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  • Sailboat Reviews

Looking for a fast sprit boat? The J/80 cant keep up with a Melges 24, but we think for racing and family fun, its a more well rounded boat. And its less expensive.

We imagine Rod and Bob Johnstone of J/ Boats faced a dilemma back in 1991 when they prepared to introduce a new line of boats. Among the several boats they were building at that time was the J/35, one of the most popular and successful boats on the racing scene.

The J/105 would be the first production keel boat rigged with a retractable bowsprit, conceived to in- crease performance by offering cruisers a user-friendly method of flying asymmetrical spinnakers. It, too, would measure almost 35 feet. So to give it a separate identity, they chose a metric name, vogue in the 1990s (10.5 meters equals 34.49).

The J/80

Five years after introduction of the J/105, the company has sold more than 400 sprit boats in sizes ranging from 26-50 feet, and several look-alikes have been introduced by competitors. New cruising boats are being offered with optional bowsprit arrangements; one line even has an articulating bowsprit. Theres no doubt: The concept has spawned a generation of so-called sport boats like the Ultimate 20 (October 15, 1995) and the Melges 24 (May 1, 1995), both sprightly, trailerable pocket rockets.

The history of J/Boats dates to 1976, when Rod John- stone designed the groundbreaking J/24, a fast, easy- to-sail racer that attracted sailors frustrated with the vagaries of MORC and PHRF handicapping systems. Rod formed the company with brother Bob, who came aboard to handle marketing. They hired Everett Pearson of Tillotson-Pearson, now TPI Composites, to construct the boats. In the ensuing 20 years, more than 5,200 J/24s were produced, and the fleet became the second largest one-design keel boat class in the world, behind the Star class. By the early 1990s, the company was a fixture in the boatbuilding business.

Following the successful launch of the J/105, the company unveiled the J/80, which is carving a niche in the marketplace with a broad customer base. Measuring 26 3, it is a versatile performer designed to have market appeal among those entering the performance arena for the first time, dinghy sailors stepping up to a keel boat, big boat racers seeking a simpler method of going around the buoys, and daysailors.

At a glance, the boats low profile and soft chine are aesthetically appealing. A spacious 12 cockpit offers plenty of room for a four-person race crew, and its decks are uncluttered by ankle-knocking hardware. More than 170 boats have been built since hull #1 was launched in April, 1993.

Construction

During his four decades of boatbuilding, Everett Pear- son has constructed more than 16,000 fiberglass hulls. The J/Boats are constructed at TPIs plant using the Seeman Composites Resin Infusion Molding Process (SCRIMP), a vacuum-assisted closed system designed to increase the integrity of hulls while reducing the amount of volatile organic compounds that enter the environment and workplace. The system has also been employed in the construction of 65 blades for wind machines, and in fabricating therapy pools (SwimEx) used by professional football teams.

The SCRIMP method was developed by Bill See- man, a Gulf Coast fiberglass expert, who worked with Baltek, a manufacturer of end-grain balsa used as core material in hulls and decks. During the 1980s, at the same time Seeman was exploring new methods of laminating composite panels, Baltek was experi- menting with various methods of developing a core product engineered for vacuum-bagging.

When Seeman was commissioned by the U.S. Navy in 1990 to fabricate balsa-cored panels for a special project, he selected Balteks AL600 as the core because it contained a newly developed precoated copolymer that acted as a tie coat, strengthening the interlaminary bonds while reducing the amount of resin required. Baltek engineers continued to tinker with chemical formulations, eventually introducing the current generation of pre-coated balsa, AL600/10, which reduced cost of the balsa by a third. It is a key component in the SCRIMP process.

The J/80

Coincidentally, Pearson was on a parallel track, pursuing attempts to develop a similar system when he discovered Seemans. During a visit to Seemans plant in Mississippi he was so was so taken with the process that he immediately purchased manufacturing rights and began building SCRIMPed boats, including the line of J/Boats. That was 1993.

Alan Johnstone of J/Boats sees several additional advantages to the new system.

It produces laminates with glass/resin ratios that are within one percent of specifications, he says. It also reduces labor cost because of increased efficiency in the lay-up process, and we think it produces a better product because workers are not working in a hazardous, smelly environment.

The J/80 hulls are cored with 3/8 AL600 over which are laid layers of fiberglass chop and bi-directional and unidirectional mat. Three-ounce mat is used to reinforce the keel sump, and 6 wide strips of 3/4-ounce mat are used to reinforce deck flanges. The use of vinylester resin has inspired the company to offer a 10-year blister warranty.

Bulkheads are located amidships, and in the bow and stern. Like deck flanges, they are tabbed to the hull with additional 6-wide overlays of cloth. The hull-deck joint is bonded with Plexus, a high strength adhesive Johnstone says is stronger than the laminate itself. The company says it has no reported hull-deck leaks since it began using Plexus. (We do know of one Lagoon catamaran that sprung a hull-deck leak, not because the adhesive failed, but because a worker had failed to fill the entire seam.)

The keel, which is cast from ceramic molds, is attached to a 12-deep stub using seven, 3/4 J-shaped stainless steel bolts. The 1,400-pound lead keel is coated with four coats of epoxy primer.

As on most J/Boats, the mast step is an aluminum I beam tabbed to the hull on both sides of its base. Transverse aluminum webs welded to each end are through-bolted at the aft end into the main bulkhead and forward to another bulkhead. The mast is attached with four bolts attached to a plate that allows fore and aft adjustment at the base.

The retractable bowsprit is located to starboard. When owners of early models experienced leaks into the forepeak, a rubber seal gasket was mounted on the front of the housing.

The fiberglass rudder is molded in two halves that are cored with balsa before being married and wrapped with fiberglass at leading and trailing edges.

The company delivered 49 boats within months of its introduction and, like newborns, experienced teething problems: Some of the original stanchion bases failed where spinnaker blocks were attached, so the factory welding method was improved. Some mast cranes with lightening holes failed. Stainless steel gudgeons on the rudder were initially under-engineered so have been increased in size from 1/8 to 3/16 material, as has the stainless tiller strap. Owners of early models were provided with retrofits.

We inspected hull #42, which has been raced extensively for two seasons but still appears factory fresh. Gelcoat surfaces are unblemished. There were no signs of crazing or stress cracks, and areas where the crew operates were clean. Though the owner has raced in 25- to 35-knot winds in San Francisco and Seattle, his only failure was at a stanchion base.

