j2 yacht

In total nine J Class yachts are currently active, including three original surviving Js - Velsheda, Shamrock and Endeavour - and six replicas that have been built since 2003; Ranger, Rainbow, Hanuman, Lionheart, Topaz and Svea.

Endeavour, JK4

Velsheda, JK7

Rainbow, JKZ1

Shamrock V, JK3

Hanuman JK6

Lionheart, JH1

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The spectacular J Class yacht Rainbow

Something very special happens when the designs of the past are blended with the technologies of the present by craftsmen with timeless skill.

On 15 May 1934, the spectacular 40 metre J Class Rainbow was launched after a mere 100 days of construction at the Herreshoff yard in New England. Her owner, Harold Vanderbilt, was pleased William Starling Burgess’s design had been brought to fruition in time for Rainbow to defend the America’s Cup. And even more delighted when his yacht saw off Sir Thomas Sopwith’s Endeavour by four races to two.

Fast forward some 78 years and it’s not just the way those assembled for the launch of the ‘new’ Rainbow are dressed that is different. Like many large yachts of the time, Rainbow and Ranger did not survive the cull for metal in WWII. The second generation of Js is surfacing across the Atlantic on the boards of Dykstra Naval Architects and Hoek Design : Royal Huisman completed the replica of Hanuman in 2009, and another Dutch yard Claasen relaunched Lionheart a year later. Ranger had already been recreated in Denmark in 2004, and the launch of Rainbow at Holland Jachtbouw brings the J Class fleet to seven, joining the refitted Shamrock V , Velsheda and _Endeavou_r. And there is more to come if the rumour mill is believed.

While the hull of the original Rainbow was made of bronze plates on iron frames, this new J has an aluminium hull built to the maximum performance rules of the J Class Association. Rainbow Mk.1 was essentially an empty boat with a deck, gear and rig, centred around a heavy mast constructed of aluminium plates. Mk.2’s mast is carbon and features complex hybrid and hydraulic technologies as well as a luxurious mahogany interior. And while 1930s races were based on elapsed time, today regattas see the super-Js vie for position based on velocity prediction program (VPP) ratings and a handicap system that facilitates genuine competition between ‘old’ and ‘new’.

That said, despite hailing from very different eras, there are still many similarities between the two versions of Rainbow . The Dykstra Naval Architects team faithfully followed the original lines plan and also opted for the classic approach when using internal stiffeners to ensure Rainbow could withstand the massive loads involved when sailing at full speed. Great effort went into respecting historical pedigree both on and below deck. And, as naval architect Jeroen de Vos points out, both Rainbows reflect a desire for speed and elegance by their owners.

The specialist Dutch manufacturer Bloemsma Aluminiumbouw built Rainbow’s phenomenally faired hull in eight months, including special frames to take into account the positioning of the rudder. The giant hull was then transferred to Holland Jachtbouw for outfitting.

Rainbow is the first J to not use conventional two gens/one main engine propulsion. She can be operated entirely on her Hy-Store Li-ion batteries, including sailing, navigation and hotel load. A lightweight 50kW Hy-Gen variable speed generator combined with the 50kW main engine integrated flywheel generator provide the power. The main engine replaces the second generator, while the other genset is a variable speed electric unit. The batteries can also be charged while sailing without losing more than 1.5 knots of speed.

As a result, Rainbow’s ecological footprint is significantly lower, making her more comparable to the original engine-less version. There is also a substantial reduction in sound levels both inside the yacht and out, offering the benefits of silent night-time sailing or docking.

‘The owner was very keen that Rainbow be built to Lloyd’s and MCA classification so she could be chartered and cruised,’ adds Rem. ‘This added to the complexity as there is no precedence for such a hybrid system. We had many discussions with Lloyd’s prior to installation and made specific changes like creating ventilation outlets for the battery boxes. It is a considerable achievement that this yacht from another era has achieved the stringent certification levels of the 21st century.’

Another crucial issue was to ensure sufficient hydraulic power for operating the winches and maximising their speed to meet the exceptionally high demands for fast handling that Grand Prix racing entails.

Rainbow has a fabulously flush deck, with the entire layout and all the equipment bespoke designed for the sail sets and the most likely racing manoeuvres. The lightweight aluminium winches are all custom made by Lewmar.

Everything above the 1930s original lines plan is state of the art on Rainbow . Her breathtaking rig features high-modulus carbon spars from Southern Spars, a carbon mast, boom and spinnaker pole, continuous carbon fibre rigging and North Sails 3Di racing sails. Unlike the other Js, Rainbow has a racing box boom with spreaders. This is much lighter than a Park Avenue boom and recreates the classic looks of the original Rainbow , which pioneered this type of solution for trimming the mainsail foot.

However impressive all the above may be, it is still the look and feel of Rainbow’s deck that most enchants. The solid mahogany sunken deckhouse and skylight are beautifully finished, involved months of hands-on craftsmanship by the woodwork wizards at Holland Jachtbouw and are truly an echo of an earlier age. Even the deckhouse roof is made of mahogany, not teak decking as is usually the case.

The aesthetic theme continues with the equipment, and there is none of the shiny stainless steel you normally associate with a superyacht deck. The winches have been bead-blasted by Inoferro to create an anodised effect and a grey colour also appears in the caulking between the teak planks. This solution looks more classic than the black colour deployed on modern decks and was inspired by the past, when the white plaster used to fill the spaces turned grey over time.

Below decks, Dykstra and deVosdeVries design have partnered with the yard to create an art deco style that matches the luxurious raised and fielded panelling in the same mahogany used above. This classic feel gives a sense of continuity between outdoors and in, as well as between past and present. And while the hybrid engine solution helped create space, careful planning was needed to fit all the pumps and instruments in a restricted space.

