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• Sailboat Guide

Beneteau First 345

Beneteau First 345 is a 34 ′ 6 ″ / 10.5 m monohull sailboat designed by Berret-Racoupeau and built by Beneteau between 1985 and 1988.

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)

Shallow draft: 5.2’. Tall Rig: I: 45.00’/13.72m J: 12.90’/3.93m P: 38.70’/11.80m E: 12.60’/3.84m SA (100%): 534.06 ft2/49.61 m2

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First 345 Beneteau

The first 345 beneteau is a 34.5ft masthead sloop designed by jean beret and built in fiberglass by beneteau between 1985 and 1988., 460 units have been built..

The First 345 Beneteau is a light sailboat which is a reasonably good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat. The fuel capacity is originally small. There is a good water supply range.

First 345 Beneteau for sale elsewhere on the web:

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• Sailboat Reviews

Beneteau First 345

Can a boat be all things to all people? Last year in Rhode Island, two sailors who had differing ideas about what a sailboat should be went shopping for one to go partners on. One was mainly interested in performance and wanted a speedy club racer with sufficient amenities for one or two couples.

The second, with a wife and small child, was looking for more of a cruising boat, one that was stiff and stable but with excellent accommodations below. They settled on a Beneteau First 345, and at the end of their first sailing season both were satisfied with their choice.

Beneteau is far and away the most successful sailboat builder in the world right now. Its closest rival is another French company, Jeanneau, and in the United States only Catalina and Hunter match the kind of mass market appeal that Beneteau has enjoyed during the last half-decade. With 30 models available and annual sales last year of more than $70 million, Beneteau clearly is doing something right. Prior to the slowdown of recent years, Beneteau was cranking out 5,000 boats annually, about 400 of which were built in the U.S.

The company was founded by Andre Benjamin Beneteau in 1884 in the Atlantic coast town of Croixde-Vie as a builder of wooden fishing boats. In the mid-60s at the instigation of Andre’s granddaughter, Annette Roux, the firm took its first tentative dip into recreational boating waters with a small yacht called, appropriately, the Halibut. By 1974, Beneteau had captured 11 percent of the French sailboat market, but it wasn’t until the mid- 1980s, when the strong U.S. dollar sent Americans searching overseas for bargains, that the company, along with other European builders, began making serious inroads into the U.S. sailboat market. Today, with Roux as chief executive officer, Beneteau exports 60 percent of its boats, primarily to the United States and Australia.

A favorable currency exchange may have initially attracted American buyers to French boats, but a blend of high style and performance gave them an increasing share of the market. Both Beneteau and Jeanneau had to overcome what Michael Lecholop, Beneteau’s U.S. vice president for sales, called a misperception about their quality created by the strong dollar.

The exchange, he said, made the boats appear to be much cheaper than they actually were. Eventually, Beneteau gained a reputation for producing a boat of reasonable quality at a reasonable price— with the added plus of performance. In 1987, Beneteau felt confident enough of its U.S. sales to build its own plant in Marion, South Carolina. The firm, which had sales of $22 million last year in this country, is third in the American market behind Catalina and Hunter. In terms of quality, Lecholop said Beneteau considers its competition to be Tartan and the now defunct Pearson.

The Beneteau First 345 was designed as a moderate displacement racer/cruiser, and much of its popularity has been because of its success in blending the two functions. In fact, it could be said that the First is a racing boat that contains a cruising interior. The architect is Jean Berret, a Frenchman noted for his cruising and racing designs (he designed the 1985 Admiral’s Cup winner, Phoenix, a Beneteau onetonner).

At 12,600 pounds displacement the 345 is not overbuilt by any means but still substantially heavier than, for example, the Farr 34 (8,176 lbs.) or the J/35 (10,000 lbs.). On the other hand, it’s significantly lighter than a full-keel 34-footer like the Mason 34 (14,020 lbs.) yet carries 690 square feet of sail compared to 602 square feet on the Mason.

The First has a PHRF rating of 120 in four of the largest national fleets (slightly higher in several other fleets), making it reasonably quick—faster by 20 seconds per mile than both the Tartan and Pearson 34, and faster than the Cal 34 and Catalina 34.