We have always thought that TPI does as good a job as anyone building with balsa. At the same time, it should be remembered that the current generation of lightweight performance boats, despite their stiff- ness, tend to be more fragile than older, more heavily laid-up cruisers.

Deck Layout

Because sprit boats fly asymmetrical spinnakers and are equipped with roller-furling headsails, the amount of clutter on deck and in the cockpit is greatly reduced. Replacing the spinnaker pole eliminates a need for deck chocks, foreguy and topping lift, afterguy, sheet stoppers and, perhaps, one winch.

Generally, four lines are led aft on the J/80: jib sheets and spinnaker sheets, which are led to Harken 32-2A winches in the cockpit. Two identical winches located on the coachroof are factory options, but may be redundant. One owner told us he uses them only when setting the spinnaker or doing a jibe set, and is considering removing them.

Main and jib halyards are cleated at the mast. The spinnaker halyard is led to a cam cleat on the coachroof, the spinnaker tack line to a cam cleat on the side of the cabin, as is the roller-furler line, and the pole launch line is inside the bulkhead with only the tail exposed. An outhaul and reef line located in the boom exit near a clam cleat on the underside of the boom, within reach of a crewperson. Cunningham and vang controls are also at the base of the mast, within reach of the cockpit or rail.

Mainsheet trim and backstay adjustment is easily accomplished by the helmsman from a position aft of the traveler. The mainsheet system includes a 2:1 Harken traveler system led to cam cleats in the coam- ing, and five-part Harken mainsheet system led to a swivel base cleat. The 4:1 split backstay tackle is led forward to a position at the helmsmans fingertips.

When sailing downwind in moderate breezes, trimmers are typically located opposite the primary winches, two body widths forward of the helmsman. To keep the boat level when going to weather in more than 15 knots of wind, the jib sheet is led to the weather winch.

As one experienced crewperson told us, This boat is so easy to sail that if you have an experienced helmsman, you can pick up three novices and go racing.

Hall Spars supplies the fractionally rigged, double spreader rig, which measures 31 above the deck. The mast is supported by a rod headstay and stainless steel 1×19 shrouds and backstay.

Space belowdecks is well organized and nicely finished, but there isn’t much of it. This is because of the boats narrow, 8 3 beam and long cockpit. Daylight enters the area through two Lexan ports, but the space will be dark at night unless one purchases the optional Halogen reading lights.

The main cabin has 4 of headroom, and is accented by a teak and holly sole. Single berths located amidships are more than 6 long, but only 19 wide. Big persons wont find them very comfortable. Tiny storage compartments are located beneath each settee.

The forepeak is more spacious, 5 6 wide at the main bulkhead, and almost 7 long. Theres storage in the forepeak for little more than the battery and some small items, because the hollow area below the berth is enclosed to provide flotation. A small anchor locker is located in the bow.

Space aft of the companionway below the cockpit is open for storage, and is accessible by removing the companionway steps, which are mounted on a stainless steel frame attached to the hull with quick release pins. The space is adequate for storage of a cooler, portable toilet, outboard, and fuel tank. Wed recommend installation of a sliding tray or bracket to simplify the process and make access easier.

A bulkhead 6 from the stern encloses the aft section of the boat, adding additional flotation. Though the area can be inspected through removable plastic plates located belowdecks and in the cockpit, repairs to the area will present a challenge.

Exposed wiring from running lights is secured by cable ties screwed to tabbing in the hull. They detract from the boats appearance and could pose a hazard if pulled loose.?Though there is room for storage of equipment necessary for weekending, the challenge will be in the organization of gear and supplies.

Auxiliary power is furnished most often by a 3-hp. outboard motor on a transom bracket. There is no special locker for the portable fuel tank, so it sits in the cockpit. To minimize weight, capacity usually is limited to about 2 gallons.

Performance

We sailed Steve Painters Climax in moderate winds and flat water on Puget Sound and found her to be responsive from the moment we left the dock. In close quarters amidst a fleet of returning boats, we unfurled the jib and, once clear of traffic, the main was hoisted. The boats response was to lower its right shoulder and shoot forward into the wind.

We estimated wind speed at 10-12 knots (the design class does not allow wind instruments), a range Painter said is trickiest when sailing in competitive situations.

She likes it when the wind is under ten, because she performs well in light air, and when its over fifteen, because then she will plane when sailing downwind. In ten to fifteen knots we find it difficult to sail to her handicap, he told us.

A veteran sailor who has owned and campaigned a Star boat, Catalina 30, and most recently a C & C 44, Painter says hes having more fun with the J/80 than with any of the others.

When equipped with a non-overlapping jib, the boat rates 127 PHRF on the Sound, but regional handicaps differ by as much as 12-15 seconds. More than 170 boats have been produced and one-design fleets are organizing across the country, though most quickly on the East Coast.

When we took the helm we found that the designers claims of a neutral helm and positive tracking were not exaggerations. A Forespar tiller extension allows the helmsman to position himself comfortably with a single lifeline for back support and a 3 footrest built into the sole for lateral support.?Tacking is as simple as stepping across the boat, because the mainsheet is well forward of the tiller. Crew movement is rather straightforward as well. The boom is high enough that the risk of head-knocking has been reduced, and the coachroof far enough forward that its not necessary to crawl across it on a tack.

Having tested other sprit boats, weve become accustomed to launching the asymmetrical spinnaker, and have an increased appreciation for them as they allow cruisers and racers to sail fast without dealing with the potential for disaster that always exists with a conventional spinnaker setup.

The spinnaker, which is always tacked to the bow-sprit, is launched by pulling the pole forward and hoisting it from a J/24-style canvas basket in the companionway. With one person sweating the halyard and a second taking the sheet, it is aloft and pulling within 30 seconds.

Like any boat with an asymmetrical spinnaker, the J/80s best point of sail downwind is broad reaching. When the wind pipes up, the crew moves aft, the bow comes out of the water and shes planing. Compared to conventionally rigged boats, which sail fast with the pole on the headstay, sailing high jibe angles downwind is inefficient.

Because theres no spinnaker pole, theres no need for a foredecker. Jibing is simply a matter of pulling the clew across the boat in front of the headstay and trimming to the new course.

Spinnaker takedowns are simpler as well, especially when the sail is doused to weather. We unfurled the jib, jibed and eased the spinnaker halyard as the sail fell to the deck with assistance from one crewman controlling the clew.

