Design and Construction
Humphreys gave the 210 a hull shape with a long waterline, short ends, fine entry, and broad transom, following the established pattern of Elan’s performance range. The chined hull and powerful aft sections contribute directly to the boat’s stated generous stability.
The ballasted, low-centre-of-gravity lifting keel locks in place while sailing and carries a large bulb for added stability. Draft is 1.55 m with the keel down and just 0.5 m with it raised. The boat displaces 1,090 kg, including 360 kg of ballast, and remains light enough to tow behind a medium-size car.
The lifting keel and twin rudders are central to the boat’s character. The rudders retain their grip long after a single-rudder design would have lost control, giving the 210 excellent control even at high heel angles.
Rig and Deck Layout
The 210 has a generous sail plan on a fractional sloop rig, with either a square-top or pinhead mainsail. She was originally drawn with a relatively stiff mast section and a fat-headed mainsail, tuned to produce plenty of power in the Adriatic’s light airs. That original rig proved less suitable for British waters. Testers found it too stiff to allow the mainsail to be significantly depowered without reefing.
UK-specification boats therefore carry a lighter-section fractional rig with single spreaders and a large-roached mainsail. This arrangement provides excellent control over sail shape while maintaining adequate forestay tension. A backstay flicker keeps the roach clear of the stay during tacks and gybes.
The headsail is set on a Harken roller with a below-deck drum. Jib-sheet tracks sit on the coachroof and lead to twin coachroof-mounted winches, which also handle the halyards and other controls. The mainsheet traveller is positioned toward the aft end of the cockpit.
The boat is set up for an asymmetric spinnaker on an aluminium bowsprit. The sprit retracts into a recess beneath the deck rather than into the accommodation, so it doesn’t create a route for water to enter the cabin.
Sailing and Handling
On the water, the design delivers. During a test in wind building from 12–15 knots to around 18 knots, the 210 showed a nicely balanced, near-neutral helm upwind, even when deliberately over-pressed. She made a respectable 5.5 knots against a short chop and reached close to 10 knots downwind.
The twin rudders provide a rock-steady feel. Foot chocks in the cockpit floor are also well placed, giving both helm and crew something secure to brace against when the boat is well heeled.
Accommodation and Stowage
Below decks, the 210 has a cosy, practical layout with adequate overnight accommodation. For a performance boat of this size, the cabin offers a surprising amount of light and space.
A double berth fills the forward end, while two single settee berths extend aft on either side of the cockpit. Two people can sit comfortably at the aft end of the cabin on the heads of the long quarter berths; accommodating four is a cosy squeeze. Berth lengths are generous even for very tall sailors, and the keel box is surprisingly unobtrusive when the keel is bolted down.
Neat sailcloth blinds retract into the deck-stepped mast support to provide privacy. The small galley includes a sink and fresh-water supply, with options for a stove and a toilet beneath the head of the forward berth, enclosed by a curtain. The saloon settee backrests and table can also be rigged in the cockpit.
Stowage is practical and varied. There are two shelved cabinets amidships, additional space beneath the companionway steps, larger kitbags under the forward berth, and removable sailcloth hanging bags that make it easier to carry gear ashore.
Known Issue: The Original Rig
The only documented design shortfall concerns the original rig’s performance outside its home waters. Its stiff mast section and fat-headed mainsail worked well in the Adriatic’s light airs but were found to be less suitable for UK conditions. In particular, the rig was too stiff to let the mainsail be significantly depowered without reefing.
Elan addressed this on UK-specification boats by fitting the lighter fractional rig and large-roached mainsail. However, an early Adriatic-spec boat elsewhere may still have the original, less forgiving setup.
Editions and Ownership
The Elan 210 was offered in three editions:
- Base Line: No interior and simplified deck gear.
- Club Line: Basic accommodation and uprated deck gear.
- Top Line: A racing package with full accommodation.
For 2013, three Fun Line editions were offered at reduced prices.
The outboard sits in a neat well below the cockpit and is easily raised, leaving a flat, unobstructed underwater section. Together with the lifting keel, this makes trailering and shallow-water exploration straightforward.
Testers found the Elan 210 appealing, quick, and well mannered. The boat takes much of the hassle out of sailing and compares favourably with established direct competitors in power-to-weight and stability. It’s equally suited to racing round the cans or being hitched to the car for a fortnight’s holiday.
The Verdict
The Elan 210 is a rare combination: a trailerable boat under 22 feet that sails like a proper performance yacht while providing genuine overnight shelter. Humphreys’ hull, the lifting keel, and the twin-rudder arrangement give her poise in breeze and chop that belies her size. The usable interior also shows that Elan didn’t sacrifice sailing manners to add cruising features.
Pros
- Twin rudders retain control well beyond the point at which single-rudder boats give up.
- The lifting T keel and bulb provide stability while keeping the boat trailerable behind a medium-size car.
- The lighter UK-specification rig offers excellent control over sail shape.
- The cabin has surprising light and space for a 20-footer, along with practical stowage.
Cons
- The original Adriatic-specification rig is difficult to depower without reefing.
- The Base Line edition has no interior at all.