It is no mean feat that nothing is visible and while Rainbow’s narrow beam means the owner’s suite and two guest cabins are relatively small, they are up to the most resplendent superyacht standard, down to the marble in the en suites. There is a lovely dining saloon, too, and good accommodation for the permanent crew forward. Outside of the great regattas, Rainbow will offer a fine cruising experience to the owner and his guests.

The below deck navigation station features high-tech racing instruments normally associated with a maxi boat.

There is another comparison between then and now. It is said that Harold Vanderbilt chose the name Rainbow back in 1934 as an expression of his hope that things might go better with the world after a period of economic recession. There are obvious parallels to today, and it would be good to think this new Rainbow might be one of the heralds of a brighter future for our industry.

Images by Jasper Faber

More about this yacht

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S/Y Rainbow

About rainbow.

The multiple award-winning J Class yacht Rainbow was launched at the Holland Jachtbouw shipyard in 2012. This spectacular J was based on William Starling Burgess’ original Rainbow , winner of the America’s Cup in 1934. Her impressive track record, eco-consciousness, and technique, but also her luxury comfort and style make her to be one of a kind within J Class. Rainbow’s innovation and style have received a lot of praise from the industry. At the 2013 Showboat Design Awards she won the Naval Architecture Award for sailing yachts and was a finalist for the Interior and Exterior Design Awards for sailing yachts as well. On top of that, Rainbow won the award for Best Sailing Yacht for 40m+ at the 2013 World Superyacht Awards.

Rainbow is equipped with an elegant classic Art Deco interior, designed by deVosdeVries Design. This interior is characteristic for the glorious 1930s. In addition, she was the first to have an innovative, hybrid propulsion and power system. Her luxury accommodation has not in any way compromised her performance, illustrated by her proven track record on the race course.

Designed by Dykstra Naval Architects, Rainbow is true to her original lines plans. The aluminium hull was built by Bloemsma Aluminiumbouw and meets all the requirements of Lloyds Register, MCA Classification and the J Class Association.

Rainbow’s stunning finish is down to the Holland Jachtbouw craftsmen who worked tirelessly to provide exactly the correct finish both above and below decks, giving her a unique appeal. Unlike the original Rainbow , her interior is fully fitted for elegant comfort. She has beautifully detailed mahogany panelling, lightly stained oak cabin floors and is fitted with antique lighting fixtures and other high-end materials such as marble. All this contributes to the recreation of the exuberantly luxurious and characteristically elegant Art Deco style of the 1930s.

The panoramic 360-degree view from the raised deck saloon offers breathtaking views while comfortably lounging. Stairs in the deck cabin lead to the main saloon of Rainbow , which allows up to eight guests to enjoy their dinner at the custom-built mahogany dining table. Opposite of the table, the L-shaped settee/daybed and cocktail table offer space for lounging and entertainment.

Spread over three luxurious guest cabins, Rainbow can accommodate a total of eight guests. The master cabin has a queensize bed, wardrobes, a desk on either side and an en suite bathroom. The other guest cabins are equipped with twin beds and Pullmans. Apart from the guest cabins, this beautiful sailing yacht also accommodates six to eight crew members.

Rainbow is the first J Class to have a unique hybrid propulsion and power system. This state-of-the-art system was built by the Dutch company WhisperPower, in close collaboration with Holland Jachtbouw. The WhisperPower system consists of a 50kw main engine with an integrated flywheel generator to provide power. The Genverter 50 (Hy-Gen 50kw) is the second power source: a lightweight variable speed generator, which is very energy efficient, but also exceptionally quiet. Both power sources are connected to Li-ion batteries (Hy-store) which is where the power is stored. These batteries work as a buffer as well, enabling electrically cruising for a minimum of 3 hours. Rainbow’s batteries can be charged while sailing, drastically reducing the carbon footprint.

Even though she was built to participate in J Class races, Rainbow is also utterly fit for cruising and chartering. The mast and boom are made out of carbon by Southern Spars, the standing rigging is carbon fiber/ECsix and her running rigging is Dyneema.

Whether Rainbow is used for racing or cruising; sailing with her is always an unforgettable experience!

Her luxury accommodation has not in any way compromised her performance, illustrated by her proven track record on the race course.

Specifications

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J/42 ARROWHEAD

Arrowhead is a wonderful cruising yacht with almost all systems and infrastructure recently updated to a high standard. Originally built for the J boat designer, Rob Johnstone, the manufacturer took special care to finish the interior with details usually found on much larger sailing yachts. As an example, you immediately notice the beautiful cherry interior with countersunk and bunged screw holes. The current owner has gone to great detail and expense to maintain the interior and exterior finishes to an "as new" level. This J 42, when in race mode, has had a history of outstanding performances. Hull #62 has competed in the 2015 Trans-Atlantic race (7th place), and every Newport to Bermuda race since she came out of the factory mold. (two 2nd place and one third-place trophy's) When you look at the interior fit and finish you don't see a race boat, therein lies what is special about Arrowhead. This yacht is outfitted for worldwide cruising with updated house systems, sails, and running rigging inventories. The yacht is optimized for ocean racing in double-handed mode, which makes short-handed operation easy. A two to one main halyard, two deep reefing points with Dutchman Sail Control operated from the cockpit, and a #3 headsail is all you need to sail at hull speed in 15 knots of true wind. While classic in profile and layout, the J/42 stepped into the future when considering structural strength, performance, ease-of-handling, stability, and sailing comfort. This progress is now available to the cruising sailor in a boat that handles like a 35 footer, with the solid feel and motion of a 50 footer. Arrowhead is fitted with a custom Jim Taylor designed keel which reduces displacement by 1,000 pounds and improves performance to weather by 5 degrees apparent wind angle. This further enhances the already excellent sailing characteristics and performance of the J/42 both on the racecourse, and when on a hard beat to weather while cruising The patented SCRIMP process pulls triple the normal vacuum-bagging levels to draw all the air out of cored hull & deck laminates and to draw a slow-curing resin into every void in a single step. It's a better and healthier way to build boats because toxic styrene emissions are eliminated. It offers higher strength (65% vs. typical 40% glass content) and a void-free laminate far superior to hand lay-up or chopper gun construction. The savings in weight is added to the bottom of the keel in the form of a lead bulb, shaped as an inverted wedge with a tapered tail aft. This is why J/42's center of gravity (CG) is so much lower than other cruisers. A low VCG means greater stability, which means better sail carrying ability. The greater sail area dampens the motion of the hull/deck/rig in waves. Pitch & roll create resistance to water flow around the hull and air flow past the sails. By reducing resistance, the J/42 sails faster and more comfortably. Sea kindliness, and how a boat handles the sea, also relates to how it handles the crew at sea and how the crew may subsequently enjoy interior amenities when arriving in port.