J/80 vs. Melges 24

Initial reaction to the introduction of sprit boats was a combination of skepticism and curiosity. Judging from the success of J/Boats as well as new boats introduced by competitors, market acceptance is now a given in both racing and cruising fleets.

However, there are clear distinctions among boats on the market, which requires that a buyer clarify his needs before writing a check. Comparing the J/80 with the Melges 24 may provide a frame of reference because of their similarities and differences. The Melges is clearly a faster boat, rating in the 90s, despite being nearly 2 shorter.

Both have cavernous cockpits designed and rigged to maximize performance. Though waterline length, draft, and beam measurements are close, there are major differences. The Melges has a retractable keel and performs like an overgrown dinghy; the J/80 has a fixed keel. It is less buoyant and more comfortable going to weather in a chop.

The Melges is a lightweight at just 1,700 lbs., com- pared to the J/80s 2,900 lbs. The Melges carbon fiber rig and spreaders, which weigh only 62 lbs., plus the difference in overall displacement, translates into speed, especially downwind, when it breaks free of the surface and begins planing in 10 knots of wind. The J/80 simply needs more wind to overcome its displacement and the 185-pound rig. However, in 15 knots of wind, J/80 speeds reach into the teens, and weve seen them crack the 20-knot barrier on gusty San Francisco days. At those speeds, sailing is thrilling and challenging, regardless of the boat.

An equally important consideration is the proficiency of the crew. We agree with those who contend that the Melges requires a talented crew to be sailed to the victory circle. The 40- to 50-boat fleets that successfully contend at Key West Race Week are littered with professional sailors. By comparison, the J/80 provides veteran sailors, like Painter, an opportunity to compete at a high level without recruiting so-called rock stars.

Both boats are trailerable, though we would not want to set up the J/80 every weekend. Stepping the mast requires a gin pole, at the least, and hands and muscles, or, preferably, a hoist. By comparison, the Melges can be launched from a trailer and easily rigged in 30 minutes. The fixed keel on the J/80 also means a higher profile when traveling, though Johnstone told us that J/80 sailors trailer their boats from coast to coast to attend regattas.

The J/80 is slightly less expensive. At $33,200, it is priced $2,250 less than the Melges. Sails will add $4,500 to the cost, approximately $500 less than the Melges.

In our view, the issue is not one of performance be- cause both boats are quick, and perform well in light and heavy winds. Both have excellent designs, are well constructed, and have strong factory support programs.

The Melges is faster and may have more sex appeal. When measuring overall utility-including family sailing-the J/80 gets the nod. We wouldnt be afraid to take the boat into the ocean, but wed think twice about a coastal passage in the Melges.

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Hello, I am upgrading from a J30 to a J80 and very new to this set up on the J80. I was wondering if I could have the email to Darrell Nichollson just to ask some questions as I come across them? My first question is there are no docking cleats for dock lines or for fastening an anchor. I notice the present owner uses docklines with a hook tied to the end and the hook connected to the plate mounted on the fordeck and to the stern stantions. Is that correct set up when leaving the boat in the water at a dock? Also, the anchor is stored inside the cabin in the forepeak? To get the anchor for use, one must go below to the bow and grab in with the anchor line? Thanks, Jon

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  • Sailboat Guide

J/80 is a 26 ′ 2 ″ / 8 m monohull sailboat designed by Rod Johnstone and built by J Boats and Waterline Systems, LLC starting in 1992.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

  • SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
  • D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

  • D: Displacement of the boat in pounds.
  • LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

  • D: Displacement of the boat in pounds
  • LOA: Length overall in feet
  • Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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sailboat j80

If you would like to expand your sailing horizons with a modern sportboat in open waters outside protected harbors and lakes, there’s only one choice: the International J/80 one-design class sailboat. Sailing World magazine rated J/80 as easier to handle, less intimidating, safer and better suited for sailing offshore than other modern sportboats tested.

J80 key west 2005 02 Numbers highlight the reason: The 1,440 lb. lead keel with bulb on the J/80 weighs nearly the same as the leading competitor’s entire boat. No question, stability is the most important standard when it comes to a forgiving design, family sailing fun and sailing in open waters. No wonder the J/80 continues to be the fastest growing one-design sportboat class in Europe, it’s a joy to sail in winds from 5 to 25+ knots!

Additional Information

Sailing can be the world’s best family sport. The key is a boat that holds the attention and interest of many types of sailors, young and old! J/80 does it all, with thrilling 15 knot rides under spinnaker or relaxed sunset cruises with mainsail only. SAILING WORLD rated J/80 as easier to handle, less intimidating, safer and better suited for sailing offshore than other modern sport boats tested.

Thanks to its 1400lb. Fixed lead keel (48% ballast ratio) J/80 has big-boat feel and requires less experienced crew. The boom is high for safety and good visibility. No one has to clamber over a cabin top because everyone sits in the 12 ft. long cockpit. Even toddlers are contained by playpen-high cockpit sides.

Be sailing in 3 minutes. Take off the boom cover and hoist the mainsail, attached to the mast with slides. Cast off. You’re now sailing faster than other boats with full canvas.

Ready for more speed? Uncleat the furler line and pull in the jib sheet. Presto! Now you’re really flying! Time for the afterburners? Pull the sprit launch control line, hoist the asymmetric spinnaker and trim. Now you’re planing! To jibe, simply let off the old sheet and pull in the new. No one on the foredeck! You can even do it single-handed. And to think, prior to the J/80, this kind of performance was rarely achieved, even with a full crew of 4-5 athletic experts.

Join hundreds of others worldwide who are discovering how well J/80 fulfills their dream: A single boat which combines simplicity of operation, confidence building stability and sparkling performance in an affordable, low maintenance and trailerable package. Truly, a unique sailboat for the entire family!

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Veloce Sailing

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After the first season | J/80

J/80 review veloce

And one year aboard the J/80 has sailed by! Can you believe that?

About this time in 2021 we lifted Veloce 2 for the winter and wrote our first impressions double-handling a J/80. Here the full review.

After the first season with the J/80 and some water under the keel, let’s dive in and get some deeper insight on the boat (for our type of sailing) and the choices we made.

Firstly, what was changed/upgraded before kicking off in March?

  • New running rigging (full article here )
  • Furler removed
  • New sail inventory (full article here )
  • Re-arranged deck layout (jib reef, main reef, jib and main halyard, reaching sheeting points)
  • Electronic firmware upgraded
  • New foam deck coamings (full article here )
  • Smaller engine

So, how was it?

