bavaria 38 yacht

BAVARIA C38 – THIS YEAR'S NEXT WORLD PREMIERE FROM BAVARIA YACHTS

published on 26 August 2020

BAVARIA YACHTS will present its new BAVARIA C38 in autumn. After the BAVARIA C42, this is the second newly developed sailing yacht this year. Striking design elements, such as the BAVARIA V-shaped bow and chines at the stern, guarantee safe, fast sailing characteristics and an incredible amount of space below decks.

Perfect sailing characteristics, simple handling, maximum usage of the interior below decks and the highest level of comfort...

...what might once have been a contradiction in the field of yacht design, the new BAVARIA C38 proves to be possible without compromises. Just as with the larger BAVARIA C42, the BAVARIA V-shaped bow and distinctive chines at the stern are two crucial design elements of the new BAVARIA C38.

“Chines increase stability while sailing at a heeling angle of between 15 and 20 degrees. When designing the bottom of the hull, the dynamic effect of the chines can also be used to provide faster water drainage from the hull. Modern sailboats often have a very wide stern and therefore a lot of volume in the rear of the hull. When the sailboat gets more wind and the heel increases, the hull gets out of balance. The stern comes further out of the water and the bow is pushed further into the water. As a result the pressure on the rudder increases. A V-Bow with more volume compensates this effect and the boat is easier to steer.” explains Maurizio Cossutti, the yacht designer responsible alongside his team for the hull shape.

Almost 80 square metres of sail area across the mainsail (46m 2 ) and the 109% Genoa (35m 2 ) ensure optimal propulsion by the wind. Simple handling while tacking is guaranteed by the standard self-tacking jib (30m 2 ). Code0 (70m 2 ) and gennaker (130m 2 ) sails complete the BAVARIA C38’s sporty sail plan.

Below decks, the BAVARIA V-shaped bow and the chines at the stern opened up completely new opportunities for the BAVARIA YACHTS development team to use the space. “The V-shaped bow provides us with more space in the bow cabin below decks too. The chines mean we can place the large stern cabins a little further aft. Both these aspects benefit the lounge, allowing seven people to comfortably enjoy their dinner at the salon table,” explains Pascal Kuhn, who is responsible for the new development of sailing and motor yachts at BAVARIA YACHTS.

And there really is plenty of space below decks in the cabins. In the owner’s cabin in the bow, the double bed measures a sensational 1.73 x 2 metres. The berths in the stern cabins measure 1.50 x 2 metres, which must also be close to a record for this size of boat.

For individual configurations of the BAVARIA C38, BAVARIA YACHTS offers layouts with 2 or 3 cabins. Alongside the generous bathroom with a separate shower midships to starboard, an additional bathroom for the owner in the bow cabin can be requested. The large, bright lounge with L-shaped pantry, U-shaped sofa, lounge bench and card table offers real living space for the whole crew. The BAVARIA C38 is ready to sail for 128.900 € excluding VAT.

The BAVARIA C38 completes BAVARIA YACHTS’ C-line, alongside the larger models BAVARIA C42, C45 and C50 as well as the flagship BAVARIA C57. The public will be able to view the BAVARIA C38 for the first time at the boot 2021 trade fair. The world premiere will already have completed its first tests and production for the BAVARIA C38 will be in full swing at the shipyard in Giebelstadt.

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Bavaria 38 Cruiser

• By Jeremy McGeary
• Updated: July 30, 2009

Of all the high-output production sailboat builders in Europe, Bavaria Yachts is located farthest from the sea. Interestingly, distance hasn’t separated the company’s design office from the realities that the sea imposes on boats and those that sail them.