Make or Manufacturer

Length overall, fuel capacity, water capacity.

IJPE : 790.00 sq ft I : 50.50 ft J : 14.75 ft P : 46.50 ft E : 18.00 ft Working Sail Area : 790.00 sq ft

Manufacturer Provided Description The J42 is designed to fulfill two goals: Privacy for each of two couples when cruising, or ample space and convenience for one couple living aboard for an extended period of time. Sailing the J-42 is easy for one person, thanks to superb wheel response and a common-sense sail plan. J-42 balances well and sails upwind faster under mainsail only than some cruisers using both main and large genoa. A self-draining deck anchor-storage locker, behind the standard Lewmar electric windlass, is big enough for an anchor rode and a cruising spinnaker, ready-to-fly in a "snuffer" sock (two in inventory). A watertight collision bulkhead separates this locker from a spacious owners' stateroom with twin berths (convertible to an over-size double) The main cabin features exceptional joiner work in varnished cherry with cold-molded fiddles with fully paneled doors, and oval door trim. Vertical panels are hand-matched "grain" cherry with a durable hand-rubbed varnish finish. Two main settees double as sea-berths and are pitched outboard 5 degrees for secure sleeping at anchor. Stainless overhead grab rails are excellent handholds, drying racks, and lee-cloth anchors. The J-shaped galley is well-ventilated next to the companionway and features a recessed, deep, double sink in a Corian countertop. Five deck hatches over interior living spaces are mounted on the cabin trunk to permit use when sailing. Exceptional ventilation throughout the yacht is provided by four polished stainless Dorade intakes, 11 opening ports and hatches, and the dodger-protected companionway.

House systems are designed for extended cruising, and comfortable ocean racing:

-Refrigeration is a dual system, fully redundant, with independent feeds to the Seafrost plate featuring both an engine drive compressor and the 12V Tradewinds compressor. The box is customized with a deep freeze compartment and regular refrigeration compartment (frozen food Newport to England).

-A Force Ten 3-Burner North America Standard gas stove and 30L oven serve up gourmet meals for the entire crew, safely and easily.

-A Spectra Newport Watermaker features 8 GPH 12-volt performance which augments the 100 gallons of freshwater tankage divided into two 50 Gallon polypropylene white tanks. Variable speed quiet Marco water pump.

Webasto Diesel Heat with vents in both heads and cabins keep the cabin comfortable when extended the cruising season, or that chilly first night of the Bermuda Race.

New head assemblies in both heads, with the forward "ensuite" head featuring the Raritan FreshHead freshwater unit. H/C Shower units with pans and shower sump pumps in both heads. Holding tanks systems for both heads with deck pump-out access and manual overboard pump-out systems in place.

-All interior lighting converted to LED, with main cabin lighting featuring dimmer switches.

• House AGM battery system upgraded to three Group 31 units for 345 AH of house power feeding a Mastervolt 2500 Combi Inverter/Charger. A separate Group 31 battery serves as the engine start battery and can be combined with the house bank for 460 AH of house power!! A Balmar 150 Amp Alternator with QuickCharge Regulator keeps the system easily topped off. Digital 12V panel with house system breakers. Bass 120V AC panel with house breakers and shore power and inverter interface.

Navigation Electronics Raymarine Axiom Chart Plotter (2) one at Helm one at Nav station - 2018 Raymarine Quantum Chirp Radar on radar aft mast - 2018 Raymarine Evolution Autopilot - 2018 EV1 Fluxgate ACU 200 Control unit

Raymarine ST 60 Wind Speed Depth Raymarine St to STng Converter - 2018 Raymarine Repeater Displays (I70’s (2), ST60 Multi’s (3), ST60 Graphics (2) Raymarine ST 60 Competition mast head wind unit and cockpit display Raymarine SR150 Sirius Weather - 2015 Raymarine AIS650 Dual Channel AIS – 2015 Raymarine Raystar GPS 130 – 2015 AIS/VHF Antenna Splitter to masthead Digital Yacht NavLink NMEA Wireless Router 2015 Spare VHF Antenna on Radar Aft Mast Spare AIS Antenna on Radar Aft Mast Tri Lens Radar Reflector on Radar Aft Mast Icom M710 SSB Radio (Decommissioned) Tuner and wiring installed Iridium Go Sat Nav Wireless Unit – 2018 Standard Quantum GX5000 VHF with Ram Mic for helm station – 2016 New Sony Bluetooth stereo and cockpit speakers – 45W per channel – 2018 22” ViewSonic LED Display with Displayport/USB/HDMI interface – 2015 Custom monitor mount and articulating arm for navigation station and main salon viewing - 2014

12 Volt and 120 Volt Electrical System Mastervolt Combi 2500 Inverter Charger – 2013 Mastervolt MMIC Power Management Package - 2013 Shore Power installation – 2013 Bass 110V AC Panel – 2013 Group 31 AGM House Battery Bank #3 at 345 AH – 2017 Group 31 Engine Start Battery #1 at 115 AH – 2017 Balmar 150 Amp Alternator – 2017