Performance 👍

BOhusracet J/80 Veloce 2022

A wizard in light air . So slippery! She silently glides through mirror like water and ghosts along in a mere breath. Vote: exceeds expectations.

Magic downwind in all wind strengths. Unstoppable in the light stuff. Wet and fun in the heavy stuff. Responsive anywhere in between.

Upwind she slices through water beautifully in light and medium, but suffers doublehanded (no meet on the rail) in heavy air.

The J/80 reaches nicely , but gets quickly overpowered and could do with a larger beam. Real fun surfing in waves, but does not start planing.

Solo: In light and medium air it works fine, relying heavily on the autopilot. From 15kts and up, it is a struggle; even more in waves. A few challenges worth mentioning:

  • cockpit very long. Especially difficult dowsing and hoisting as companionway and tiller are a few meters apart.
  • no self-tailing winches. Sheeting and holding the tiller at the same time is impossible if any cranking is needed.
  • physically demanding.

With this said, reefing early or under heavy jib already at 15kts, makes for fantastic cruising and day-sailing solo.

J/80 cockpit foam deck coamings

Double-handed: just perfect. From a handling perspective, the large cockpit, simplicity and no clutter makes it a pleasure. Our configuration is one man at the helm and main (+hoisting the asymmetric, +backstay), sitting behind the traveller while one man for everything else, behind the companionway, or behind the traveller, in planing conditions.

It did require some small layout changes to make it effective without a crew though.

sailboat j80

Take downs : it took a while, but in the end we found our technique. It costed us some ripped nylon, some fishing and a lot of sweat. Nothing that training (still ongoing now, in November) couldn’t solve. Windward take-downs are safest without arms pulling in the nylon on deck.

Reefs: we have a very deep reef in the main and one in the jib.

  • Reefing the jib: if we only think about handling, it was a handful. The rolled foot of the jib fills with water damaging the sail, because of the low freeboard. Sitting on the foredeck to tie the foot in heavy weather is not trivial and can be dangerous. Reef line, new sheet and ties arrangement should be prepared in advance and safety.
  • Reefing the main: straightforward and easy. We do not use the cleats on the boom as they cannot be released under load. We have installed a clutch on the coachroof instead, which can be easily winched and released. If the sail is tied along the boom, shaking off the reef is challenging as the boom is very long and the outer tie is often outboard. A place to avoid; especially solo.

Sail Inventory 👍

The larger jib gives us some extra power in light air and compensates for the lack of a proper overlapping genoa. We never felt under-canvassed and didn’t miss headsail changes.

Main, Jib and Asymmetric

You might remember that our asymmetric is a lot smaller than the standard one. The main reason is a modern design which facilitates flow and reduces drag. Secondly, we wanted a sail that can be carried at tighter angles. We have collected data sailing deep with a standard asymmetric as well as very high with a flying jib-top for the sake of comparison. Performance of our design seems to be identical across most of the range, except at the broadest and tightest angles. The effect on rating and riddance of one extra sail more than makes up for it though. Lesser sails is an important factor in double-handed sailing, as well for the budget.

sailboat j80

Identical in design, but lighter in cloth, the light asym is a deadly weapon in lower wind speeds. It rotates very well to windward and pulls at very deep angles in the lightest air. It got many more hours than we expected.

Reefs : reefing the jib depowers the boat, but the effect is not as considerable as we hoped. When the time comes to reef the jib, we are not far from needing to reef the main as well. We also struggled with finding a good trim and being able to repeat it. Still trying to figure out how to exploit this setting effectively.

Reefing the main works well. Having one deep reef, the effect is huge. We learnt to twist off the top as long as possible, so to carry more canvas downwind. On a reach however, reefing the main early unloads the rudder and is faster, especially in large waves from the quarter.

sailboat j80

We really enjoy the heavy jib . Very effective in depowering the boat, easy to handle, tough and safe. Works well as cruising sail as well.

If I had to describe the J/80 in one sentence, I’d say “she is fun and no drama”. It sure is a sportboat and feels like it. Nevertheless, whatever happens feels very natural and nothing to panic for. You can broach a few times on a downwind leg, or get washed down from the coamings by a wave and it’s alright. Seldom a big deal, really.

We sailed her across open sea and in large waves, surfing them or taking them heads on. It always felt safe and under control. There are many sport boats out there, but very few CE classed B (one of the reason why I wanted a J/80 in the first place).

Gothenburg Lighthouses Solo Race 2022

One note of caution though: going on foredeck in heavy weather, is an hazard. Waves break easily over the deck swiping anything away. The single lifeline at 450mm from the deck does not prevent from slipping under it. Additionally, I experienced that violent pitches would lift me clean off the deck. To increase holds and reduce lifeline-to-deck, I set up a few dyneema lines diagonally from pulpit to stanchions.

As for the sailing feel, it is a joy at the tiller. Never heavy and really talks to the hekmsman. Extremely responsive and light on the touch. Among many positives, a small negative: I am not impressed by the gudgeon/pintle construction with no bushings. After one season sailing hard, the slitage is unacceptable and the gudgeon cracked in several places.

Lastly, this description wouldn’t complete without mentiooning what a wet ride the J/80 is. Getting drysuites was probably the best investment we have done!

Accomodation aboard J/80

I’ll be honest, it’s not the best of accommodations. However, for a night exauseted after a race or cruising alone along the coast, it works just fine. I installed a gimballed Jetboil, very light and sturdy that can be removed. Good enough for boiling water or brewing coffee. As the boat is very wet and filled with sails, I removed the standard cushions and left it bare. For sleeping I use an inflatable camping mat.

A dehumidifier improves living standards dramatically.

Electronics 👎

While most of the boat met or exceeded expectations throughout the season, electronics consitently sucked.

Veloce has a state of the art Raymarine plotter, AP, anemometer, tridata sensor (temp, depth, speed) and extra screen.

The plotter, an Axiom 7 is ok. Not good, but ok. As long as it doesn’t get wet. If it gets wet by rain, the touch screen (which is the only way of interacting) just stops working. If it gets wet with salt water, basically at every wave), then it starts living its own life. But I shouldn’t complain, after all, it comes with Netflix pre-installed.

On the positive side, it is possible to purchase (for a very reasonable amount of about 70% of the plotter’s price, at the time of writing) separate hardware buttons, so called RMK-10 kit.