Within the Beneteau model line, the First series represents the performance-oriented designs, while the Evasion and the newer Oceanis are geared more for cruising. The fin keel and spade rudder of the 345, coupled with a shallow bottom, have minimal wetted surface. The keel comes in either a deep (6′ 4″) or shoal draft (4′ 10″) version. The boat is mastheadrigged and equipped with running backstays in addition to a permanent backstay, and carries as a norm a mainsail of 258 square feet (roughly) and a genoa of about 431 square feet. The running backstays apparently are necessary to help stabilize the tall stick when going to windward in heavy weather, but they will be a nuisance to the leisurely cruising couple.

The deck is clean and easy to move about, including the side decks leading forward. The cockpit is deep, roomy and protected by its coamings and wide side decks.

The First came with either a cruising or a racing package. In the racing version, the mast is a foot taller, a tiller replaces the wheel and the mainsheet traveler is positioned across the rear of the bridge deck rather than across the cabin top. Unless you are adamant about having a wheel, the racing version seems to make the most sense because of easier access to the traveler. The 345 was in production from 1984 until 1988. More than 500 were sold—all but about 20 built in France.

Construction

French-built boats once bore the reputation of good design-poor quality. The French, their American counterparts would say, lacked modern, temperature- controlled facilities and often turned out suspect laminates. We’re not sure what the old Beneteau facilities were like, but visitors to their newer plants tell a different story. Jono Billings of Jamestown Boat Yard in Rhode Island, an authorized Beneteau repair yard, called the South Carolina plant “the most modern I’ve seen. It’s clean, there’s very little smell and it’s really well organized.”

Jono Billings’ repair work raises another issue about Beneteaus—their reputation for hull blistering. He said that one series of boats was made with a defective catalyst that resulted in a high rate of blistering. The company won a lawsuit against the resin maker and offers free repairs on all affected boats. According to Benetau, the catalyst problem affected several models between 1983 and 1985.

According to our own survey, Beneteau’s overall conblistering record is high-average, about on a par with Pearson Yachts and C & C. The newer Beneteaus, that feature a blister barrier in the gelcoat, come with a limited 10-year warranty.

With six manufacturing plants, there’s no mistaking that a Beneteau is a mass-produced boat with all the signs—interior liners, molded-in berths, lots of veneer, etc. But the result is a surprisingly well constructed boat. Hulls are made of uncored reinforced fiberglass, laid up in alternating layers of chopped strand, omnidirectional mat and woven roving saturated with polyester resin. The hull is reinforced by interior stringers, structural bulkheads and by the interior fiberglass liner and pan.

Deck, cabin top and cockpit are a single glass molding, with built-in nonskid surfaces where appropriate. The deck is balsa-cored, and the 1985 model we looked at exhibited some exposed core material visible from within the chain locker that had been saturated with water, according to a recent marine survey. That trouble spot could herald further the deck delamination, the survey concluded.

The hull-deck joint is a standard inward flange arrangement fastened with 3M 5200 sealant and further strengthened by the aluminum toe rail, which is riveted to the hull. The boats, according to Lecholop, are rated for offshore work under Bureau Veritas standards, the French equivalent of Lloyd’s of London. Still, we prefer through-bolts to rivets; even if strength isn’t the issue, bolts greatly facilitate future repairs.

The Isomat spar is keel-stepped. The keel, which is cast iron rather than lead, is secured to the hull by means of a laminated plate integral with the hull. The keel bolts, visible in the shallow bilge, appeared to be rusty despite a coating of some flexible compound. The rudder is fiberglass with a stainless steel stock (here again, the surveyor found excessive moisture, indicating potential future problems).

One problem with foreign-made boats is that all components may not meet U.S. standards. On the 1985 boat, the surveyor, A.D. Robbins and Co. of Dover, New Hampshire, found that the gate valve shutoff fixtures for the galley sink drain and engine seawater intake apparently were not of marine-grade copper alloys and thus corrosion prone and subject to failure. All other fixtures were bronze or stainless steel and satisfactory.