House Systems Sanitation hose – complete refit including check valves – 2013 New forward holding tank – 2016 New aft head pump assembly – 2020 New Fresh Water Head forward – 2018 New Shower Sump pumps – fore/aft – 2017 Fresh Water Deck Wash system with quick release fitting - 2016

New Spectra Ventura 150 Watermaker (8GPH) - 2015 New Spectra MPC Automatic control unit - 2015 Webasto Airtop 5500 Heating unit Marco UP/6E Variable Rate Fresh Water Pump – 2020 New Hot water system – engine and 110V – 2016 Seafrost Tradewinds 12V refrigeration compressor with discreet plate plumbing - 2014

Interior Replaced entire cabin sole. Sealed and varnished both sides – 2017 Bilges refit and gel coated – 2017 Aluminum mast step IBeam refit, recoated, painted - 2017 Keel bolt spring washer plates manufactured and installed - 2017 Limber holes cleaned and enlarged in stringers - 2017 New Shower pan in forward head – 2017 Major interior refinishing with rubbed effect varnish – 2017 New Interior Cushions – S & S Fabrics – 2020

Sails: (All Doyle unless otherwise noted) Main Sails 2015 DP BX25 Ocean Racing Main with upper adjustable batens 2012 Stratis Ocean Racing Main with upper adjustable battens 2007 Stratis racing main, Kevlar with taffeta both sides 2005 Dacron main – delivery and cruising (never used)

Head Sails 2018 Stratis Ocean 130% #2 with re-enforced luff at 100% rollup 2015 DP BX20 110% #3 with Roller Battens 2014 DP BX20 135% #2 2010 #3 with horizontal battens (brand new never used) 2009 155% Med – Hvy #1 genoa 2008 #4 high cut jib (roller furls) 2007 148% Kevlar roller furl genoa 2007 138% Kevlar genoa 2007 130% Kevlar genoa with taffeta 2006 148% jib top roller furl

Down Wind 2016 Windseeker 2010 Code Zero with Profurl Single line Furler 2010 Asymm re-paneled 2010 (UK) 2008 Asymm Runner with sock Assembly 2007 Symmetrical spinnaker (used less than 1 hour) 2007 130% wind seeker

Storm Sails 2006 Storm jib (orange) 2002 Storm Trysail Sail Handling Two Sail Covers – one for Lazy Jacks and one for Dutchman Dutchman Assembly BX25 Main – 2018 Lazy Jack Assembly three other Mains - 2012

Rigging New Standing Rod Rigging 2015 New Running Rigging – Halyards, Sheets, Car Lines, etc 2018-2020 Hall Carbon Fiber Mast completely refit at Hall/Bristol - 2015 Hall Boom and Rod Vang Goosenecks replaced - 2015 Complete mast and boom rig painted – 2016 Harken Mk III furling unit refit with new luff assembly 2015 Code Zero/ LRH custom stainless tack assembly on stem head - 2020 Selden removable sprit for Spinnaker Tack - 2015 New Shuster Rudder Bearings - 2013

Canvas New Dodger – S&S Fabrics - 2020 New Bimini - S&S Fabrics - 2020 New Cockpit Cover Connector - 2020 Racing Sprayhood – White Stamoid - 2015 Cabin Sole and Companionway Covers – Two Sets Sunbrella Boom Tent - 2012 Main Salon Table Cover - 2012 Cockpit Table Cover Canvas Bookshelf Enclosures – Port and Strbrd Main Salon - 2012

Hull, Deck and Topsides Deck completely ground down to eliminate cosmetic crazing and refinished with new gel coat sprayed on. See pics. Every port, hatch, and all deck hardware removed during this process – re-bedded – and refastened – 2013 Topsides painted and clear coated with Awlgrip and Awlcraft - 2014 - Stars and stripes blue Both large main deck hatches replaced – 2016 Bottom Stripped – faired – painted – 2016 (Vivid Petit white) Jim Taylor designed keel – 2009 Enhanced performance(removed 1000 lbs from the total weight) Bilges refit and gel-coated while cabin sole was out of the boat – 2017 Aluminum mast step IBeam refit, recoated, painted – 2017 (This was all cosmetic but easy to do when the cabin sole was removed) Keel bolt spring washer plates re-manufactured and re-installed - 2017 Limber holes cleaned and enlarged in stringers - 2017 Chainplates removed and re-bedded – 2014 New Lewmar Concept 2 Windlass – 2018 New Vulcan 15 anchor - 2018 Carbon wheel 2010

Machinery Yanmar 1000 hour service (valves, injectors, pumps, seals, etc.) 2018 New motor mounts 2018 Exhaust elbow boiled and serviced 2018 Shark Teeth line cutter on prop shaft 2015 Varifold 3 blade folding 18” prop – low drag – 2014 New Morse single lever control at pedestal - 2016 New Teflex throttle and transmission cables - 2016

Safety and Docking Equipment Fully ISAF compliant:

Fully ISAF/NBR offshore race compliant Two EPIRBs – one Mcmurdo 406 and one ACR Cat2 406 Four-Man Offshore Life raft Gale Rider Storm Drogue – ISAF/NBR Emergency Steering Compliance Fire Mat in the galley Electric horn on aft mast – Air Horn in the companionway Knife in a sheath at helm and mast Mom 8 on Stern Rail Handheld VHF with GPS and DSC Capability VHF with full DSC capability and Ram mic at helm Jack Lines with glow in the dark filament 6 – Mustang inflatable PFD’s with Harnesses and Tethers Throw Rope attached to the stern rail Two-piece companionway ISAF board with internal and external locking capability One-piece companionway Plexiglas companionway board Wooden plugs attached to all thru-hulls Two manual bilge pumps – one at the helm and one in aft head with handles attached Three fire extinguishers Orange Storm Jib with Sheets attached Orange Storm TrySail with Sheet attached and separate track on the mast Carbon fiber whisker pole with cover stores on stanchion bases Two 5/8” 30’ bow and stern lines Two 5/8” 40’ Spring lines Four spare 5/8” dock lines Three inflatable Avon fenders with covers and lines One horizontal large fender with lines

