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J Class Yachts

Go inside the world of the iconic J Class yachts with reports on board these famous vessels, interviews with their owners and coverage of the J Class World Championships. Boat International is the official media partner of the J Class Association.

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Yachting World

• Digital Edition

Inside J Class yacht Svea – what it’s really like to race on board the newest member of the fleet

• Toby Hodges
• June 16, 2017

Toby Hodges sails the newest J Class yacht, Svea, and finds an elegant J crossed with a modern maxi grand prix yacht. Photos by Carlo Borlenghi

Svea , the newest addition to the now nine-strong J Class fleet, is one of the most outstanding new yachts of modern times – a harmonious meeting of historic and modern design; a blend of J Class lines and maxi grand prix yacht technology.

What follows will hopefully explain why she is the ultimate modern J; why her design and engineering had to be fast-tracked yet still produced such formidable results, and, crucially, why the other six Js and their 200 professional crewmembers racing in Bermuda this June were right to be worried about their new competition.

Svea ’s build programme has been unrelenting since her American owner bought the bare aluminium hull two years ago. A serial yacht owner and experienced racer, his sights were firmly set on the J Class regatta in Bermuda.

This is the biggest year for the J Class since they raced for the America’s Cup in the 1930s .

The first time six Js raced together was in St Barth in March , but when Svea joins the fleet in Bermuda, it will be the first time seven have lined up. But for that to happen Svea had to take shape fast.

It was just 17 months from signing the contract to her delivery – a race-ready superyacht prepared to sail across the Atlantic to her first race, just as the original Js were designed to do.

Svea arrived in Palma in March to start sea trials and race training. I was invited aboard in late April for what turned out to be the last day of race training – and a day I shall never forget.

1930s lines, modern layout

All Js dazzle on the water, but Svea simply stops you in your tracks. Her lines and deck are kept spectacularly clean, thanks to the compact wheelhouse, sunken wheel and wonderfully low boom.

Her dark metallic grey hull and black and red sail wardrobe lend her timeless lines a slightly menacing appearance – a purposeful racing look that belies the luxurious interior below decks. The aggressive aesthetics are in keeping with her name, a Viking word (it means Swede).

The lines for Svea are from a Tore Holm design from 1937, the last J drawn but one that was never built. Holm was one of the most gifted Metre Class designers.

Andre Hoek reworked the design to make it competitive for modern day racing. This is his third J project in recent years following Lionheart and Topaz .

Continues below…

Brand new J S1 Svea stars in a record J Class racing fleet at America’s Cup

We expected her to be fast, but would the new J Class Svea be competitive too? It is a tall…

Svea rules the day and Lionheart wins the J Class Superyacht Regatta in Bermuda

If Svea’s third place in her first race yesterday was impressive for the debutante J Class member, her victory over…

Even compared to these ‘Super Js’, Svea is big. She is, by 15cm, the longest J overall at 43.6m /143.1ft LOA.

Think of classic J Class pictures from the 1930s and you picture a helmsman in a blazer and tie standing high on the aft deck battling a traditional wooden wheel. One of Svea ’s striking features is her extra large wheel, nearly half of which vanishes into a well below decks.

Hoek encouraged the extra wide, sunken wheel, a feature that Frers favoured in the 1980s because it allowed the helmsman to sit out and see the telltales. Here it allows the helmsman, trimmers and afterguard to remain in close communication.

Svea ’s deck layout is optimised for modern racing thanks to a large cockpit directly in front of the wheel from which the main, genoa and running backstays are all controlled. This means crew dealing with the runners and their fearsome loads are not on the aft deck and can safely operate the winches from a standing position.

The cockpit also doubles as a guest area when the yacht is in cruise mode, and there is removable seating and table.

I observed the action from the aft deck, in the company of Andre Hoek and the owner’s representatives and project managers Tako van Ineveld and Katie Beringer from Ineveld & Co. With its long overhangs a J’s ends are prone to pitching and as they are raced with no guardrails you need to be vigilant when the yacht is heeling.

Maxi grand-prix set-up with walnut interior

“Be careful on deck – we’re running big loads – up to 36 tonnes on the forestay,” Svea ’s captain Paul ‘PK’ Kelly told us as we left Palma’s STP shipyard. That’s the weight of a 60ft cruising yacht, I thought!

