Beneteau First 375 Used Boat Review

A Mexican vacation with her husband had Debbie Bulk dreaming of a better way to see local village life, away from the regular tourist destinations. On an idyllic evening stroll near a marina, Debbie & Hans caught the reflection of boats on the still water. The idea of vacationing aboard a sailboat began to ferment. The perfect way to see Mexican coastal communities on your own time! Sailing magazines soon covered the hotel table. They discovered that you had to have sailing knowledge before anyone would charter you a boat! Time for some planning!

On returning to the family greenhouse business near Victoria in British Columbia, Debbie signed up for mid-winter sailing lessons, a sharp contrast to the warm winds of the tropics! Hans soon followed, learning the basics of boat handling and coastal navigation. The search for a sailboat was on and a Beneteau First 32 opened a lifetime of adventures for the family. Hans & Debbie gained sailing experience in the Canadian Gulf Islands, north to Desolation Sound, and then south to the American San Juan Islands. But with four growing children the First 32 was getting a little cramped, particularly when the weather closed in. The search was on for something with a little more room.

Hans & Debbie favoured the layout and performance of the Beneteau First design and soon found a  seven year old Beneteau First 375 in San Francisco. A telephone offer resulted in a visit to the Bay area in early 1992, and, with successful negotiations, they were the proud new owners of a boat that was eventually trucked up Interstate 5 to the Seattle area.

A close friend, Jamie Naismith, helped sail the boat into Canadian waters to her new home port near Victoria. Jamie was impressed with the Beneteau and mentioned that if Hans ever thought of selling, he was to get the first opportunity to buy.

Prepared for the first summer of racing and cruising, Shadow Rose sailed competitively in the prestigious Royal Victoria Yacht Club’s Swiftsure Bank Yacht Race in Juan de Fuca Strait where the IOR influenced design performed admirably. The family cruised the waters of British Columbia extensively, including a circumnavigation of Vancouver Island in 1995.

Soon the dreams of winter in Mexico were revived. Turning south out of Juan de Fuca Strait off the Washington State coast in the summer of 2000, the route through calms & storms was well offshore, with stops in San Francisco, Monterey, and Santa Barbara, before joining the Baja Ha Ha cruise in San Diego for the sail further south. The evening stroll dream had become reality! Sailing the Mexican coast over the following 18 months fulfilled the dream, exploring anchorages and villages without the tourist crowds. The “uphill” return to British Columbia was undertaken with Shadow Rose safely aboard a transport ship.

Cruising life in local waters continued with the typical maintenance and upgrades to the Beneteau First 375 as years went by. Then, in the fall of 2022, Hans & Debbie decided that a trawler would be their next venture. Who stepped in for the sale but Jamie Naismith, the proud new owner of Shadow Rose , a First 375 in better condition than when it left the factory all those years ago.

 DESIGN

Boat builders since the late 1800s, the Beneteau family specialized in sail-driven commercial fishing boats for the French coastal fleet. From modest beginnings the company has maintained family connections to the present day. All the early vessels were designed in-house by family with a dedicated workforce bringing the line drawings to life in a small shop. World War I interrupted development with a return to production of fishing boats between the wars. By the 1950s interest in sail-powered fishing boats waned, small diesel- and gasoline-powered boats were of more interest to fishermen when the first boat returning to the dock drew the highest prices for fish.

Beneteau changed direction and began development of small recreational sailboats, produced in a new material called polyester, and modeled after the fishboat designs. Participation in boat shows and developing a network of distributors saw the company flourish as boat designs, still created by family, grew in size.

By the late 1970s, the French passion for sailboat racing spilled into the Beneteau line with interest in mass production of winning designs. For the first time, outside designers with an eye for fast hulls were brought in. The “First” line of yachts was developed and the company experienced huge expansion at their Saint-Gilles-Croix-de-Vie plant on the coast of the Bay of Biscay.

