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Contractionary policies in response to what was an era of recession globally, leading to reduced aggregate demand and the fundamental cause of the Great Recession were hardly conducive conditions for the building of large race yachts.

It was thought that the J-Class could well sound the death-knell for the America’s Cup as a sporting contest and even the New York Yacht Club members, often insulated to a degree from the worst of the depression, were sailing smaller boats for club racing – most notably those rating to the 12-Metre and K-Class rules.

Against this dire economic backdrop, that incidentally was about to get worse through 1937-1938 before it got better, the Commodore of the Royal London Yacht Club, Richard Fairey, entered a speculative challenge - after surreptitious enquiries had been made - with a design that measured to the lower end waterline length permitted by the Deed of Gift and measure to the 65 feet New York Yacht Club rating rule. Not unreasonably, Fairey argued in a communication to Junius Morgan, Commodore of the NYYC, that: “I feel very strongly that the present J-Class boats are altogether too large and too expensive and that their design has been overshadowed by the necessity of fitting them out with accommodation for the owner and his guests when living aboard.” Further concerns surrounded the safety of the J-Class and whether they were suitable in anything above a Force 3 with particular note around the new duralumin rigs and their seaworthiness. The New York Yacht Club, however, were not in the mood to compromise on their premier competition.

Recognising this unwillingness and the rejection of the Royal London Yacht Club’s challenge, Thomas Sopwith commissioned Camper & Nicholson of Gosport to build what was hoped to be another technical wonder, Endeavour II, that was laid down in February 1936 and launched on 8th June 1936. Its flag was to the Royal Yacht Squadron but at the time of launch, no formal challenge had been proposed as both Charles Earnest Nicholson, the boat’s designer, and Sopwith felt that a long period of working up and crew training would be the key to a successful challenge. That challenge was duly posted to the NYYC by August 1936 for the Endeavour II rating to the 76-foot rating rule as recognised by America’s premier club and seeking for racing to start in July 1937.

Early assessment of Endeavour II was mired by the collapse of two masts, but the Americans were concerned by the seemingly devastating performance of the boat against Endeavour I in light airs, where it was widely assumed that she had a significant advantage over the successful defender of 1934, Rainbow. The New York Yacht Club formed a syndicate again under the command of Harold ‘Mike’ Vanderbilt who duly commissioned Starling Burgess as lead designer but also made the crucial decision to create a design team by bringing onboard the fast-rising star of yacht design in Olin J. Stephens. Burgess’s star had been falling for a while in the eyes of the members of the New York Yacht Club with the view, widely expressed, that the speed deficiencies of Rainbow and Enterprise were only rectified by the brilliance of Vanderbilt, Bliss and Hoyt in the afterguard. Bringing Olin Stephens in was a nod to the future and a check on Starling Burgess.

Tank-testing was nothing new in the America’s Cup, G.L Watson was tank-testing in 1900, but the advance in the way those tests were undertaken, and the data extracted, particularly in terms of heel angle and side force, saw the 1937 design project for Ranger advance yacht design to a whole other scale. Using the Stevens Institute testing tank at Hoboken under the command of Professor Ken Davidson, Stephens and Burgess both drew lines for two models each to be tested. The final design for Ranger has, however, become something of legend with no clear view on whether it was from the hand of Burgess or Stephens as the models were adapted during testing with input from both, but what became evident was that the result was a sensation.

Olin’s brother, Rod Stephens, was brought in for the design of the rig whilst Starling’s brother, Charles Burgess, took charge of the mast design. These were crucial areas as Vanderbilt insisted on using some sails from the Rainbow campaign – in particular an unused mainsail that he had been saving – and much concentration was given to more efficient sail-handling. Meanwhile, the final design for Ranger’s hull profile had the mark of Olin Stephens writ large with a low aft profile and the famous snub-nosed bow whilst Vanderbilt himself had considerable input in the final waterline length of 87 feet having seen a marked improvement in 1936 when he added a 10-ton lead shoe to Rainbow’s keel for the annual New York Yacht Club cruise races.

j class sailboat ranger

The final model that produced the design was number 77-C, one of the first tested, and the Bath Iron Works Boatyard was commissioned for the build, but worsening economic climes caused Ranger to be built at cost using highly efficient construction methods. Filler was almost eliminated in the process with flush riveted steel plating forming the hull and cedar was laid on steel for the decks to reduce both weight and cost. The designers went novel for the rudder creating a negative buoyancy structure with a watertight air compartment and a very low clearance to the hull and Ranger was launched on May 11th, 1937, after a christening ceremony with Mrs Gertrude Lewis Vanderbilt (nee Conway) breaking the customary champagne on the snub bow.