Calibration has been completely useless as well. Why? Simple, the log paddlewheel that should be aligned longitudinally with the hull, is guided into place anywhere between +-10 degrees from its correct position. It is almost impossible to insert the paddlewheel without error.

The autopilot EV-100 actually works surprisingly well. The installation a little less. The control screen is mounted on the port side, about a meter ahead of the tiller, while the arm mounts on the starboard side about 1 meter behind the tiller end. I’ll leave it to your imagination… Fortunately, I can buy a remote control to solve the problem (for a very reasonable amount of about 25% of the AP’s price, at the time of writing).

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Hi, interesting story, I have a J/80 as well and sail often solo :o) You coffee machine looks great, from where do you have the holder for the jetboil? thanks and greeting from Germany Markus

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Hi Markus, thanks. The gimbals for the Jetboil is from Safire Store, in the UK. It requires an extra braket specifically for this model of Jetboil (Flash 2) but it works great. https://www.safire.uk.com/store/Stable-Stove-compact-B-jetboil-gimbal-stove-bracket-p25243476

There are a few custom solutions, but this is solid, light and tested. Good luck!

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Hejsan, airmars tridata sensor är hopplöst. Byt till vanligt speed/ temp givare. Tyvärr behöver den en annan genomföring, men det låter som att din sitter fel ändå.

Jag hade den vanliga i några år. Bytte till Rays I70s system med tridata och fick inte alls bra värden. Även med 5 kalibreringspunkter som i70 erbjuder. Men det blev alltid skillnad SB/BB. Bytte tillbacka till speed/ temp givaren och fick väldigt bra värden igen + symmetrisk. Så nya båten få den från början…

Hoppas kunna köra mot dig nästa år. Båtarna känns ju lite lika, även om min ska vara rätt mycket snabbare. Vi få ser.

Interesting to know that you had similar problems with the Tridata. I had the older model on my Sun Fast which worked great. The problem with this is that the template to guide the sensor through its fitting allows for a large rotation, which of course causes huge differences on the port and starboard value.

Yes, looking forward to battle you on the water 🙂

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Thanks for the good content an nice recaps, helps to keeps the mood up during the dark winter. I would be interested in your views of a autopilot solution for the J80.

We sail ours in OD configuration in handicap fleets and are thinking about switching to DH. I know you had the Pelagic in your previous boat, but what would you prefer on a J80? We are currently running a B&G plotter, triton2 and wireless MHU. Initial thinking was to go B&G, but would be interested in hearing your views as well.

Hi Tomi, glad you find it helpful! Yes the Pelagic was/is great in many respects. Very solid, simple to mount and use. The version we had was the standard Pelagic Tiller which was at the upper limit of its range for a 4.5ton displacement yacht. On a J/80 it should certainly be able to handle any situation. Once you are on a plane, almost any pilot will do. The Pelagic comes also with a very simple remote control (or more) that connects directly to the control head, with no need for wireless gateways or other components. The remote is always on and connected and consumes barely any battery at all.

One thing worth mentioning is that you can set course with 2degree precision. So if you want to sail as close to the wind as possible, you might have to sail 1 degree too high. Personally, steering slightly lower works best under AP and therefore it has never been an issue.

The real difference is the philosophy behind it. The Pelagic is a primarly standalone system. A head containing all sensors, controls and wireless hub, installed directly in the cockpit; and an arm. That’s it. The AP can steer in wind-vane mode (only apparent), but it needed to be connected to a Nmea0183 (2 years ago did not support N2K or STNG), which means you probably need a converter from your N2K. For many sailors, the Pelagic is a redundancy system, independent of the landscape on board.

Great support, but at the time Pelagic was just aquired by Scanmar. Not sure if the way communication with sailor has changed after that.

Hope it helps, but please ask away if you have specific questions

Hope it helps. Please ask away if you have other questions.

Thanks for the comprehensive answer. Any preference what direction you might go, if you did not have an AP in the first place?

I run Raymarine and everything is integrated, so I’d probably stick to it. But… 1) the Raymarine solid state sensor included in the Raymarine EV100 autopilot, also provide heel, trim, pitch and yawn (attitude) and compass course to the plotter and the entire system, used for deriving several parameters and helping with trimming sails. 2) the Raymarine comes with a tiller arm. As much as I’d love a below deck setup, I cannot motivate the cost on a J/80 and the type of sailing we do

If, like you, had a B&G ecosystem, then a below-deck B&G AP adapted to work from the transom, would be deemed too expensive. Pretty cool if you plan to race a lot solo or DH offshore for multi-days races. If you are interested in this set up, check out this J/88. https://youtu.be/qlpzBqeB82A You find the guy’s contact on J88.se

FYI, we never use the AP when we race the J/80 doublehanded, not even on 150+NM races. However, I use it heavily sailing alone, letting the AP steer 90% of the time.

In any case, make sure you have a remote control 🙂

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J/80 World Championships Underway In Newport

  • By Kim Cooper
  • October 4, 2022

Racing starts October 4 for the 2022 J/80 World Championship hosted by Sail Newport (Rhode Island).  Forty-seven teams of sailors from nine countries will compete for the world title on the legendary waters of Narragansett Bay.

This is the first world championship hosted by Sail Newport since pre-COVID. Sailors have traveled from France, Spain, Belgium, Ireland, Netherlands, Sweden, Canada, India, and from ten U.S. states to participate in racing which continues through Saturday. The world championship was last held in the U.S. in Annapolis in 2014.

Undoubtedly, the U.S. team on Le Tigre , headed by Glenn Darden (Ft. Worth, TX), will be keyed in to win the world title coming off their recent win in the North American Championship. 

“We’ve been working hard since the North Americans this past week getting our systems right on the crew work. We’ve spent as much time on the water as possible, trying to get more efficient as a team,” Darden says, whose team frequently sails in Newport events.

The Le Tigre team forged a commanding win on September 25 after finishing in first place in four of the seven races in the series. Darden’s crew includes Victor Diaz de Leon (Miami, FL), Rod Favela, (Dallas, TX) and Willem Van Waay (San Diego, CA). Darden also has a first-place trophy from the 2006 worlds on his mantle.

There’s a tremendous line-up of American and European talent throughout the fleet. “We have a great international fleet. The Spanish have led the class for over a decade and it’s going to be a tough regatta,” Darden says.

Sure to be hunting the win will be Jose Azqueta and his Spanish teammates onboard Biobizz Bizkaia . Proving they can top some of the best sailors in the world, the team won second place at the 2021 Worlds in Denmark, 3 points shy of the world title.