Performance

On an early October Saturday, with a moderately strong southeasterly wind blowing, Godzilla (nee Witch of the Waves) moved smartly out of Narragansett Bay on a close reach toward Brenton Reef tower. Sail consisted of an unreefed main of undetermined French make and a 140-percent roller furling jib from Ulmer-Kolius. The 345 is powerful and fast, and easily cut through the waves and over a cross swell coming in from the Atlantic. According to on-board instruments, the boat was moving along at close to its 7.1-knot hull speed on the reach— about normal for the conditions, the owners said. Switching to a beat, in 18 knots apparent, the boat naturally slowed (here, the crew attached the running backstays). On a run back toward the bay, Godzilla sped along at close to seven knots.

With its fin keel and fairly light ballast, the 345 reacted to gusts but was easily controlled. The regular crew felt the helm was nicely balanced, but we detected a tendency to round up in gusts. Some owners responding to our questionnaire also cited annoying weather helm.

The spade rudder, while requiring some working, made for fast tacking and quick response to the tiller. The owner of a 1987 model with a cutter rig reported excellent heavy-weather performance under staysail and reefed main. With a sloop rig, the boat flattens out when reefed before 20 knots. We’ve heard conblistering flicting opinions about the shoal draft version’s pointing ability; based on our sail, the deep keel is closewinded.

The most common complaint in our questionnaires was the boat’s poor speed and maneuverability under power. “Strong helm to fight when under power,” wrote one, whose boat was powered by the standard Volvo 2002. “My only complaint is that under power the boat’s performance is marginal,” another said. The owners of Godzilla, which was powered by a 28-h.p. three-stroke Volvo 2003, had no such complaints. (Engine access from three sides, via the aft cabin and behind the companionway steps, is excellent.)

The cockpit is roomy and comfortable with sufficient freeboard and beam to keep things dry from whatever spray was sent up by the bow. The outboard sides of the coamings, over which the crew can hike out, are patterned with nonskid—a nice touch and “something you won’t find on a cruising boat,” said a racer in the crew.

Shrouds and lead blocks are inboard, allowing narrower sheeting angles. It is difficult, however, for the helmsman to reach the bridgedeck-mounted mainsheet traveler. Raise the jib, and you have a boat that’s best sailed by two.

Clearly the boat is better set up for racing than short-handed cruising. Jibs are trimmed on #43 Lewmar winches retrofitted with cheap rubber collars that serve as a form of self-tailing. In reality, the setup was cumbersome and difficult to release under load; replacing them with genuine self-tailing gear is a priority of the owners.

The interior of the 345 is neat, functional and roomy. The layout, in typical Euro-style, has an aft cabin, dual settees in the saloon and a surprisingly roomy double V-berth forward. The aft cabin, to starboard, is a little cramped vertically, especially the berth under the cockpit—okay for sleeping but not much else. (One couple mitigates this by sleeping athwartships.) Another owner found it the perfect enclosed playpen for his toddler. The 345 comes in a second configuration, with two tiny quarter cabins and the head forward of the main cabin. This version is favored by the charter trade, but the single aft cabin seems preferable for ordinary cruising.

Aft and to port is the head. Both owners liked the location for its privacy and convenience. Like most enclosed heads on a boat this size, the compartment is a little small and could use a grabrail. The head is equipped with a Brydon marine toilet, fitted with a Y-valve leading to a holding tank.

Gray water from the shower is led forward to a bilge sump behind the mast step. Fresh water was contained in two tanks under the settees, totaling about 100 gallons. Some boats have rigid tanks; Godzilla has a flexible, bladder-type tank that seemed in good condition. Its light weight is another concession to performance, and it won’t last as long as a quality rigid tank.

The L-shaped galley is forward of the head and equipped with a three-burner propane Electrolux stove. Refrigeration is an icebox. To starboard, there is a good-sized chart table, a bit cramped for head- room on the outboard side for anyone over 5′ 10″. The main saloon is spacious, the double settees comfortable (one reader praised the quality of French foam). The amidships table contains Beneteau’s trademark wine rack plus additional storage space in the legs; beneath it is another trademark—the small bilge cover that converts to a dustpan. Headroom is more than six feet. Storage is ample and inconspicuous throughout.