“It’s a maxi grand prix set-up in every detail,” said Tako van Ineveld. “We will race it as a grand prix boat. The owner loves that, but he also loves his walnut interior.”

And that, I thought, in a nutshell, is what today’s J Class yacht is all about.

When I joined, the 24-strong race crew and six permanent crewmembers had been practising multiple pre-starts and two or three windward-leeward races a day. Granted, they had no competition, but I soon appreciated how getting the timing for the manoeuvres down and, crucially, knowing exactly how long each will take, is invaluable preparation.

As in a regatta, it takes a couple of hours between the time a J leaves the dock to the point at which it is fully prepared for the start. But when we were, and fully heeled over in full trim, sailing at 9.5 knots upwind in 9-9.5 TWS, the feeling was euphoric.

Svea ’s immense black North 3Di RAW mainsail was allowed a little body to match the lighter conditions that morning. The sails are obviously big business on Js and Tom Whidden, North Sails’s CEO, was aboard for the day assisting the afterguard.

Furling headsails are a new addition this year for some of the newer Js. A crewmember needs to go aloft to attach the lashing to the head during the hoist, so it takes longer to swap headsails, but the advantage is a marked improvement in sail handling time.

The decision was taken early during Svea ’s build to incorporate furling headsails, for which a Reckmann torque tube is installed on deck. “It’s a big help not having to drag headsails out of the water,” van Ineveld remarked.

A glance aloft shows a particularly aggressive Southern Spars rig design. Every bit of weight and windage was minimised, with no staysail halyard and only a single VHF aerial permitted from the mast top for example.

The Southern Spars boom is tapered at each end and the spinnaker pole is a novel triangular shape – which is promised to be lighter than an equivalent tube, if more vulnerable to impact.

During a couple of the upwind legs I sat forward of the wheelhouse, watching the choreography of the pit and foredeck. While the main and trimmers may be in better contact with the afterguard in their aft cockpit setup, it’s still a separate camp up here.

The wide, shallow pit serves a useful area to tidy the vast amount of tail ends for spinnaker sheets, inhaulers, barbers, etc and for storing sails or snaking the spinnaker when zipping it up.

When the wind died down to 8 knots there was talk of whether to lead the sheets for inside gybing on the downwind leg. It’s amazing to think that a 950sq m kite can be gybed inside these days, but it’s a call that needs to be made relatively early as it involves changing the tack strop and sheet leads.

It’s almost impossible to take in the flurry of activity that two thirds of the crew are involved with around the mast and foredeck during a hoist – that was governed by Team New Zealand veteran sailor Andrew ‘Meat’ Taylor, a crew boss whose physical presence immediately ensures respect.

The spectacular bright red kite went fizzing up and ballooned into life, filling out a symbol depicting an ancient Nordic compass rose.

When the wind increased to 12 knots for the second practice race that afternoon, everything felt a little more intense on board. The headstay load pin readout was up to 30 tonnes. There was more water coming over the deck, the stiff carbon sails snapped into place with a bang, when the runner was eased, the blocks sounded like a shotgun going off, shuddering a vibration through the aluminium deck.

We were making up to 10.2 knots upwind now. Francesco de Angelis, the ex- Luna Rossa skipper hired as owner’s coach, calmly steered sitting to windward, alongside the likes of Peter Isler navigating and the owner’s long-standing tactician and fleet manager Charlie Ogletree (an Olympic Tornado sailor).

We crossed the line within a second of the gun and Svea stepped out into her full graceful stride on another long leg.

As we rounded the top mark into the short reaching leg a late call is made for an ‘Indian’ – or gybe-set. It’s a test designed to time the crew response.

We gybed and the kite was hoisted in little more than a boatlength – I counted five seconds. There is a nod of approval from Tom Whidden, who comments: “That’ll allow you to go either way round the top mark – a pretty nice exit manoeuvre to have, especially if you’re in a train.”

I was astonished at the speed of the gybes. The boom is sheeted to two winches, both capable of spitting line out at 220m per minute. So even with the boom fully out when sailing downwind, it is centred in a couple of seconds.

The speed of the manoeuvres, especially after only three weeks’ training, was seriously impressive. I later learned that this was their best training day. Even so, it was remarkably quiet and well drilled.

