Design and Construction
The First Class 10 is built predominantly of solid fiberglass. Its balsa-cored deck saves weight in open areas, while solid fiberglass supports winches and other high-stress hardware. Molded-in longitudinal and lateral stringers form a grid that stiffens the hull, and fiberglass bonds the bulkheads to the hull for additional rigidity.
Above the waterline, the hull has a fine bow and very flat midsections. Compared with typical IOR racers, it has a narrower beam and wider aft sections. Long, low topsides sweep aft to an open transom, where a Gallic scoop extends the waterline at the stern. A raked stem and walk-through reverse transom complete the profile.
The engine sits amidships, just above the fairly deep fin keel. Canadian Boating noted that this placement enhances stability.
Rig, Cockpit, and Handling
The generous sailplan uses a tall seven-eighths fractional rig on a double-spreader mast made by Z-Spar in France. Stainless steel wire is standard for the standing rigging. The boat also comes with a double-groove headstay, adjustable jib leads, and adjustable running backstays led to self-tailing winches. A French-made traveler system controls the mainsail, while a sophisticated mainsheet arrangement includes a secondary block for fine adjustment.
Tiller steering is comfortable and positive. The deep spade rudder responds quickly and decisively to small helm movements. Test sailors found the boat scorchingly fast, particularly downwind. Under power, the folding propeller works adequately ahead but loses bite in reverse.
The cockpit is extremely well designed for both steering comfort and racing efficiency. A traveler bridge leaves the aft end clear for the helmsman, while teak rails along the insides of the seats provide secure footholds. A recessed channel along the seat backs carries water aft.
Accommodations
The low freeboard and very flat bilge rule out standing headroom, but the interior sleeps six. Forward is a double V-berth beside the head compartment. The head has no sink or counter space and provides virtually no privacy from the berth.
In the main cabin, an L-shaped settee and a straight settee surround a huge, double-hinged table. The table rests on the engine enclosure just aft of the mast. The interior finish includes teak-veneer headliner and bulkheads, a teak-and-holly sole, and cream-colored foam-backed vinyl or pile fabric on the remaining walls.
A sliding door aft of the navigation station opens into a double-berth compartment beneath the cockpit floor and starboard deck. To port, behind the galley, a large sail locker can alternatively accommodate a pipe berth.
The L-shaped galley sits to port of the companionway. It has a two-burner alcohol stove, a single sink, modest locker space, and no icebox. Opposite is a functional navigation area with a roomy chart table.
Equipment and Service Access
Removing the tabletop and its base fully exposes the engine beneath, making service simpler. The ignition, tachometer, and temperature-gauge panels are mounted on the forward end of the engine box, behind the mast.
Both the water- and fuel-tank caps accept a winch handle for tightening. One tester also praised the tiller extension’s positive, latching length adjustment.
Known Issues
Period testers identified several concerns on the particular boats they reviewed. The cast-aluminum gooseneck was considered less than premier quality, and the rather wobbly stanchion bases did not match the sturdiness of the pulpits.
Although the deck hardware had strong racing credentials, it was secured beneath the deck with oversized washers and locknuts rather than backing plates. Testers also questioned how well the cabin’s wall covering would endure years of hard racing. Rod rigging was suggested as a useful upgrade from the standard wire.
The boat has one good-sized locker, but the unadorned fuel tank occupies a considerable part of it. In the navigation area, the electrical panel appeared to have no spare breakers, and access to its rear was awkward.
Ownership Perspective
With only 114 boats built and an emphasis on flat-out performance, the First Class 10 best suits owners who value speed over cruising comforts. Its accessible engine installation helps with servicing, but the limited headroom, basic galley, compromised head compartment, and modest practical stowage reflect the design’s racing priorities.
The Verdict
The First Class 10 is a sharp-edged 1980s performance racer/cruiser. It trades interior volume and cruising comforts for exhilarating downwind speed, responsive handling, and a well-considered racing cockpit. In its 34-foot hull, it remains a pure expression of the Finot-Fauroux one-design philosophy.
Pros
- Scorchingly fast, particularly downwind, with a tall fractional rig and generous sail area
- Amidships engine above the keel and a deep fin keel provide notable stability
- Racing-efficient cockpit with a traveler bridge, teak footholds, and aft drainage
- Engine can be fully exposed by removing the table, simplifying service
Cons
- No standing headroom; the head has no sink and offers poor privacy
- Wobbly stanchion bases and a less-than-premier gooseneck fitting on boats reviewed
- Folding propeller is weak in reverse
- Standard wire rigging and interior wall coverings raised durability questions
- Electrical panel appeared to lack spare breakers and has awkward rear access