j class sailboat ranger

Just like the problems on Endeavour II, Ranger experienced a mast failure on its tow down from Bristol, Maine in a heavy seaway thus proving the fragility of the duralumin masts as feared and in a race against time, the old 1934 mast of Rainbow was stepped whilst a replacement was re-fabricated. At this time, in May 1937, Endeavour II arrived in Newport under tow having sailed the last 720 miles owing to a significant Atlantic storm – remarkably she arrived unscathed minus some rusting on the spar.

Ranger’s preliminary races against Rainbow and Yankee proved that she was a rocket-ship of sorts. Stiff, fast and devastating on a reach, she won each of the three races and entered the defender trials with the notion that she was ‘unbeatable’ – and by the time her replacement mast was stepped, and the old 1934 sails replaced by modern ones, the trials were to be a one-sided affair. Indeed, in one race against Yankee when Ranger won by a massive margin, she did so at an average speed of some 11 knots and set the fastest recorded time ever over the America’s Cup course. The omens were good for a successful defence and Ranger was appointed without question by the New York Yacht Club committee.

Endeavour II’s work-up that summer was almost solely against Endeavour I in a series of practice sessions that roused both suspicion and derision by the yachting journals in America. Sopwith was obsessed with speed trials and manoeuvres, setting exactly the same sail plan on both boats and then proceeding through a set of drills before long runs on opposite tacks before coming back together and then halting the session. De-briefings were long, and crew-work was honed as the memory of poor sail-handling in 1934 was sought to be avenged. Endeavour II was observed by the Americans as being faster on all points of sail than her much-admired predecessor and on July 1st, 1937, the Royal Yacht Squadron confirmed to the NYYC that Endeavour II would be lining up as challenger for the America’s Cup (there was a thought that Sopwith might try and swap out Endeavour II for Endeavour I but this pure media speculation).

Could she match the pace of Ranger though who had spent that summer on their sail wardrobe and in typical Vanderbilt fashion, sought improvements all over?

j class sailboat ranger

Ranger’s sail inventory that summer was the most remarkable seen on a J-Class to date. The introduction of the enormous 250%, 175% and 135% quadrilateral jibs that were set over over-sized staysails that had been tacked further forward to produce an effective ‘slot’ gave Ranger power unseen before on these boats – and a commensurate beefing up of winches and blocks to cope with the loads was thoroughly worked up through that summer after notable failures in the trials. Vanderbilt was convinced that as much as the waterline length had been a determining factor in 1934, that in 1937 the major gains would be made aloft. Ranger’s mainsail inventory included one from Enterprise of 1930, updated by the City loft of Ratsey’s, a staysail from Vanderbilt’s M-Class ‘Prestige’ and great advances were made both in the spinnaker design, particularly the ballooner, and in how they were handled in manoeuvres. Vanderbilt even mastered a way of gybing with the spinnaker left up that was ultimately outlawed for 1937 but became standard thereafter.

By contrast, Endeavour II’s sail programme had seemingly not advanced from the standard plans of Endeavour I in 1934 and the early loss of two masts in early trials led to caution creeping in on Sopwith’s behalf to push the rig development. It was a fatal error in competitive terms but both boats came to the start of the America’s Cup in 1937 wary of the other and after such a close fight in 1934, the American media assumed that this would be a desperately closely affair once more with some even arguing that a Cup abroad would be good for the future of the sport.

The first race dawned with very light winds on July 31st, 1937, causing the race committee to postpone for 45 minutes to allow the expected breeze to fill in for the planned 30 mile windward / leeward test. Endeavour II got the better of the start, crossing the line ahead by three seconds to leeward of Ranger and able to squeeze up, forcing Vanderbilt to tack away for clear air after 11 minutes.

With clear wind now, and despite Sopwith throwing in a tack to try and cover, Ranger just eased away with Vanderbilt steering loose for speed before coming back to course and after an hour of sailing had left the English challenger almost a mile dead astern. With the breeze freshening, both boats called for a sail change. Vanderbilt was getting increasingly uncomfortable with the 250% quadrilateral in an un-tested wind-range so called for the 175% quadrilateral but the crew, in error, launched the 135% and with Endeavour II swapping from genoa to 175% quadrilateral, for a while the American skipper, although with a healthy lead said that Ranger felt “dead in the water.”

