Henderson explained, because: “You’ve got to compromise somewhere,” to execute the balance of his design. Coupled with her wide body, the ‘Owner’s Version’ offers the most commodious and well laid-out aft stateroom we’ve seen on a boat this size. As an alternative, a tri-cabin version is available; that model is equipped with two aft cabins that provide space for passengers, or a large storage area.
The second innovation: a 38″ Edson destroyer-style wheel common on production boats this size. But in this case, Edson designed a folding wheel where port and starboard sections can be unpinned and folded inward to ease movement about the cockpit. During our test sail, the wheel remained locked in a circular form, so it appeared functional and safe, though it’s a $393 option. Leaves on the binnacle-mounted table can be elevated to create two plastic 18″ x 18″ tables. The base of the table also provides a foot brace, a requirement on a cockpit this wide.
The third innovation is not original, but is rarely seen on production boats: deep fiberglass bins on either side of the companionway used to store halyard tails and other sail controls. This is a superior approach to using bags or cubbies that have historically been carved out of unused space in the coamings.
On the 38, Hunter uses a stainless steel arch to support the traveler, which puts mainsail controls near the helm. A Harken mainsail track and traveler system sits atop the arch, and sheets are led port and starboard to cam cleats that allow the skipper to trim from the wheel, completing Henderson’s attempt to remove clutter from the cockpit. Two Sony marinized speakers and nightlights are also housed in the arch; the speaker controls are bedded in the companionway cover. Primary winches also are close to the helm, promoting singlehanded sailing.
Despite these niceties (as we stated in our review of the Hunter 41, PS Jan. 1, 2001), except when covered by the bimini, the arch detracts from the boat’s appearance, and adds weight aloft and windage. Though we’d be hesitant to sail out of San Francisco Bay with the bimini in place, we agree it would be a plus in less demanding regions most of the time.
The boat’s deck hardware is top- drawer and large enough for assigned tasks. The primary winches are Lewmar 40 self-tailers led through Lewmar ballbearing blocks. On the cabintop are Lewmar 40s married to Spinlock XTS rope clutches.
Lifelines are 23″ above the deck, (meeting ISO standards), but would provide more security if they were 28 to 30″ tall. The 1-1/2″ fiberglass toerail running from bow to stern is what we expect on a boat designed for offshore work. The toerail is rounded, which will be appreciated by rail riders in the unlikely event that this boat does any racing. The sidedecks are 12″ wide at the shrouds. The lower shrouds terminate near the base of the cabin, the uppers at the gunwale, so fore and aft movement is unimpeded. And a diamond nonskid surface offers good footing on a wet deck. The cabintop measures 86″ between the handrails, so there is plenty of room for stowing a dinghy or other items.
Small headsails are de rigeur for Henderson, and this boat is fitted with just two 48″ long sections of track located at the base of the cabintop, providing tight sheeting angles between the shrouds. The standard furler is a Furlex 200S elevated 16″ above deck level so that it’s out of the way when hoisting an anchor, but this arrangement diminishes sail area and compromises upwind performance.
A Simpson-Lawrence anchor windlass is located below deck in the anchor locker, a good location from a safety standpoint; the locker is large enough to house enough chain and rode for anchoring in deep harbors. Cleats located on the bow, amidships, and on the stern are 10″ long, so they’ll accept dock lines beefy enough for a boat this size.
A Lewmar hatch on the bow measures 22″ x 22″, a second located amidships is 24″ x 24″, letting the sun and wind pour in, or odors escape the cabin. They are supplemented by 10″ x 12″ opening ports amidships and over the galley.
Henderson has designed a vessel that places an emphasis on crew comfort and smooth operation by locating the sail controls at the helmsman’s fingertips. The only drawback, however, occurs if the skipper becomes overwhelmed by simultaneously steering, trimming, reading a chart, and attending to the other duties that befall the master of any vessel. In this case, the stern section could become overpopulated. Still, the absence of lines cluttering the cockpit sole gets our approval.
Accommodations As with all Hunter sailboats, the 38 provides large living spaces. The layout of this model presents an L-shaped galley to starboard at the foot of the companionway, nav station to port, and sitting/dining area amidships. At anchor, the crew sleeps in the forward cabin; the skipper in the aforementioned aft stateroom.
Key points: headroom in the main saloon is 6′ 6″. The hull and cabinetry are constructed of smoothly finished teak, though the sole in the saloon is Everwear™, a low-maintenance laminate. The panels in the new headliner can be removed with a tool Hunter provides to get at wiring runs and deck hardware, and the cabintop is fitted with solid wood handrails running the length of the saloon, which are among the beefiest we’ve seen.
The saloon will seat 6 guests with a dining table measuring 36″ x 42″ and settees 70″ long with 15″ high backrests. The width between the settee backs is 9′.
The galley comes standard with a two-burner stove/oven combination located between an optional refrigerator aft and slide-out storage rack; outboard are cabinets large enough for the storage of eating utensils, and a niche for a microwave. A stainless rail at the front of the provides an attachment point for the chef when underway.