It’s almost impossible to find the inside of the hull because of the liner, the liberal use of teak veneer, and padding on the upper bulkheads and ceiling. The overall appearance is pleasant, not gaudy, and the padding is functional as well as aesthetic. Nevertheless, we’d hate to search for the source of a serious leak beneath all the interior decoration. In the original Benetau First series, the settees and bunks were covered in subdued fabrics—green in this instance; the newer First S-series have the unusual Philippe Starck interiors with dark wood bulkheads and lots of silver and stainless steel, which Lecholop said “you either hate or love, but you won’t forget.”

The forward V-berth cabin, apparently the sleeping spot of choice for most 345 owners, is spacious, comfortable and private. There’s a hanging closet to port, drawers to starboard and lots of natural light from a translucent hatch.

Natural lighting in the main cabin is supplied by side ports covered outside with a sporty, one-piece smoked Plexiglas panel. This is an inexpensive way to manufacture portlights, and it is stylish, but of course they cannot be made to open and the absence of frames often makes for an unfinished look. There is a double overhead sliding hatch that also serves as a spinnaker launching area. Several owners complained that the overhead fluorescent lighting is too dim.

Conclusions

Satisfied Beneteau 345 owners list style and performance as their motivation for selecting this model. They also refer to good value for the money. We’d have to agree on all points. You can get a Beneteau for under $50,000—in the low forties for an older model, which is somewhat more than a Hunter 34 but slightly less than a comparable Tartan. The boat sails exceptionally well, and the interior is pleasant and accommodating. It’s not a Swan or a Sabre, but it is a reasonably well-put-together production boat that sells for a fair price.

The boat’s strong point is definitely its performance. The deep narrow fin keel and spade rudder, plus shallow bilges, running backstays and flexible water tank make it unsuitable for long-term cruising. We worry too about the riveted toerail, maintenance on the iron keel and gate valves—all indicators of less than top quality construction.

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1983 Beneteau First 345

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Boat Overview

Hull material, composite_material, boat length (loa), see all details, boat description.

Picture a marriage between the First 38 and the First 42, with all their qualities combined under the positive influence of the First 456, the First admiral of the range. Immediately you get the First 345, a superb 10.55m sailing boat, signed by Jean Berret.

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Yachting World

• Digital Edition

Beneteau First 34.7 review: from the archive

• Matthew Sheahan
• May 3, 2021

"This is the most refined IRC boat we have produced," so says Farr Yacht Design president Russell Bowler when speaking about the Beneteau First 34.7

By using a set of inner and outer moulds, the hull and internal structure are created in one hit by a combined process of infusion and injection. Credit: Beneteau Credit: Beneteau

Product Overview

Manufacturer:.

Beneteau are clearly very proud of the new Beneteau First 34.7 have issued several bold statements about the complexity of the new boat in their ever expanding stable.

How could such a small production racer-cruiser be so complex? When viewed from her port side she hardly looks revolutionary.

Sure, her sawn­off transom is quite trendy, but overall her appearance in elevation gives her the look of a scaled-down Beneteau First 40.7 and although this boat has been a firm favourite with the IRC fleet, she doesn’t stand out in a crowd.

Look at the starboard side and you have the first clue as to what the fuss is about. A carbon retractable bowsprit, a first for Beneteau , is a standard item aboard this new model.

Her carbon mast on the other hand is a £9,000 option, which includes rod rigging. And all but a couple of the first 60 boats that comprise Beneteau’s 2006 production will be fitted with a black spar as opposed to the alloy standard.

Her large stainless wheel spans almost the entire width of the cockpit.

While not strictly a first for Beneteau, the rapid adoption of the carbon option is a significant change in the market.

When she’s viewed out of the water, the Beneteau First 34.7’s T-keel is another big change, as is her small rudder. So, what has spurred the switch? Within the brief to the Farr office was the stipulation that the new boat should perform well under IRC.

According to Farr Yacht Design president Russell Bowler the fact that stability is not assessed under the rule emphasised the need to produce a boat with as much righting moment as possible, yet light with it.

This meant there would be a big emphasis on weight in the keel and weight-saving everywhere else. Reducing the wetted surface area was also very important.

Nothing particularly new here other than that as a production racer-cruiser she had to be durable and built to a price, constraints that don’t always exist for full-on race boat commissions.

