Hull Form and Design Philosophy
Robert Perry, reviewing the Cruiser 50 for Sailing, noted that Bavaria chose the Farr office precisely because the sheer scale of interior ambition risked a performance disaster without a serious pedigree behind the pencil. What emerged is a hull form Perry characterized as industry-standard for volume-oriented cruisers — generous freeboard, short overhangs, and a beam carried well aft — but executed with the nuance that separates a genuinely capable sea boat from a marina queen. The length-to-beam ratio of 3.34 keeps the boat from feeling excessively broad, and a displacement-to-length ratio in the moderate range means the hull is drivable rather than sluggish in the conditions a cruising family is likely to encounter. Farr drew a fine entry with broad shoulders and beam carried aft, giving the boat directional stability on a reach while retaining a respectable upwind angle.
The construction follows a layup of vinylester resin outboard over solid hand-laid polyester and glass below the waterline, with a glass-and-Airex foam sandwich above and an Airex-cored deck. Aluminum plates are integrated into the laminate wherever hardware is mounted — a detail that speaks to engineering seriousness and matters enormously on a boat that will spend years in charter or hard-use private service.
Rig and Deck Handling
The Seldén fractional sloop rig carries a 106-percent genoa on a Furlex furler whose sheets run to fairleads inboard on the cabin top, then aft to electric winches on the cockpit coamings. The arrangement keeps the side decks clear and makes sail handling manageable for a short-handed couple, though the tradeoff is that tacking requires leaving the wheel and stepping forward around the helm station to handle sheets. The in-mast furling mainsail — controlled by a sheet led to a cabin-top winch — pushes control of the main several steps away from the helmsman, a concession to ease of use over immediacy. Perry noted that the mainsheet is positioned unusually far forward on the boom, a detail worth examining before ordering optional running rigging changes.
The cockpit itself is large, with a split backstay arrangement, twin pedestals, and Lewmar wheels with rack-and-pinion steering. A sturdy cockpit table serves as both social hub and handhold when the boat heels. Access to the swim platform via a transom door — electric fold-down on the test boat — rounds out an ergonomic deck plan that works well for both racing families and charter guests unfamiliar with sailboats.
Under power, the 75-horsepower Volvo Penta D2-75 diesel pushed the test boat to a cruising speed of 7.6 knots at 2,200 rpm with the optional Gori propeller fitted, and better than 8.5 knots at wide-open throttle. Maneuvering astern was described as sharp and responsive, with the boat coming to a halt cleanly in reverse and turning within a boat length and a half of itself — a meaningful quality in crowded Mediterranean marinas.
Under Sail
Sailing conditions during Cruising World's sea trial were light — nine knots true — but the boat hit just under seven knots and tacked through 85 degrees in those conditions, leaving the tester wanting more breeze to fully test the hull's potential. The smooth-feeling steering suggested that with building wind, the leeward twin rudder would dig in and produce a spirited beat. The SA/displacement ratio of 21.98 sits above the threshold that indicates reasonably high performance, and the Speed Number of 4.38 places the boat squarely in the racer-cruiser category rather than the pure cruiser category — credible numbers for a Farr design of this displacement. Light-air performance was described as spritely after lunch when the breeze finally filled, suggesting the hull shape rewards patience in fickle conditions.
Accommodations and Layout
The interior is where the Bavaria 50 makes its most unambiguous case. The boat was offered in multiple cabin arrangements: a three-double-cabin plan with an enormous owner's forward cabin, a four-cabin plan splitting the V-berth in two, and a five-cabin model with a shared forward head. Perry's analysis of the three-cabin layout found more space forward than the designers quite knew what to do with — noting there was room in the owner's cabin for something approaching square dancing — while the galley stretches along the port side with generous counter space. The U-shaped amidships galley keeps the cook part of the party, and the table with U-shaped seating to starboard and an amidships bench can seat eight people. The four-cabin version tested by Cruising World included a forward cabin with two bunks, a head and shower opposite, and the large owner's V-berth cabin just aft of a watertight bulkhead at the bow.
With 17 opening hatches and 12 ports, the interior is genuinely well-ventilated and bright, a detail that makes extended coastal or Mediterranean cruising more comfortable than the spec sheet alone suggests. Water capacity of 148 gallons supports extended passages without marina stops.
Known Limitations
The design brief prioritizes accommodations volume, and that emphasis carries consequences. The four double-cabin arrangement is aimed squarely at the charter market, and even the three-cabin plan sacrifices significant stowage in the process. Perry was direct: you sacrifice stowage for long-range cruising in exchange for sleeping cabins. A boat intended for serious offshore passages would want supplemental tankage and creative stowage solutions. The in-mast furling main, while charter-convenient, trades sail shape and reefing authority for ease, and the capsize screening formula of 2.02 sits just above the 2.0 threshold conventionally associated with bluewater suitability — not a disqualifier, but a signal that the boat performs best in the coastal and Mediterranean conditions it was designed for rather than Southern Ocean passages.
The deck layout's reliance on cabin-top winches and sheet leads also means the crew is not as integrated around the helm as on a dedicated performance cruiser, a compromise that experienced sailors may find they want to address with aftermarket deck-hardware changes.
The Verdict
The Bavaria Cruiser 50 is a rare production boat that earns its Farr pedigree without embarrassment. It sails honestly, handles well in close quarters under power, and provides interior volume that few production boats at this length can match. The tradeoffs — charter-oriented stowage, in-mast furling, and a capsize number that nudges against the bluewater line — are real, but they are the known, deliberate tradeoffs of a boat designed to excel in the coastal Mediterranean world rather than the Southern Ocean. Within that mission envelope it is genuinely difficult to fault.
Pros
- Farr Yacht Design hull delivers honest sailing performance for its displacement class
- Spacious, well-lit interior with multiple layout options including four and five-cabin configurations
- Strong motoring performance and agile handling under power from the 75 hp Volvo Penta
- Well-sorted deck ergonomics with electric winches, clear side decks, and a practical cockpit
- Solid construction with vinylester outboard skin and Airex foam sandwich above the waterline
Cons
- In-mast furling main trades sail shape and offshore reefing authority for charter convenience
- Stowage suffers noticeably in favor of sleeping cabin count — a real limitation for extended bluewater passages
- Capsize screening formula marginally above the 2.0 bluewater threshold favors coastal use
- Sheet control requires leaving the helm to handle tacks — an ergonomic compromise for short-handed crews