By the top mark, Ranger had clung on and rounded with a lead in excess of six minutes and launched a balloon jib with a light staysail as the wind backed. Sopwith was in gambling territory and sailed high once around the weather mark on the thinking that the incoming breeze with layers of mid-fog would back the breeze further. In short order, the two boats lost sight of each other and as the wind came aft, Ranger launched a light parachute spinnaker formerly seen onboard Yankee and romped home. The margin was astonishing – 17 minutes and 5 seconds – and Endeavour II was in danger of missing the time-limit. Spectators, that numbered some 300 craft of all shapes and sizes, had never seen anything like it in the modern America’s Cup. The early writing was on the wall for the Challenger.

A fresher breeze awaited the yachts for race two with a triangular course set and it was Endeavour II that again made the better start. The practice that Sopwith had executed in the tune up with Endeavour I paid handsomely at close-quarters and a tack beneath Ranger in the dying moments of the pre-start was a textbook move. Ranger, now sitting in backwind dirty air was forced to tack off onto port soon after the start but on the tack back to head out to the left of the course, a top block for the quadrilateral sheeting position exploded and the crew struggled to get optimum trim.

Endeavour II was looking good to maintain her lead and at various points of the first leg she could have easily tacked and crossed, but the race was about to be turned on its head as the English sailed into a light, heading patch of breeze that slowed her dramatically. Ranger came up astern, hit the same pattern and immediately Sopwith tacked in the hope of getting up to speed and crossing the Americans’ bow. Vanderbilt maintained better speed and seeing the English dead in the water, tacked with way under her to leeward and with better crew-work emerged with pace on port tack. Pretty soon Ranger was eking up onto Endeavour II’s line, forcing her to tack off and it was one-way traffic. Ranger extended on the second half of the beat to round 10 minutes 25 seconds up.

With her 250% quadrilateral set – a sail that was nicknamed the ‘Mysterious Montague’ for its inherent cloth being specially developed by DuPont DeNemours Company with rayon and a special coating of aircraft dope – Ranger extended on both reaches of the triangular course. Sopwith had no answer for her waterline speed and superb sail inventory and the winning margin of 18 minutes and 32 seconds was another hammer-blow to the English who simply couldn’t match the super-J creation of Vanderbilt, Burgess and Stephens.

Sopwith called a lay-day to haul Endeavour II out of the water, convinced that she had damaged her centreboard through tangling with a lobster buoy or some other object under the water, so inexplicable was the speed loss on that first beat. “Ranger was pointing much higher, and we could not point any higher than we were. We lost 10 minutes in 5 miles. It is possible we picked up one of those lobster pots,” Sopwith commented afterwards whilst also insisting that some 5,070 pounds of lead were removed from the ballast to improve the light-weather performance. It was time to gamble.

j class sailboat ranger

Race three, always a crucial race in these first to four America’s Cup battles where the pendulum can swing or momentum can be carried forward, was do or die for Sopwith but Vanderbilt, smarting from the Dailies taking issue with his starting prowess was more than up for the fight. The windward / leeward course was set in a steady 10 knots of breeze, and it saw the two magnificent J-Class yachts circling aggressively in the pre-start before heading to opposite ends of the start-line on opposite tacks at the gun. Vanderbilt aced the start at the leeward end on starboard tack whilst Sopwith came across 18 seconds down at the other end on port. Sopwith certainly felt that with the reduced ballast, he had the measure of Ranger in a tacking duel and initiated the play which resulted in Ranger’s winch jamming again forcing the quadrilateral sail to be mis-sheeted halfway up the beat.

The wind Gods of Newport however saved the day for Vanderbilt as she sailed a few degrees off the wind but into a favourable shift, keeping Endeavour II on her stern, that allowed Ranger to tack and sail into a lead of 4 minutes and 13 seconds at the top mark – incidentally the fastest recorded time for a 15 mile beat to windward in America’s Cup history.