Van Ineveld told me the crew was very pleased with how reliable all the systems have been, especially the hydraulics. He pointed out that Js have habitually suffered from hydraulic power failure, which is why they put the Power Take Off (PTO) on the main engine. “So far we’ve had no lack of hydraulic power and we’re only running at 70 per cent”.

The hydraulic pressure for Js is normally 220bar, but Svea has larger diameter pipes allowing more flow at 300bar. “ Svea comes out of the box where others want to be,” says van Ineveld. “It’s where all the recent work to Lionheart and Hanuman has led – it’s the advantage of starting from scratch.”

Sailing Svea – the newest member of a revered class

During our final upwind leg, something happened that has changed my appreciation of sailing a J forever. Ogletree beckoned me to the wheel, mocking de Angelis by telling the elite helmsman: “You’re fired.”

My heart rate rocketed. I told myself to focus – I would only get a few taster seconds of the owner’s experience on the wheel. Sailing a J in race mode with race crew? More people have been to the moon.

But that ‘time’s up’ pat on the shoulder never came. The gargantuan wheel was entrusted to me for the rest of the upwind leg, the mark roundings, the spinnaker hoist and the downwind gybes all the way to the finish.

Focus, Toby! I asked de Angelis what sort of numbers we should be doing. “Just sail it to the telltales” was his refreshing answer – although in fact the genoa is professionally trimmed before I could even correct the wheel. The subsequent “9.8 knots target speed at 45º…” certainly helped.

Standing to leeward I was struck by the force of the wind slot between the sails and how hard it becomes to hear anything. As we tacked I bent for support to hand-over-hand the 8ft diameter carbon and teak wheel. Svea was back up to full speed. “You got the mark?” Ogletree asked. I nodded. “Over to you.”

Panic. Keep calm and don’t hit the buoy. I was aware of a flurry of activity on a foredeck far, far away. It helped make me appreciate just how focused the crew have to be on their role during a race. You have to be able to trust that everyone’s on it – I found it almost impossible to concentrate on anything other than pointing the boat from behind the wheel.

Turn the wheel and it’s still some moments (and distance) before the boat responds. It shows the value of anticipation.

We powered through a reach and bore away into a spinnaker set, at which point I went into a giddy trance, trying to mentally distill the moment while gybing Svea downwind. To drive the latest, most high-tech yacht in the most revered class in the world, with a full complement of rock stars and one of the world’s foremost sailors alongside coaching me through it… no, superlatives will never suffice.

“Well done everyone, that was a great day today,” said Ogletree in the debrief back on the dock, as my pulse began to settle. “The best we’ve sailed the boat and the best it’s gone.”

No room for delay

Svea ’s deck is kept wonderfully clean. The original lines didn’t even have a deckhouse, something the class insisted upon, says Hoek, but Svea ’s is kept low.

The furler and tensioner for the inner forestay are hidden under the deck. The anchor arm (removed for racing) rotates out of a locker and extends over the port bows. The chainplates with integrated turnbuckles are underdeck leaving just the ECsix rigging exposed.

It was eye-opening to see just how well Svea is finished below, particularly after visiting her in build at Vitters in December – at which time no cabin had yet been completed. Austrian company List pre-fabricated the interior entirely off site – a feat of 3D modelling and engineering.

The late Pieter Beeldsnijder (who worked on Athena , Hyperion , Hanuman , and Ethereal ) designed an elegant interior that is timelessly finished by Michiel de Vos.

Raised and fielded panels are used together with both decorative and practical features such as curved handrails built into panels. These reflect the owner’s taste for millwork carpentry. His preference for an open grain to the Claro walnut helped produce a tactile finish.

The intricate design details and the complex build skills required are particularly impressive when you consider the time frame in which Svea was completed. Normally an interior is built in parallel with the hull, but in this case it was built and fitted during the 14-month Vitters yard period.

“There was no room for delays with the race programme for Bermuda,” said Tako van Ineveld.

A traditional skylight floods the saloon in natural light. A sliding hatch in the bulkhead between the saloon and the galley further forward helps open out this space and allows the owner to incorporate the compact galley into his living space. It’s a clever arrangement that also keeps the teak-finished crew area forward private.

The layout elsewhere is traditional for a J, with guest en-suite cabins (twin and double) each side of the companionway and the master stateroom aft. The saloon and cabins lacked a personal touch during our visit – the bulkheads were still bare – however 16 marquetry pieces inspired by classic Beken pictures were imminently due to be hung.