On the Bavaria 38 Cruiser, this is most apparent belowdecks. Half a step from the foot of the companionway, robust furniture is close at hand. To port, it’s the sturdy fiddles on the galley counter; to starboard, the nav desk. They provide secure handholds to someone descending the companionway in a seaway. Other offshore-friendly features below include a forward-facing nav desk that’s large enough to take paper charts, saloon settees that are parallel to the centerline and long enough to stretch out on, and corner cut-out grabs in the partial bulkheads at the galley and nav desk. The finish (high-gloss varnished pale mahogany) will take on a more classic appearance once time and the natural light that pours in through numerous hatches and portlights have darkened it a little.

In the two-stateroom layout, the forward cabin occupies the entire space forward of the mast. It has a large V-berth, lots of storage lockers, and a good bit of walkabout room. In both the two- and three-cabin layouts, the aft cabin(s) have generous standing room and a large berth.

The single head in the two-cabin layout is aft, behind the nav station. If it appears unusually spacious, maybe that’s because we’ve become accustomed to boats this size having more than one. The head is smaller and takes up a good chunk of the forward cabin in the three-cabin arrangement.

No matter what navigation practices you follow, a functional nav station still provides a key central location for instruments and a useful flat work surface. The 38’s nav desk serves the purpose adequately, with several storage compartments, a dedicated area for mounting instruments, and a dished seat for a little butt traction when the boat heels. The electrical panel is of a new generation, with touch-pad switches that light up when a circuit is activated but they don’t respond with the reassuring on/off clunk of a circuit breaker. The breakers are mounted behind the panel.

Given the elbow room everywhere else, it seems that the galley was last in line when volume was being assigned and a three-burner stove would allow more culinary options than the two-burner model installed. Still, the galley is functional, has a nice corner for wedging into at sea, and is well furnished with stowage space and the obligatory, it seems, microwave oven. The twin sinks are artful in that their bottoms slope toward their drains, which are inboard, but they’d be more practical if they were a bit deeper.

A peek under the floorboards reveals a structural grid that’s laminated to the hull. The space below the floor is deep enough to create a shallow bilge, but the hull’s flat bottom could make completely drying it a challenge. The keel bolts are installed through the grid and secured with double nuts backed by stainless-steel washers.

The cockpit of this boat is comfortable and workable. The table mounted on the steering console is an expected accessory, but while it’s convenient for many activities, its bulk hampers freedom of movement during sailing maneuvers a bit.

Forward, the seat backs have the right geometry to give support where needed, but they lose it as they get shorter going aft. In the Gee-Whiz Department, electric rams tucked under the cockpit sole aft of the wheel open up the center section of the transom to reveal a swim step and ladder. At the other end of the cockpit, a low bridgedeck and, atop it, a low sill will help keep green water from getting belowdecks. The companionway door may look a bit light weight, but it’s made of veneer-topped Starboard.

A flush hatch in the foredeck opens to reveal a deep anchor well with a windlass mounted on a shelf. The brochure for the boat shows the anchor mounted on a short projection off the bow, but the boat we tested had no such arrangement. The anchor was snugged right back to the stem, and its shank was four chain links from the wildcat on the windlass.

The 38 is available with an in-mast furling main (as on our test boat) or a main with either conventional or full-length battens. The deck is also sufficiently reinforced to accept a wide range of options, such as a double-ended mainsheet system that brings both tails back to the helmsman. The roller-furling jib, adjustable backstay, and six winches are standard.

The wind took a vacation on the day of our test sail, so all we can report is that when the wind gusted up to about 4.5 knots, the boat made about 2.7 knots when closehauled.

A couple of years ago, Bavaria adopted the tandem keel for its shoal-draft option, and this has become the standard keel offered on North American imports. Patented by Warwick Collins, the tandem keel can reportedly impart greater controllability than conventional shoal-draft keels.

In the absence of wind, conditions were ideal for measuring speed under power. At its maximum 2,800 rpm, the 40-horsepower Volvo with saildrive pushed the boat at 7.8 knots; a much-quieter 2,000 rpm delivered a shade under 6.5 knots. When the wheel was put hard over, the boat turned in one boat length. Behavior when backing was commendable.