A split decision upon rounding the windward mark saw Ranger gybe off immediately whilst Endeavour II bore away onto the port gybe with both boats setting spinnakers as the wind increased to 14 knots. For the next 14 miles the boats converged on opposite gybes with Ranger holding the lead but Endeavour II looking the more likely to maintain a direct line to the finish without the need for the costly manoeuvre of gybing. A wind-shift, just a mile from home however, scuppered any chances and both boats were forced to gybe to make the finish with a shy reach to the line calling for a ballooner to be re-launched on the new gybe on both boats. Ranger held on and crossed with a 4 minute 7 second delta and it was match-point to the Americans.

For what proved to be the final race of the America’s Cup in 1937, and in fact the last time that the regatta would be run for the next 21 years, it failed to live up to its billing and an English fight-back was scuppered when Sopwith went over the start-line early. Aggressive tactics from Vanderbilt in the final circle saw Ranger trapping Endeavour II forward and with nowhere to run, she was forced over and Sopwith had to dial away into a gybe and re-cross, losing a minute and fifteen seconds in the process.

Ranger was now unstoppable, sailing in clear air, and matching Endeavour II tack for tack with no discernible loss of speed in the fresh breeze. Vanderbilt had insisted on setting a flat-cut mainsail from the 1930 wardrobe inventory of Enterprise and it was a masterstroke. By the windward mark she was 4 minutes and 5 seconds up and with her 250% quadrilateral set, she powered to the wing mark and despite Endeavour II shaving 30 seconds on that leg, the two boats were even on the final reach to the finish, and it was a resounding win to the Americans of 3 minutes and 37 seconds.

At the finish line, Vanderbilt handed the wheel to Olin and Rod Stephens to cross in a remarkable gesture of recognition at their efforts in producing what was undoubtedly the finest yacht in the world at the time – and considered even today, as the greatest yacht ever to compete in the America’s Cup. She was a marvel of the age and a testament to American design, astute build in strained financial times and Vanderbilt’s undeniable prowess at taking a boat to its racing limits. In subsequent races that summer, she was untouchable, beating all-comers and stamping her authority on the global yachting scene as the marker by which the era would be judged.

For the English it was another disappointment. It was to be T.O.M. Sopwith’s last hurrah in the America’s Cup but he was proud of his efforts saying: “We have had a series of the most wonderfully close races and I find the greatest difficulty in expressing my gratitude to our crew, amateur and professional, for the wonderful work they have done – they have all worked like slaves. May I say that we are not downhearted.”

The America’s Cup in 1937 was the last of the J-Class in the competition. With a pause for the Second World War, the next regatta in 1958 would see the 12-Metre rule adopted and the graceful lines of some of the most iconic yachts ever created would forever more be for the history books or those with deep pockets in modern times to restore, re-build or recreate those fabulous yachts. Only ten J-Class yachts were built, six in America and four in Great Britain, although several boats of the ‘big class’ of the era were adapted to conform to the J-Class rule. It was truly a ‘golden era’ and one that put the America’s Cup very much at the pinnacle of the yacht racing world. 

Yachting World

  • Digital Edition

Yachting World cover

The history of the J class

  • Harriett Ferris
  • May 12, 2005

The Js, with their acres of sail, beautiful hull shapes and elegant lines have a timeless beauty that has stood the test of time since their 1930s heyday. Here we explore their fascinating history to discover what makes them so special...

J-Class Endeavour

The J-Class Endeavour in 1934, racing King George V's Brittania


The history of the J Class is directly intertwined with the America’s Cup. With the exception of Velsheda, all the original Js were built for the purpose of America’s Cup racing.

From 1929 to 1937, 20 J Class yachts were designed. Ten of these were built, and six raced in the America’s Cup finals. UK challenges came from Sir Thomas Lipton’s Shamrock V and from Sir Thomas Sopwith’s two Endeavours. These were all against the New York Yacht Club’s Harold Vanderbilt, who remained unbeaten in the three defending yachts he commissioned: Enterprise, Rainbow, and Ranger.

Only three original J Class yachts survived – Endeavour, Shamrock V and Velsheda – yet interest in the class has arguably never been as strong as it is today. Seven J Class are currently sailing, these original yachts plus four modern builds: Ranger, Rainbow, Lionheart and Hanuman. Another, J8, is due launches May 2015 and a further two are in build.