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Yachting World

• Digital Edition

J/99 review: All thrills, no frills on board this double-handed racing machine

• May 3, 2019

The new J/99 is a versatile 32ft offshore speedster that targets the double-handed racing circuit

We tested the J/99 in the Solent in 17-25 knots of wind. Photos: Richard Langdon

We ghosted down the Hamble River under mainsail alone, the water slipping silently past our red hull in the grainy half-light of a winter morning. We’d hoisted the mainsail in our marina berth, then sailed out into the river, the engine left in tick-over for less than two minutes almost as a token gesture. I felt like a naughty kid, slipping out while the rest of the world was still waking up; going to make some trouble.

I had come to test the new J/99, sailing double-handed with the British J/Boats importer Paul Heys on a chilly, blustery January morning. Within ten minutes our demure departure was all but forgotten as we came bursting out of Southampton Water, our senses assaulted from all angles by the bitter north wind and our 100m 2 day-glo spinnaker. As the sun rose, everything about the day and this little powerhouse of a boat became bright, sharp and dynamic. I don’t know what the rest of the world was doing at 0800 on that January morning but we were having a blast.

The eagerly awaited J/99 directly targets a growing demographic of sailors who enjoy the fantastic short-handed racing scene available all across Europe. Of the 38 orders already confirmed, over half of the new owners intend to race short-handed and it was with this type of sailing in mind I arrived to make the test.

There’s plenty of room for the helmsman to pass across the aft section of the boat during a tack, leaving the whole cockpit free for the crew

The new design incorporates some interesting changes for J/Boats, which bring the J/99 into line with its closest rivals in this area of the market. Gone is the retractable bowsprit and furling jib, which have been the stalwarts of J/Boat design for close to 20 years, making way for a beamier shape, a fixed bowsprit and a hank-on jib. It’s different, but despite the new features, this still remains resolutely ‘J’ in its appearance and feel.

From the first moment I stepped into the cockpit, this boat struck me with its no-nonsense approach. Sail handling is simple, the cockpit clean and well laid-out, the helm dynamic and responsive. Just cruising down the river, the boat felt light and seemed to directly translate every puff of wind into increased speed. Compared to the Class 40s I have spent much of the last two years racing, the J/99 felt like a go-cart – a promising combination of agility and power.

Razor sharp

Upwind, we cut through the flat water like a knife though silk, achieving 6.7 knots of boat speed at a true wind angle of 38°, in 17 knots of wind. We were sailing with a full main and non-overlapping J2 jib, which felt slightly overpowered in the gusts over 20 knots, but proved easy to handle.

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The boat is stiff – it feels like a couple of bodies sitting on the rail would benefit the upwind performance, but that is often the case with short-handed boats and, once heeled, the angle remains steady and comfortable.

Helming upwind required very little input from our single rudder, the boat was incredibly well balanced and gust control could be easily managed by a gentle feathering on the helm and an ease on the mainsheet fine-tune system. We let the autopilot take over for an upwind leg and a couple of tacks, but I quickly took back the helm – this was way too much fun to allow a machine to take command.

The cockpit is large; it takes up a third of the overall deck length, with benches that are half the length of the cockpit. The area aft of the mainsheet is wide, flat and empty. There are two coachroof winches for halyards and two primaries next to the helming position.

Crew can sit either down on the cockpit seats, legs braced opposite, or up over the coaming – both are equally comfortable. There is room to sit two crewmembers side-by-side on these bench seats, though once activity starts it might become crowded.

The cockpit layout particularly suits performance shorthanded sailing

The jib is controlled using an interesting combination of a longitudinal track, together with floating down- and in haulers. By leading the sheet to a turning block positioned on the toe rail aft, a marginal outboard lead can be achieved when both in and down haulers are eased.

Tacking, even when cross-sheeted was quick and easy despite our lack of practice. The non-overlapping jib can be pulled most of the way in by hand, with the final grind from the high side as the J/99 starts to accelerate. The cockpit is so well ergonomically set up, a solo tack would be equally as easy.

I found the best helming position is to sit with one leg astride the mainsheet traveller, bracing against the two moulded foot rests. Traveller, mainsheet and backstay are all led to this position and with the jib or spinnaker sheets cross-winched, these can also easily be trimmed by the helmsman.

A tightly sheeted jib to leeward of mast displays that are clearly readable from the cockpit

The double-ended kicker is thoughtfully positioned and long enough to lead back to the helm from where it can be quickly released. The helming position is comfortable with a fantastic view of the water ahead, though I imagine it will feel somewhat exposed in rougher conditions – perhaps this is when the autopilot earns it’s keep.

When steering through a tack the helmsman can easily pass behind the mainsheet unhindered, leaving the cockpit free for flailing elbows. The J/99 uses tiller steering – the optional twin-rudder version still leads to a single tiller. There is room and an option to mount wheel steering in this area but I cannot imagine a good reason to do this. It would add extra weight further aft in the boat, fill up the cockpit and confine the helmsman.

The tiller is curved upwards to allow the mounting of a liferaft underneath – a common raft position for offshore boats and an eminently sensible one that keeps weight off the transom yet still provides a ready-to-launch raft on deck.

