Beneteau Oceanis 510, an Early 1990s 50 Footer Explained

What one 1993 Oceanis 510 listing tells you

The best way to understand the Beneteau Oceanis 510 today is to read a good listing. A 1993 example currently advertised in Greece describes itself as a capable bluewater yacht with more than 140,000 euros of documented work since 2009: an anti-osmosis treatment, new standing rigging, a synthetic teak deck, a watermaker, a retractable bow thruster, a motorized in-mast furler, solar panels on a stainless gantry and a Code Zero on a removable bowsprit. It asked 125,000 euros.

That is the 510 story in a paragraph. The original boat is a big, long-waterline Philippe Briand cruiser with generous tanks. Thirty years on, its value depends on whether an owner has invested in the hull, rig and systems. Searches for a 1993 Beneteau Oceanis 510 are common for exactly this reason: buyers want to know what a well refitted example should cost and what a neglected one will need.

Philippe Briand's big Oceanis for 1992

Sailboatdata lists the Oceanis 510 as a Briand design first built in 1992. It measures 50 ft 2 in overall with a 44 ft 7 in waterline, a 15 ft 7 in beam and a wing keel drawing 5 ft 11 in. Displacement is 30,864 lb with 10,803 lb of ballast, and the masthead rig carries about 1,032 sq ft of sail.

The waterline is the key number. At nearly 89 percent of overall length, it gives a theoretical hull speed of about 8.95 knots and a lot of interior volume. The sail area to displacement ratio of about 16.9 is modest, though, so the 510 is a boat that wants a breeze. In light air, owners rely on a large genoa or a Code Zero, which is why so many refitted boats now carry a bowsprit.

How close the 510 is to the Oceanis 500

Put the sailboatdata entries for the Oceanis 500 of 1988 and the Oceanis 510 side by side and they are almost the same boat. Both are Briand designs with a 15 ft 7 in beam, a waterline of about 44 ft 6 in to 44 ft 7 in, roughly 10,800 lb of ballast and the same 148 gallon fuel capacity. The 510 is listed slightly heavier, with less sail area and a slightly shallower wing keel, and with an 80 hp Perkins rather than the 500's 85 hp Perkins 4-236.

The sensible reading is that the 510 was a development of the 500 rather than a completely new hull, though we have not found a builder document confirming it. For buyers, the practical conclusion is simple: compare individual boats on condition and refit history, not on which of the two numbers is on the transom.

Twin aft cabins, two heads and a forepeak cabin

Interiors vary, and charter versions were fitted out differently, so confirm the layout of each boat. The 1993 private boat described above has a central saloon with settee and dining area, a forward cabin, twin aft cabins and two separate heads, plus a forward crew cabin in the forepeak that the owner had converted into a sail locker and workshop. That conversion is common on cruising boats of this size and makes a lot of sense for a couple.

The same listing describes good headroom, natural light from hatches and saloon windows, a practical galley and a proper navigation area. Expect 1990s Beneteau joinery: solid and serviceable, but often needing new upholstery, headliners and varnish.

Perkins power and steel tanks under the berths

Sailboatdata lists an 80 hp Perkins as the original engine. In the 1993 listing the original Perkins was still installed on a conventional shaft, with an hour meter that had been replaced, and the fuel was carried in two steel tanks beneath the aft berths, about 560 liters in total. Steel tanks of that age are a known risk. Ask when they were last inspected, look for rust weeping at the bottom of the tanks and fittings, and budget for replacement if there is any doubt.

Water capacity is about 264 gallons, enough for long stays at anchor, and most cruising owners have added a watermaker. Electrical systems have almost always been rebuilt by now, often with solar, a wind generator and an inverter. Look for neat installations, a proper battery monitor and documented work.

Oceanis 510 or Oceanis 51.1

Do not confuse the 510 with the Oceanis 51.1, a 52 foot Berret-Racoupeau design built from 2017 to 2025 with a modern hull, deck and interior. The two share nothing but the number. Search results for beneteau 510 sometimes mix them, and the price difference is enormous, so check the year and the photos.

Sailboatdata also notes the 510 was sold as the Moorings 510 and as the Stardust 515 for charter fleets. Those boats share the hull but usually have charter interiors.

The refit path that turns a 510 into a modern cruiser

The 1993 listing doubles as a refit checklist for this model. Its owner treated the hull for osmosis, replaced the standing rigging and running rigging, laid a synthetic teak deck, added an inner forestay for a staysail and a flying storm jib, installed a stainless gantry for solar panels and dinghy hoisting, motorized the furling main and added electric winches. That is close to the list any buyer should expect to complete over the first few years of ownership.

None of this is unusual for a 30-year-old boat, but it adds up quickly. A 510 that has had most of it done is worth paying for. One that has not is cheaper to buy and expensive to finish.

• Hull osmosis treatment or a clean moisture survey
• Standing rigging less than 10 years old
• Deck replaced or professionally rebedded
• Fuel tanks inspected or replaced
• Bow thruster and electric winches for short-handed handling

What a Beneteau 510 for sale costs in the US

Very few Oceanis 510s are listed in the US at any time, and many of the best examples are in Europe. Realistic US asking prices in 2026 run from about $90,000 for a boat needing major work to about $165,000 for a well upgraded example. The Greek listing's 125,000 euro asking price, roughly $140,000, is a fair benchmark for a fully sorted 1993 boat.

Annual costs for a 50 footer on the US East Coast, with slip, insurance, haul-out and maintenance, typically run $12,000 to $25,000.