Swan 38 S&S Sailboats for Sale

Layouts on the Used Market

Owner three-cabin layouts are more common in the listings you will find, although the original two-cabin arrangement still surfaces. The forward cabin, originally conceived as a dedicated sail locker, has been converted to a double V-berth by most owners, creating a private forward stateroom. The main saloon is classically seamanlike, with two pilot berths outboard, two settee benches, and a central folding-leaf table that stays out of the way when not in use. A compact yet functional galley sits near the companionway; the sink is positioned close to the centreline so it drains on both tacks, while a serviceable three-burner stove and a fold-up counter extension maximise limited work space. Opposite, the forward-facing chart table offers ample room above for modern electronics. The aft cabin, tucked under the cockpit and bridgedeck, provides a double berth but no standing headroom — a trade-off that yields a generous cockpit and bridgedeck clearance. Ex-charter examples are common on the used market, so examine the joinery and systems for signs of high-turnover use, but do not dismiss them outright: many have received continuous maintenance and updated equipment that purely private boats lack.

Equipment and Common Upgrades

Almost every boat that has seen regular use will now carry an autopilot, a spinnaker of some vintage, and a modern chartplotter. The inventory often extends further: heating for shoulder-season cruising, some form of solar charging, a bow thruster, hot water, and a full canvas package with bimini and dodger. Safety gear is frequently well represented, with AIS, EPIRB, and a life raft appearing on many boats; a cockpit shower is also an often-seen creature comfort. Owner upgrades that push the boat into short-handed or trade-wind cruising mode are less consistent but worth seeking. An inverter for off-grid AC power, a purpose-built asymmetric spinnaker, and a well-designed short-handed sail-handling setup all fall into the category of sensible improvements. Teak decks remain a point of differentiation: some boats retain their original laid teak, others have been replaced, and a few have been converted to plain fibreglass decks — a decision that significantly alters long-term maintenance. Radar is another item that sometimes appears, though its installation can impinge on the port pilot berth if mounted below decks.

What to Inspect

The teak decks are one of the most important items on the survey list. Water finds its way around the bases of deck fittings and through the screw holes that hold down the teak planks, eventually compromising the foam core beneath. The foam will not rot, but the laminate can weaken; if the decks have never been replaced on a mid-1970s boat, be prepared for a costly deck job. Boats with unblemished fibreglass decks, or those where the teak has already been professionally renewed, immediately jump ahead in the value equation.

The hull itself is solid, hand-laid fibreglass, reinforced by a massive galvanised I-beam glassed into the centreline. This beam forms the backing plate for the keel bolts and the mast step, so any sign of rust bleeding from the laminate in the bilge or under the cabin sole warrants closer inspection. The engineering of the rudder is robust, but access to the quadrant and steering cables is less convenient: you will find them at the far end of the aft double berth. Squeeze in during the survey to check for cable wear, sheave condition, and any play in the bearings.

Early hull numbers, up to 38/009, left the yard with roller reefing; from hull 38/010 onward, Nautor switched to slab reefing. Confirming the reefing system matches the hull identity is a quick way to spot a modified spar, and any conversion from roller to slab reefing should have been done to a high standard. The original engine is a Bukh DV20ME producing 20 horsepower at 3,000 rpm. Twenty horses are modest for a displacement of 18,300 pounds, so a thorough mechanical survey — including a compression test and gearbox check — is essential. The good news is that engine access on the 38 is about as good as you will find on a boat this size, easing routine and major servicing.

Tankage is tight for long-term cruising. The boat carries 56.8 US gallons of fuel and 87.2 gallons of fresh water, figures that demand a careful assessment of tank condition, hoses, and the fuel system. Check for any signs of corrosion on steel tanks, and if the original bladder or stainless tanks remain, factor in the cost of replacement. The electrical system, while limited by modern standards, was assembled with care and clean soldered connections; a survey should identify how many layers of add-on wiring have been spliced in over the years and whether a fundamental re-wire is looming.

Availability and Buyer’s Takeaway

The Swan 38 pops up for sale in a genuinely international spread of markets. Buyers regularly find candidates in Australia, the United States, Portugal, Sweden, the United Kingdom, and Finland. This wide distribution means you can often view several examples without crossing oceans, but it also means that a well-priced, well-maintained boat can attract interest quickly. The key to a successful purchase is prioritising structural integrity over cosmetic freshness. Use this checklist as your quick reference when evaluating any 38:

• Teak deck condition and core moisture readings.
• Galvanised I-beam for rust at keel bolts and mast step.
• Steering cables and quadrant accessible behind aft berth.
• Reefing system matches hull number; spar and standing rigging age.
• Engine condition, spares availability, and gearbox health.
• Fuel and water tank material, cleanliness, and hose dates.
• Electrical backbone and extent of aftermarket add-ons.
• Sail inventory suited to intended cruising grounds.
• Evidence of past charter use balanced against maintenance records.