beneteau 22 sailboat review

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Boat Reviews of Pocket Cruisers and Daysailors: Tartan 245, J/9 and Beneteau First 27

• By Herb McCormick
• May 24, 2022

Sailboats are getting ­bigger all the time. Gone are the days when a boatbuilder like Catalina would pump out hundreds of Catalina 22s in a ­production run that would last decades. Profit margins for ­builders are far greater with larger ­vessels, and more and more ­buyers—even first-time buyers who’ve ­never owned a yacht—are ­coming into the market searching for boats 40 feet or greater. It’s kind of amazing but also true. 

That’s why it’s interesting and exciting when production boats under 30 feet debut, and it’s even better when our Boat of the Year judging panel has a dedicated class of nifty new ­offerings to inspect, as we did for model year 2022. 

What’s cool about the trio of boats that comprised this year’s Pocket Cruiser/Daysailer ­division—the Tartan 245, ­­

J/Boats 28-foot J/9 and Beneteau First 27—is that each was fundamentally different than the others, designed with a specific purpose or sailor in mind. Our task as judges was to determine which boat best served its stated purpose. As a big bonus, all three boats were stout ­performers and a blast to sail. 

With no further ado, let’s have a look at them. 

Tough Little Tartan

My first thought when I peered into the cockpit of the 24-foot, Tim Jackett-­designed Tartan 245 was that it reminded me very much of my ­ancient Pearson Ensign, which debuted in the early 1960s. Like the Ensign, the 245 is an unabashed ­daysailer with a long, inviting cockpit; good stowage beneath the ­cockpit’s coaming; and a ­little cuddy cabin forward for ­stashing sails and duffels, and for a ­simple berth or head while camping-c­ruising. When I mentioned this to Cai Svendsen, who’d commissioned the design for use as a trainer in the Judd Goldman Center’s adaptive sailing program, he expressed his fondness for the Ensign and confirmed that he’d incorporated some of its features in the brief.

But the 245 is also quite different than the old Pearson in several important ways. First, it employs a lifting keel with 900 pounds of ballast—a significant number in a vessel that displaces less than 3,000 pounds. Draft with the board down is 4 feet, 6 inches; raised, it’s a mere 1 foot, 8 inches. With a kick-up rudder, this boat can traverse very skinny water and even nudge right up to the beach. 

Next, with his experience teaching sailing (novices are known to whack the occasional dock), Svendsen opted for a false, sacrificial bow that is bolted on. It can be quickly and easily swapped out if damaged (you can also spec the boat without what Tartan calls the “Crunchbow”). 

Finally, like its larger siblings in the Tartan clan, the boat comes with a carbon rig (deck-stepped on the 245, with swept-back spreaders). You can also order an optional retractable carbon bowsprit for off-wind kites or reachers. For motoring in and out of the marina, there’s a 4 hp outboard. The whole package can be easily towed by a small pickup or SUV. 

The profile is no-nonsense with just a hint of a sheerline, and with an open transom for safe and easy swimming (something I wish they’d thought of on my Ensign). Sail controls are atop the coachroof, and the cockpit is definitely roomy; it is meant to accommodate four students and an instructor standing aft. Available sail plans include a choice of overlapping headsails or a self-tacking jib. The whole idea is to make the boat simple and accessible, a fact underscored by its potential use in programs where a wheelchair can be rolled aboard. 

Svendsen was gracious enough to take us for an afternoon spin on Chesapeake Bay in a fitful breeze that never topped 10 knots. It mattered not a whit. The tiller-steered 245, with a simple tiller extension so you perch up on the rail with a grand view, was an absolute blast to sail, quite responsive, and surprisingly quick considering its diminutive stature. (The 245 shares this prowess with the many Jackett ­designs in the Tartan lineup.)

When we sailed right up to the dock and dropped the main, Svendsen left us with this accurate thought: “Little boats are where you have fun. Big boats are where you spend money.” 

He’s totally correct. With the Tartan 245, in the fun/cash quotient, the return on investment can be measured in miles and smiles. 

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Everyone can agree on how ­awful the pandemic has been, but for fans of the sweet sailing line of J/Boats—designed and marketed by the Johnstone family for some 45 years now—the COVID-19 cloud had a silver lining. It was at least partially responsible for the creation of the company’s latest model: the simple 28-foot daysailer dubbed the J/9.

Company president Jeff Johnstone said that the inspiration for the J/9 came when the regatta season was canceled and he spent time sailing exclusively with his family on a 23-foot J/70, the only boat that was available. 

“It was the best summer,” he says. “No racing, just pleasure sailing. I rediscovered my joy for it. We got to the fall and started thinking about older sailors, this whole generation of baby boomers who might be getting out of racing but still want to sail. And we revisited the concept behind the J/100, a 33-footer that was ideal for a simple day’s sail.” 

The seed was planted; ­simplicity would reign.

As Johnstone says, all ­

J/Boats perform well under main alone. Having owned both a J/24 and a J/30, I can ­attest that the statement is without hyperbole. At first, the idea was to perhaps go with a boat driven solely by a mainsail. “But it didn’t take long before our sailing instincts kicked in and we wanted to go upwind,” Johnstone says. 

So the boat became a straightforward sloop with a furling jib. Hoist the main, ­unroll the headsail, and away you go. (A short, fixed sprit is available for those who must ­also fly a spinnaker.) 

As with the Tartan 245, the focal point of the J/9 is the cockpit, and it’s clear the team spent a lot of time considering it. (That said, the J’s interior is actually quite cozy, with a pair of settees and an optional V-berth forward; I could have a fun time aboard on a little camping-­cruising vacation.) Johnstone said that his team was enamored with and inspired by the Carl Schumacher-­designed Alerion Express 28, a fine little sailboat, but the Johnstones made what I consider a significant improvement by going with an open transom that airs out things aesthetically and makes practical sense as a perfect swimming/boarding platform. 

RELATED: 2022 Boat of the Year: Best Pocket Cruiser/Daysailer

The boat has a trio of auxiliary options: a basic outboard, an inboard diesel, or an electric Torqeedo Cruise 4.0 pod drive with a dual-blade folding prop that’s powered by a 48-volt, 5 kW lithium-ion battery with a 650-watt charger that can be plugged ­directly into dockside shore ­power. “It’s the first time in our ­history that we could offer an electric alternative at the same price as the diesel, not 20 percent more,” Johnstone says. “And talk about a simple ­installation.”

We sailed the J/9 on a cracking fall day on Chesapeake Bay in an ideal 10 to 12 knots, and man, it did not disappoint. As advertised, the layout is simplicity personified: one hand on the tiller, the other on the mainsheet. There’s no traveler, but the boom is controlled by an ingenious bridle ­setup. There’s a clear view of the B&G plotter on the coachroof, the solid Sparcraft vang aids in boom control, and lazy jacks for the main keep everything manageable. And the J/9 sails like a witch, notching just shy of 7 knots hard on the breeze, and topping that ­number cracked off on a reach. 

The joy of sailing, eh? Here’s your ticket. 

• 401-846-8410

First Is First

When all was said and ­done, the winning entry in the ­Pocket Cruiser/Daysailer class was the Beneteau First 27. 

It was a tough call because the three boats were so apart from one another—not apples and oranges, but an apple, an orange and a pear. Yet the judges were unanimous in our choice, partly because of the Beneteau’s excellent fit-and-finish, and also because we felt it best-suited for what it set out to do. 

