Hull and Construction
The hull form follows Farr's stated philosophy of a relatively fine bow for upwind work with straight runs aft for high-speed offwind sailing, virtues preserved within a hull carrying the additional volume required by a cruising interior. Construction relies on hand-laid fiberglass using pre-cut glass sections wetted with vinylester and polyester resins, with vinylester employed specifically to protect against blistering — a refinement from the earlier WaterShield process that had not always performed as intended on prior Beneteau models. The hull is solid glass into which a fiberglass pan is bonded in the mold to maintain hull shape, incorporating solid longitudinal stringers and six athwartships floors. Keel and mast step foundations are molded directly into the pan, and all wiring and plumbing runs are protected inside PVC and flex tubes. The deck is balsa-cored fiberglass with solid glass reinforcement wherever hardware is mounted, fastened with stainless fasteners and backing plates.
The standard keel is a 7-foot-9-inch deep lead fin with a bulb; an optional shallower iron keel draws 6 feet 2 inches. An updated rudder uses a carbon fiber stock rather than the stainless steel previously employed, bonded directly to the blade to prevent water intrusion — a meaningful upgrade that appeared on production boats as the design matured.
Rig and Sailing Performance
The First 40.7 carries a Sparcraft 9/10 fractional rig on triple spreaders with rod standing rigging and a sail area/displacement ratio above 21, placing it firmly in the high-performance bracket for its class. Downwind predictions from polar diagrams show potential speeds exceeding 12 knots in 30 knots of wind at 140 degrees, while windward sailing close-hauled in 12 knots of apparent wind yielded 5.8 to 6.2 knots with ease of balance that allowed no-hands sailing minutes after leaving the marina.
On Southampton Water in building breeze, the boat balanced well at around 6.5 knots close-hauled, tacking through 80 degrees and adding half a knot on bearing away. The six-winch cockpit was designed from the outset for both short-handed and crewed sailing. Kevlar steering cables avoid stretch and keep the helm free of slack, while the large destroyer-style wheel provides the leverage to hold the boat in a breeze without the rudder losing grip. Under power, the 30-hp Volvo diesel with saildrive and two-bladed propeller tracked well astern and turned in 1.25 boat lengths, reporting cruising speeds of five to seven knots under engine.
One concession racers will note: the boat is not quite as stiff as some direct competitors, and a full crew benefits from weight on the rail when conditions build. The mainsheet arrangement runs double-ended under the boom to turning blocks on both sides of the deck, allowing trimming from either side — a practical convenience for shorthanded sailing that also works well when racing with a full complement.
Cockpit and Deck Layout
The cockpit reflects deliberate ergonomic thinking. Removable locker modules sit aft of permanent slatted teak cockpit seats; when racing, removing these units opens a wide standing area with straight-on access to primary winches and side decks — an arrangement that converts the same space from comfortable cruising cockpit to a workable race platform without tools. The traveler sits just forward of the helm with an above-deck mainsheet system leading to the aft winches, keeping trimming simple and accessible.
Primary winches are Lewmar 50 self-tailers with Lewmar 44s on the coachroof; two turning blocks with space for six lines rather than the typical four-block arrangement provide useful redundancy when lines multiply. Farr-designed decks are wide and nearly level, with diamond nonskid and stanchion bases partially recessed to avoid becoming toe-stubbers. The early sugar-scoop transom gives way to a more traditional stern configuration with quarter lockers bridged by a curved seat, with dedicated life raft stowage in the space between.
Accommodation
The interior was conceived by Beneteau's in-house design team as a genuinely usable three-cabin layout: twin mirror-image aft staterooms and a V-berth forward, sleeping six in double berths with headroom of 6 feet 3 inches aft and 6 feet 2 inches forward. The subtle curves of the saloon settees keep guests at the ends engaged with dining companions at the center, and the brushed aluminum grabrails running along the coachroof cleverly house roller shades that avoid curtains on race day — a detail that distinguishes thoughtful design from mere aesthetic choices.
