beneteau 37 sailboat data

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Beneteau 37

• By Jeremy McGeary
• Updated: September 17, 2008

Twenty-first century technology has changed the relationships among boat buyers, boatbuilders, and boat dealers. Buyers, treating sailboats as a commodity, are comparison shopping on the Web, then, trusting the manufacturer to create a reliable product, dickering through the dealer over the color, the extras, and the price. Builders are refining their processes accordingly.

Indications of this trend are evident in the new cruising sailboats that Beneteau USA announced at the U.S. Sailboat Show in Annapolis in October 2006. Beneath the new exterior styling and the svelte interior décor, the latter by high-profile Nauta Design, lie more subtle changes: While revamping the product line, the builder could re-engineer its already trim production line, introducing efficiencies that allow it to offer even more boat for a still, relatively speaking, low price. The counterpoint is some loss of individuality between models. Belowdecks, as above, the three boats Beneteau introduced in 2007, the 43, 40, and 37, bear strong similarities; in some cases, they share components.

In a world where customers choose options with a mouse click, Garth Hitchens, who presides over Beneteau dealer Annapolis Yacht Sales, wonders how long his sales offices and inventory of Beneteaus will remain relevant. Even so, he embraces his role enthusiastically.

As we put a French-built Beneteau 37 through its paces last October, Hitchens pointed out the changes that he and his fellow dealers were requesting of Beneteau for the American version that was then on its way into production at the company’s facility in Marion, South Carolina. An example was the head. As installed on this boat, the bigger marine toilet Hitchens specifies for American clients obstructed the inward opening door-until Hitchens and his crew rehung it, a modification later reflected in the production version from America.

On the Beneteau 37, the companionway hatch has been strikingly refined into a bolt-on, all-in-one contrivance in which the top slide and drop board are articulated yet separable. Separated, the slide can be opened to leave the drop board in place. Connected, the slide takes with it the drop board, which can then be pushed up to stow under the slide. While operating it isn’t intuitive, the unit appears stout enough to survive the learning process. The companionway itself offers a secure descent from the cockpit to the galley, where the counter and its robust fiddle rails provide further support.

The galley, although necessarily compact to permit access to the sleeping cabin aft of it, has adequate workspace, aided by the front-opening refrigerator that leaves the countertop intact. Storage is a little short: Full-size dinner plates won’t fit in the slender, designer-styled wood-faced cabinets outboard, and no drawers are provided wherein to stow utensils. The centerline double sinks are functional both for their intended purpose and as a handy, secure repository for items in transit to or from the cockpit.

To starboard, the commodious, all-in-one head and shower compartment presents a vista of white, easy-to-clean gelcoat. Slanted mirror-front cabinets outboard above the sink let even the lanky shave without contortions. The chart desk, located forward of the head, passes the chart-book size test. It has nooks and crannies to hold the navigator’s tools and fascia area for radios and instruments.

The styling in the saloon marks the return of ergonomic functionality-in the Beneteau 37 and the boat’s sister ships, rectilinear settees with square corners invite sitting and reclining in multiple comfortable postures and attitudes. If this is the fruit of contemporary design, long may it stay in vogue. However, the fore-and-aft overhead grabrail is absent, and the stainless-steel “design elements” that decorate the outboard shelves are neither fiddle nor handrail.

Forward, the V-berth cabin has generous standing room, a small dresser, a spacious berth, and, given the hanging locker, drawers, shelves, and shoulder-level cabinets, a variety of stowage options.

The aft sleeping cabin has a generous athwartships berth with sitting headroom at its head, decent dressing room, and three opening ports, one of them located in the transom. A space between the aft bulkhead and the transom creates an extra stowage area and appears to give access to the steering system, but doesn’t-that seems to require some dismantling of the overhead.

Access to the engine is better. The companionway ladder hinges just above the third step (of four). Held up by gas struts, it exposes the entire front of the engine. Panels in the boat’s head and aft cabin reveal service points on the sides.

When getting under way, my first impression was of the vastness of the cockpit-a family of four can sit side by side on the helm bench, the center section of which hinges open, held by a gas strut, to provide access to the transom platform.