A J’s roots remain intertwined with the class’s history, as lines can only be taken from original designs. This ensures that, to a reasonable extent, the beauty of a J stands intact. Modern designs take those original lines (or what’s left of an existing shell), add the most modern materials, manufacturing techniques, systems, deck gear and a crew of elite sailors to produce the most absorbing racing sight on the water, just as it was in the 1930s.

That they are so close on the water today, with places often divided by seconds on real time despite racing over hours, is a credit to the strict J Class rule now governing the class.

When the New York Yacht Club agreed to race against Lipton in J Class yachts in 1930, it heralded the beginning of the Bermudan rig as we know it, and an incredible thirst for innovation in yachting, which is only equalled perhaps in the current day of flying machines. Parallels can also be drawn with the campaigns of then and now.

Like the America’s Cup teams now, the Js were crewed by some of the best professionals available, each with a dedicated role on board – and they still are. Many of the deck gear inventions on the original Js are still used on yachts today, including deck winches, rod rigging, halyards running up hollow aluminium masts, and removable forestays to fly a large genoa.

Indeed the J Class yachts of the 1930s represent some of the biggest technical steps in the history of the Cup. Even though their reign only lasted eight years, the class became famous for adopting new materials and techniques to push the boundaries of yacht design, construction and fit out.

From electronic wind instruments and electronic strain gauges to and double-clewed jibs, to bronze hulls that needed no painting and decks designed to reduce windage, the quest to gain an edge through better technology was gathering pace rapidly.

In general, however, today’s America’s Cup class yachts could not be more different. The Js’ original measurement was to the Universal Rule, which created hulls between 76–87ft LWL, 120ft-140ft LOA, and displacements between 130–170 tonnes. The AC48 class is nearly two thirds shorter, yet twice the beam, and nearly 1/30th the weight.

For those who think the current budgets of US$100million are excessive, history shows little has really changed. Harold Vanderbilt’s J Rainbow, which beat Endeavour, was said to have cost $400,000 in 1934 – around $24 million in today’s money.

But for all the synergy there is one key difference between the Js and their modern contemporaries. In sailing to the Bermuda event in 2017 on their own bottoms, the Js will re-enact one of the original requirements of the America’s Cup.

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1/25 (36") Scale America's Cup high performance model sailboat

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2023 J Boat Down the River Race Aug 25th Info CPM is now producing the Shamrock V Original Plug and mold by Dave Brawner and Ranger mold and plug by Gary Mueler

Shamrock V and Range Fiberglass hulls, Rudders, Mast fittings.

Current prices for the Shamrock V are as follows Hull - $625.00 Rudder w/Shoe - $175.00 Ballast (3 Piece) - $200.00

Current prices for the Ranger are as follows

Hull - $700.00 Rudder w/Shoe - $175.00


Fully Built Ready to sail Shamrock V J boat cost estimate.

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Are you  interested in building a J Boat?

Take a look the Shamrock V Build Web site for all aspects of building a J Boat


Build queue Deposit Policy

To be placed into the CPM Build Queue a min deposit of $100 is required. Due to the custom nature of building fiberglass hulls and components this deposit is NON refundable.

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2011 J-Boat National Championships - Mystic, CT

CPM's David Ramos 2013 J-Boat National Champion sailing the Shamrock V

CPM's David Ramos 2014 J-Boat National Champion sailing the Shamrock V

CPM's David Ramos 2016 J-Boat National Champion sailing the Shamrock V

CPM's David Ramos 2018 J-Boat National Champion sailing the Shamrock V

CPM's David Ramos 2020 J-Boat National Champion sailing the Shamrock V

CPM's David Ramos 2022 J-Boat National Champion sailing the Shamrock V

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J-Class Sailing Superyacht Ranger Completes Extensive Refit at Vitters

Dutch yard Vitters has relaunched the 41.55-metre J-Class sailing yacht Ranger following an extensive refit.

The sailing superyacht, which is also known as J-5, has been restored to “top class condition”, the yard said, and is set to demonstrate improved performance on the racing circuit.

Refit works included the overhaul of  Ranger’s  engine room, a full service of the rigging and the installation of a new hydraulic system, teak deck, cockpit and helm station. The sailing yacht’s hull has also been completely repainted.

Owners’ representative Greg Sloat revealed refit has left  Ranger  “in the best shape ever to prepare her for the  America’s Cup ” in 2021.

“The Vitters team proved to be exceptionally flexible with many skilled and creative employees,” he said.

Project manager Gerrit Jongman added that the team felt “honoured to be working on the J Class  Ranger .”