“The mission for this boat is shorthanded distance racing, and I think that’s really interesting. It’s probably the fastest-growing segment in the racing scene,” judge Tim Murphy says. “The idea is getting sailors in a competitive environment to really develop themselves as sailors. When racing, it’s not about comfort; it’s all about the sailor getting offshore and navigating and sailing overnight, and having the sail controls and layout set up to derive and maximize the power available in the boat, which is significant. It’s a tool for really becoming an experienced sailor. I think that ­mission is really strong.”

To underscore that point, our test sail aboard the First 27 was sensational, conducted in 10 to 14 knots of fine Chesapeake Bay wind, with speeds topping out at almost 8 knots hard on the breeze. We did 10 knots with the asymmetric kite up and drawing—it’s set off a retractable sprit—on a tight, close reach. The little rocket is a ball to steer, with a full-width traveler to dump the main in the gusts, and twin outboard rudders that really grip the seaway and offer pinpoint control. Remember, we’re talking about a boat shorter than 27 feet here. It provides the sort of performance usually reserved for craft with significantly ­longer waterlines. 

However, make no mistake—the First 27 is by no means a stripped-out, Spartan ­racing machine (well, at least the ­version we sailed; there are two models: one a dedicated racer and the racer/cruiser we tested). All the elements are there for real coastal cruising: a serviceable galley, head and berths, and a 15 hp Yanmar diesel. Yes, the boat was conceived for racing, but it’s also a quite adequate pocket cruiser as well. And on top of all that, it’s trailerable.

Built in Slovenia, the boat was originally marketed as the Seascape 27 before Beneteau acquired the company and rebranded the model as the First 27. Construction is top-notch: vacuum infusion with a PVC foam core, a laminate that’s light and strong. Nearly 1,350 pounds of ballast are incorporated in the lead, T-shaped bull keel (fastened to a steel blade), a significant figure in a vessel that displaces less than 4,000 pounds (the sail area/displacement ratio of 97 is not a typo). The idea was to instill super stability in a hull that planes, a concept that might seem diametrically opposed but works well in practice here. There’s even a little crash bulkhead forward. And all the related equipment is terrific: Seldén spars, Harken winches, B&G instruments and a Spinlock tiller extension, to name a few. 

There’s no question that this is an athletic boat to sail and operate, and plenty of adjustments in the rig and sail plan make it eminently tweakable. In other words, there’s nothing sedate about the boat underway. But the effort put in is returned with thrills in spades. For a certain brand of sailor, the trade-off and rewards will be more than worth the sweat equity involved.  

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Herb McCormick is a CW  editor-at-large. 

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Test sail: ASA First 22

There is a laundry list of things that make a sail-training boat great and most of them are based on 

In other words, it’s not easy to build the perfect sail training boat. But a partnership between world-class manufacturer Beneteau and the American Sailing Association is a good place to start. compromises. It needs to be big enough to be comfortable for an instructor and at least a few students, but not so big as to be intimidating. It needs to be stable but responsive. It needs to be simple enough to learn the basics on but have enough options to take sailors to the next level. 

It was a warm and sunny morning in Annapolis Harbor and the wind was slow to show up. We checked out the boat at the dock while we waited for the zephyrs to fill in. 

The first thing that you notice when you see the First 22, is the enormous cockpit. You could fit five adults for a lesson and it would be positively luxurious for any group smaller than that, as ours was. The cockpit is plenty comfortable, thanks to the boat’s 8-foot 2-inch beam and nicely angled coamings. 

The boat has twin rudders and a swing keel that extends to 5 feet 11 inches.  The sail plan has a 172-squarefoot, square-top mainsail, fractional roller-furling genoa and optional spinnaker. 

The sail controls are simple but varied enough to really teach students how to get into the finer points of sail trim. Of course the halyards are all led to the companionway, meaning that students who don’t yet have their sealegs won’t have to venture out of the cockpit for anything other than flaking the mainsail. 

With the wind starting to fill in, we raised the mainsail, unfurled the jib and searched for breeze. Although the conditions were very light, the boat was moving and responsive, a good trait for a sailtraining boat when you can’t always choose the weather you might have for a sailing lesson. Tacking was easy and we never felt in danger of ended up in irons or having to throw our weight around despite the lack of wind. 

Thankfully the wind picked up as we neared midday and the First 22 had a chance to show her stuff. Even though it was light, probably 5 knots, the 22 was sprightly and light on her feet. At one point, traffic in the harbor gave us an opportunity to pick through the anchorage and boat responded well to having to snake around mooring balls and transoms. 

The First 22 is available to schools— special financing programs are available— as well as to the public, where it could serve as a fun and casual daysailer for less-experienced sailors. Schools will appreciate it’s ability to appeal to a wide range of students, from beginners to more advanced sailors. 

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BoatTest.com Reviews the Beneteau First 22

Key Features

• Multi-purpose winches and jammers
• Low center of gravity and twin rudders provide feedback
• Swing keel for added stability
• Extended cockpit
• Capacity for 4 students and instructor
• Rig designed specifically for sail training
• Lifelines, self-bailing cockpit and positive flotation

Specifications

Engine options.

Beneteau ASA First 22 (2015-) Captain’s Report

Standard and Optional Equipment

Beneteau asa first 22 (2015-) warranty, beneteau asa first 22 (2015-) price.

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• MYS Beneteau First 22 Review Page

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• Description

Specifications

Born from the collaboration of Beneteau America and the American Sailing Association, the First 22 is a singularly modern sail training vessel that make learning how to sail easier, safer and more fun!

NAVAL DESIGNER  : Finot - Conq Architects

EXTERIOR DESIGN

The R&D team at Beneteau used input from ASA instructors, schools, and leading competitive sailors to refine and adapt the Finot, Conq & Associates design of its very successful First 20.  

The First 22 features a hull with positive flotation and an extended cockpit to accommodate more family, friends or students. Her sail plan is simple and designed to wring the last knot out of any breeze. She also features an extended cockpit to give students and instructors more room, a rig designed specifically for sail training, and ergonomic and safety innovations to ensure that every sail is comfortable and safe.

Learn to sail with Beneteau

Beneteau America and the American Sailing Association (ASA) have partnered to design a singularly modern sail training vessel.

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Buying a BENETEAU doesn’t have to be a daunting task. We have teams of experts to guide you through the entire process – everything from sea trials, financing, and customization to after-sale commissioning, service, and maintenance. We are proud to have one of the largest, most highly-regarded dealer networks in the world. We’re ready to provide you with the assistance and expertise needed to launch you and your BENETEAU on a lifetime of happy, rewarding, and memorable voyages.

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4.2 m / 13’9’’

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Design Review: Beneteau First 21.0

We recently came across this review of our learn-to-sail boat, the Beneteau First 21.0 .  It’s sometimes called the First 210.  Many Europeans call it the Baby Ben .

It’s the smallest sailboat made by the largest (and oldest) sailboat manufacturer in the world.  It’s two and a half editions, or generations, or models old depending on how one defines that.  Started with the First 21.0; became the First 20.  (Boat didn’t shrink.)  Then, Beneteau and ASA (American Sailing Association) teamed up to produce a slightly modified version – that’s the “half” to which I refer – called the ASA Trainer or First 22.  (Again, the boat didn’t grow.)  The chief difference on this one is that they made a smaller cabin and larger cockpit.