One of the architects brought in was Jean Berret, a member of the design team for Phoenix, a successful 1-Ton racer in the Admiral’s Cup Regattas of the mid 1980s. Expanding on that design with a cruising interior, Berret introduced the First 375 in 1985. The slippery hull form was popular with cruising and racing skippers, enjoying success in both fields, and selling nearly 300 units in a four-year production run. Two interiors were offered. One is Shadow Rose’s ’s galley-to-port configuration with a generous double aft cabin, a voluminous cockpit locker to starboard and the salon table to port of the centerline. The alternative was the galley-to-starboard design with a single berth aft cabin, then a double berth in a separate cabin to starboard. The salon table is also to starboard of the centerline. This layout eliminates the cockpit locker but does provide three separate cabins. In both options, the head is aft, opposite the galley.

CONSTRUCTION

Factory information on construction detail appears scarce. Requests have been met with a deafening silence. However, a boat of this quality is a joy to explore!

The hull is hand laid solid glass & resin with substantial scantlings in the high stress areas. I suspect that these hulls were fabricated just before the Beneteau factory introduced vacuum bagging as a production process. Excess resin simply added to the strength.

The hull/keel joint is on a moderate stub with, at that time, a narrow crease where some fairing material had fallen out. Two keel options were offered, Shadow Rose s 6-ft. 5-in. (1.98m) and a shallow draft at 5-ft. 6-in. (1.71m). The keel bolts were examined and checked for tightness, all in excellent condition and appearing factory fresh. The joys of a well-maintained boat! Shadow Rose had her excess bottom paint hand stripped a few years ago and uncovered only a few random blisters, all minor in nature.

 

Internally, four substantial hollow fiberglass ribs run athwartships under the teak & holly cabin sole. The sole panels are removable for access to the hull. Two solid longitudinal stringers outboard of the settees run the length of the main cabin and form anchor points for the large stainless steel chain plates. With the mast set well aft of the forward bulkhead, the stays are connected to the chainplates with stainless rods visible in the salon. Inspection of the chainplates is through a cut-out in the cabinetry. With limited room through the cut-out, servicing may be a bit troublesome.

The deck is balsa cored with solid fiberglass where deck hardware is fastened. Backing plates are stainless and in most cases accessible. The hull/deck joint is an inward turned flange with the deck set onto a bonding compound and fastened through the aluminum toe rail every four inches. Hans reports no leaks in this structure over the years, despite some rough offshore sailing.

The forward bulkhead separates the v-berth from the main cabin and is glassed to the hull and deck. Under the forward cabin sole is a fiberglass pan, a sort of shallow storage bin. A 10-in. circular cut out appears to be factory cut, allowing access to the hull for instrument transducers forward of the keel.

Moving aft there is a partial bulkhead that encompasses the aft head, companionway, and access to the aft cabin. Further aft, under the “T” in the cockpit, there is an additional full-width bulkhead separating the cockpit locker from the lazarette locker. The engine compartment is separated from both lockers with plywood, keeping storage items away from the engine.

The lazarette locker has a box shaped fiberglass structure holding the rudder post and steering gear—the typical chain, cable & quadrant set up. All of these structures appear to be somewhat overbuilt for the size of the First 375, a good thing in my books! A small black water holding tank is located inside the locker as well, but too small to be useful in any kind of coastal cruising. Replacement with a larger tank mounted in the roomy cockpit locker is the logical solution.

 DECK AND RIGGING

The standard double spreader, keel-stepped mast rises 49 ft. (14.9 m) above the deck. A slightly shorter rig (47-ft. 6-in. – 14.5m) was designated for the shallow draft model. The upper and lower stays terminate at the same deck plates set well inboard, close to the cabin trunk. A baby stay, adjustable from the cockpit, prevents mast pumping in heavier seas.

The Harken furler on the forestay is set-up with an extended tang to allow extra room for the anchor on the double roller, cast aluminum anchor platform. Depending on year of manufacture, a stainless-steel double roller platform was also installed. A vertical windlass was added during the Mexican cruise, mounted just forward of a deep anchor locker, which provides plenty of room for chain and rode. Recently installed was a short extending bow sprit for the asymmetrical spinnaker. Unfortunately, this arrangement blocks the port side roller, not really a problem for a coastal cruiser where a single anchor is most common.