French sailor Julien Bentz has an all-star crew onboard Whimjy with fellow top French sailor Erwan Mangaud. Also, Paul Troublé and Romain Troublé, sons of the Olympic, America’s Cup sailor, and former J/80 champion Bruno Troublé, round out the talented crew.

Annapolis-based husband and wife team William and Marie Crump are also a team to watch. The Crumps are sailing with family members Zeke Horowitz and Thomas Klok onboard and often sail on Newport waters. The R80 crew has stacked up multiple wins in previous J/80 Class North American events in 2013 and 2021 and an East Coast championship. “It’s awesome to be in Newport, in a place that inspires sailors. It’s exciting and competitive and fun,” says William Crump.

Sailors are preparing for a wide range of weather in Newport this week. A big breeze is forecast for Today with a NE 18-25 knots and gusts up to 30 from remnants of Hurricane Ian.

On Wednesday, the breeze may be more of the same with a bit lighter breeze. Strong gusts will still be a factor and potentially up to 24 knots.

“We are preparing for the big breeze, we have had time together on the water with this crew, and this past Saturday, we practiced in the heavy air and rain. We’re getting the boat ready and tight.  We sail with four, so we’re planning to modify the jobs and spread out the skills onboard,” Crump adds.

Thursday is currently a lay day, and no sailing is scheduled. Friday looks to be lighter at SW 8-14 with gusts to 19, and on the last day of racing, Saturday, a NW 10-17 will finish the series. A maximum of 12 races are planned for the fleet. Racing ends on Saturday.

The J/80 sailboat was designed and manufactured by Newport-based J Boats. The Class is celebrating the 30th Anniversary of the popular one-design racing sailboat, which has built over 1,700 boats to date. J/80s are now actively sailing in 12 countries.

Scores can be found at here and updates available on the Sail Newport Facebook page.

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Sailboat specifications

  • Last update: 13rd March 2020

J/80's main features

J/80's main dimensions, j/80's rig and sails, j/80's performances, j/80's auxiliary engine, j/80's accommodations and layout.

J/Boats J/80  Picture extracted from the commercial documentation © J/Boats

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J80 Class

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International J/80 Class Rules

Available for viewing and download below are the J/80 International Class Rules, as approved by World Sailing for International Class status. These files are in Adobe Acrobat format (.pdf). J/80 International Class Rules    (Effective April 1, 2018) Class Rules Changes 2018    (Effective April 1, 2018) J/80 Standard Building Specifications     (Effective December 1, 2020) J/80 Class Association Constitution (Effective 15 Dec 2014)

Technical Committee Interpretations

May 2002 - Rule Interpretations

Changes to J/80 Class Rules

The J/80 Class is a "World Sailing Recognized" class, meaning that all changes to Class Rules and the Constitution must be approved not only by the J/80 Class but by World Sailing as well. This is a positive, in that the World Sailing subcommittees that deal with class rule changes have a great deal of experience across a number of classes. The side effect is that the process can be lengthy.

Under the ICA (International J/80 Class Association) Constitution, the ICA Executive Committee is responsible for managing the class affairs, which includes modification of the Class Rules and Constitution. To date, rules change proposals have generally come from an NCA (National J/80 Class Association), a measurer or a licensed builder. The proposals are reviewed/screened by the ICA Technical Committee, then a resolution is returned to the Executive Committee for vote after a review period.

How does one go about submitting a rules change proposal?

There are three conduits to the ICA Executive Committee. 1st is the National Class Association (NCA) representative to the ICA Executive Committee; 2nd is the NCA representative to the ICA Technical Committee, and 3rd is the Copyright Holder (J-Boats).

In general, there are three types of rules changes:

1. Typos and minor grammatical corrections needed to more clearly define the existing rules. 2. Measurement related wording changes, usually a result of measurers' experience in the field. 3. Equipment or racing related changes (like crew weight, sails, etc.) that impact the way the boat is sailed.

Proposals involving type 1 & 2 changes are always encouraged and can be submitted to the J/80 NCA Executive Committee by any Member. If not self-evident, the proposal should include reasons for the change. Proposals of type 3 variety should first have the backing of an exisiting J/80 fleet or at least 20 J/80 Members before being considered. This is a minimum "acid test" so that the class is not inundated with individual requests for rules changes that haven't demonstrated wider grass-roots support.

Unless an emergency rules change proposal is required,  rules change proposals are usually considered on an annual basis during the ICA's Annual General Meeting at the end of the calendar year.  Changes that are approved at the AGM are then submitted to World Sailing for approval, and then normally put into effect in the Spring.  Prior to an AGM vote on rules change proposals, the Class Constitution requires a minium of a 60 day review period by class members. 

The J80 is a 26.25ft fractional sloop designed by Rod Johnstone and built in fiberglass by J Boats since 1992.

The J80 is a light sailboat which is a very high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat.

J80 sailboat under sail

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Moscow Boat Tour

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Description

See all the gems of historical and cultural center of the capital in short time and without traffic jams or tiresome walking.

Depending on the itinerary and duration of the Moscow River boat trip, the tour can be 3 or 5 hours.

Highlights of the tour

  • St Basil’s Cathedral;
  • Stalin skyscraper on Kotelnicheskaya (Tinkers) embankment;
  • The Kremlin;
  • “House on the Embankment” Stalin skyscraper;
  • Monument to Peter I;
  • The Central House of Artists;
  • Christ the Savior Cathedral;
  • Gorky Park;
  • Moscow State University;
  • Russian Academy of Sciences;
  • Luzhniki stadium;
  • Novodevichy Monastery;
  • Kiev railway station;
  • Europe Square;
  • Moscow City Hall;
  • Government House;
  • Expocentre Exhibition Complex;
  • and other famous sights.

You will learn about the different epochs of the city from the foundation in 1147 till Soviet times of 20 th  century.

Moscow River

Moskva river has the form of a snake and is the main waterway of Moscow, consisting of a cascade of reservoirs. Within the city, Moskva river is 80 km long, 120 m - 200 m wide and up to 14 m deep. The narrowest part of the river is the Kremlin area in the city center, and the most extensive is around the Luzhniki Stadium in the south. 

Bridges in Moscow

Undoubtedly, bridges and embankments are among the most scenic spots and main attractions of Moscow. Plus, they are so romantic.