But, all versions have these things in common:

• Hull.  (Boat body)  The size and shape are the same.
• Keel.  (The fin that stops the boat from going sideways and from flipping over.)
• Rudders.  (Steering fins.)  Yes, plural.  There are two.
• Rig.  The spars (poles that hold the sails up, out, etc), and basic sailplan, are the same except for the squared-off top of the mainsail on the newer boats.

Bob Perry, a highly esteemed naval architect and author, with a regular column on design in Sailing magazine, penned this article some time ago. Here are his words, and some pics we saw fit to slip in…

Perry on Design: the Beneteau First 21.0.

(Bob’s prose appears below in quotes.  Any editorial notes I couldn’t resist are indented in parentheses as I’ve done here.)

“Let’s go small and look at a trailerable boat. This one is from the board of Group Finot and built by Beneteau. It is a very different approach, abandoning tradition and going after speed and convenience with modern design features.

“The benefit of this type of boat is the ability to move easily to exotic or semi-exotic locations for regattas. The 210 will make a great daysailer or a camp-style cruiser. While trailerable sailboats are seldom examples of refined design, the First 210 shows design innovation aimed at sparkling performance and eye appeal. This boat is also unsinkable.

“With an LOA of 21 feet, the First 210 shows a modern, round bilge hull form with a very broad transom to give it dinghylike proportions. Look carefully at the plan view, deck layout or interior. Note the location of maximum beam. In most modern designs the maximum beam is located at or around station six. If you use the same system of establishing stations and break the 210’s DWL into 10 segments, you will find the max beam around station nine! There is even a curious little hook in the deck line right at station nine. The result of this shape is extreme maximization of the small volume available in 21 feet and a wide platform aft to optimize the righting moment effect of crew weight.

(We’ve always called this boat a big dinghy with a keel on it.  A dinghy is a sailboat that can flip over and requires the crew’s weight on the rail to hold it down.  The Beneteau First 21.0 is very sensitive to crew weight, and reacts immediately to changes – but it won’t flip over if the crew fails to react.  That makes it ideal for learning and training.)

“The extremely high-aspect-ratio centerboard ( ed. note: it’s a ballasted swing keel, not a centerboard or centerboard keel) is housed in an odd shaped nacelle below the hull for a board-up draft of 2 feet, 3 inches. Almost every appendage is a candidate for “ellipticalization” these days, and I find it interesting that the designers have ended this board in a sharp point. In profile, the rudder looks ridiculously small until you realize that there are in fact two rudders. They are canted outboard at 15 degrees. With this extreme distribution of beam aft a normal rudder would pull almost clear of the water at high degrees of heel. With the two rudders, when the boat is heeled one of the rudders will still be at an effective working angle with the water. This is a slick way of reducing the required draft of the rudders. Note that the draft of the twin rudders is the same as the draft of the board housing. The rudders are linked through the member at the top of the open transom.

(The design was great by itself, but what puts it over the top is the twin rudders.  Sailboats lean to the side naturally, as shown in the pic above. The more they lean, however, the less effective their rudder (steering fin) becomes.  It loses its bite on the water, so it has to be held to one side to go straight.  This creates drag and further reduces its effectiveness.  But the twin rudders on the First 21.0, each one angled outward, become straight when the boat heels a normal amount, and when the boat heels too much, the rudder angle isn’t bad. This makes for a forgiving feel that allows students to learn from mistakes rather than be confused or overwhelmed by them.  And that makes them better able to sail any boat afterward.)

“There are no overhangs on this little packet. The bow profile shows a hint of concavity to allow some flare into the forward sections. There is also a tiny amount of tumblehome in the midsection with a moderate BWL.

“The shrouds are taken to the deck edge allowing a small jib to be sheeted inside. The mainsheet sheets to a single attachment point on the cockpit sole. All halyards lead aft to jammers within easy reach of the helm. The spar is deck stepped with a hinged step. The interior is a one piece GRP molding with small sink and one burner stove. The portable head is under the V-berth. The small interior space is divided by a trunk that carries that top of the swing keel. A hinged leaf table is attached to this trunk. The four berths are all adult sized.

“On deck, the swim ladder and outboard bracket fit neatly between the twin rudders. The two cockpit lockers contain a space specifically for the outboard fuel tank. The bubblelike desk is striking and set off by a varnished mahogany toerail.

“The First 210 appears to combine careful styling with performance and safety. The general approach to this design is similar to the Mini-Transatlantic Class, but the boat is not as radical in proportions as a true mini-transat racer. Beneteau’s tooling of molded parts is as good as any in the business and their approach to finish and style is perhaps the best in the business. These aspects combine to ensure that the little 210 will be a standout.”

(“Mini-transat” refers to the Mini 6.5 class boat: 6.5 meters, basically the same as the first 21.0.  It’s a serious racer.  How serious?  They are raced singlehanded across the Atlantic – with spinnaker.  No shit. They have twin rudders like the Beneteaus.  This class is also raced doublehanded for some regattas.)

We love this boat, and while they’re fewer and farther between, and much more expensive to buy than the boats more commonly used in sailing schools (J-24’s and Sonars come to mind), they’re worth it as they just work better for teaching.

“Don’t take our word for it!”  Everyone says they have the best boat.  But this is the only design ever endorsed for sailing instruction by a national sail training or sailing school organization such as ASA or US Sailing.

Here are a couple of related links…

• Bob Perry’s web site
• Mini 6.5 class web site (Mini Transat)

8 thoughts on “Design Review: Beneteau First 21.0”

This is a great article. I’m a newb and in Japan looking at a “Baby Ben ” for sale. Before this article I thought it was special , now I’m in love

I doubt you’ll be sorry if you get one! They’re super versatile. Some of our new Club members this past season had a lot of time on J/24’s and 105’s prior to joining us, and they fell in love with the Baby Ben by comparison to the J/24. The First 21 is a pedigree design that happens to be comfortable, ergonomic and also very forgiving. Good luck! Send us a pic if you get one.

The Beneteau First 21.0 is definitely a nice boat. It would be interesting to know why Europeans call it “Baby Ben.” I would be grateful if you could tell me!

For a long time, it was the smallest Beneteau made. They now make one or two models smaller than it. So, the family grows…

Is it safe to dry out on the mud? I would like to use in the Solent but many anchorage’s dry out.

Hi Graham: While we’ve seen plenty of photos of boats adry on the Solent, etc, we’ve not experienced that for ourselves. The 21 has a retractable keel, and if left to its own devices, the hull will lower down to the trailing edge of the keel if the keel is supported on the bottom. If not, it will sink down into the mud and the hull will rest on it. The hull is wide and relatively flat further aft, so that would keep the boat level. However, the rudders on the older models (if not all) do not retract. If they rested on firmer substrate, they could be damaged. So, the net-net? Dunno! But, if the bottom is soft, you should be fine.

Any idea where to get the outboard engine vertical track mount? I really just need the part that slides up and down that the outboard mounts to. Thanks!

I MIGHT have an extra – DM me through the site’s contact page and I’ll keep in touch with you about it!

