210 sailboat specifications

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International 210

One-Design Showcase

About the International 210

Since 1945 the 210 has been at the forefront of one-design keel boat racing. “The slender 30-foot double ender with the hard chine and deep lead-ballast keel looks and feels like a modern racing sled.” Tony Chamberlain, Boston Globe. It is fast and a joy to sail!

Class Information:

Class Contact:  Greg Sullivan  

Class Contact Email:   [email protected]       

Class Contact Phone:  781-794-4141     

Class Website:   210class.com     

Social Media:   Facebook       

Class Specs

LOA:  29 ft 10 in

Beam:  5 ft 10 in

Draft:  3 ft 10 in

Weight:  2,300 lbs

Sail Area:  305 sq ft 

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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 Elan 210 is a 20.8ft fractional sloop designed by Rob Humphreys and built in fiberglass by Elan Yachts (SLO) since 2011.

The Elan 210 is a light sailboat which is a very high performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally very small. There is a very short water supply range.

Elan 210 for sale elsewhere on the web:

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The 210 SS has a sporty silhouette and features a walk-through transom with filler cushion to create a full-length sunbed area for relaxing and catching some rays. There’s comfortable seating throughout this model including driver and passenger Gen-2 bucket seats with flip-up bolsters, rear bench seat with hidden storage, and bow seating with 16-degree lean backs, pillowtop cushioning, flip-down armrests and dual aft sun lounges.

Watch it in Action

• OVERALL LENGTH: 20' 10" (6.35m)
• BEAM: 8' 2" (2.49m)
• DRY WEIGHT: 4100 LBS (1860 KG)
• FUEL CAPACITY: 43 GAL (163 L)
• DEADRISE: 19°

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Get more information on how the 210 SS is the perfect fit for you. Or let our team help you in selecting the perfect boat for you and your family.

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Boat Test: 2024 Boston Whaler 210 Vanatge

• By Capt. John Page Williams
• February 28, 2024

When it’s time to design a new model, Boston Whaler uses input from a variety of sources, including Whaler dealers and owners. The strength of that process shows in the new 210 Vantage dual-console. This is a “right-size” family boat that’s small enough to tow behind a midsize SUV or pickup, but large enough to allow its occupants to move about freely and safely while fishing, towing toys, and exploring. We ran 210 Vantage Hull No. 5, powered by a 250 hp Mercury Verado V-8, on a choppy January day on Chesapeake Bay, but more on that later.

Interior and Accessories

A big part of the design’s success lies in the asymmetrical consoles. The port console extends to almost to the hull’s centerline, providing shoulder room inside, while the running bottom’s 20-degree deadrise provides depth for 4 feet, 2 inches of headroom for the portable toilet with deck pump-out ($1,568). This also allows for a broad portside lounge in the bow that seats two facing forward, if they know each other well. The U-shaped bow seating offers insulated storage underneath and encircles an optional table ($2,006) that stores in a dedicated rack in the port console. The starboard lounge and its back ingeniously form one curved lift-up unit hinged at the top for excellent access to ­storage within, which extends back into the starboard (helm) console and ­offers optional fishing-rod racks (part of the Fishing Package, $1,943).

A tempered-glass windshield wraps completely around both ­consoles. The helm offers hydraulic power steering, side control for throttle and shift, a choice of factory-installed Simrad electronic ­displays with 9-inch ($3,567) or 12-inch ($5,249) screens, a Simrad VHF radio ($1,018), and a JL Audio stereo with four speakers ($2,231), plus Mercury VesselView Mobile engine monitoring and ­Active Trim. The skipper gets a custom helm seat with a pedestal, slide and flip-up bolster. During our sea trial, we found the helm and sightlines comfortable either sitting or leaning with the bolster flipped up. The only weather-protection option is a well-engineered folding Bimini top with boot ($2,129). It remained firmly planted during our breezy test day.