  • Bolshoy Kamenny Bridge –  Great Stone Bridge –  is the main bridge of Moscow . The first stone bridge was constructed here in the 17th century.
  • Patriarshy Bridge  is one of the youngest pedestrian bridges, built in 2004. The bridge connects the iconic Christ the Saviour Cathedral with funky Bersenevskaya embankment, extremely popular place among locals for its trendy art galleries, cafes and panoramic views. Patriarshy Bridge used to be a shooting location for ex-Russian President Dmitry Medvedev's New Year speech to the nation.
  • Borodinsky Bridge,  erected in honor of the 100th anniversary of the glorious victory in the Battle of Borodino (which every Russian kid knows about), a fierce legendary battle during the Russo-French war of 1812.
  • Bagration Bridge  one of the  pedestrian bridges with most picturesque views of the Moskva River with its numerous upper-level observation platforms. The bridge was erected to celebrate the 850th anniversary of Moscow city in 1997.
  • Krymsky Bridge  used to be in Top 5 Europe’s longest bridges some 100 years ago. The bridge got its name after the ancient Krymsky ford which Crimean Tartars used to invade Moscow in the 16 th  century.

Embankments of Moscow

Moscow river boats 37 embankments, the most popular being Kremlevskaya, Sofiyskaya, Pushkinskaya, Vorobyovskaya and Kolomenskaya.

You can get the most spectacular views of the Kremlin from  Kremlevskaya and Sofiyskaya embankments.

  • Pushkinkaya embankment  is the most romantic in Moscow. It meanders along Gorky Park and Neskuchnyi garden and is rich for all kinds of entertainment as well as cozy nooks, including Olivkovy beach, the famous Zeleny theater as well as a pier for river cruisers.
  • Vorobyevskaya embankment  is part of Sparrow Hills nature reserve. This place opens a beautiful panorama of the river and city from the observation deck and is considered to be the place for taking serious decisions in life.
  • Embankment in Kolomenskoye  Museum-Reserve has a special charm due to its peculiar geographical relief. The boat trip around Kolomenskoye would be the most peaceful in your life.
  • Taras Shevchenko embankment  is popular among photographers for its modern Moscow City skyscrapers. Highly recommended for your night boat trip.
  • Embankments of Moscow are the pride of the capital. A distinctive feature of each of the promenades is its architecture and beautiful views. In addition, almost all the embankments of Moscow have a rich history and a lot of notable buildings.

Different epochs

Taking a walk along the Moskva River by boat, you will witness the architecture of Moscow from different eras and styles. Archaeological studies indicate that already in the XI century there stood a fortified settlement on Borovitsky hill, which is now called the Kremlin. Little fortress could not accommodate all the residents of the rapidly growing city, and the Grand Duke ordered the construction of a new Kremlin, larger than the former.

Boat trip around Kolomenskoe Park

Moscow river boat trip starts from the pier Klenovy (Maple) Boulevard and provides reat views of Nicholas Perervinsky monastery.

Nicholas Perervinsky monastery was founded at the time of the Battle of Kulikov (1380). The monastery, got its name from the surrounding area – “Pererva”, which can be translated like “tear off” and because of the location –  here it abruptly changed its course, turning to Kolomna, standing on the opposite bank.

Nowadays Kolomenskoye is State Art, Historical, Architectural and Natural Landscape Museum-Reserve, which doors are open to everyone who wants to get in touch with the ancient history of Russia.

Take a break from the big city hustle in the shady parks and gardens of the Kolomenskoe Museum-Reserve. Don’t miss a wonderful Church of the Ascension and Tsar Alexey’s Palace in Kolomenskoye!

Monasteries and temples

  • Novospassky Monastery
  • Founded in the 13th century on the site where now is located the Danilovsky monastery. After a few decades, in 1330, Ivan Kalita moved the monastery onto the Borovitskii hill of the Kremlin. However, in the 15th century, Spassky Monastery again moved, this time to a more spacious place on Krasnoholmskaya waterfront.
  • Church of St. Nicholas in Zayaitskom
  • Erected in the middle of the XVIII century in baroque style. The building survived after the 1812 fire, but the utensils were destoyed. Parishioners collected donations and restored the temple on their own. In Soviet times, it was closed and re-opened only in 1992.
  • Cathedral of Christ the Savior
  • The church was originally erected in honor of the victory over Napoleon and was being under construction for long 44 years. Notoriously demolished in 1937 to be a giant swimming pool under open sky. The current building was constructed in 1990s. It is the tallest and one of the largest Orthodox churches in the world.
  • The temple was built in 1679-82, during the reign of Tsar Fedor Alekseevich, in late Muscovite Baroque style and can be characterized as bonfire temple. Each gable is a symbol of a heavenly fire.
  • Novodevichy Convent
  • The most famous concent and monastery in Moscow, presumably founded in 1524. Novodevichy’s status has always been high among other monasteries, it was in this monastery where the women of the royal blood, the wives of Tsars and local rulers of Moscow were kept in prison as nuns.
  • St. Andrew’s church  (male acts as Compound Patriarch of Moscow)
  • St. Andrew’s church stands right on the slopes of the Sparrow Hills, on the way down to the Moskva River, on the territory of the Nature Reserve “Sparrow Hills”. The monastery is small in size but is very cozy. It’s situated in a quiet courtyard surrounded by temples, fruit trees and flowers.

What you get:

  • + A friend in Moscow.
  • + Private & customized Moscow river cruise.
  • + An exciting pastime, not just boring history lessons.
  • + An authentic experience of local life.
  • + Flexibility: changes can be made at any time to suit individual preferences.
  • + Amazing deals for breakfast, lunch, and dinner in the very best cafes & restaurants. Discounts on weekdays (Mon-Fri).
  • + A photo session amongst spectacular Moscow scenery that can be treasured for a lifetime.
  • + Good value for souvenirs, taxis, and hotels.
  • + Expert advice on what to do, where to go, and how to make the most of your time in Moscow.

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Is the Radisson boat tour the best for a river cruise? - Moscow Forum

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Is the Radisson boat tour the best for a river cruise?

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This post has been removed at the author's request.

' class=

In the winter? You have no choice.

sailboat j80

Radisson boats are the best, yes.

And only radissons operate in winter (because only they can break the ice on the river).

This topic has been closed to new posts due to inactivity.

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Moscow Hotels and Places to Stay

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COMMENTS

  1. J/80 is the world's most popular 26 ft one-design keelboat

    If you would like to expand your sailing horizons with a modern sportboat outside protected harbors and lakes, there's only one choice: the J/80. Numbers highlight the reason:Thanks to its 1,400 lb. fixed lead keel (48% ballast ratio) J/80 has big-boat feel and requires less experienced crew. The boom is high for safety and good visibility.