Beeldsnijder succeeded in pushing accommodation space to the maximum inside. This is evident in the aft cabin, where the longitudinal frames rise up towards the transom through the berth and sofas. The low wheelhouse squeezes the accommodation in the passageway aft, but this has been cleverly sculpted out at shoulder height.

The engine room, accessed from the passageway opposite the compact navstation or via the saloon sole, is particularly well laid out offering easy access to all the systems.

One to watch

The flurry of new Js and competitive regattas in the last decade has brought with it a chase to upgrade to the latest equipment. This is particularly the case with Hanuman and Lionheart . Svea , however, is today’s true answer to a race-ready J class.

“What an accomplishment it will be to make the start line at Bermuda, a year after going into Vitters,” said captain Paul Kelly. When I left, I was bowled over by this yacht, build and crew work and results so far have been very encouraging .

I am also now that bit closer to understanding the charms of the mercurial J from an owner’s point of view. To buy and helm a J Class yacht in a competitive race is the ultimate money-can-buy experience in sailing – and, arguably, in any sport.

S/Y Rainbow

About rainbow.

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

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

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

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

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

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

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

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

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

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

Specifications

Yachten der J-Klasse

Ein als Brillant geschliffener Diamant weist mindestens 56 Facetten auf. Und jede ist von Bedeutung. Und auch die Diamanten des Bootsbaus funkeln durch eine Vielzahl von Facetten, und auch hier darf man keine außer Acht lassen. Womit fängt man an – wenn alles funkelt, glänzt und glitzert? Schiffmodell-Autor Helmut Harhaus klärt uns auf.

Träume unter Segeln – die großartigsten Yachten, die jemals entwickelt und gebaut wurden, sind die Yachten der J-Klasse. Nichts war zu ihrer Zeit größer, pompöser, faszinierender und teurer als diese Schiffe. So etwas konnten sich nur die leisten, die wirklich Geld im Überfluss hatten und das auch zeigen wollten. Die ganze Welt schaute ab 1930 zu und träumte bis heute durch sie so manchen großartigen Traum.

Die Boote mit der Klassenbezeichnung „J-Klasse“ sind Kielyachten und nach internationalen Regeln gebaut. Sie wurden in erster Linie eingesetzt, um mit ihnen Regatten zu bestreiten. Insbesondere ging man mit der J-Klasse beim America‘s Cup zwischen den Jahren 1930 und 1937 an den Start. Zuvor kannte man hauptsächlich nur britische Yachten. Die dafür angewendeten internationalen Regeln sahen eine Bootslänge von mehr als 48 Fuß (14,6 m) und ein Bermuda-Rigg vor. Doch die Amerikaner wollten mit größeren Yachten teilnehmen. Folglich wurde eine neue Klasse definiert – so, wie es die Amerikaner haben wollten. Die Formelvorschriften sind in Buchstaben-Klassen beschrieben. Die neue Klasse bekam den Buchstaben „J“ und legte für die Bootslänge in der Wasserlinie die Länge von 75 (22,9 m) bis 87 Fuß (26,5 m) fest. Der Yachtdesigner Nathanael Herreshoff aus den USA hatte wesentlichen Einfluss auf diese Definition. Der Leitgedanke dieser J-Klasse war eine Begrenzung in der Wasserlinienlänge und im Tiefgang mit 15 Fuß (4,6 m), dafür war die Segelfläche frei wählbar. Dadurch wurde auch eine höhere Tonnage möglich. Somit kam folgende Klassenformel zustande.

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J-Klasse Endeavour

Die J-Klasse Endeavour ist nach langer Pause bei einer Regatta in der Karibik zu sehen