Initial jib car position fore and aft can be set using the track, which is pinned in place, then remaining controls dictate angle of attack and twist, with the down- hauler passing through the pinned jib car

Significant sail area

Off the breeze, the J/99 is punchy, versatile and a lot of fun. The 100m 2 A2 spinnaker is certainly a generous size and, in the test conditions, provided us with exciting reaching at angles up to 135° true, together with a competitive, powerful downwind VMG speed (sailing at 8.4 knots at 146° true). It also gives the adaptability to sail at deep angles with the tack line right off and the kite fully rotated around the bow. In this configuration we were still able to sail quickly at wind angles of up to 170° true.

We saw upper wind strengths of 25 knots and during these gusts the helm started to feel heavy as the big spinnaker loaded-up – I was caught out by one such gust, rounding up before I had time to respond. This isn’t to say the single rudder option is unresponsive – a timely, short, hard pump of the rudder always put us back on our feet – but merely that the big sail plan and gusty conditions do require concentration. For the ‘nip and tuck’ of close quarters manoeuvring, the single rudder gives a very direct grip to the water, which will allow the helmsman to fling the J/99 in and out of tight spaces.

For prolonged periods of powerful reaching under spinnaker, I believe the twin rudder option would be a sensible choice to avoid aching arms or lapses in concentration; so far 12 of the 38 orders have specified the twin rudder set up. If sailing under autopilot with single rudder, in gusty conditions it may be wise to use a higher level of response to enable the pilot to make more forceful corrections.

Fixed bowsprit marks a departure from the retractable bowsprits used on J/Boats of old

For reaching, we flew a 66m 2 cable-less Code 0 from the 2:1 tack line on the bowsprit, a sail that is a must for any offshore wardrobe. We whipped the zero up in a matter of seconds then blasted across the Solent reaching up to angles of 110° to the true wind and speeds up to nine knots, though the kicker was constantly in hand for gust control.

Sail handling downwind was as easy as upwind, even when managed by our unpractised crew of two. The bowsprit has double tack line fittings as standard – a 2:1 for the Code 0 and a single line for the spinnaker, giving a working option for peeling between off-wind sails.

The Code 0 tack line is managed with a jammer on the bow, while the single tack line is led to the cockpit. This makes perfect sense for double-handed takedowns when the zero is usually dropped inside the jib, on to the foredeck, while the spinnaker is taken into the cockpit under the boom. The Code 0 furler is not under significant load and can be furled by one person, by hand from the foredeck. Moulded toerails forward of the beam give extra security to any foredeck excursions.

The J/99 is an Alan Johnstone design

Versatility of design

Though these boats can be sailed fully crewed – which would optimally be with six people – it is impossible to ignore the focussed design aspects that make the J/99 stand out. Cast a critical eye over the cockpit and you’ll see an area designed for performance double-handed sailing.

It’s simple, perhaps even sparse, but everything is where it should be and I, for one, felt instantly at home. But don’t be fooled into thinking this boat is a one-trick pony; there is a clever adaptability to the design that will suit a wide range of sailors.

Yes, there are some fundamental aspects that have changed to be more geared-up for double-handed offshore racing, but J/Boats have maintained a foot in the inshore camp making a boat with a shape and features that promise great all-round performance.

The new fixed bowsprit design retains enough length to use a powerful asymmetric spinnaker but also allows owners to switch between symmetrical and asymmetrical set ups without penalty – a factor that is proving increasingly popular in the displacement offshore classes. The roller furler has been replaced in favour of hank-on style jibs.

The theory behind this is that when inshore racing, you can always ‘hold on’ until the downwind leg to make a headsail change, while offshore, a slab-reefed jib provides a more satisfactory shape to the sail and is still less hassle than a full-on sail change.

The alloy mast is a custom extrusion from AG+ designed to take both a mainsail with a bolt rope or captive slides with no adaptation required – meaning an owner could switch between an inshore bolt rope main and a short-handed one on sliders.

The J/99 has a full beam of 3.4m, which is carried most of the way aft with slight narrowing to the transom. This gives it an increased hull form stability to previous J/Boat designs, though unlike its closest rivals in the market, the JPK 1010, and the Sunfast 3200, the J/99 does not have chines. Instead, the more traditional lines give the hull shape more all-round performance and should offer greater versatility for inshore racing, particularly in lighter breeze.

The saloon is functional rather than luxurious

What’s below

The J/99 is clearly not aimed at those who are looking for a luxurious interior, but below decks there is a functional enough layout for weekend cruising, including twin aft cabins – something not often seen on racer/cruisers of this size.

The saloon is flanked by sofa berths, with a central table built around the keel-stepped mast. There is an option for pipecots outboard of the sofas, increasing the berths from six to eight – though eight people and their kit would certainly be a squeeze.

There’s a basic galley with a two-burner gas cooker, sink and galley storage facilities. The forepeak is a spacious open sail storage area with a heads plumbed-in behind the port bulkhead but no other ‘bathroom’ facilities – extra grab handles for rougher conditions would undoubtedly be a good idea.

AGM batteries are part of the standard boat package – one 70Ah for engine start and one 100Ah for house. The standard engine alternator is used for charging.

The starboard aft cabin mirrors the one to port

Our verdict

The J/99 is an exciting new addition to a competitive area of the market. It’s up against some tough competition, but make no mistake, this new design comes out of the corner fighting. Don’t look for frills because there aren’t any – this boat is all about great sailing performance.

It’s a fun, serious but manageable boat that is thoughtfully set up for double-handed sailing and would not require a huge number of crew to be competitive around the cans. It will suit sailors who enjoy both inshore and offshore racing and are looking for a no-nonsense boat to help them shine.

Specification

In memory of Paul Heys

Since this article was written, we received the news that Paul Heys passed away on February 25 .

In a statement, his family said: “We are desperately shocked and sad to announce that Paul Heys, co-founder and Managing Director of Key Yachting, has passed away.

“He was enjoying a much-deserved holiday in the Caribbean with his wife Marie-Claude and came into difficulties while swimming on Monday morning.