Two stainless steel sinks are surrounded by a Corian surface, a Hunter signature that flies in the face of Henderson’s attempt to reduce weight. The countertop measures 60″ x 20″ when the sinks are covered, adequate for preparing meals for a crew of six.
The 38 also has a good chart table measuring 20″ x 18″. Henderson placed a bulkhead on the forward edge of the table where instruments will be installed, with a useful stainless handhold attached to the cabinetry. The electrical panel is close at hand. The only drawback of the arrangement is that the chart table extends so far aft that the navigator’s seat cannot be fully elevated.
The skipper’s stateroom is comparable to ones we’ve seen on large powerboats. The key ingredients are a 78″ long, 60″ wide platform on which a 4″-thick mattress lives, with storage below. Interestingly, an open space between hull and headboard is designed for miscellaneous storage, as is a cabinet at the foot of the berth measuring 22″ wide and 8″ deep. There’s additional storage in a hanging locker. Cushioned seats measuring 23″ x 20″ located port and starboard create convenient sitting areas. But make no mistake, this sleeping area would not serve as a proper seaberth.
Henderson has devised a dual-purpose engine cover. The box doubles as a fiddled vanity that, when removed, exposes both sides and the back of the engine, better than seen on most boats. Since the space between the berth and vanity is 23″, the cover won’t need to be stored on the berth when servicing the engine—a very sanitary arrangement.
The forward stateroom is just large enough for two adults. The berth is 86″ long on the centerline, and 80″ wide at the head; storage is below the berth and in a pair of cedar-lined hanging lockers.
The single head is a two-compartment affair with doors to both the main cabin and the aft stateroom. Standing headroom is 6′ 2″ in each space. The vanity-toilet area is large enough for most adults, and the shower area, which measures 24″ x 45″, is enclosed by a door, so the spaces may be occupied by two people simultaneously.
We expect to find large living spaces on Hunter’s sailboats and the 38 doesn’t disappoint. However, it exhibits better fit and finish of joinery than boats built five years ago, a byproduct of computerized cutting tools, more attention to detail, and quality control. The layout is sensible, with living spaces proportionate to the amount of time that will be spent occupying them. And, we like a single head on a boat this size. It makes sense and frees space for other uses.
Performance We tested the boat in 5 to 10 knots of breeze and flat water on the Chesapeake Bay—conditions common to many areas around the U.S. The boat was fitted with an in-mast furling mainsail, and the company’s own literature indicates that this reduces sail area by 148 sq. ft. We feel that’s a tremendous price to pay for convenience, especially in light-air venues, and considering that sails are typically set once a day. On a 38′ boat displacing 17,000 pounds, we’d opt for an electric halyard winch and a flaking system before sacrificing that much Dacron.
We sailed with a full main with three vertical battens, which produced good sail shape, and a 105% headsail. Boat speed on our GPS registered 5 to 5.5 knots sailing in five knots of breeze, and increased to 7.5 knots in 10 knots of breeze when we eased sheets. Henderson said “that meets the design target and is about as fast as she will go.”
The boat was light at the helm, responsive when sails were properly trimmed, and tacked through 85 to 90 degrees, better than we’ve seen on earlier Hunters. She heeled approximately 10 degrees in those conditions and provided a comfortable ride.
She motors easily at 6 knots when powered by the Yanmar 27-hp engine. An optional 40-hp engine will add $2,936 to the price, but would be overkill except in areas where there are heavy tides or currents.
Conclusion We’re convinced that Henderson is making progress in improving the performance of Hunter’s products. His major accomplishments are faster hull shapes and minor progress in the removal of unnecessary weight; i.e. the headliner in the saloon. Nonetheless, odds are that Corian countertops will always be installed, and the boats will continue to have big cockpits, a reflection of the market to which the company appeals. And, we’ll never get used to seeing those radar arches.
With a base price of $144,990, the Hunter 38 is at the low end of its respective market. Still, the quality of this boat is an improvement over previous models, and we think it bears close inspection for potential buyers.
Contact – Hunter Marine, 800/771-5556, www.huntermarine.com .
Also With This Article “Hunter 38 in Context” “Construction” “Critics’ Corner: Hunter 38”
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Put grease all along the track edge, and then some on the back of the fabric. Use the tool in a rolling motion, starting at the edge which is still in the track. By using the rolling motion, it will stretch the material as it's inserted, avoiding lines. There will be times , such as close to the corners, where pushing in will get tougher.
We show you replacing the "whisper" heading in the forward cabin of our Hunter45CC.We started our channel to show you an insight into our busy lives. In Augu...
Then pry the hatch off. Heat may help to soften the old sealant under the flange. The larger threaded screws under the hinges often have nuts beneath, and the OEM install may have covered these with the headliner. There is an alternative Lewmar version of the same hatch with a flat flange on the outside, and separate trim - wood, plastic ...
Hunter 306 Pasadena MD. May 16, 2021. #7. kbgunn said: I am replacing some headliner sections on a 2006 Hunter 38. I am guessing the 306 is similar. The fabric is called Whisperwall and it is pressed into a track and held in place by friction. No adhesives are used. The material can be purchased from Marlow-Hunter and is 54" wide.