The Beneteau 37 has more area in the foretriangle than in the mainsail, although it still sports an easy-to-tame 105-percent genoa. When we were sailing upwind in a gusty breeze, the first reef we took was in the main, and this tamed the helm immediately, although the boat was still a handful in the bigger puffs, and I would’ve appreciated better footing at my preferred steering position on the windward side.

On the wind, the Beneteau 37, showing its Finot-Conq lineage, embarrassed boats of greater waterline length despite having an in-mast furling mainsail. Off the wind, the large headsail helped provide solid performance across a wide range of wind angles.

Under power, the 37 responded well for us in normal maneuvers despite having, Hitchens advised, a rather under-pitched folding propeller. Bringing it to a full stop from full ahead was slow. A fixed or, better yet, a feathering prop would likely help. The prop is on a conventional shaft and far enough aft to get some useful thrust off the rudder. In addition to the 29-horsepower Yanmar, there’s a 40-horsepower option available.

As a package, the Beneteau 37 combines sprightly sailing with generous accommodations. Add in the comprehensive standard outfit, and the sum is a product of predictable quality and should have wide appeal in the new-model market.

Jeremy McGeary is a Cruising World contributing editor. A boat review from our August 2008 issue. To read more Cruising World reviews of Beneteau sailboats, click here . To visit Beneteau America’s website, click here .

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• Sailboat Guide

Beneteau Oceanis 37

Beneteau Oceanis 37 is a 37 ′ 7 ″ / 11.5 m monohull sailboat designed by Jean Marie Finot (Groupe Finot) and built by Beneteau starting in 2006.

• 2 / 2 Port Townsend, WA, US 2009 Beneteau Oceanis 37 $143,950 USD View

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)

Also called BENETEAU 37. (Similar version sold as MOORINGS 37.2) Deep Keel draft: 6.25’ Ballast 3,902 lbs. See BENETEAU 37 for more details.

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Beneteau 37

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Oceanis 37 - Beneteau / STW002727

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DOCUMENTS: Oceanis 37

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Beneteau 37 - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for Beneteau 37 sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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Oceanis 38.1 Beneteau

The oceanis 38.1 beneteau is a 37.73ft fractional sloop designed by finot-conq and built in fiberglass by beneteau since 2017..

The Oceanis 38.1 Beneteau is a light sailboat which is a good performer. It is reasonably stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a very short water supply range.

Oceanis 38.1 Beneteau for sale elsewhere on the web:

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• Yachting World
• Digital Edition

Beneteau Oceanis 373 review: from the archive

• April 26, 2021

If you imagined that the Beneteau Oceanis 373 would be like a bigger version of the Oceanis 323, you're in for a surprise: she's a very different boat.

While it might be misleading to brand the Oceanis 373 a motor-sailer, our test model was far more impressive under power than under sail. Credit: Beneteau Credit: Beneteau

Product Overview

Manufacturer:.

The Beneteau Oceanis 323 uses a well-proven, race-bred hull. She’s a mainsail­ driven design, with outboard rigging and a close-sheeting headsail. By contrast, the Beneteau Oceanis 373 is brand-new, con­ceived by Jean Berret and Olivier Racopeau as an out-and-out cruiser.

Her mainsail is smaller than the headsail, which sheets outboard of the rigging.

Although the two boats couldn’t quite be described as chalk and cheese – or le jour et la nuit, as one would say in St Gilles – there are marked differences in their appearance and, as I found, in their performance.

After the Oceanis 323, the bigger Beneteau Oceanis 373 was dis­appointing – largely, I suspect, because of the enormous amount of forestay sag.

Rig tension was lacking both laterally and fore­ and-aft, with the result that the mast was bending sideways, the leeward rigging was waving around in the breeze and the genoa was hopelessly full.

In view of this, it was no surprise that the Beneteau Oceanis 373 struggled upwind. She heeled readily and rounded up frequently, needing several spokes down on the wheel most of the time to keep on track.

Disconcertingly, the helm loaded up so little as heel increased that it took some time to become attuned to the faint warning of an impending broach; while a light helm is normally something to be praised, a tad more feel would have been helpful.

Taking some slack out of the twin back­stays by pulling them together with a mooring warp went some way towards improving matters, as did easing the genoa cars back a few inches and paying close attention to mainsail trim, having ten­sioned the halyard substantially.