“Paul was a much-loved husband, dad, brother and granddad, and was greatly admired in the sailing community; sailing was his life and passion. Paul will be missed terribly by everyone who knew him.”

He was well-known and highly respected in the marine business and was legendary among J Boats owners for his knowledge and sailing skills. Our thoughts are with his family at this difficult time.

Ferretti Yachts and Riva to attend Moscow Boat Show 2013

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Written by Zuzana Bednarova

To be represented by Premium Yachts, Ferretti Yachts and Riva , two prestigious brands of the Ferretti Group, will be present at the Moscow International Boat Show 2013, displaying motor yacht Ferretti 530 as well as Riva Iseo yacht tender.

Luxury motor yacht Ferretti 530

Luxury yacht Ferretti 530 was very keen to undertake in collaboration once again with AYT – Advanced Yacht Technology, Ferretti Group Engineering Division and Studio Zuccon International Project . The compact dimensions, 16 meters long and almost 5 meters wide, allow the 530 yacht to deliver grand Italian luxury and cruising immersed in such comfort until now unheard of in a yacht of this size.

Ferretti 530 yacht boasts three revolutionary innovations: the full beam master cabin with chaise longue and two large open view windows that make it a real suite at sea level bathed in light, tones and the natural essences of teak. Moving the galley from the center to the aft section creates a unique open space that includes the saloon, galley, cocktail bar and the dining area, the cockpit area continues thanks to the tilting window. The roll bar free sky lounge and the spoiler allow the 530 a sporty appearance combined with elegantly formal lines.

Ferretti 530 Yacht - Interior

Riva , the iconic Ferretti Group brand, presented a new model at the historical Lake d’Iseo shipyards in July 2011. Featuring elegance and ease of transportation as its distinctive characteristics, Iseo superyacht tender , a 27 foot runabout, is destined to become a must-have for those who love cruising on both lakes and the sea, and, most importantly, design enthusiasts. It is also perfect for anyone wishing to enhance their yacht with an exclusive tender that will never go unnoticed.

Riva Iseo superyacht tender

Due to its ease of manoeuvrability and size, Iseo yacht tender is also ideal as a tender for large yachts. Innovative and elegant, it can also guarantee comfort in bad weather conditions. Besides the electrohydraulic bimini top, it was also designed with a waterproof, automobile-style soft top which protects those on board against water and the wind during cruising.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Ferretti Yachts and Riva to attend Moscow Boat Show 2013".

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The Lowdown on Headsail Options

March 8, 2022

Having the right headsail for the job is important. In this article, Quantum experts break down the different headsails that may make up your sail inventory.  

Many factors determine the best headsail inventory for you: the type of sailing you do, the conditions you typically sail in, and the design, size, and shape of your boat. You’ll also need a mix of sails that can perform at upwind, reaching, and downwind angles. Upwind sails optimize lift at the tightest angles to the wind; reaching sails optimize driving force across the wind; and downwind sails optimize drive when in “push mode.” Understanding how air flows across the sails helps to explain why sails are cut and sized differently for those angles and will help to inform the best usage of each headsail. 

Most boats won’t have all the headsails listed in this article, and inventories can differ drastically from boat to boat. While we’re focused on headsails for racing in this article, whether you’re a racer or a cruiser, understanding the differences in headsails will help you optimize your inventory for the kind of sailing you do. 

Upwind Headsails 

The ability to create lift through efficient sail shape is paramount for an upwind headsail. As with the mainsail, lift is generated when the camber, or curve of the sail, creates smooth but differing air flow speed on the windward and leeward sides of the sail. In different apparent wind speeds and angles, different sail sizes and shapes are needed to keep the boat at its optimal angle of heel and speed. As a rule of thumb, deeper sails create a driving force that is more aft (lower lift/drag ratio), and flatter sails create a driving force that is angled closer to the wind (higher lift/drag ratio). All sails create some drag that pulls the yacht sideways that the keel must counter. The ability to balance side force versus driving force is the secret to a well-designed sail.

Upwind headsails go through a narrow range of apparent wind angles, but they see the greatest change in apparent wind speed of any of the sails. Because of this change, what works best in five knots of wind speed will not be your best sail option in 25 knots of wind speed. When racing, upwind headsails are limited in area to keep a yacht’s handicap rating from becoming too high. For this reason, in lighter winds they don’t make good reaching sails. When rating isn’t in play, you can combine a few upwind and reaching sails for better performance. In a perfect world, yachts would have multiple rigs, much like windsurfers or 18-foot skiffs, and these rigs would have sails that are appropriately sized with depths for optimum performance in a given wind speed. But we don’t live (or sail) in a perfect world, so all yachts go through a transition upwind from being underpowered to having too much sail area. You will need to find ways to increase power with smaller sails and then reduce sail. The ability to change headsails is the most efficient way to accomplish this. 

If your headsail is large enough to overlap part of the mainsail, it is classified as a genoa. Light genoas, or G1s and Number 1s, are designed to be deep and powerful in lighter winds to maximize drive, even at the expense of added drag and side force. Similar to a Number 1 genoa, the lighter jibs are designed to produce as much power as possible. But as the wind increases, these sails become overly powerful and create too much side force, and you will need to flatten the sails. Your J2 or medium jib/genoa will still give you an efficient sail shape at maximum area. Once the wind speed increases, you cannot flatten a sail enough while maintaining efficiency, so you must reduce sail area. Some yachts will have several heavy air specialty sails that get smaller and smaller, though most yachts with genoas will switch to J3, J3.5, J4, and J5 jibs. As the numbers increase, the sail size decreases.

A note on cruising upwind headsails:  A typical upwind cruising headsail inventory may contain a J1, J2, and J3, or more frequently, only one upwind headsail, which makes sense since cruisers are often sailing short-handed or with crew who have a mixed bag of skill levels. Cruisers tend to rely more on furling to depower rather than switching to a smaller or flatter sail. For this reason, cruising sails are designed with furling in mind so sails can perform up-range yet still maintain desired sail shape and performance when furled. Stay tuned for a follow-up article that shares information on headsails designed for cruising.