Best Headliner Material: How to Choose Headliner Fabric. Item # X-HT-300174. This simple fabric refresh can help to modernize and update your vehicle. There's not a lot of natural light in a boat cabin or RV interior. Removing and replacing dingy, worn-out headliner can also greatly increase the brightness and make your small space appear larger.
Location: SE Virginia. Boat: Hunter 38. Posts: 1. Hunter Headliner Repairs. The fixed ports on my 2008 Hunter leaked behind the vinyl headliner surrounding the ports, subsequently destroying the plywood backing. Unfortunately, I can't figure how to remove the vinyl headliner to allow me access to remove the damaged materials.
We're the first and last stop for parts and accessories. Customize your boat, or put it back in its original factory condition with parts and gear from HunterOwners.com. SailboatOwners.com, 605 NW 53rd Avenue, Gainesville, FL, 32609. 877-932-7245 M-F 10am - 4pm Eastern time. HunterOwners.com store.
Hunter 38 Boat Review ... Hunter uses a light headliner that offers easy access to deck hardware and wiring and helps keep the center of gravity low. The living space is divided between the dinette to starboard and a settee to port, ahead of the forward-facing nav station. BOTY judges noted that the saloon table lacked fiddles, but the separate ...
For what I gathered it like a furling jib track that that headliner sits in. Only one can prey open the track. Now for the tool. #1 Buy their custom made tool for $80. #2. Use the edge of an old CD to open the track and reattach the headliner. #3. Get a putty knife and file down the edge to a dull finish. #4.
The Hunter 27 is the smallest boat in the Hunter line, which runs up to 43′ in length. The Hunter 27 is a popular boat with first-time sailboat buyers, and with small-boat sailors purchasing their first auxiliary cruising boat. ... With a molded glass headliner, teak-finished bulkheads, solid teak trim, and teak cabin sole, the cabin has a ...
Hunter 33 Georgian Bay, Ontario, Canada. Nov 1, 2016. #2. Jackdaw said: 3M 38808 Headliner Adhesive. Spray both the material and the underside several times per the instructions, and stick it back up. Jack, The headliners in that year were not glued in place. I did this couple years ago to install an additional clutch on the coach roof for the ...
Use our form, send photos (recommended) Or call toll free 877-932-7245. 10am to 4pm Eastern time M-F Pacific time.
If you buy a part listed for your boat and it doesn't fit we'll give you your money back -- including shipping -- and pay to return the part. (Subject to some terms and conditions.) Cutlass bearing. Stanchions. Strut. Hatch gasket. Striping. Rubber locker bumpers. Rubber latch.
A second is a "center of gravity lowered by using a vinyl material for the headliner, instead of heavy fiberglass. That removes 350 pounds from the boat," he said. The "Hunter 38 in Context" chart (see sidebar) offers a statistical comparison of Hunter's new 38 with three of her contemporaries from prominent boatbuilders.
Back in the 1970s and 1980s, many sailboats were finished with foam-backed vinyl headliners glued directly to the underside of the deck and coachroof molding. If you own such a boat, you're likely to be well acquainted with the problem of the headliner coming adrift as the glue and foam interface breaks down.
Boat: 1984 Hunter 27. Posts: 120 Re: Replacing headliner - could I use planking on the ceiling instead of fabric? I'm in the process of doing exactly the same thing. I'm making up beaded board panels out of 2" x 24" x 1/4" Butternut. ... The headliner inside my boat was falling out when I bought it, the foam backing had disintegrated with age ...
Sail track guides, hatches, putting hoses on fittings. Really an excellent all around product. It doesn't stain the headliner The putty knife is a perfect tool, but the friction of trying to get the material back in the track can lead to ripping, etc. The Teflon makes it just pop back in with zero resistance. Just run a thin bead. It's all ...
SEE our Project Sailboats Interior Makeover! Our Project Boat Refit and Restoration.We did many projects over the years and in this video we are going to sha...
Warren Luhrs, founder of Hunter Marine began in the boat building business, first with his father and brother at Henry Luhrs Sea Skiffs and then Silverton Sea Skiffs. Both companies were quite successful. Being an avid sailor, Luhrs had the idea of applying production line efficiencies to the sailing industry. In 1973, the first Hunter sailboat was launched. This was the HUNTER 25, designed by ...
Mar 20, 2004. 1,731. Hunter 356 and 216 Portland, ME. Sep 7, 2018. #10. insert the knife towards the outer edge to spread the channel, then pull the headliner carefully out. use the knife to push the headliner back in when you're done.
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Short answer is the headliner is probably pushed into a trac and can be removed if done carefully. Replace Headliner Hunter 306 | Sailboat Owners Forums. Boy that will relieve a lot of stress. Knowing that the headliner is called Regal Headliner - Whisperwall is a huge step in solving the removal/install problem.
Sailboat Data directory for over 8,000 sailboat designs and manufacturers. Direct access to halyards lengths, recommended sail areas, mainsail cover styles, standing rigging fittings, and lots more for all cruising and racing sailboats. MAURIPRO Sailing offers a full range of sailboat and sailing information to help you find the correct ...