To port, a similar pedestal seat comes ­standard, but our test boat sported the ­optional double-wide convertible lounge ($4,690) with a multiposition back and ­storage beneath. It would be valuable not only when facing ­forward underway, but also ­facing aft for watching a skier or socializing with people sitting in the stern jump seats. It also converts to a full sun lounge. A cockpit table is optional ($1,649). The design team borrowed the transom layout from the Dauntless models: a central surface flanked by jump seats that fold down to form a ­casting deck or nonskid access to the two swim ­platforms. The central surface holds two cup holders on either side of three vertical fishing-rod holders. The central one holds the optional ski pylon ($2,633).  The jump seats conceal access to wiring and batteries. Two platforms make ­boarding easy from floating docks. The starboard swim platform holds a covered telescoping swim ladder with a stainless-steel grab rail for boarding from the water.

The optional Fishing Package includes an 18-gallon lighted livewell under the aft seat of the port lounge, a raw-water washdown, lockable storage for rods up to 7 feet long in the console, and two additional gunwale-mounted rod holders. Notably, the space to starboard aft of the helm chair is intentionally empty. Though it could hold an extra cooler or a tackle box, the open space allows for easy movement around the cockpit, whether ­handling fish or water toys.

Shopping? See and inspect Grady-White’s Freedom 215 ($123,240 base boat, plus a ­Yamaha F250 with IDES—integrated digital electric steering—in Classic White). ­Standard are a portable head, Bimini with front and side curtains (drop is optional), and a stereo. The base 210 Vantage with a white 250 Mercury V-8 Digital Throttle and Shift is $129,123. 

The 210 Vantage rides a 20-degree ­running bottom with paired lifting strakes that, with the Active Trim and manual use of the trim tabs, allowed for comfortable, dry running on our test day’s choppy water. Wide reverse chines keep the hull stable at rest. Those wide chines, by the way, don’t cause the hull to slap when coming down off waves due to a designed-in curve on each inside edge rather than a hard angle. The big, white V-8 Verado hustled our ­tester from zero to 30 mph in 7 seconds, despite a headwind against the ­Bimini top in its boot. It gave the boat a wide range of efficient speeds: 18 to 33 mph (3,250 to 4,500 rpm), with a top speed of 48.3 mph. Choose this engine for full loads of people, coolers and towed toys. That said, according to Mercury’s performance reports on Boston Whaler’s ­website, Mercury’s 200 and 225 hp V-6 ­engines provide plenty of performance for most uses, with lower prices and somewhat better fuel economy. As always, think through the way you’d use this boat, and apply due diligence before making a decision. ­Either way, this new multipurpose dual-­console fits neatly into an open niche in Boston Whaler’s lineup. The model is going to make a lot of water-loving families very happy.

Read Next: Boston Whaler 280 Dauntless

How We Tested

• Engine: Single 250 hp Mercury V-8
• Drive/Prop: Outboard/14.5″ x 17″ Enertia 3-blade stainless steel
• Gear Ratio: 1.75:1 Fuel load : 75 gal. Water Load: 0 gal. Crew Weight: 380 lb. 

High Points

• Convertible transom changes from seats to a casting platform and serves well the 210 Vantage’s multiple missions.
• There’s enough headroom in the port ­console for a tall adult to sit comfortably on the ­portable toilet (with pump-out).
• The storage layout in the starboard console is ingenious, including its front-opening door and horizontal rod holders.
• Add a tray for small accessories such as a cellphone and sunglasses in the port console door, just like the one in the helm console to starboard. 
• The head compartment would be improved by the addition of ventilation and a tray on the back shelf to hold toilet paper, hand ­sanitizer, and cleaning supplies.

Pricing and Specs

Speed, efficiency, operation.

Boston Whaler – Edgewater, Florida; 877-294-5645 ; bostonwhaler.com

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• Sailboat Guide

1967 Graves International 210

• Description

Seller's Description

Recently restored classic. The International 210 was designed by Raymond Hunt in 1945. With its moderate keel it is very stable and quite fast. This is ready to go with trailer

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)

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