He added: “This yacht has such a long history and she truly is a piece of art. For people like us, with a passion for sailing, the J Class yachts will always be something special.”

Ranger  is now being transported to Zaandam for its official relaunch before undertaking sea trials.

The yacht will then set sail for the Caribbean to begin race practice before making her debut at St Barths Bucket in spring 2020. She will then embark for New Zealand to participate in the Mastercard J-Class Regatta during the 2021 America’s Cup.

It comes as Vitters announced it has begun construction on a new build 50-metre classic ketch, which is set to be launched in January 2020. The construction of a second 56-metre project will begin in March next year.

Images courtesy of Guy Fleury

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America's Cup Ranger 35" Limited Wooden Sailboat Model

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America's Cup Ranger 35" Limited Wooden Sailboat Model

Model Ranger D0703

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America's Cup Ranger 35" Limited Wooden Sailboat Model

America's Cup Ranger 35" Limited Wooden Sailboat Model

Model Measurements: 27" L x 4" W x 35" H (1:60 scale) 

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j class sailboat ranger

The winning spirit of  Limited   Edition  model sail boats of  America’s   Cup  winner  Ranger  captures the graceful speed of the waves and unbound freedom of the wind to brighten any room with their presence. From atop a mantle, table or shelf in any room, these yacht models sail as the perfect highlight for your meeting room or office, bedroom or beach house. 

27" L x 4" W x 35" H (1:60 scale) 

  • Authentic museum-quality scale replica of the real  Ranger  racing yacht
  • Individual plank on frame construction of the hull using fine quality woods, with each plank and wood grain visible through the paint
  • Increased details and items on deck over smaller yacht models
  • Clear window panes in all deckhouses
  • Brass wire railing running along gunwales
  • Curved-bottom lifeboat tied-down to deck
  • Accurate scale of all deck and hull components
  • Finely stitched sails with quality rigging
  • Certificate of Authenticity individually numbered and signed by  HMS Founder  and  Master Builder  Richard Norris
  • Significant research to guarantee accuracy of this model includes sources such as photos, historical plans and original artwork
  • Ready to display in less than five minutes
  • Separate pre-assembled hull and sails ensure safe shipping and lower cost
  • Insert mast in designated hole and clip brass rigging hooks as shown in illustrations
  • Sails and rigging already complete

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The J Class has its roots in the oldest international yacht race in the world, the America’s Cup.

j class sailboat ranger

Our Heritage

Considered some of the most beautiful yachts ever built, the story of the J Class is defined by fierce transatlantic competition for the America’s Cup, followed by an era of steep decline, and the modern-day revival.

j class sailboat ranger

The J Class includes a mixture of refitted surviving yachts along with a number of new yachts faithfully built to original hull lines from 1930’s designs, with more yachts currently in build.

j class sailboat ranger

The J Class Association was founded in 2000 to protect the interests of the Class, present and future, and organises an annual calendar of racing for these magnificent yachts.

2024 Calendar

The Superyacht Cup Palma

Palma, Spain

8 - 14 September

Maxi Yacht Rolex Cup

Puerto Cervo, Sardinia

5-11 October

America's Cup J Class Regatta

Barcelona, Spain

We love them because they are sublimely beautiful, utterly impractical and fiendishly demanding.

Elizabeth Meyer

Modern-day saviour of the J Class

j class sailboat ranger

Latest news

J class duo go 1,2 at the st barths bucket.

J Class duo go 1,2 at The St Barths Bucket

The J Class duo Velsheda and Hanuman dominated Class B, Les Elegantes at the recent St. Barths Bucket taking first and second place.

J Class duo Velsheda and Hanuman heading to Saint Barths Bucket

J Class duo Velsheda and Hanuman heading to Saint Barths Bucket

The renowned Saint Barths Bucket superyacht regatta has long been popular with J Class yacht owners and crews, many of whom have enjoyed success at the Caribbean spring showcase event over recent years.