Twist and leech tension, it soon became apparent, were critical, as was the position of the traveller: a few inches up or down the track made all the difference.

A few minutes’ tweaking saw our point­ing improve, our boatspeed pick up from 5 to 5.5 knots and, significantly, the boat was controllable upwind under full sail with 17 knots over the deck.

Nonetheless, her behaviour suggested a certain lack of tolerance.

Slack rigging made her a challenge to sail, but her sails were new, her bottom was clean and she had the deep fin keel (6ft 3in/l.90m) rather than the optional 5ft 1in/1.55m shallow alternative.

Relative areas

It’s interesting that Berret and Racoupeau have chosen to buck the trend towards bigger mainsails and smaller headsails with the Beneteau Oceanis 373’s sail plan.

Bear in mind that the larger the percentage of the total sail area you have in the headsail, the greater the effects of headstay sag.

Other considerations are that a larger genoa means more winching, and once it has been reefed around the headfoil it inevitably loses much of its shape.

The crew should also move the cars forward as the sail is reefed, and back again afterwards – a procedure that’s often overlooked, with dire consequences in terms of performance.

Given the proven ability of her designers to create highly-efficient sailing boats (superyachts and Open 50s among them) the behaviour of the Oceanis 373 seems slightly odd.

Rig tension was lacking both laterally and fore­and-aft, with the result that the mast was bending sideways.

Maybe she just needed more careful setting up before the press were let loose on her – twenty minutes at the dock­side with a screwdriver and adjustable wrench would have made a big difference.

So much for the bad news. What about the good?

Well, the Beneteau Oceanis 373 went downwind happily enough, didn’t mind heaving to, and could then be gybed round with the sheets pinned in so you could carry on sailing without having to bring the head­sail across.

Self-tailing Lewmar 44s pri­maries sited well aft made single-handed tacking relatively simple from behind the wheel, which was big enough to give the helmsman a reasonable view of the head­sail’s luff.

Deck hardware was broadly similar to that on the Oceanis 323, and included neat blocks bolted to the inside of the aluminium toerail to guide the headsail’s reefing line aft along the deck.

Beneteau Oceanis 373 plan.

They were far less obtrusive than the more commonly-found alternatives that clamp around the base of the stanchions.

It was also good to see reefing blocks sewn into the mainsail’s luff as well as the leech.

Since the sailmaker had gone to that trouble, I’d have thought a full-length top batten would have been worth including.

The lower battens were three­ quarter length.

Back at deck level, you find half-depth lockers to port and starboard in the cockpit and a full-depth one in the stem, reached by a lid either side of the hinging central seat.

Moving forward on deck reveals three hatches ahead of the mast and a single cowl vent over the saloon.

Motoring on

While it might be misleading to brand the Oceanis 373 a motor-sailer, our test model was far more impressive under power than under sail.

The standard engine is a 40hp Volvo – and that’s big for a boat weighing 6.5 tons. Driving a three-bladed prop, it pushed her along at over 6 knots with only 2,000rpm showing on the rev-counter.

Opening the throttle all the way took our speed up to 8 knots, and engaging reverse brought us to a standstill in a matter of seconds.

Like the Oceanis 323, the Beneteau Oceanis 373 was generally predictable and manoeuvrable at close quarters after the initial kick to port.

In terms of construction and general finish, again she has much in common with her smaller sister. There’s more room down below, of course, where two layouts are offered: you have a choice of single or twin double after cabins.

The white headlining and dark joinery create a similar feel below decks on Oceanis 373.

Our test boat had the latter (about £3,000 extra), which resulted in a smaller heads, galley and chart table than if you settle for just four perma­nent berths.

With twin doubles, the port saloon berth is shorter, too.

After the Oceanis 323, it was good to see a neater, more accessible switch-panel and to find that the engine is reached behind compan­ionway steps that hinge up.

Greater margins with bigger boats allow builders to incorporate such features.

Little and large?

There are substantial differences between the two new Oceanises but, as you would expect, also many similarities in terms of detailing and finish.

The 323 appears to be the better sailing boat; the Beneteau Oceanis 373 offers more space.

First published in the June 2004 issue of PBO .

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