The Bavaria 38 should appeal to those looking for a sailboat to take out sailing, not a weekend apartment furnished in the current vogue. Certain design decisions appear to have been made to favor sailing characteristics over a few more cubic feet of living space. The 38 is less beamy, and the beam draws in a bit more toward the stern than some of its contemporaries. As a sailboat, it’s handsomely styled, it appears to function well, and it has most of the equipment and amenities (and many more are available as options) needed to make sailing and living aboard a rewarding experience. The bottom line is that the 38 Cruiser is a production boat, which makes it a starting point from which to build a personal yacht.

Jeremy McGeary is a CW contributing editor.

LOA 38′ 6″ (11.75 m.) LWL 32′ 6″ (9.91 m.) Beam 12′ 10″ (3.91 m.) Draft 5′ 3″ (1.60 m.) Sail Area 745 sq. ft. (69.2 sq. m.) Ballast 4,629 lb. (2,100 kg.) Displacement 15,840 lb. (7,184 kg.) Ballast/D .29 D/L 206 SA/D 18.9 Water 95 gal. (360 l.) Fuel 40 gal. (152 l.) Mast Height 50′ 8″ (15.44 m.) Engine 40-hp. Volvo with saildrive Designer J&J Design Price $203,500 Bavaria Yachts (410) 990-0007 www.bavariayachts.com

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Bavaria 38 (2002)

• September 24, 2009

Bavaria 38 (2002) - easy to handle and comfortable

Product Overview

Manufacturer:, price as reviewed:.

By 2002 Bavaria’s annual production had soared to well over 2,000 boats a year and its reputation for offering a lot of boat for little money was well established. The headline price of this J&J design was just £62,863 – significantly less than the opposition, although the standard specification was sketchy. Sailing performance was better than some early Bavarias but still not in the sporty class. She was easy to handle, though, and reasonably comfortable in a seaway. Below decks, the décor remained quite heavy but stylish and there was plenty of living room (legroom in the saloon was, however, criticised). The dinette was to starboard with the large, longitudinal galley to port. Two aftercabins and a forecabin provided three double bunks. The chart table was adequate and the single heads large. Stowage was good.

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Bavaria 38 Ocean

This german-built production cruiser has first-class construction and is favorably priced. for serious cruising, however, she does have a few drawbacks such as a small galley and marginal sea berths..

In our travels to the boat shows, we’ve noticed an increased number of German and Scandinavian boats distributed in the U.S. by American dealerships. Part of the reason, certainly, is favorable exchange rates. To get a feel for how these boats stack up to their American and French counterparts, we decided to test sail the German-built Bavaria 38 Ocean. In a nutshell, it’s a well-built, comfortable cruiser with a small sailplan that may be well suited to offshore passage-making, but will not be exactly spirited in light air.

The Company Bavaria Yachts is a family-owned operation that began as the manufacturer of glass windows. Today, it produces boats in a new, modern plant in Giebelstadt, Germany. The firm evolved into the boatbuilding business in 1970’s, and currently produces approximately 450 boats per year, ranging in size from 29′ to 50′. Bavaria builds several distinct lines. Heavy emphasis is placed on the Holiday series, multi-cabin cruisers destined for the charter fleets in the Mediterranean. The Exclusive line consists of traditional aft cockpit sloops with fewer sleeping compartments, and a large master stateroom. The 38 Ocean features a center-cockpit intended for family cruising. The first boats imported to North America began arriving in 1995, and are in service in a charter fleet in the Pacific Northwest.

Though the company may not have the decades-old pedigree of some competitors, it enjoys among Europeans a reputation as the builder of sturdy, seaworthy boats. Bavaria funds the cost of two Lloyd’s inspectors who are permanently on site to inspect each boat as it works its way through the production line. Consequently, boats aren’t simply “built to Lloyd’s specifications,” but are issued a Germanischer Lloyd A5 certificate that covers hull, rig, engine, electrical system and locking devices.