The design process began with accurate positioning of the centre of buoyancy to achieve a slippery yet seaworthy boat.

The First 34.7 is a bold move for Beneteau.

After this, early design considerations involved matching the centre of effort of the sail plan against the keel fin.

The balancing act continued with the centre of gravity of the keel bulb against the centre of buoyancy of the hull. A typical L-shaped keel would place the ballast too far aft and require more volume aft in the hull. The solution was a T-bulb configuration.

Here, a flattened bulb with soft chines to get the centre of gravity of the ballast as low as possible, as well as achieving the greatest effective span on the fin.

Above the waterline the sail plan is in keeping with similar boats, with a provision for overlapping head sails up to 150 per cent on the fractional rig.

The designers piled on ‘as much downwind sail area as we dared’ …

But when it comes to the downwind area, the masthead asymmetric spinnaker stacked on the cloth with 91m² (980ft²) of sail. In Bowler’s words: “We squeezed as much downwind sail area in as we dared.”

Maximising righting moment means keeping weight out of the boat elsewhere, but the brief for the Beneteau First 34.7 meant it could not be a stripped-out racer. Beneteau’s answer was a simple but bold one when it came to her layout and construction.

Maximising space

Down below, the absence of a forward cabin is noticeable from the minute you enter her saloon.

Instead of the more normal V­berth double forward cabin, a large heads occupies the space forward of the mast.

Positioning the heads here not only keeps the weight of a conventional cabin out of the bow, but provides a convenient wet area for retrieving the kite through the large foredeck hatch.

In fact, Beneteau have also developed an option for a 470-style kite bag that clips into the hatch area.

The nav station and galley are both well proportioned.

The main saloon has a pair of simple settee berths either side of the fixed table that utilise the inside face of the hull as the seat backs. This maximises the feeling of space and keeps weight to a minimum.

The chain plates are linked to mini-bulkheads that transfer the load down to the keel without the need for beefy longitudinals to attach tie rods to, again saving weight.

Further aft a simple yet spacious and effective galley is set to port with plenty of stowage space and easy comfortable access.

Opposite lies a small dedicated navigation area; again, practical, well-proportioned and with plenty of stowage for blocks, tackles, tools, duct tape and all the other odd items that keep a race boat going on the course.

Deceptively simple, the open and practical interior is actually much cleverer than you might think.

Stowage for the anchor, chain and warp is under the floor at the bottom of the companionway – easy to access and keeping weight amidships and low.

Under the cockpit lie two double cabins, which can either be supplied as an open-plan arrangement or with the starboard one of the two built with a door to form an owner’s cabin. I’m not sure why you might want this option aboard a raceboat, but no doubt there are some who think differently.

For construction, her deck has been injection-moulded to provide a clean finish inside, so no inner liner is required.

More significant is the move to a completely integrated hull and floor structure thanks to Beneteau’s new lnfujection system.

By using a set of inner and outer moulds, the hull and internal structure are created in one hit by a combined process of infusion and injection.

Although the construction technique has been driven largely by environmental pressures and the need to control emissions, Beneteau say it ensures greater accuracy in the resin-to-fibre ratio of the boats, as well as the consistency of overall weight.

What’s she like to sail?

But for all the techie talk, what is she really like? Such is the obsession with 40-footers, there’s a tendency to see something in the mid-30s as being on the wee side.

This is not the case with the Beneteau. Indeed, place her alongside a 36.7 and she feels a bigger boat in all areas apart from the foredeck. And the same is true when you take the helm.

Her large stainless wheel spans almost the entire width of the cockpit, the beamy open transom exaggerates the feeling of space and the long cockpit allows plenty of room for the crew to work the area without clambering over each other.

All this in a cockpit that’s deep enough and sufficiently secure to take the family cruising every now and then, as well as having a set of decent cockpit lockers, something the X-35 lacks.

Under way she has a solid, dependable, chunky feel to her helm. Lock to lock is just over half a turn, which on most boats would produce a twitchy feel, but not aboard the Beneteau First 34.7. In fact, it took me some time before I realised.

Easy and rewarding to sail.

Instead, she’s direct, smooth and has a comfortable seating position for the helmsman who can sit astride the wheel without crowding the mainsheet trimmer.