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The ASA First 22 by Beneteau

This fun, appealing, modern and easy boat has been designed to entice aspiring new sailors to discover the world of sailing. The ASA First 22 is a product of the collaboration between Beneteau’s design team and the input of ASA’s schools and instructors.

Specifications

The boat features include

• a very large extended cockpit that easily fits four students and an instructor.
• The hull is stiff, virtually unsinkable due to positive flotation, and it’s shape aids stability.
• The deck and rig were designed specifically for sail training.
• There are tons of ergonomic and safety innovations that will ensure sailing lessons will be comfortable and safe.
• The boat has a swing keel – ideal for shallow water venues and it makes trailering the boat very practical.
• There is an optional asymmetrical spinnaker for more advanced students.

Photo Gallery

The new ASA First 22 is built in the USA at Beneteau’s factory in Marion, South Carolina.

Even though the boat was designed for schools the ASA First 22 makes a great day sailor – perfect for family sails and helping friends and children learn the ropes.

ASA Members and ASA Affiliates should contact their local Beneteau Dealer for more information about pricing and availability.

Download Official Brochure

Sailing Schools using ASA First 22s

• SailTime Annapolis Sailing – Academy, Maryland
• Passage Nautical Enterprises – Oakland, Northern California.
• Tradewinds Sailing School & Club – Richmond, Northern California.
• Naos Yachts – Marina del Rey, California.
• Florida Yacht Group – Coconut Grove, Florida.
• Murray Yacht Sales – New Orleans, Louisiana.
• Great Hudson Sailing – West Haverstraw, New York.
• The Sailing School – Delran, New Jersey.

Order An ASA First 22 For Your School!

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Beneteau Evasion 22

Beneteau Evasion 22 is a 21 ′ 11 ″ / 6.7 m monohull sailboat designed by André Bénéteau and built by Beneteau between 1980 and 1984.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Twin keel version(Draft: .85m/2.79’).

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• Sailboat Reviews

Beneteau’s New 343

A revamp of the 331, this midsize cruiser has a plain-jane mien coupled with adequate comfort and surprising performance..

Chantiers Beneteau has been building its distinctive sailboats (along with Jeanneau, Wauquiez, and, now, a line of trawlers) for so long that it seemingly offers boats sized in 12-inch increments. As a result, the company is introducing the third makeover of existing boats, in some cases, or replacing similarly sized yachts with new models, a la the Beneteau 343. This isn’t surprising. This kind of revamping is relatively common in the marine industry. (Catalina and other companies regularly distinguish newer models by dubbing them Mark II or Mark III.)

The 343, which is built at Beneteau’s facility in Marion, SC, is intended to replace the 331, which was not well received by the U.S. market after making its debut in 1999. PS sailed that boat and found it too small and too slow to be a legitimate 33-footer, yet it was priced as one.

By all appearances, the designers of the 343 placed their emphasis on improvements in boathandling and accommodations, rather than making dramatic changes in hull, sailplan, or appendages. Compared with the performance-oriented Beneteau Fast line, this boat is designed for casual daysailing, coastal cruising, or overnighting in comfort.

The 343’s profile is typical of what the company used to call its Oceanis line. She is characterized by a nearly plumb bow and downward sloping sheer carried aft to a reverse transom. The sheer contrasts with a cabin profile that increases in height from bow to stern. As you would expect, this boat has a wider bow entry angle than a Fast model, especially compared to the similarly sized 36.7. At the opposite end, her stern is typical Beneteau; its cross section could be described as a half circle with a slightly flat spot on the bottom. Its generous size is accented by a swim platform that breaks up the mass, as well as a stainless steel swim ladder and handrail.

This boat carries a 9/10 rig (that barely qualifies as a fractional), supported by discontinuous stainless steel wire rigging. Both mast and boom are manufactured by US Spars. The forestay is designed to house a Profurl B35S roller furler, and a split backstay eases access to the cockpit from the stern without compromising rig support, though it does limit rig adjustability underway. Two aft lower shrouds and two cap shrouds are attached to chainplates mounted inboard to produce good sheeting angles and improve upwind performance. A rigid boom vang is a plus because it contributes to sail shape, and holds the boom aloft when reefing. Its controls are led to the cockpit.

Deck and Cockpit Beginning in 2004, we began to witness an epidemic of modifications to the typical destroyer-style wheel on production sailboats. Beneteau may have started the fracas with the rotating wheel, which was followed by Lewmar’s collapsible model—both excellent alternatives to the large helms on so many small boats that eat up space and interfere with movement about the cockpit.

Now, Beneteau has gone one step farther with the installation of a patented stainless steel pivoting wheel mounted on a pedestal large enough to house a compass, engine throttle and shift lever, a large display area for nav instruments, a handrail, and a cupholder. A drop-leaf cockpit table is an option—one we’d not chose. (Whatever happened to simple, portable trays that span a footwell, and disappear when not in use?)

Beyond that, the company added a clever device, a (patented) pivoting helm seat that eases access to and from the swim platform. With the wheel rotated to port, the transom cutout is purposely off-center to starboard, effectively creating a straight shot to the companionway. This is a good arrangement that almost overcomes our standing objection to wheel steering on small boats like this. (Considering the many improvements in steering systems that produce better feedback, we may be forced to revisit our bias in favor of tillers before the next century.) Whether standing while motoring, or sitting outboard under sail, the driver has clear sight lines dead ahead and to the telltales, which is always important.

We noted two other pluses: The emergency tiller, stored close at hand in a cockpit locker, can quickly be installed beneath the helm seat. And, a manual bilge pump, once a common safety item on small boats that seems to have gone the way of the hula hoop, also is located under this seat.

A seemingly minor item is that the stainless steel swim ladder is a fixed in place on the transom. That’s not minor: In an emergency, it can be easily and quickly deployed by the skipper. This is arrangement is a better alternative than having to fish out a ladder that’s stored in a swim platform, particularly when sailing shorthanded. In these situations, a skipper shouldn’t have to leave the helm; his top priority should be maneuvering to rescue crew overboard.

The cockpit measures 85 inches on the centerline from stern to companionway. With 22 inches of clearance between wheel and helm seat, the skipper has elbow room in which to operate, even when two passengers sit on either side of him; and the primary winches are just outboard of the binnacle. Coupled with a 50″ space between helm and companionway, there’s room for six to sit on two 82″ long seats with outward slanting backrests. The downside of this ample space is that, when sailing shorthanded, it’s big stretch from the helm to reach the mainsheet and traveler controls which sit on either side of the companionway.

To starboard, aft, is a deep locker fitted with a 12″ wide x 34″ long shelf that allows for convenient storage of dock gear, a 25″ x 30″ storage area, and access to steering equipment and plumbing runs. An LPG locker is to port.

A neat touch is that the lower section of the companionway hatch board swivels down into a storage bin so it is out of the way, or easily elevated in inclement weather or heavy seas. The locker is fitted with holders for the other hatch boards so that they won’t rattle around while underway.

The deck gear is well organized, as we learned during our test sail, and of high quality. The main halyard, roller furling inhaul and outhaul, and mainsheet are led through line organizers to the cabintop, where they meet a Lewmar 30 chrome self-tailing winch and Spinlock XAS jammers. A single jammer holds the port traveler sheet, a double for traveler and boom vang is to starboard.