  2. J/80

    A boat's actual draft is usually somewhat more than the original designed or advertised draft. For boats with adjustable keels (centerboards, daggerboards, lifting and swing keels), Draft (max) is with the board down. Draft (min) is with the board up. DISPLACEMENT: If you weigh the boat on a scale, that is her actual displacement. It is the ...

  3. J/80

    The J/80 is an American trailerable sailboat that was designed by Rod Johnstone as a one design racer and first built in 1992. The design ... The boat is supported by an active class club that organizes racing events, the International J/80 Class Association. There are 30 fleets racing in 12 countries, including in North America, Europe and ...

  4. The J/80

    The fixed keel on the J/80 also means a higher profile when traveling, though Johnstone told us that J/80 sailors trailer their boats from coast to coast to attend regattas. The J/80 is slightly less expensive. At $33,200, it is priced $2,250 less than the Melges. Sails will add $4,500 to the cost, approximately $500 less than the Melges.

  5. J Boats J 80 boats for sale

    Used J Boats J 80 1 listing. Find J Boats J 80 boats for sale in your area & across the world on YachtWorld. Offering the best selection of J Boats to choose from.

  6. J/80 Video Gallery of sailing, daysailing, and racing.

    245. 27. 2:01. J/80 REACHING DOWNWIND - gusting 30 knots - World Championship 2015 - Kiel. 11.07.2015. The blast was on at the last day of the 2015 World Championship. 50 J/80 raced for the global title. ESP 783 Rayco Tabarez was able to take away the lead of ESP 1519 with Marc de Antonio.

  7. J/80 technical specifications

    J/80 Specifications (Sample Specification) Hull & Deck Construction. Composite hull and deck of GRP balsa sandwich with E-glass fabrics, additional reinforcing in way of highly loaded hardware. Vinylester and ISO NPG gelcoat in hull for osmotic gelcoat blister protection. Molded GRP main bulkhead to absorb the direct loads of the shrouds and ...

  8. J/80

    J/80 is a 26′ 2″ / 8 m monohull sailboat designed by Rod Johnstone and built by J Boats and Waterline Systems, LLC starting in 1992. Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts. ... J/80 is a 26 ′ 2 ″ / 8 m monohull ...

  9. J/80

    J80 key west 2005 02 Numbers highlight the reason: The 1,440 lb. lead keel with bulb on the J/80 weighs nearly the same as the leading competitor's entire boat. No question, stability is the most important standard when it comes to a forgiving design, family sailing fun and sailing in open waters.

  10. 2022 J/80 World Championship: International sailors gather in Newport

    The J/80 sailboat was designed and manufactured by Newport-based J Boats. The Class is celebrating the 30th Anniversary of the popular one-design racing sailboat, which has built over 1700 boats to date. J/80s are now actively sailing in 12 countries. Scores can be followed here: Scores can be followed here. Follow the event on Sail Newport ...

  11. J/80

    48 North Top 25 Pacific Northwest Sailing Teams for 2023! : 07-Feb-2024. (Seattle, WA)- What a year 2023 was! Such great racing in every imaginable condition around the Salish Sea. The 48° North Top 25 returns to honor the best-performing racing keelboat teams in the region. Participating in many events increases a boat's likelihood of ...

  12. J80 News

    MORE GOSTOSA Crowned J/80 North American Champions. The 2023 J/80 North American Championship took place on Lake Winnipesaukee in Gilford, New Hampshire from October 4-8. A fleet of nearly two dozen boats was assembled to do battle from all across the USA and Canada. Hosting the event was Winnipesaukee Yacht Club.

  13. After the first season

    About this time in 2021 we lifted Veloce 2 for the winter and wrote our first impressions double-handling a J/80. Here the full review. After the first season with the J/80 and some water under the keel, let's dive in and get some deeper insight on the boat (for our type of sailing) and the choices we made. Firstly, what was changed/upgraded ...

  14. J/80 World Championships Underway In Newport

    The J/80 sailboat was designed and manufactured by Newport-based J Boats. The Class is celebrating the 30th Anniversary of the popular one-design racing sailboat, which has built over 1,700 boats ...

  15. J/80 (J/Boats)

    Sailboat specifications. Last update: 13rd March 2020. The J/80 is a 26'2" (8m) one design sailboat designed by Rod Johnstone (United States). She is built since 1993 by J/Boats (United States).

  16. J80

    J80 : Feb-07-2024. (London, United Kingdom)- The Women's World Match Racing Tour today announced its 2024 season of five events in four countries featuring returning events in the USA, France, and Denmark, and a new event in Marstrand, Sweden. Now in its third season after re-launching in 2022, the women's world tour is the only all-female ...

  17. J80 sailboats for sale by owner.

    J80 preowned sailboats for sale by owner. J80 used sailboats for sale by owner.

  18. Class Rules

    The J/80 Class is a "World Sailing Recognized" class, meaning that all changes to Class Rules and the Constitution must be approved not only by the J/80 Class but by World Sailing as well. ... (J-Boats). In general, there are three types of rules changes: 1. Typos and minor grammatical corrections needed to more clearly define the existing ...

  19. J80

    The J80 is a 26.25ft fractional sloop designed by Rod Johnstone and built in fiberglass by J Boats since 1992. The J80 is a light sailboat which is a very high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat.

  20. Nosovikhinskoye Highway, 26, Balashiha, nearest metro station ...

    Get directions to Nosovikhinskoye Highway, 26 and view details like the building's postal code, description, photos, and reviews on each business in the building

  21. Moscow River Cruise Tour with Friendly Local Guides

    Moskva river has the form of a snake and is the main waterway of Moscow, consisting of a cascade of reservoirs. Within the city, Moskva river is 80 km long, 120 m - 200 m wide and up to 14 m deep. The narrowest part of the river is the Kremlin area in the city center, and the most extensive is around the Luzhniki Stadium in the south.

  22. Катер Cabin Velvette 23 Active Sedan на Moscow Boat Show 2017

    Катер Cabin Velvette 23 Active Sedan на Moscow Boat Show 2017. Производитель Velvette Marine из Казани достаточно давно и прочно занял ...

  23. Is the Radisson boat tour the best for a river cruise?

    Skip to main content. Review. Trips Alerts