Reaching Sails

When sailing upwind or downwind, you can find an optimal angle that balances speed with velocity made good (VMG), but when reaching you want to go as fast as possible across the wind toward your next mark or waypoint. Therefore, reaching sails must be designed and built to accommodate for this difference. One similarity reaching sails have with upwind headsails is that they transition quickly from not having enough power to having too much power as the wind speed increases. Reaching sails also see a variety of both apparent wind angles and apparent wind speeds. In some wind speeds, a spinnaker can work for reaching, but the boat will perform better at that angle if you change the area and shape of the sail. Many asymmetrical spinnakers will also overpower you in heavier air at reaching angles.

While we prefer to use specialty reaching sails, some racing rules require only jibs or asymmetrical spinnakers. The problem with using downwind sails while reaching is related to materials, loads, and apparent wind angles. New materials aren't as fragile as they once were but reaching with sails not designed for the increased loads of sailing at these angles can be problematic. There is so much corner load when reaching that sails built for reaching need to be reinforced with stronger materials. As you start to reach closer to the wind direction, your apparent wind speed increases rapidly. This also increases the heeling movement sails produce, which is typically the limiting factor in determining which reaching sail you can use. Unlike headsails that you can luff, a free-flying headsail such as an asymmetric spinnaker will just flap if you try to sail it too high. If you could fill the sail, it would generate too much side force because it is optimized to drag a yacht downwind. When reaching, we want a sail that is more wing-shaped and can drive the yacht forward, not backward. 

CODE ZEROS/AWA 40, AWA 60, AWA 80

A solution to the materials, loads, and apparent wind angles equation lies with specialty reaching sails. Often referred to as code zeros or AWA sails , these sails are designed to cover a wide range of reaching angles. While classified under most rating rules as a spinnaker or downwind sail, codes and AWAs are flat enough to handle points of sail closer to the wind without excessive drag. Because of their wide range of angles, AWAs and code zeros are a useful tool for bridging the gap between downwind and upwind sails. AWA sails and code zeros are often used in both racing and cruising inventories . There are also plenty of other specialty reaching headsail options such as wind seekers, jib top reachers, blast reachers, genoa staysails, and spinnaker staysails that can be used to complement code zeros, AWA sails, and spinnakers. These sails are typically used in larger racing inventories.

Downwind Sails

Downwind headsails are generally made for “push mode,” meaning they’re built with more curve to enhance driving force when sailing with the breeze. Downwind symmetrical kites can sail deep angles as the wind is meant to flow into them and then separate and create as much drag as possible, unlike asymmetrical kites that, similar to reaching sails, allow the wind to flow across the sail to create more lift. 

ASYMMETRICAL KITES

Now we’re focusing on yachts carrying asymmetrical kites. A downwind sail’s main purpose is to allow a yacht to sail its optimal VMG angle downwind as fast as possible. Like upwind sails, the area of the sail will be limited when racing ratings are in play to achieve a more favorable rating. A larger kite will go faster downwind until its geometry becomes too deep and wide. Yachts are usually rated for the optimal area for lighter air kites. Heavier air kites are sometimes slightly smaller than you would make in absence of any rules because most yachts spend the majority of their time racing in 12 knots or less. In lighter winds, the best wind angle will always be to sail higher than dead downwind to increase apparent wind speed, which allows the yacht to transfer as much kinetic energy from the wind as possible. By sailing higher angles in lighter wind, you can double your apparent wind speed and increase the power your yacht harnesses from the wind by almost four times while sailing only 15 percent more distance. 

As your apparent wind speed increases and your sail angles tighten, your apparent wind angle decreases. Lighter air kites made of lighter cloth and flatter shapes operate in narrower apparent wind angles and have less apparent wind speed than heavy air kites. As you sail wider angles, optimum depth for your kite increases as the wider apparent wind angle acts to push the yacht, making a deeper sail more efficient. Lighter yachts that sail across the wind because they can sail faster speeds tend to have flatter kites compared to yachts that are heavier and sail more directly downwind.

DETERMINING HEADSAIL OPTIONS

Many factors go into selecting the perfect headsail, among them rig type, typical conditions, typical wind range, type of sailing, and racing ratings. Take time to assess these variables and what types of headsails will best serve you upwind, downwind, and reaching. If you have questions or would like help making a sail plan, give your local loft a call. Quantum experts can expand on any of the headsails in this article and help determine where the gaps in your inventory may be. But be prepared: You might discover your new secret weapon!

The Discussion

You mention both Code Zeros and Blast Reachers in this article but not Jib Tops. Have Code Zeros effectively replaced the need for Jib Top sails on boats with overlapping headsails in reaching conditions or is there still a roll for Jib Tops?

Blast Reacher and Jib Top are interchangeable for all practical purposes. Rarely do yachts these days have both sails. In the past, they may have had a 155% LP Jib Top and a 110% LP Blast Reacher. These days, esp with most yachts having non-overlapping sails, they have one reacher, which is called either the JT or the BR. This means to me that a Jib Top (155%) may still be applicable to an overlapping headsail sailplan in lighter/moderate winds and a blast reacher used in heavier air. The big difference is that a JT would not be in the inventory of a non-overlapping headsail inventory. Beacuse Chris's article was referencing the non-overlapping sailplan the JT was left out. I hope that answers your questions. If I can help further you can reach me at [email protected]. Thanks for the feedback on the article.

Thank you for the information. Trying to understand where is the different between headsail to code zero and Aso. Blast reacher can seem as mini code zero. Which rule will determine and differ between the two sails? Thank you in advance for your answer. Yehuda

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