The mainsheet is located on a traveler atop the cabin to avoid cluttering the cockpit. With 4:1 tackle led to a Lewmar winch, trimming the sail is a snap, but one does have to be well away from the helm to do so. Two genoa tracks located on the side decks are equipped with return blocks; sheets are led to Lewmar 40 self-tailing primaries. The genoa furling line is led along the toerail to the cockpit, so it does not impede movement on deck.

On balance, the boat is typical of the breed and its primary competitors: well equipped, and easy to operate except for the separation between helm and mainsheet.

Accommodations Like most Beneteau sailboats, spaces belowdecks have been conceived to provide owners and crew with well-appointed, spacious quarters. Unlike larger models that may be equipped with Philippe Starck interiors, this 34-footer has a traditional appearance; nicely finished hull sides and bulkheads are fitted with Douma veneers (a member of the mahogany family). The distance between the foot of the companionway ladder and forward bulkhead is 11′ so, coupled with an 11′ 5″ beam, crew will have room to lounge comfortably. And wooden grabrails running the length of the saloon on either side are spaced far enough from the hull to provide crewmembers with a secure handhold when heeled. On the flip side, the fiddles on the bookshelves that flank the saloon would benefit from a large dose of vitamins. Overhead, a white liner fitted with wood battens brightens the space, which offers 6′ 5″ headroom. The galley is to port, nav station to starboard, skipper’s quarters aft, crew quarters and head forward.

Since the company began using computer-controlled machines to cut wood and apply paint, the quality of interiors has improved. The joinery is consistently well fitted and surface finishes reliably uniform.

In a boat this size there are few places in which to hide a table, so that item is the centerpiece of the saloon, providing a home for the mast compression post, and housing hinged leaves that allow dining from settees on either side. The table measures 43″ long with a 9″-wide center section, to which the 13″-wide leaves are attached, so the total dining space is 43″ x 35″ when rigged. That’s more space than you’ll find in a typical, four-person booth at a fast-food restaurant.

The best seats in the house (the widest, and most clear of the table) are at the aft end of the settees. The starboard settee is 68″ long, measuring 20″ at the aft end, but only 14″ wide forward, so when converted to a berth, it is suitable only for child. That settee has storage below the cushions. Conversely, the port settee is a 76″ long rectangle that provides a berth for two adults when expanded. But potential storage behind the settee is compromised by plumbing runs on the hull.

The galley is an L-shaped affair with generous 6′ 6″ of headroom. It is fitted with an Eno two-burner propane stove-oven combo located aft along the hull next to a single stainless steel sink. The working countertop is oriented athwartships, and covers a dry storage bin; a 4.5-cubic-foot, front-opening refrigerator is below. Countertops are laminated, a plus compared to heavier alternatives, and are fitted with wooden fiddles that will easily keep small items in place.

Cabinets are located outboard and enclosed by wood doors. A microwave (hidden in an appliance cabinet) adds a nice, if power-hungry tool to the chef’s arsenal. Storage under the sink on our test boat was cluttered by air hoses for an optional air conditioning unit that would be unnecessary in cooler climes; absent those hoses, this space provides room for cleaning supplies and the like. One cosmetic plus is that cabinet backs are lined with wood rather than gelcoat, and ventilation slots are cut in the cabinetry on U.S.-built boats. This galley has sufficient stowage space to be suitable for a week-long cruise, and its overall size is proportional to the boat.

The nav station adds a chart table measuring 26″ x 20″ that has an uncovered tray outboard for the storage of sunglasses, nav tools, etc. Space on the bulkhead is 23″ wide x 16″ tall, large enough for the instruments displays that might be used for coastal cruising, and a radio/CD player that is connected to two speakers mounted in the saloon.

The electrical panel is 20″ wide x 18″ high. Like most manufacturers, Beneteau produces a hinged electrical panel that allows easy access to wiring. That’s a plus, until an enthusiastic owner decides to show off the wiring runs and, in the process, inadvertently disconnects an appliance. Even that is a small matter, since the wires are all nicely bundled and identified.

The skipper’s quarters—the aft stateroom—boasts 6′ 6″ of headroom, and an athwartships double berth measuring 6′ 7″ by 7′ 1″. The area is furnished with a hanging locker, open shelving along the hull, and is well lit by two reading lights and a ceiling lamp.

The design incorporates an interesting method of creating air flow: an opening port in the cockpit footwell provides fresh air, as does an opening port in the cabin side. The company also installed an opening port in the transom. It’s a clever idea that received similar treatment on the Express 37.

All boats involve tradeoffs—small boats decidedly so—and that’s the case here. The bad news is that this is also where you access the engine by removing a panel at the foot of the berth. Storage below the berth is reduced by the fact that the battery bank is also located here, and the fuel tank (aft of the engine on centerline) too, but that’s the price designer Jean Berrett paid for incorporating a large aft stateroom in a 34-foot boat.

The skipper could opt for the smaller forward cabin, which isn’t a hovel, having 6’ 1″ of headroom, and a triangular double berth measuring 6′ 7″ x 5′ 5″ x 1′ 4″ at the foot. Shelving along the hull, and lockers to port and starboard provide some storage. A hatch overhead provides ventilation, and a ceiling lamp and two reading lights add illumination. At first blush, the reading lights appear to be small handholds; in fact, they are built to rotate to suit the reader’s needs.

The most noteworthy characteristic of the head is its appearance as a shiny, functional, molded space entirely devoid of personality. Headroom is 6′ 7″, and the space is 67″ long with 22″ inches of clearance between sink and door, so there’s room to maneuver. But the entire space is encompassed by one large blob of shiny gelcoat, with the only exceptions being a mirror and a few small accent pieces. A deck hatch and two ports circulate fresh air and void steam, and fitted blinds provide privacy. And the washbasin tap doubles as a shower head. Though the aesthetics might not please everyone, this space will be easy to clean and maintain.

Bottom Line: The space is large enough for its intended use. We’ve often criticized builders for overdoing the head at the expense of other living areas. In this case, the builder got it right, but we’d like it better if its austere appearance was toned down.

Performance We sailed the 343 on her maiden voyage in the U.S. on the Chesapeake Bay in freshening breezes. We were accompanied by Beneteau sales director Mike Thoney and Bob Pattison, technical director at Neil Pryde Sails, which supplies sails for many Beneteau vessels. We were impressed that, working solely with Beneteau’s measurements, and having no dress rehearsal, Pattisons’ mainsail and genoa fit the boat perfectly.

Sailing in 8 to 14 knots of breeze, this boat is as quick as any similarly sized production boat, and it maneuvered easily. She beats to weather within 35 degrees of the apparent wind, and accelerates quickly out of a tack. She’s also stiff: we did not consider tucking in a reef even when we encountered an 18 to 24-inch chop in 14 knots of wind.

Boat speed ranged from 5 to 7 knots on all points of sail with this standard suit of sails. The helm was nicely balanced and the boat responded quickly to each movement of the steering assembly. Given that the sail plan is nearly a masthead rig, owners should be able to sail this boat with satisfactory performance in breezes as light as 4 to 6 knots.

Though the 343 is proportionately heavier than the Beneteau First 36.7 (12,939 lbs. displacement vs. 11,661 lbs.), her waterline is within seven inches of that of her bigger sister, and her sail area within a few feet. (Those comparisons do not, admittedly, take into consideration hull shape and appendages.)