Upwind she’s easy to get into the groove and downwind she has the sprightly feel of a bowsprit-blaster, where the rewards of heating her up on a reach require a quick response to bear away as she picks up speed or a gust comes through.

Up to here she’s an easy boat to get on with, but lose concentration and she’ll bite. Although we never lost control downwind with the rudder completely immersed and the boat speed up in the 7-9 knot range in just 10-14 knots of true breeze.

Upwind she’s more prone to losing grip and rounding up if the helmsman and mainsheet trimmer are not keeping her on her feet.

Even in flat water and with what you might think is reasonable feedback through the wheel, she gives little warning and once the rudder has stalled there’s no regaining control until you’ve got her back on her feet.

The problem stems from the rudder’s size, a deliberate design trade-off under IRC. Rudders are not measured under the rule, so keeping it small reduces drag downwind.

But to make this side of the equation work, careful mainsheet trim upwind is vital to avoid unwanted handbrake turns.Aside from this little quirk, other niggles were to do with her control line layout, which isn’t as refined as the X-Yachts X-35.

Trimming the main with the coarse and fine tune in hand, along with the mainsheet traveller and the backstay, makes you feel like a circus act trying to ride two horses.

The fine-tune block and jammer need to be fastened to the mainsheet car rather than the pedestal moulding to make full use of the traveller and a windward sheeting car would make life that bit easier for the mainsheet trimmer through the tacks.

Elsewhere, cross-sheeting the spinnaker sheet onto the secondary winches might get your weight to weather, but the sheet chafes against the cockpit coamings.

Upwind the positioning of one of the stanchions makes skirting the genoa more tricky than normal and the solid kicker obstructs the 20/20 displays.

Admittedly these are niggles that could easily be sorted, but they are nonetheless further examples of the difference between this boat and the X-35.

Nevertheless, overall, I was very impressed with this boat. She felt like a good handicap racer, a boat that could be picked up and raced effectively in very little time and one that would light up in a breeze downwind.

This, along with her simple but practical accommodation layout, makes her a well-rounded design and an appealing choice.

First published in the May 2006 issue of YW.

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First 345 Deep draft

Sailboat specifications.

• Last update: 15th March 2020

First 345's main features

First 345's main dimensions, first 345's rig and sails, first 345's performances, first 345's auxiliary engine, first 345's accommodations and layout.

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Beneteau First 345

The Beneteau First 345 is a popular sailboat model that was first introduced in 1983. It was designed by Jean Berret and Phillipe Starck, and it quickly became known for its exceptional sailing performance and spacious interior. The Beneteau First 345 has a length of 34.5 feet and a beam of 11.4 feet, making it a comfortable and stable vessel for cruising or racing. It has a fin keel and a spade rudder, which allows for responsive handling and easy maneuverability.

Inside the cabin, the Beneteau First 345 features a spacious layout that can accommodate up to six people. The interior is finished with high-quality materials and includes a large saloon, a fully equipped galley, and two private cabins. The boat also has a spacious head with a shower and ample storage space throughout. With its winning combination of performance and comfort, the Beneteau First 345 remains a popular choice among sailors and continues to be a sought-after vessel on the used boat market.

LOA: 34.50 ft LWL: 29.17 ft Beam: 11.42 ft Draft: 6.20 ft Displacement: 10141.00 lbs Ballast: 4600.00 lbs Hull type: Fin w/spade rudder Hull construction: FG Rigging type: Masthead Sloop

Beneteau First 345 for sale in the last 12 months

Below you'll find the latest Beneteau First 345 listings for the last 12 months. We compare the listing price with boats listed in the past and the color coding indicates if the price is good (green = below the average listing price) or more on the expensive side (red = seller is asking more than the average listing price).

Beneteau First 345 listing prices over time

Listing details.

FIRST 345 (BENETEAU) Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of FIRST 345 (BENETEAU). Built by Beneteau and designed by Berret-Racoupeau, the boat was first built in 1984. It has a hull type of Fin w/spade rudder and LOA is 11. Its sail area/displacement ratio 20.96. Its auxiliary power tank, manufactured by Volvo Penta, runs on Diesel.