Halyards and control lines exit the mast to turning blocks at deck level, then out to deck organizers and back to line stoppers with self-tailing winches at the trailing edge of the coach roof. The mainsheet, on a recessed traveller on the companionway bridge deck, was always in the way and not within reach of the helmsperson when short handed. It was eventually replaced with a Garhauer traveller mounted just forward of the companion way slide/hood with control lines led back to the cockpit. Still not within reach of the helm, but at least out of the way when not in use.

Genoa sheet tracks are set proud on the deck next to the cabin trunk, extending from the chainplates back to the cockpit—plenty of length for whatever sized foresail is selected. A turning block mounted well aft provides proper sheet angle to the primary self tailing winches. The slotted toe rail is available for spinnaker sheet lead blocks when needed, with dedicated self-tailing winches mounted aft on the cockpit coaming.

The split push-pit and pulpit are both rigged for double lifelines, the nicely tapered stanchions set in cast aluminum bases against the toe rail. The bases have been known to fail and should be monitored for cracks. Replacements are available from a variety of sources as well as Beneteau. Properly supported boarding gates extend the length of the cockpit both port & starboard. The push-pit gate has the adjustable backstay as a convenient handhold while climbing the sharply raked stern. On Shadow Rose a small boarding platform/swim grid has been added to make this the preferred boarding point.

A clear Lexan companionway slide, along with three large deck hatches allow plenty of light and ventilation into the cabin. There are no Dorade vents for foul weather ventilation. However, the main cabin deck hatch is mounted facing aft. This allows it to be cracked open in rainy conditions while at anchor.

Outside of the cockpit seats, the only teak on deck is the cabin-top handrails. Aboard Shadow Rose these have been replaced with stainless steel tubes, flattened into an oval, and mounted on the molded in bases. Stronger than the factory teak handrails without the maintenance!

The cockpit of the Beneteau First 375 is on the small size compared to modern designs of the same length. With the tapered stern the available space narrows near the pedestal and wheel. This works well, as feet can be braced against the opposite seat when heeled over. There is a sense of security here despite boisterous conditions on the water. Unfortunately, the vertical coamings walls are a rather unusual two-angled shape. Lacking in height, the coamings fail to provide enough back support to be comfortable.

The T shaped seating has a raised helm seat across the lazarette locker lid, but not raised enough to be able to see forward over the coach roof. The best sailing seats are the wide coamings that slant uninterrupted to the gunnel, plenty of room with excellent visibility forward. The lazarette locker lid lifts up forward, as apposed to the side or towards the stern, making access to the locker somewhat cumbersome.

The cockpit sole is curved up towards the gunnel at the T, allowing excellent footing for the helm position at the leeward side when sailing. From a personal view, these curved soles invite twisted ankles until familiar with the curve. I much prefer a flat surface, particularly when motoring or stationary. The factory teak cockpit grate forward of the binnacle has long since been replaced with a HDPE (StarBoard) grate.

The 36-in.  wheel is readily accessible from the windward or leeward side without having to stretch too far. But it is constantly in the way when at anchor or the dock. Hans fabricated a fitting to allow for hand removal, storing the wheel out of the way when not in use. This opens up the limited space at the aft end of the cockpit.

The pedestal guard, enlarged from the original factory guard, now houses the chart plotter, autopilot control head and VHF remote microphone, all easily available to the helm position. The engine instruments are mounted in a recessed panel on the starboard side of the cockpit with the throttle/gearshift in a single lever on the pedestal. Everything is handy to the helm.

The cockpit seats are covered with teak and “tar” strips glued to recesses on the fiberglass lids. Time and exposure to sun has caused the black bedding compound to deteriorate, separating from between the teak strips. It’s an ongoing maintenance issue. The starboard side lid allows access to the enormous locker. Plenty of storage room that really needs organization to be useful.

SAILS

Recent purchases include a new fully battened main with lazy jacks and 130% genoa from a local loft. A 90% jib is also available but seldom used in the coastal environment. It’s stored at home. For sailing through a British Columbia summer this is quite adequate. An asymmetrical spinnaker flown off the new retractable sprit at the bow enhances off-wind performance and completes the sail inventory.