We also took the helm under power and found this boat to be easily maneuvered. Backing out from a tight slip in Annapolis, the boat responded quickly to power, and steered well enough to move fore and aft without putting a blemish on the topsides. Underway, the engine is quiet enough cruising at 2500 rpm (which produced 5 to 6 knots of boatspeed in flat water) that we conversed at normal voice levels in the cockpit and down below.

Conclusion We frequently hear designers deride the “BeneCataHunta” production-built sailboats. This is a luxury afforded by clients willing to pay significantly more per foot of waterline for one-off or semi-custom sailboats. At the opposite end of the spectrum, the Beneteau 343 is a boat produced for Everyman. She’s well-equipped on deck, has middle of the road accommodations, and will hold her own under sail amid any fleet of production-built 34-footers. This is a well executed, competitively priced, everyday sailboat.

Contact – Beneteau USA, 843/629-5300, www.beneteauusa.com

Also With This Article “Construction” “Beneteau 343 in Context”

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Beneteau Boats

By Jeff Hemmel | March 2023

Learn more about Beneteau boats by viewing our extensive collection of boat tests, reviews and other related content. Boating-exclusive content is produced by expert, longtime boating enthusiasts with extensive knowledge of the boating industry. Whether you’re looking to buy, sell or just research the brand, our content is here to help.

Beneteau is one of Europe’s oldest boat builders . Founded in 1884 by Benjamin Beneteau in the French port city of Croix-de-Vie, early fishing-oriented boats were designed with two goals — to be durable enough to handle the North Atlantic waters and fast enough to be first back to shore with the day’s catch. Today, Beneteau is still known for these core traits but has evolved from the builder’s early commercial-fishing roots to become one of Europe’s leading builders of recreational power and sail boats. Powerboat models include the Flyer range of day boats from 21’ – 34’, Antares outboard-powered cruisers from 24’ – 36’, Gran Turismo express cruisers from 32’ -48’, long-distance Swift Trawlers from 37’ – 48’ and the flagship 62’ Grand Trawler .Power options span from gasoline-powered outboards to gasoline and diesel-powered sterndrives, diesel inboards and Volvo Penta’s IPS Inboard Performance System .

On this page:

Quick overview.

• Types of Boats
• Boat Tests & Reviews

Beneteau currently produces a variety of models divided between the day boat, cruiser, express cruiser and trawler categories.

Types of Beneteau Boats

Beneteau manufacturers a variety of both power and sail boat models. The Powerboat line includes Flyer day boats from 21’ – 34’, Antares outboard-powered cruisers from 24’ – 36’, Gran Turismo express cruisers from 32’ -48’, long-distance Swift Trawlers from 37’ – 48’ and the flagship 62’ Grand Trawler .

• Available in both open-bow and enclosed-bow designs from 21’ – 34’, the Flyer range of dayboats is designed with cruising, performance, entertaining and watersports in mind.
• Enclosed-bow SUNdeck models offer sunbathing lounges topside and cabins with berths, toilets or enclosed heads, and galley variations below.
• Open-bow SPACEdecks maximize passenger space with forward bow seating that converts to a roomy sunpad, cockpits that focus on cruising or fishing and, on larger models, open cabins with toilets and modular cockpits to enhance socializing.
• Models include Flyer 7 SPACEdeck , Flyer 7 SUNDeck , Flyer 8 SPACEdeck , Flyer 8 SUNdeck , Flyer 9 SPACEdeck , Flyer 9 SUNdeck and Flyer 10 .
• Six models from 24’ – 36’, the Antares line of cruisers includes the Antares 7 , Antares 8 , Antares 8 Fishing , Antares 9 , Antares 11 and Antares 11 Fly .
• Each is defined by an enclosed pilothouse , inviting cabin, flared hull and outboard engine power.
• Models include traditional weekend cruiser designs as well as flybridge and fishing-focused models .
• Highlights include open-feeling wheelhouses with large salons , below-deck cabin with seating that connects to forward berths, enclosed head compartments with toilet and shower, and galleys with refrigerator sink and stove.
• Sleek express cruisers from 32’-48’, Gran Turismo models include the Gran Turismo 32 , Gran Turismo 36 , Gran Turismo 41 and Gran Turismo 45 .
• Common style elements include a recessed forward deck with sun lounges to soak up the rays, hardtop-covered cockpit with large window to maintain a bright and open feel, and open aft cockpit area that can be used for seating, entertaining or sunbathing.
• Below deck, roomy cabins include a forward berth/dinette, mid-cabin berth, galley and enclosed heads.
• Depending on size, power options extend from twin outboard or twin sterndrive configurations to Volvo Penta’s Inboard Performance System (IPS) .
• Designed with the long-distance traveler in mind, Swift Trawlers — including the Swift Trawler 35 , Swift Trawler 41 Fly , Swift Trawler 41 Sedan and Swift Trawler 48 — are seaworthy vessels that combine safety and stability with comfortable accommodations.
• Styles include traditional , flybridge and sedan models.
• Topside, enclosed wheelhouses pair with main salons that offer aft galleys and abundant passenger seating. The latter often doubles as sleeping space.
• Below deck, as many as three cabins combine with up to two enclosed head compartments and shower to guarantee a comfortable excursion.
• Power is provided by a choice of shaft-line drives from Volvo Penta .
• The ultimate flagship in Beneteau’s trawler family, the Grand Trawler 62 provides passengers luxurious accommodations no matter how long the voyage.
• A large flybridge includes wetbar and table seating. Below, the wheelhouse is matched with large galley, dining area and salon.
• Below deck, the guest cabin in the bow and midship owner suite take full advantage of the boat’s generous beam for hotel-like room. Or, reconfigure the layout to create as many as four cabins and multiple head compartments.

Beneteau Brands

In addition to the Beneteau line, Group Beneteau owns the Jeaneau, Prestige, Delphia, Four Winns, Wellcraft, Scarab, Glastron and Monte Carlo Yachts brands.

Builders of upscale yachts, cruisers , dayboats and fish/dive-friendly center-consoles.

A luxury-minded lineup of multi-hull motor yachts from 48’-65’ and V-hull models from 42’ – 72’.

Four Winns builds a variety of open bow sport boats , including sterndrive and outboard-powered bowriders from 20’ – 30’, hybrid deckboats from 22’ – 26’, and a Surf series from 22’ – 26’ powered by forward-facing sterndrives.

Once known for go-fast speedboats , today Wellcraft produces a line of outboard-powered center consoles from 20’ – 35’.

Scarab produces a line of performance-minded, open-bow sport boats and a single center-console, all powered by Rotax jet-propulsion engines. Models span from 16’ – 25’.

Glastron produces a broad range of bowriders , deck boats, and wake surf-specific models ranging in size from 19’ – 24. Power options include outboard, sterndrive and wake-surf-friendly, forward-facing sterndrives.

Boat Tests & Reviews

As the most trusted source of boating information on the internet, Boating Magazine has produced in-depth reviews of over 10 Beneteau boats . These tests are conducted by an expert staff made up of true boating enthusiasts. Tests and reviews include not only performance testing and passenger amenities, but also dig deep into a boat’s construction, handling, and overall safety .

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Group Beneteau Videos

Boating Magazine has produced a variety of reviews of Group Beneteau boats. Video adds another element to any boat review, allowing viewers to see and experience a boat’s features firsthand. Video reviews are hosted by Boating’s same expert editorial staff , enthusiastic boaters themselves who know what to look for in a boat…and how it will improve a viewer’s boating experience.