Design Bavaria yachts are designed by the J and J design office, a relatively obscure firm founded by brothers Jernej and Japec Jakopin in 1983. Their first yacht, the Elan 31, was an immediate success, winning the 3/4 Ton world championships; more than 700 were produced. The firm subsequently formed a boat engineering company, Seaway, that offers marketing, design, tooling and prototyping services.

J and J works with more than 20 production yards in Europe, and has designed boats for Jeanneau, Bavaria, and Dufour, in collaboration with Bruce Farr, Doug Peterson and the Jeanneau design team. Three designs received Boat of the Year awards at the 1997 Dusseldorf boat show.

The pleasing lines of the Holiday and Exclusive models are similar in appearance to many Baltic, Swan, Wauquiez and Swedish Yachts.

The Ocean 38 Ocean, because it is a center-cockpit design, presents a different look. Its beam is considerable (13′ 2″), which gives us some concern regarding inverse stability and upwind performance. On the other hand, it makes for a large interior and increases initial stability.

The displacement/length (D/L) ratio is 217, and the sail area/displacement (SA/D) ratio is 17.8, numbers that are reasonable for most coastal cruising conditions. The D/L is a bit low for what most people would consider suitable for blue-water cruising.

The whale’s tail fin keel and spade rudder represent current thinking to improve lift and control. The boat is available with either 5′ 1″ or 6′ 5″ draft.

We think that one of the major drawbacks of a center cockpit arrangement is the height above the water, which can translate to mal de mer in heavy seas when the boat pitches and rolls; the tradeoff is a drier ride, even when pounding to weather, as we learned on a trip from San Francisco to Hawaii.

Construction The firm boasts that most of its employees have been working for Bavaria for more than 10 years, most having come through its formal apprenticeship program. A video we reviewed showed the operation to be highly efficient. Wood is brought into the wood shop as logs and milled; workers in the lay-up process are presented with shopping carts filled with numbered sheets of fiberglass that have been precut to specific sizes by a computer, and premixed containers of resin, so there is no deviation in the lay-up.

The downside to this rigid approach is that no customizing is possible. As Henry Ford said, “You can have any color you want as long as it’s black.”

The lay-up methods are fairly straightforward. The outer skin is powder-bonded glass mat and isopthalic resins. The hull below the waterline is solid fiberglass laid up to a thickness of 32 mm with alternating layers of 15-ounce and 20-ounce Verotex woven roving. The forward section of the hull, from the bow aft to the first bulkhead, is reinforced with a 2-mm thick layer of Kevlar. Additional strength is provided by double layers of fiberglass extending 12″ to either side of the centerline from the bow to the rudderpost, and a double lamination on the keel flange, a Lloyd’s requirement.

The hull is additionally strengthened by solid fiberglass stringers, and beams running athwartships that are bonded to the hull with S-glass. The engine bed is also laminated to the hull, and an aluminum engine bracket is glassed to its timbers so that engine bolts are lagged through the metal piece to the bed.

All of the interior bulkheads, as well as cabinetry and closets, are bonded to the hull before the deck is laid on. Areas around hatches are reinforced with marine-grade plywood.

A company video shows the boat sailing at full speed into a seawall. After the third collision, the boat is hauled, revealing only scrape marks in the bottom paint.

The hull above the waterline as well as the deck are cored with 15-mm Divinycell to provide strength, warmth, and a noise barrier.

The method of attaching deck hardware is unique. Winches and cleats are mounted to 3/4″ thick aluminum backing plates bonded into the deck.

Deck Layout Because the boat is targeted for cruisers who are more likely to hoist a reacher or drifter than a spinnaker, the deck arrangement is rather simple. In fact, there are only four winches. The primary sheet winches are Harken 44 self-tailers, and on the coachroof, to handle halyards, reefing and furling lines there are two Harken 40’s aft of Rutgerson rope clutches. Track for the jib cars is located at the base of the deckhouse and is equipped with Rutgerson cars, as is the mainsheet, which is located at the aft end of the cockpit.