ACCOMMODATIONS

Climbing over the the cabin is like a flashback in time. The warm teak cabinetry is evident throughout the interior, the epitome of upscale production boat cabins of the 70 & 80s. The main cabin cushions aboard Shadow Rose have been replaced and the new dark blue fabric complements the rich teak nicely.

At the bottom of the three steps into the cabin the U-shaped galley is to port with a substantial island and countertop on the centerline. The deep double sink is just off centre with the icebox (refrigeration added) immediately outboard, the gimbaled two-burner propane Force 10 stove/oven is against the port hull. Storage above the stove and in the surrounding cabinetry is exceptional. An opening port provides ventilation should the main hatch be closed in cool weather.

The door to the aft double cabin is adjacent to the galley and can be accessed without disturbing the galley slave. The aft cabin is a generous double with the usual low overhead under the cockpit sole. Storage is provided with an exposed shelf against the hull and a small hanging locker. As in many boats of this era, the cabin liners had failed over the years with the vinyl separating from the open cell foam glued to the hull and overhead. Aboard Shadow Rose this has been replaced with vinyl and closed cell foam panels screwed into place, maintaining the original appearance. An opening port into the cockpit provides ventilation.

To starboard of the companionway is the head/shower compartment. A small vanity with sink and shower wand make this a perfectly serviceable head. Two opening ports provide light and ventilation. The toilet has completely exposed plumbing with ready access to through-hull ball valves, a nice safety feature. The factory vinyl liner overhead in this compartment is in near perfect condition!

Forward of the head is the dedicated nav station with seat and chart table. Storage under the seat, in the chart table, and in cubbies against the hull provide plenty of room for every sailor’s “stuff”. Shadow Rose has the original electrical panel with a number of switches now double purposed for additional electronics. An upgraded panel would be an appropriate addition here.  There isn’t an abundance of room for electronics, but then the most important electronic navigational aids are at the cockpit helm, where they belong.

Moving forward, the main cabin has a U- shaped settee to port with a large table attached to the mast. A drop leaf services the settee on the starboard side This arrangement could easily seat six in comfort. Both settees could be considered full length berths. There is open storage above and behind both settees. A pair of water tanks reside under each, against the hull. Some sales literature indicates a factory option of 35 gallons (160 litres) fiberglass or bladder tanks. I suspect that volume and material may have changed during the production run. Shadow Rose emerged with bladder tanks that were replaced with 50 gallon (230 litre) polyurethane tanks in anticipation of the offshore sail to Mexico. The location of the tanks substantially reduces storage capacity under the settees with only the portions near the centerline available.

Ventilation in the salon is provided by the previously mentioned deck hatches along with two opening ports on each side of the cabin trunk. The ports are complemented with long fixed windows to provide additional daylight. The salon, indeed, the entire interior of the Beneteau 375, has a light and airy ambience.

Although the ultimate destination was the hot sunshine of Mexican waters, sailing in the Pacific Northwest required some sort of cabin heating to be comfortable in the shoulder seasons. A Dickenson  Newport 1200 propane bulkhead mounted cabin heater was installed and proved more than adequate.

With the salon bulkhead set well forward of the mast, and the head located aft, the forward cabin has a small, cozy feel. Dominated by a large overhead opening hatch, the v-berth stretches forward from a small hanging locker to port and a drawer cabinet to starboards. The 6+ ft, mattress is queen sized at the shoulders although considerably narrower at the feet. Open storage shelves against the hull provide a place for sundry items. With the failure of the vinyl liner on both the hull and overhead surfaces in this cabin, Hans & Debbie installed a series of oak and ash slats over closed cell foam, providing a warm, cozy feel to the space.