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Faqs about beneteau boats.

Find the answers to frequently asked questions about Beneteau boats, including the types of boats Beneteau makes, where they’re produced and how to find a Beneteau boat that fits your needs and lifestyle.

Beneteau builds a diverse list of models, divided between the day boat, cruiser, express cruiser and trawler categories.

Powerboat models include the Flyer range of day boats from 21’ – 34’, Antares outboard-powered cruisers from 24’ – 36’, Gran Turismo express cruisers from 32’ -48’, long-distance Swift Trawlers from 37’ – 48’ and the flagship 62’ Grand Trawler.

Beneteau is headquartered in Saint-Gilles-Croix-de-Vie, France. The company operates multiple factories in the country and in the United States.

Beneteau boats use a variety of engines, including single and twin gasoline outboard configurations, gasoline and diesel sterndrives, diesel inboards and Volvo Penta’s IPS (Inboard Performance System).

Beneteau offers a manufacturer’s warranty covering structural issues for 7 years and parts and labor for 3 years. For more details visit beneteau.com .

Yes, Beneteau boats are easy to maintain. Basic maintenance, including washing and waxing the fiberglass hull , keeping engine compartments clean and dry, and cleaning and using protectant on vinyl surfaces will keep a Beneteau boat looking and performing like new for years to come. Boats left in the water should have hulls cleaned yearly to remove marine growth; anti-fouling paint on submerged areas of the hull should also be applied. Follow the manufacturer’s recommended maintenance schedule, including yearly engine service, to ensure reliable, safe operation. Factory-recommended service should be performed at an authorized Beneteau dealer.

Beneteau’s Flyer line is designed with recreational watersports — including inflatable tubing, waterskiing and wakeboarding — in mind. Beneteau’s Airstep hulls provide quick acceleration and skiing-friendly top speeds. Amenities include aft tow bars that raise the towrope over the boat’s outboard engine, easy access to aft swim platforms and deep-water reboarding ladders.

Beneteau has a vast dealer network spread over five continents. Find your local Beneteau dealer here .

How to Care for a Beneteau

How to properly flush your boat’s motor.

How to run inboard, outboard and sterndrive engines on land.

How to Maintain a Boat’s Trim-and-Tilt System

How to care for your outboard’s trim-and-tilt system.

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Eight tips to help you properly maintain a marine transmission.

Tools for Drying Your Boat

Easily dry your boat promptly after each wash.

How to Wash a Boat

These tips will turn your boating chore into a labor of love.

How to Keep Boat Upholstery Looking New

10 ways to keep marine vinyl upholstery looking like new.

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Yachting World

• Digital Edition

Beneteau First 36 review: Is this the best First yacht in years?

• Toby Hodges
• March 14, 2023

Is the Beneteau First back to its iconic best with the new lightweight, sporty cruiser-racer for all levels of sailors, the Beneteau First 36?

Product Overview

Price as reviewed:.

You might not appreciate it at first glance, but this could well be the best performance production yacht we’ll see for some time. This realisation creeps up on you slowly, and is further confirmed the more time you spend aboard the new Beneteau First 36.

I’m far from alone in thinking this and the Beneteau First 36 won the highly competitive performance category in this year’s European Yacht of the Year competition – and with unanimous votes from the 12-strong jury.

The Beneteau First 36 is neither brash nor sexy. Rather, it’s modest, simple even, but, as you soon discover, ergonomically brilliant. It’s not perfect of course – a comparatively small and fiddly heads compartment ensures that – but it is a superb marriage of design, engineering and industrial nous. All of which begs the question, is this finally a return to the dual purpose cruiser-racer roots of the First?

First and foremost

What’s in a name? A lot. More than 25,000 yachts in over 70 different model formats have launched bearing the First branding over the last 45 years. These boats gained a reputation for offering cruising comfort combined with race-winning potential, all at an acceptable price point. That hasn’t really been the focus for many years – until now perhaps.

This Beneteau First 36 was conceived initially in 2018 by Seascape, the sportsboat specialists which Groupe Beneteau bought and rebranded the year before. It became a major collaboration between the brands, their designers and engineers. This is the Slovenian yard’s first new Beneteau, tasked with reviving that dual purpose ethos of First and designed to bridge the gap between its sportsboats and the larger, more luxurious French-built Beneteau First 44 and Beneteau First 53 .

The First 36 is arguably the only mainstream production cruising yacht that can plane in moderate winds. Twin rudders allow you to push but remain in control. Photo: Beneteau First/Ana Šutej

Seascape founders and mini Transat sailors, Andraz Mihelin and Kristian Hajnšek, have collaborated with Sam Manuard on all their designs to date. The racing scene has since caught up and Manuard is now the in-demand Class 40 and IMOCA 60 designer.

Mihelin defines their creation concisely: “It’s designed with one purpose: to motivate people to sail more.” That’s quite the task! Yet since I first sailed with Mihelin on their debut Seascape 18 in 2009, we have seen and frequently discussed how sailing has changed. The desire for space and comfort has driven a burgeoning multihull market, while the planing monohull market has been left largely to a few skilled niche yards such as Pogo and JPK.

Get people sailing

Typically, when you crave the conditions to really send a yacht, you get no such luck. I had two trials out of La Rochelle, where we spent the majority of the time in single figure windspeeds. That said, there was plenty of opportunity to see just how easily driven – and easy to drive – this design is, and to learn more about how it achieves that from the designers and builders who joined us on board.

Simple but really neat control lines led to hand. Photo: EYOTY/Ludovic Fruchaud

The light breezes dictated that our preferred option was to reach whenever possible with a big (140m2) blue gennaker, where we could induce some heel and make average speeds of 8-8.5 knots. The Beneteau First 36 is designed to hit double figures in around 14 knots wind and we noted how it starts planing in the high 8-knot boatspeeds in around 12 knots wind.

It also has the stability and control to keep plenty of sail up when speed reaching. A couple of my fellow European Yacht of the Year jury members did get to sail it in 20 knots and recorded figures of 10-13.5 knots under Code 0 at 90° and up to 14.5 knots under kite at 120°. That’s rapid for an 11m monohull.

The Beneteau First 36 is also quick upwind, even in the light stuff, where we typically made around 7 knots in these conditions, although it’s not one for pointing too high – start to pinch (less than 45° true) and you quickly sacrifice half a knot.

The sporty feel on the helm and how it moves on the water is the real take away. It’s a light boat with plenty of rocker and is responsive to longitudinal weight distribution, so crew weight distribution will be important when racing. Nevertheless, on the second day in slightly lighter breezes and with eight people aboard, we maintained a consistent 7.5 knots, occasionally touching 8 knots with the gennaker (with little attention to crew weight positioning!).

Manuard’s powerful hull shape uses reverse sheer for a low look. Photo: EYOTY/Ludovic Fruchaud

It’s the ease of that speed that stood out. For a 36ft boat to be averaging high rather than mid single figures, is the difference between sporty and displacement sailing. That translates to a significant increase in fun factor too. The First has a very high sail area to displacement ratio and although it’s technically a planing/high performance boat, it doesn’t look like one whether on or below decks.

How do they do that?