Though there’s adequate room in the cockpit to seat six passengers, and enough length for a 6-footer to stretch out for a nap, we discovered that the steering pedestal can inhibit crew work. The helmsman will find the mainsheet, which is located on the aft coaming of the cockpit, and both jib winches, to be within close reach from the normal steering position. However, because jib winches are well aft, crew will soon discover that moving from windward to leeward will require navigating forward around the front of the pedestal on tacks, or aft of the cockpit. Our test boat was equipped with a storm dodger that extended aft from the five-piece windshield. This arrangement kept us out of the wind on a cold winter day. When tacking, however, we found it difficult to make the trip across the boat in the space between the dodger and front of the pedestal.

With 16″ of pathway between the teak toerail and the cabin trunk, movement fore and aft is easy; additionally, boats are equipped with double lifelines, stainless steel stanchions, a bow pulpit and pulpits on each corner of the stern. So, with the addition of jacklines, a crew can operate in relative safety, even at night. The boat is a 9/10 fractional rig, which we think performs more like a typical masthead rig. The mast is a tapered, double spreader Selden spar supported by 3/8″ wire standing rigging. Standard equipment includes a Furlex headsail furler, hard vang, topping lift, and hand-cranked backstay adjuster. The sail inventory consists of a 5.7-ounce Dacron Elvstrom mainsail with car sliding system and two reef points. Buyers can opt for a conventional, fully-battened main, or an in-mast furling mainsail at no additional cost. Selection of the furling mainsail reduces the size of the mainsail by 75 square feet, and the ability to shape the sail.

Stowage on the deck is in several large areas. The bow area has a chain locker large enough for an electric winch, as well as 100′ of 3/8″ chain, and rope. The stainless steel double roller, which houses a 44-lb. CQR anchor, is designed to can’tilever downwards when the anchor is lowered. This simplifies the task while avoiding damage to the gelcoat. A second stowage area aft of the locker is large enough for dock lines and fenders, and the windlass motor.

Stowage to starboard in the stern is designated for fire extinguishers; to port is a locker for propane tanks. European boats are typically plumbed for butane, so the aft compartment of boats headed for North America must be modified to provide space for propane tanks, since sizes and shapes are dramatically different. The compartment is properly vented overboard.

The stern is clearly designed for the casual cruiser. It houses a two-step swim platform equipped with a stainless steel ladder hinged to go in the water, and a freshwater shower. The emergency rudder mounts outboard on the platform. Long-distance cruisers will be challenged by the engineering necessary to mount a mechanical wind vane.

Belowdecks The generous beam of the Bavaria 38 Ocean provides large, comfortable spaces in which to lounge and sleep. The workmanship is of a quality found in boats costing considerably more.

The layout of the saloon is fairly typical, with the galley and the engine compartment beneath the companionway. A folding dining table and 6′ 6″ settee are located to port. A similarly sized settee is to starboard, forward of the nav station. The head, with doors from the saloon or the skipper’s stateroom, is to starboard.

The boat is particularly well ventilated by four deck hatches, three forward and one in the aft stateroom, and four opening ports on each side of the deckhouse. We found the boat to be well lighted, even on a cloudy, rainy day.

The master stateroom spans the stern and has a 6′ long, 5′ 6″ wide berth in the center of a compartment having 6′ feet of headroom that is surrounded by finely finished mahogany closets and cabinetry, and heavy, 3″ cushions. Because boats seem to shrink in size in proportion to the number of people aboard, we liked the fact that both staterooms have sitting areas that, albeit small, provide some private space.

The head, which is subdivided by a plastic curtain, is equipped with a single stainless sink, hot and cold water, and a medicine cabinet. The shower area has 6′ of headroom and 30″ of elbow room.