MECHANICAL

Shadow Rose emerged from the factory with the sturdy, dependable Volvo Penta 2002 – 28-hp. diesel with shaft, strut and fixed propeller. This combination was fully capable of achieving the hull speed of 7.7 knots. To reduce drag under sail a three-bladed Kiwi composite feathering prop was installed, an economical alternative to the expensive bronze feathering and folding props. The Kiwi prop has stood the test of time and sea miles, performing as advertised. The Volvo was still going strong when Hans & Debbie decided on a replacement. Auxiliary hardware was beginning to require more than just routine maintenance, and in the interest of peace-of-mind reliability, alternatives were examined. The Beta 30 came out on top as a direct replacement, same engine beds, shaft, strut and prop. With a season of cruising under the keel the smooth-running combination has proven to be a success.

Servicing access to the engine compartment is excellent with the removable companionway stairs and an opening cabinet in the aft cabin.

The three-way hot water tank is located in the roomy cockpit locker. The single starting and three group 31 AGM house batteries are under the aft cabin mattress. The added refrigeration unit is located in a locker behind the port side settee, adjacent to the galley counter. A single solar panel has been mounted atop the dodger, providing sufficient electrical power to support domestic needs.

For the offshore passage to Mexico, a Raymarine wheel autopilot was installed along with a sailing instrument and chart plotter suite. Although pushing the 18,000-lb. limit for the autopilot, it performed as expected. Handhand steering was only required in the stormy passages. Since then, a Raymarine belowdecks autopilot has been installed and has worked flawlessly.

UNDERWAY

Pulling away from the dock at idle the Beta diesel is a distant murmur in the well-insulated engine compartment. With a deep fin keel and large spade rudder Shadow Rose behaves as expected in close quarters, infinitely maneuverable with only a hint of prop-walk from the feathering Kiwi prop. Powering up to 2800 rpm delivers 6 – 6.5 knots with plenty of RPM in reserve to attain the 7.7- knot hull speed or for adverse conditions. Although the Beta is evident just beneath the cockpit sole, the sound and vibration levels are very acceptable and conversation without raising voices is possible. Adding a secondary “muffler”, such as a Cen Tek water separator, would reduce the exhaust noise considerably without increasing back pressure.

Under sail Shadow Rose shines. Although not a modern light-weight flyer with a large flat run to the wide stern to enhance off wind performance, the Beneteau First 375 heels over slightly and settles into a groove to sail effortlessly to windward. Perched on the wide side deck with the large wheel readily at hand, watching the genoa tell-tales, the helmsperson has a fabulous view forward as the First 375 surges into the wind. Sitting on the leeward side is a bit more challenging. The canted side deck makes sitting upright difficult. Using the pushpit as a backrest is the solution. Although not likely to surf down waves off the wind, the First 375 performs admirably despite the IOR influenced narrow stern. Hans and Debbie reported that Shadow Rose was very controllable despite substantial seas running down the coast to Mexico.

I was fortunate to be invited aboard by Jamie and friends on a sunny day with light winds near Saltspring Island in the Canadian Gulf Islands. Not a lightweight boat at 17,000 lbs. (7,700 kg.) I was pleasantly surprised at Shadow Rose ’s acceleration and speed going to windward, a point of sail in which she excels. Reaching and running were a challenge in the light breeze, but she continued steadily through power boat wakes without slowing. The recent Dacron sails certainly showed their shape in curving the wind, allowing close tacking angles with the genoa sheeted in. The helm was light and sensitive to the touch, the well-balanced rudder allowing just the right amount of feedback through the wheel. A romp through stronger winds and waves would be most welcome.

CONCLUSION

I would consider the Beneteau First 375 the perfect coastal cruiser for inland waters, with proven off-shore capabilities to boot. Would I purchase a First 375 to specifically sail across oceans? No, there are better suited designs for that purpose. But as a coastal cruiser with the ability to venture offshore in short hops, you can’t do much better than the Beneteau First 375 in this size range.

The ability to go to windward, or run with the wind, is of paramount importance in most coastal areas where prevailing winds follow the coastline. A boat either sails well in these conditions, or motors extensively. The Beneteau First 375 succeeds in the sailing part of that equation.

From an interior layout that is pleasing to the eye and roomy enough for four (but perfect for two), to the wide side decks and low coach roof that provide for safe and easy access to the deck, the Beneteau First 375 is a classic that seems to have slipped by unnoticed.