The mastery lies in the engineering and build. The Seascape team has produced an impressively light standard boat, a fully cored, vacuum infused hull and deck with sandwich bulkheads. Everything is structural with no needless weight. It’s closer to specialist race boat building than the more industrial methods its parent company specialises in, yet without the expensive exotic materials. The wide but short foam cored swim platform weighs just 8kg for example, and the overall light displacement is under 4.8 tonnes.

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“There’s no silver bullet here, it’s lots of small things,” Mihelin comments. All scantlings were optimised by Kiwi specialists Pure Design and Engineering and adapted by Manuard and Hajnšek to within labour cost targets.

The ease with which you can maintain good speeds on the water is one thing, but then there’s the ease of sailing the boat. As the boat’s interior designer Lorenzo Argento proved, you can spend long periods reaching with no hands on the wheel as it tracks along effortlessly. He is so impressed he has bought a Beneteau First 36 for his 60th Birthday.

The First 36 is a great deal of fun to sail. Photo: EYOTY/Ludovic Fruchaud

In fact, there was very little pressure increase in helm on all angles, whether sailing upwind under jib at 7 knots, or beam reaching with the code 0 at 8.5 knots. “Sam’s brief was that we don’t want a boat that’s hard to sail,” says Mihelin.

The Jefa steering links to high aspect rudders on stainless steel stocks. Were twin rudders really needed on this, as it’s not an overly beamy shape? A well mannered boat is part of the core brief, Manuard replies, adding that with this type of hull shape even pros would struggle to control it with a single rudder when pressed.

Manuard has found fame with his scow bow shapes so I was also curious if he’d considered that approach here. “We thought it out of the scope of the boat – it’s not an extreme racer,” he explains. “The scow comes with negatives, the slamming is really difficult to bear… the biggest point of this boat is that it suits a lot of people.”

Warmth of wood. The compact galley has adequate stowage, particularly in the raised lockers and bin outboard of the sink. Photo: Branko Ceak

The designer used reverse sheer as a styling and space trick, to keep the bow and stern comparatively low (the latter to avoid a bulky appearance), yet maintain reasonable coachroof height for access. The deck design is also deliberately simple. “It’s one of the reasons we threw out a tiller system,” says Mihelin, explaining that the Beneteau Group has a lot of customer and user data, and knew that 90% of 37.7s were sold with wheels.Nevertheless, a tiller is an option many racing and short-handed sailors would love to have on this boat.

Keep it simple

The clean, working cockpit transforms from cruising to racing mode by removing the aft sets of cockpit benches and table, leaving just the short forward benches. This not only jettisons some weight but frees up key space to work the sheets, particularly the primary winches, where there is then space enough to stand and grind.

The navstation is comfortable and a good size, although you lose seated headroom outboard, and the saloon is generous and comfy. Photo: Branko Ceak

A prime benefit of creating a lightweight shell is that you can take weight out of the appendages too. Here a 1.5 tonne cast iron keel and unfussy Z-Spars aluminium rig comes as standard, while a square top main was rejected because it adds weight to the mast and the additional complication of runners.

All running rigging is left exposed, led aft to a bank of six clutches each side of the companionway. The jib sheets are led through low friction rings, controlled via in- and outhaul purchase systems each side, to give full cockpit control of jib sheet leads and angles with minimal weight. Tail bags help keep the cockpit and companionway area tidy and the six-winch layout is designed to allow cross-sheeting of all sheets to the windward side.

There’s a slot in front of the wheels to work the mainsheet winches, and without the aft benches, more space to sit and trim the main or jib. The traveller controls and backstay purchase are led neatly to camcleats here too, within reach of trimmer or helm.

The stanchions are through-bolted with supports for hiking crew, while an offshore hatch on the foredeck provides bracing if changing headsails. On deck stowage is in a quarter locker and one large main aft locker, from where the steering gear is accessed.

simple, no frills forward cabin has 6ft headroom up to the berth, a single locker and raised shelving. Photo: Branko Ceak

Lightweight performance yachts are typically stripped or have a very minimalist feel, an impression you certainly don’t get here. The Beneteau/Seascape team has been clever in maintaining a feeling of warmth and a certain level of cruising comfort needed for a dual-purpose boat.

The surprising part is perhaps how this is achieved, in that many of the kilos that have been saved, by using sandwich bulkheads rather than any structural plywood for example, are added back in the form of proper doors, tables, wooden floors and trim. It makes a difference between cruising and camping aboard.

Key criteria were to include a proper navstation for racing with a chart table large enough to be used as an office desk, and a three cabin only layout. The thinking is that a two cabin yacht of this size would typically have a stowage area in place of the third cabin, whereas here the identical aft cabins are adaptable and can both be used either as doubles or a single with large work cabin/stowage space.

Overall, the interior is kept symmetrical and simple with easy flowing access. The central island, with its integral two-level fridge, is an excellent feature. Conceived by Argento, it provides bracing where you need it most, yet a clear passage each side, which will be valuable for moving or stacking sails. A large wooden chopping board extends work surface space by joining the island to the sink or chart table.

Aft cabins are clever as they can be used as doubles or work cabin/stowage space. Photo: Branko Ceak

The saloon has long, sleepable berths with particularly comfortable cushions, however, with tanks below the berths, practical accessible stowage is found wanting. An angled V-shaped entrance to the forward cabin and heads helps extend the saloon and there is decent space at both ends of the table to sit or walk around.

The small heads compartment and decision to go with a door that opens inwards will be an area of contention, and the lack of separate shower a potential deal breaker. The solution is more reminiscent of an airline- or train-style toilet. While it is possible to shut the door after you, it takes a bit of practice and larger crew will need contortionist skills. The folding sink is neatly done, with a drop down mirror above it, but it leaves you questioning the long term practicality and durability of such a fitting.

Build quality is impressive. The Beneteau First 36 has a vacuum infused Vinylester hull and deck and a Corecell foam core. “Using foam helped us take 200kg out of the hull”, says Seascape’s CTO Hajnšek, adding that Pure Design helped them to get rid of balsa as a core. The lightweight sandwich technique results in all the liners weighing just 60kg for (an estimated 200kg saving).

Seascape will know better than any that it can shed another 300-500kg by removing timber and using a different keel. It leads one to think there’ll be a turbo edition of this model in the future, with tiller, water ballast and foam cored furniture.

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The First 36 strips away sailing complexities in an effort to ensure it can be fun for crewed racing and short-hand sailing. This is the planing boat amateur sailors can enjoy. It’s no glitzy head turner, we’ve yet to see how it will rate and perform on the race course, and it’s fairly basic with small tanks for cruising. However, it still firmly ticks the cruiser-racer box. It’s built with production ‘standard’ (non-exotic) materials, and thanks to good design and engineering, it delivers on the water. Is this a new First icon then? The First marque used to dominate the value-for-money cruiser-racer sector, and this model arguably takes us back to those roots. And yet the 36 introduces another factor above these – high performance that is approachable enough to encourage fun for all levels of sailors. The heads is arguably a mistake and will be inconvenient for larger crewmembers. I also wonder if they can be built quickly enough to this standard, while hoping that the more sustainable materials Beneteau is already employing on its First 44 can be used for this model soon too. But how refreshing! A stiff, planing boat that puts the focus back on sailing is surely the way to go. Easy speed equates to more sailing time. The 36 is indeed class. First class.