j class sailboat ranger

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  1. J-Class

    j class sailboat ranger

  2. Ranger wins first 2012 UK J-Class race at Falmouth

    j class sailboat ranger

  3. Ranger

    j class sailboat ranger

  4. J Class yacht: Ranger

    j class sailboat ranger

  5. Ranger wins first 2012 UK J-Class race at Falmouth

    j class sailboat ranger

  6. Photo Sailing Prints & Pictures

    j class sailboat ranger


  1. Sailboat tours Lisbon

  2. CL Show 20 Part 2 Sailboat Knockdown

  3. Claasen Shipyards' Sailing Yacht Firefly


  5. Sailing a Precision 23 on Charlotte Harbor

  6. New J/111 One-Design: First HD Walkthrough


  1. J Class Yacht

    Ranger is the first J Class yacht to be built since their heyday in the 1930s, and truly she is a thing of beauty. Home; Ranger History; The New Ranger; J Class Association; Crew Profile; Latest News; Videos; Suppliers; Contact Details; Latest News: Ranger is now in Bermuda preparing for the AC Superyacht Regatta and J Class Regatta ...

  2. A pocket guide to the J Class yachts

    J Class yacht Velsheda sailplan. LOA: 39.25m/128ft 9in · LWL: 27.8m/91ft 3in · Beam: 6.57m/21ft 7in · Disp: 180 tonnes. Original lines: Charles E Nicholson. Modified design: Dykstra Naval ...

  3. Ranger (yacht)

    Length. 135 ft 2 in (41.20 m) (LOA) [1] 87 ft (27 m) (LWL) Beam. 20 ft 10 in (6.35 m) Draft. 15 ft (4.6 m) Ranger was a J-class racing yacht that successfully defended the 1937 America's Cup, defeating the British challenger Endeavour II 4-0 at Newport, Rhode Island. It was the last time J-class yachts would race for the America's Cup.

  4. Ranger, J5

    Ranger, J5. As the first of the modern 'replica' boats to be built, Ranger was very much the catalyst for the new generation of J Class yachts. A passionate American owner fell in love with the J Class after racing the chartered Endeavour in Antigua in 1997, and the next year, after reaching an agreement with the newly formed J Class ...

  5. J Class (yacht)

    J Class yachts Velsheda, Topaz and Svea downwind legs. The J Class is one of several classes deriving from the Universal Rule for racing boats. The rule was established in 1903 and rates double-masted racers (classes A through H) and single-masted racers (classes I through S). From 1914 to 1937, the rule was used to determine eligibility for ...

  6. Ranger J5

    RANGER J5. Designed by Starling Burgess and Olin Stephens. Re-worked by Studio Scanu, Reichel-Pugh, and Fred Elliott. Build: Danish Yacht Boatyard in 2002/3. Identifying features: White hull ...

  7. J Class yacht: Ranger

    J Class yacht: Ranger. 15 January 2015. Ranger is the first J Class yacht to be built since their heyday in the 1930s, and truly she is a thing of beauty. When John Williams, an American property tycoon, chartered the J Class yacht Endeavour in 1999 he saw the transom of Ranger displayed in the saloon, and that set him on the path to rebuild her.

  8. The ultimate J Class yachtspotter's guide

    Ranger is a 41.55 metre replica of the J Class yacht of the same name, which was built for the 1937 America's Cup by a syndicate led by railroad heir Harold Vanderbilt. Starling Burgess and Olin Stephens had been asked to produce eight sets of lines and the one selected as most suitable for the conditions expected off Newport, Rhode Island — design number 77C — was one of Burgess ...

  9. About

    In total nine J Class yachts are active now with six replicas having been built since 2003; Ranger, Rainbow, Hanuman, Lionheart, Topaz and Svea. The J Class Association Among its responsibilities it monitors and agrees the veracity of designs to which new replica boats can be built to, the build materials and specifications, which since Hanuman ...

  10. History

    "Sailing RANGER in 1937 was the high point of my racing career. She was not only the fastest J-Boat ever built, but, in my opinion, the fastest - all points of sailing included - sailing ship ever built. Ranger sailed but five completed races over the America's Cup Course. She won all five and in three of them she broke five Cup Course ...

  11. Yachts

    Yachts. 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.

  12. J Class: the enduring appeal of the world's most majestic yachts

    Last year she beat Ranger in the Newport Bucket but in March this year she lost out 2-1 to the same boat at the St Barths Bucket. They were due to meet again with Velsheda at the Antigua Classic ...

  13. 5 reasons to buy J Class Ranger

    41.7 metre J Class sailing yacht Ranger is a truly special yacht - not just because of her classic beauty, but because she is the first J Class yacht to be built since their 1930s heyday. Ranger was delivered in 2004 by Denmark-based Danish Yachts, and - unlike most other J Class yachts - she is built out of steel, and handicapped appropriately within the fleet.