FIRST 345 (BENETEAU) has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about FIRST 345 (BENETEAU) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the first 345 (beneteau).

FIRST 345 (BENETEAU) was designed by Berret-Racoupeau.

Who builds FIRST 345 (BENETEAU)?

FIRST 345 (BENETEAU) is built by Beneteau.

When was FIRST 345 (BENETEAU) first built?

FIRST 345 (BENETEAU) was first built in 1984.

How long is FIRST 345 (BENETEAU)?

FIRST 345 (BENETEAU) is 8.9 m in length.

What is mast height on FIRST 345 (BENETEAU)?

FIRST 345 (BENETEAU) has a mast height of 11.52 m.

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BENETEAU’s historical line places the emphasis on speed and design, and the pleasure is the same whether you are cruising or racing. This mixed use is specific to the First, which proudly boasts a taste for performance at sea, even in light air. Designed by well-known architects, the boat has left its mark on performance cruising, and it is now the gold standard.

Iconic Line

• Performance

Easy to Handle

A gold standard.

• Sailing Programmes

With beautifully slender hulls and a style second to none, First yachts have always caught the eye of seasoned sailors. From the outset, they were designed to thrill keen regatta racers and demanding performance sailors and they epitomize the joy of sailing like no other boat. Boasting the most advanced engineering, their performance under sail is a gauge for winning races whatever the sailing grounds. But they are also ideal for cruising with family or friends and will make the thrill of travelling the seas a new passion. This mixed use and the sailing community’s satisfaction has led to the success of the line.

Roll on Performance

As soon as you cast off, you feel the thrill of sailing a First. All it takes is to hoist the sails and these fast cruisers give their best performance. Thanks to a taut hull that is specially designed to be light weight, the boat flies along in the slightest breeze. Look out for the puff that propels the First forward and enjoy its surfing potential at any speed. 

The First sailing yachts are designed to make sailing easy and exciting, so that everyone can enjoy the sailing experience. They are reassuringly stable, even in a good breeze, and they are always safe and a pleasure to sail, no matter how big or small your crew is. Sail hoisting manoeuvres are fluid. Sailing is safe and effortless. 

A remarkable team

Similar to the IMOCA or Class40, the new First 36 and First 44 have their own legacy, built on considerable technical expertise. The FIRST yachts are designed and developed by a design team of architects, designers, engineers, our partner sailmakers, and mast and deck fitting manufacturers to optimise every detail and ensure that they all have the latest technology and expertise.

The first model in the line – the First 30 – was the boat used for three years by the Tour de France à la Voile, and many racers also chose it for the Course de l’Aurore (former Solitaire du Figaro) including Michel Malinosky, Eugène Riguidel and Bruno Peyron.

Outstanding Performance and Open to a Variety of Sailing Programmes

First sailing yachts are highly versatile and can be used for all sorts of programmes. They are ideal for a trip to sea to fine tune your boat and get out your code zero or asymmetric spinnaker with a crew that loves sailing whatever the weather. They are perfect for a weekend, making the most of the First’s speed and setting sail for a distant anchorage. They are great for a holiday, to enjoy the pleasure of coastal or ocean cruising in a well-equipped boat.  

All First news

Limited offer on the First 36 model

Claus, owner of a First 36

“Cruising suddenly became more fun“

Introducing newcomers to the wonders of sailing

Denis Kotlyarov and Vera Konashenok have created a new way for people from any background to taste the beauty of sailing.

Models of the range

Length Overall

4.3 m / 14’1’’

Beam overall

1.7 m / 5’7’’

7.29 m / 23’ 11’’

2.5 m / 8’ 2’’

7.99 m / 26’ 3’’

2.54 m / 8’ 4’’

10.97 m / 36'0"

3.8 m / 12'6''

14.65 m / 48’1’’

4.25 m / 13'11''

17.12 m / 56’2’’

5 m / 16’5’’

Former First

"We would redesign the sail plan, keel, interior layout, and shape of the coachroof with André Mauric, and it would be called the First. Nobody was expecting this. We showed the First at the Paris Boat Show and it was a revelation. It would become a legendary class. This was the boat that would really open the way for export. "

Annette Roux - 130 years of commitment to the sea  (1980)

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