The galley is an L-shaped arrangement with pressurized hot and cold water, a 12-volt refrigerator, and a gimbaled Force 10 two-burner stove. Working surface is limited: the top-opening refrigerator lid forms the entire kitchen counter, creating logistical tension when preparing meals underway. The nav station occupies a large footprint with a 41-by-24-inch chart table — a design feature from another age that occupies considerable space now that helm-mounted chartplotters handle most navigation. Stowage throughout is adequate rather than generous; space below the settees is dedicated to tankage, with useful high-level lockers above and compartments behind seat backs compensating in part.
The single head is accessed from both the saloon and the forward stateroom, a convenient arrangement that nonetheless leaves a single commode serving six berths on a 40-foot boat. For offshore sailing, the double berths aft do not convert naturally to secure sea berths, a common limitation of performance-cruiser layouts.
Known Issues and Points to Survey
Two structural concerns warrant careful attention before purchase. Some buyers of early 21st-century Beneteaus have dropped the keel to check structural integrity, keel bolts, and bonding — the hull-keel attachment on these boats deserves a thorough survey rather than a visual inspection. The choice between the lead standard keel and the optional iron keel also matters: lead is the superior material for long-term ownership and resale. Earlier production models used halyards that serious racers found inadequate; boats after hull number 156 received upgraded rope as standard. A coating compatibility issue on the lead keel led to peeling problems on earlier hulls, addressed with a new coating system, though this warrants inspection on any boat from the first production run.
The deck is balsa-cored, meaning any hardware installation — past or future — that breached the core without proper sealing carries the usual risk of moisture intrusion and soft spots; this is particularly worth probing around chainplate tie-downs and mast step hardware where water has paths to follow.
Refit Considerations
The First 40.7's structural layout is well-suited to incremental upgrading. Engine access is through hatches on either side of the engine and via the companionway, making service more straightforward than on many production boats of similar size. The plumbing runs to a centralized manifold or sea chest through a single through-hull — simplifying future service and reducing the number of penetrations to inspect. The optional Navtec hydraulic backstay adjuster, while unnecessary for casual cruisers, meaningfully improves sail trim and performance on the racecourse and is a worthwhile addition for owners intending to race seriously. Spinnaker gear, upgraded electronics, and non-stretch halyards are the natural additions for a boat transitioning from cruising to racing duties.
The Verdict
The First 40.7 represents a clear-eyed collaboration between a world-class racing yacht designer and a production builder operating at scale. It does not pretend to be something it is not: the comfort ratio sits at the bottom edge of the coastal cruiser range, the galley has limits, and the single head is a compromise. What it delivers is a genuinely fast, well-built hull with a cockpit designed for racing and accommodations that work honestly for cruising. The one-design class that formed in Chicago and the prevalence at regattas confirm that the design found the niche it was aiming for. For sailors who want to race hard on weekends and cruise comfortably on holidays, and who are willing to accept the galley and stowage limitations that come with a performance-first brief, the First 40.7 remains a compelling design.
Pros
- Bruce Farr hull delivers genuine performance numbers with a sail area/displacement ratio above 21
- Cockpit ergonomics purpose-built for racing, with removable locker modules and six-winch layout
- Carbon fiber rudder stock on updated production boats eliminates a known weakness of the original design
- Three double-berth staterooms provide flexible accommodation for cruising crews
- Centralized plumbing manifold simplifies through-hull inspection and future service
- Strong one-design fleet presence provides active racing competition
Cons
- Single head insufficient for a six-berth boat used for cruising
- Top-opening refrigerator eliminates usable galley counter space
- Double berths aft do not convert easily to secure offshore sea berths
- Keel attachment on early boats warrants invasive survey; iron keel option is inferior to lead standard
- Nav station footprint is oversized relative to its usefulness in an era of helm-mounted electronics
- Balsa deck core requires careful inspection of any previously drilled hardware locations