The V-berth measures 6′ 4″ on the centerline, and is 6′ wide at the head, tapering to 18″ at the bow. Cabinetry includes a 43″ tall hanging locker to starboard and a similarly sized cabinet with three shelves to port.

About the only drawbacks we noted were the lack of a good, tight sea berth or two, and the size of working space available in the navigation station and galley, which oppose each other amidships near the companionway. But while one might wish them larger, the space would have to be subtracted from the dining area and head. One must remember that despite its great beam, this boat is still just 38′ LOA. The working surface on the nav station is only 22″ deep and 38″ wide. The galley runs fore and aft, and is equipped with a double stainless steel sink, two burner stove, and an L-shaped countertop. There’s adequate working space on the 24″ x 66″ countertop when the stove is covered. However, when the stove is in use, 24″ of countertop are lost, so the cook may have to use the dining table for preparations.

The boat’s mechanical systems are well-conceived and executed.

The engine compartment is accessible by removing the companionway steps, and via a removable panel in the galley. This permits one to work on all four sides of the engine. The Whitlock cable steering system is directly overhead and easy to inspect or service.

Wiring and plumbing are accessible by removing wooden panels in the back of stowage compartments. We found all wiring to be bundled and wrapped every 6″, which reduces the possibility of chafe. Through-hulls are bronze with stainless steel ball valves, and all hoses and manifolds are accessible and double clamped. Though the headliner is not removable, deck hardware fasteners can be inspected by removing mahogany covers attached to the overhead.

Performance We tested the boat on a rainy day on flat water in wind speeds ranging from 15-22 knots. Whether you like the looks of the five-section permanent windshield is a personal matter, but it certainly affords superior protection from the weather and is easy to see through. The center section opens to provide ventilation. There certainly is a trend amongst cruisers toward hard dodgers or at least hard-top dodgers, and a permanent windscreen is a good foundation from which to design an all-weather enclosure.

Under power, the 50-hp. Volvo Penta, equipped with a fixed, 3-blade prop, powered the boat into 10 knots of wind at 7 knots at 2,500 rpm. We noticed that at 2,100 rpm the noise level belowdecks allowed conversation at normal voice levels; at 2,500 rpm engine noise was more noticeable.

The saildrive has pros and cons. Its horizontal thrust is efficient, but the aluminum housing is vulnerable to corrosion, particularly from stray AC currents in marinas. Owners should monitor the unit carefully. The Wauquiez Pretorien 35 reviewed last month also has a saildrive, and owners were cautioned to regularly replace the zincs and to dive on it for a visual inspection every 90 days.

The boat proved responsive to the helm, and easily turned a tight 360°. She also tracked well in reverse, even in gusty conditions.

Our test boat had both furling main and jib, which will simplify sailhandling for cruising couples. The furling main looked disproportionately small for this size boat. We also learned rather quickly the importance of fully hoisting the main; if there’s a scallop at the tack, the sail will not furl into the mast.

We began the test sail with a full main and 150% genoa and discovered very quickly that we were overcanvassed. We shortened the jib to about 90% and in this configuration we sailed comfortably to within 40° of the apparent wind at just less than 6 knots. The boat tracked well. Because the jib sheeting angle is 16°, it is unlikely the boat will sail closer to the wind. Speed increased to 7.5 knots when we footed off and sailed at 85°, but she became less stable so we further reduced the headsail. She proved more manageable at 120°.

We suspect that owners will be motoring until wind speed reaches 6-8 knots, and using the 150% genoa until wind speed reaches 10 knots. In stiffer breezes, she’ll need a shortened headsail or reef in the main. However, with a properly balanced sailplan, we think most cruisers will find the boat manageable and comfortable.

Sailors in gusty conditions, such as San Francisco Bay, will find a sail inventory consisting of main and genoa to be adequate; the need for a light air drifter or reacher will become apparent where winds are lighter.