  14. RANGER

    It was thought that the J-Class could well sound the death-knell for the America's Cup as a sporting contest and even the New York Yacht Club members, often insulated to a degree from the worst of the depression, were sailing smaller boats for club racing - most notably those rating to the 12-Metre and K-Class rules.

  15. 1937

    1937. 1937 saw the building of the last two J's on both sides of the Atlantic. Both Ranger and Endeavour II took the waterline length to its extreme, measuring 87ft LWL. Ranger, the American boat, was built at Bath Ironworks in Maine and designed jointly by W Starling Burgess and Olin Stephens. It was a design combination, which produced the ...

  16. America's Cup

    Endeavour in Newport, 2004 Photo ©2004 CupInfo: Out of nine America's Cup J's, only two survive today: Shamrock V, the 1930 Challenger, and Endeavour, the 1934 Challenger.Velsheda, distinguished by being the only yacht built as a J-class though not intended for America's Cup, is intact and sailing, too.Of at least seven other boats that were rated as J's, two remain: Cambria, and Astra.

  17. The history of the J class

    Seven J Class are currently sailing, these original yachts plus four modern builds: Ranger, Rainbow, Lionheart and Hanuman. Another, J8, is due launches May 2015 and a further two are in build.

  18. J Boat

    2023 J Boat Down the River Race Aug 25th Info. CPM is now producing the Shamrock V. Original Plug and mold by Dave Brawner and. Ranger mold and plug by Gary Mueler. Shamrock V and Range Fiberglass hulls, Rudders, Mast fittings. Current prices for the Shamrock V are as follows. Hull - $625.00. Rudder w/Shoe - $175.00.

  19. J-Class Sailing Superyacht Ranger Completes ...

    17 December 2019 • Written by Miranda Blazeby. Dutch yard Vitters has relaunched the 41.55-metre J-Class sailing yacht Ranger following an extensive refit. The sailing superyacht, which is also known as J-5, has been restored to "top class condition", the yard said, and is set to demonstrate improved performance on the racing circuit.

  20. J Class Yacht Ranger, 1937 America's Cup J Yacht Ranger Wooden Sailboat

    J Class Wooden Yacht Model Replica "Lionheart". 1937 America's Cup J Yacht Ranger Wooden Sailboat Model. The J-class yacht Ranger won the 1937 America's Cup, defeating 4-0 the Endeavour II of Britain, raced at Newport, Rhode Island. It would be the last time huge J-class yachts would race in the America's Cup. Vintage Photo Shamrock V ...

  21. The 2022 season represents a strong foundation for the J Class future

    As class racing returned to the Saint Barth's Bucket in March where three boats enjoyed classic Caribbean trade winds conditions, Ranger, took the top award ahead of Hanuman and Velsheda. For the new, younger generation owner of Ranger, for whom their first ever racing sailboat is the 2003 built J Class, a debut win might have been unexpected.

  22. America's Cup Ranger Sailboat Model Scaled

    27" L x 4" W x 35" H (1:60 scale) Authentic museum-quality scale replica of the real Ranger racing yacht. Individual plank on frame construction of the hull using fine quality woods, with each plank and wood grain visible through the paint. High quality Craftsmanship and Details, including:Limited production run only 100 of this model sailboats.

  23. 2024 Apex Marine Qwest E-Class Series E22 RLS WG-L TRIM

    2024 Apex Marine Qwest E-Class Series E22 RLS WG-L TRIM Price, Options & 2024 Apex Marine Qwest E-Class Series E22 RLS WG-L TRIM Specs | J.D. Power. ... Tracker Marine 2024 Sea Ray Boats 2024 Yamaha 2023 Sea-Doo/BRP 2024 Bayliner Marine Corp 2023 Bennington Pontoons 2024 Ranger Boats 2024 Chaparral Boats 2024 Lund Boat Co 2024 Starcraft Co .

  24. Home

    The J Class Association was founded in 2000 to protect the interests of the Class, present and future, and organises an annual calendar of racing for these magnificent yachts. 2024 Calendar. 19-22 June. The Superyacht Cup Palma. Palma, Spain. 8 - 14 September. Maxi Yacht Rolex Cup. Puerto Cervo, Sardinia.