Again, I can't address your JAR regulation, but as you indicated your logging of flight time in the United States, I can address that (and did).
plus now when flying along at FL380 its not easy to tell which road is which or do I have a map for it,
At 38,000' feet (FL380), you needn't be following a road map.
You say you were flying at FL380 under VFR? How did you accomplish that? At 38,000' you were in Class A airspace in the United States, which with an extremely limited exception, is positive control airspace under which you must operate IFR.
Instrument flight rules are regulations; these govern what you can and can't do, and have nothing to do with logging. The regulations in the Untied States regarding logging are found in the Code of Federal Regulations, Title 14, Part 61.51. This regulation, often referred to as the "FAR" (Federal Aviation Regulations) defines what you can and must log. Logging flight time has nothing to do with the regulations under which the flight was conducted.
If you intend to log IFR time, while there may be such a provision in Europe or England, there is no such provision in the United States. There exists a requirement for the logging of instrument time, but not IFR time. While you may have operated under IFR during the entire flight, you most likely didn't operate under conditions requiring flight by reference to instruments during the entire flight, and therefore should not log instrument time for the entire flight.
As a general rule of thumb, you'll probably find that most professional pilots can account for about 1/10 of their total time as instrument time.
Of course the notion of trying to log time spent flying through each individual cloud is utterly ridculous. I find that most of the time, I climb through a cloud layer and descend through one. I may spend much of the flight inbetween in various stages of reduced visibility or cloud, but I don't usually bother to log it as instrument.
You go log the entire flight as instrument time if it floats your boat. When you show up a job interview with one thousand hours of total time and five hundred hours of instrument (or whatever your relative times may be), you had better be the best instrument pilot on the planet, because the employer will be expecting it when you do your sim evaluation. When you show up with ten thousand total hours and five thousand of that as actual instrument, the employer won't give you the time of day because it just sounds ridiculous. It's also certainly not in accordance with the regulation or common sense.
how can you accurately measure when you can and cant fly vfr,
What do you mean? The regulation spelling out what constitutes VFR flight and IFR flight is very clear, and very specific. You can't tell when you can't legally fly VFR? You don't understand specific visibility requirements and distance from cloud requirements in order to act under VFR? What are you saying?