Go look up an MY50, look at the design brief, and you will see it is not designed to cross oceans etc. Maybe yes, the winds I mentioned are on the lower side of what that boat will handle. BUT, if you look at the design etc, it does not come with, nor designed with safety lines around the boat. My 28' boat has better offshore design options than that one. Some others include the entry to the cabin is higher than the cockpit seats, so if the cockpit floods, the cabin does not. The MY and some others, the entry door is at the cockpit floor level. This is a design issue that could sink a boat in the ocean in BIG waves.
Look up the European design ratings that came about after the 79 fastnet race. This will help you understand why and how some boats should handle certain conditions vs others that will not. B rating as the Morris MY designs, and possibly your Morgan, altho suspect your morgan is a C, can handle up to IIRC 6 m seas, no place for a life raft, where as an A rated needs a life raft, and can handle 10m seas. Righting moment is higher for an A vs B vs C. C is inland protected, B is sorta protected, A is open water.
The number after is the number of occupants. Some boats will have an A6B8C10, meaning for open ocean, 6 max, semi protected, 8 max, protected, 10 max occupants on board.
I'm sure I have not explained the above correctly, but it gives you and idea. I think I have a link, will see if I can find the definitions for you to read. If I can not find them, I a sure Paulo knows where they can be found at.
What is an MY50?
I can assure you that beyond any of the day sailors, which are not intended for world cruising, a Morris would be one of my first choices in construction and durability to take me anywhere. Course I could only afford a small Morris so unless cruising alone..... These boats are built like the proverbial "brick $hit house"...
Below is the fin keel for the Morris 36' DAY SAILOR., remember this is a DAY SAILOR not a boat intended for more than an occasional coastal overnight.. This keel is then bolted to a keel bed that is reinforced with solid fiberglass stringers directly glassed to the hull, not a glued in grid. These stringers have zero wood in them to rot out. Each u-shaped stringer beam has a wall thickness that exceeds 1/2" even for a very light displacement 36 foot day sailor. Vinylester resins are used throughout as are copious amounts of G10 and lots of solid fiberglass strong points. Chainplates are direct to solid glassed in fiberglass knees that extend to below the waterline. They are not supported by free floating screwed in bulkheads.. There are 13 keel bolts here with all but the aft two exceeding 1" and this is for a light displacement DAY SAILOR...
Here is a keel from a 36' production cruiser, just 5 bolts, and a significantly heavier displacement to the Morris 36 day sailor..
And another production cruiser of similar length and heavier displacement to the Morris DAY SAILOR. It has just eight 5/8" bolts.
To suggest that a Morris can't take ocean sailing is simply laughable to anyone who actually knows boat construction. As one who has been to both a "production boat" factory and the Morris yard, Able, Hinckley, Lyman-Morse etc. etc. etc.. it makes this even more amusing..
As an owner who has owned three "production" boats and who currently owns a CS, which was a higher level of production build quality, I can assure you there is little comparison in the robustness of build between our three production boats and the CS..
There are differences in construction techniques & how the boat feels on the ocean. Our CS-36 is significantly kinder than our C-36 was, so much so that even my wife who is not the most "observant" sailor constantly ribs me as to how we owned three of them..... I still like them but the creaking bulkheads in rough seas gave her an uneasy feeling. I can talk till I am blue in the face about how the boat is not coming apart but once she sailed on a boat with no creaking, done deal, and I've lost the WAF (wife acceptance factor) battle.. We have no such creaking or bulkhead/hull movement noises on the CS, none, even on a 33 year old boat. There are also differences in how the boats handle age/time over the long term. Being that I work on boats daily and get to see all the nooks and crannies I also see how boats of differing levels of build quality hold up to things like crazing, leaks, bulkhead movement, tabbing pops, rudder slop, chain plate leaks, hull deck joint leaks, stringer oooze/rot, keel smiles etc. etc.....
This is not to say a "production boat" can't do extended voyaging, they certainly can and do, but having owned three of them, delivered a number of others and had a bulkhead let go on one delivery, for which the owner tried to come after me on, I choose my boats a little differently now than I used to. This is admittedly partially driven by WAF on such things as "she feels Chloroxy" or "this boat won't creek & shudder when going to weather, right?"...
On our last "production boat" the screwed in bulkhead had some major issues that needed repair and this only after a season of ownership. The factory was very good about it but my wife was very uncomfortable and basically said "this is our last *******"..... Half the deck fittings were leaking after the first season.. Hell I really like the Catalina 42 but I know WAF would kill me on one....