Conclusion We think the Bavaria is an exceptionally well-built boat. She’s finely finished; gelcoat surfaces are smooth; and joinerwork is of the highest quality. Crew and guests will find accommodations below to be spacious and well-appointed.

The Bavaria 38 Ocean comes well-equipped with brand-name hardware, Par head, Espar forced-air heater, and a Coolmatic 12-volt refrigeration system that fared poorly in our December 1, 1996 test. Though securing foreign replacement parts can be a headache, the North American distributor maintains a modest inventory of post-1992 parts for all Bavaria yachts.

The boat comes with an extensive list of standard equipment such as teak cockpit seating and sole, ICOM VHF radio, Autohelm ST 50 instruments, dodger, windlass and anchor with 165′ of chain.

Given current exchange rates and a sailaway price of $189,900 (US), fob Seattle, or $182,990 (US), fob Annapolis, we think the boat is a very good value. For comparison, the somewhat larger Jeanneau 40 Deck Saloon 40 lists at $190,000 and the superb but somewhat smaller Halberg Rassy 36 at a bit under $200,000. A more run-of-the-mill production boat, such as the Beneteau Oceanis 381, starts at $138,000.

Contact- Yacht Sales West, Unit B, 2144 Westlake Ave. N, Seattle, WA, 98109; 206/378-0081. In Canada, Yacht Sales West, 1523 Foreshore Walk, Vancouver, BC, Canada; 604/488-1202.

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Technical specifications - Bavaria 38

Photos of the boat, technical features.

• Length HT : 40ft (12.30m)
• Max. width : 13ft (3.90m)
• Weight : 7.00 tons
• Draft : 6ft (1.74m) to 7ft (2.04m)
• Max. sleeping capacity : 7
• Number of cabins : 2 to 3
• Bathrooms : 2
• Water capacity : 390L

Standard motorisation

• Engine Power : 30hp
• Fuel capacity : 220L

Standard canopy

• Total sail area : 274sqft (83.4m2)
• Mainsail area : 146sqft (44.47m2)
• Genoa/jib area : 142sqft (43.32m2)

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Bavaria C38

Flagstaff Marine Port Stephens is pleased to offer this immaculate, current model Bavaria C38 ...

• 37' 1" / 11.31m
• AU $469,000

Bavaria Cruiser 38

Nothing to spend - This Bavaria Cruiser 38 has been immaculately maintained and updated, so ...

• 38' 4" / 11.68m
• AU $159,000

Bavaria Match 38

Mach 1 is great Cruiser Racer Combination. The Bavaria Match 38 is an impressive competative ...

• 38' / 11.58m
• AU $199,000

A unique opportunity to own (1/8) share in a magnificent Bavaria 38 at Hamilton Island. Join a ...

• 38' 3" / 11.66m
• AU $18,000 1/8 share

Bavaria 38 Big-Boat Feel

BAVARIAS ARE STYLISH YACHTS WITH PLENTY OF INTERNAL VOLUME, 38 IS CAPABLE OF ALMOST ANY ROLE A ...

• AU $189,000 Negotiable

• AU $190,000 Negotiable

This is not just any Bavaria 38. Time and care have been spent setting this yacht up for world ...

• 40' 5" / 12.33m

This 2004 Bavaria 38 yacht lying at Royal Brighton Yacht club in Melbourne. This is a 3 ...

• AU $155,000 Reduced

Bavaria Sport 38

**NEW AND EXCLUSIVE LISTING!**  Don't miss this opportunity to own a remarkable 2001 ...

• AU $170,000

New Bavaria C38

The all new 2021 Bavaria C38. Best sailing characteristics meet maximum comfort and Value! ...

• 37' 4" / 11.38m
• POA Available to order

DBY are proud to present an immaculate, and essentially one owner 1999 Bavaria 38 ...

• AU $130,000

Bavaria 38 (More Photos To Come!)

This large volume late model Bavaria Cruiser 38 is now up for grabs, a well presented and ...

• 38' 5" / 11.72m
• AU $189,000