An diesem Wochenende wird die berühmte J-Klasse Endeavour, ein Design von Charles Nicholson, zum ersten Mal seit Jahren wieder an einer Regatta teilnehmen, und zwar an der Saint Barths Bucket Regatta in der Karibik, einem internationalen Event mit hohem Glamourfaktor, ausgeschrieben für Segelyachten über 100 Fuß. Grund für die lange Rennpause: Endeavours Eigner Dennis Kozlowski sitzt wegen Betrugs im Zusammenhang mit seiner Gesellschaft Tyco eine mehrjährige Gefängnisstrafe ab - und Freigang fürs Segeln wurde noch nicht erfunden. Die schöne Lady, die sich in ausgezeichnetem Zustand befindet, steht nun zum Verkauf, mit ihrem Auftritt in St. Barth hofft man, die Aufmerksamkeit der richtigen Leute auf sich zu ziehen. Die Superyacht-Community war jedenfalls geschlossen glücklich über Endeavours Rückkehr auf die Regattabahn. Die Flotte der restaurierten J-Klasse-Yachten umfasst Velsheda, Shamrock V und, seit kurzem, auch die von John Williams gezeichnete Ranger. Letztere wurde in Falmouth komplett überholt und liegt derzeit in Gustavia, der Hauptstadt von St. Barth, man darf gespannt sein, wie sie sich in karibischem Gewässer gegen Endeavour schlagen wird. www.newportbucket.com/StBarthsIndex.htm

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J-Class : Dritte Ranger-Replik: Aus Holz & Stahl

Dieter Loibner

 ·  14.03.2012

Die J-Klasse wächst weiter, und zwar mit einer angelsächsischen Kooperation von Spirit Yachts in England und der berühmten US-Konstrukteursfirma Sparkman & Stephens. Und es wird wieder eine Ranger-Replik, die dritte insgesamt. Das neue Schiff wird auf „Cheveyo” getauft werden, ein indianischer Begriff, der grob ins Englische mit „Spirit Warrior” zu übersetzen sei. Die Linien sind laut Presssemitteilung der echten „Ranger” nachempfunden, aber auch wieder nicht ganz. Und das bedarf einer Klarstellung:

„Ranger”, die als die beste J-Klasse aller Zeiten galt, wurde 1936 von Starling Burgess und Olin Stephens konstruiert, unter Mitwirkung des deutschen Designers Henry Gruber, der in den 1930ern für Burgess arbeitete. Das Schiff verteidigte unter seinem Eigner Harold Vanderbilt 1937 den America’s Cup erfolgreich, indem es gegen die von Charles Nicholson gezeichnete „Endeavour II” von Sir Thomas Sopwith deutlich mit 4:0 gewann. Aber von „Ranger" existieren insgesamt sechs Risse, die alle von Stephens im Schlepptank getestet wurden. Die historische und berühmte Ausgabe wurde nach Riss 77C gebaut, der für die relativ geschützten Gewässer vor Newport angeblich besonders gut geeignet war. Von diesem Boot existiert bereits eine Replik, die unter US-Flagge laufende „Ranger” mit der Segelnummer J 5, die 2004 in Dienst gestellt wurde, aber bereits einen ausgiebigen und stark korrektiven Refit hinter sich hat. Dann gibt es einen weiteren Nachbau, der dem Entwurf 77 F folgte, als „Lionhart” 2010 vom Stapel lief und unter holländischer Flagge mit der Segelnummer JH 1 unterwegs ist.

Doch nun hat S&S für „Cheveyo” Riss 77 B aus dem Archiv geholt, und der sei, so die Mitteilung des Hauses, für die Baumethode aus Holz-Komposit, die bei Spirit Yachts gepflegt wird, und für das Segeln bei Offshore-Bedingungen optimiert worden. Man wolle schließlich bei Klassiker-Regatten eine gute Figur machen. Der Rumpf wird auf Edelstahl-Spanten geplankt und mit fünf Komfortkabinen ausgestattet, plus dem Mannschaftslogis für eine achtköpfige Crew. Irgendwie könnte man die Sache als Back to the future charakterisieren, denn weniger soll ja wirklich mehr sein, und das beschreibt S&S-Präsident Bruce Johnson wie folgt:

„Durch die Holz-Komposit-Bauweise wird ‚Cheveyo‘ sich deutlich von den anderen J-Klassen unterscheiden, die in Aluminium gebaut sind”, so Johnson gegenüber YACHT online. „Damit werden wir näher am historischen Original sein, aber nicht auf moderne Werkstoffe wie Epoxid und Fertigungsmethoden verzichten müssen, die eine leichte und steife Struktur erzeugen. Außerdem wird das Boot auf der Wasserlinie von damals schwimmen, also ohne den heute erlaubten zusätzlichen Freibord, womit die benetzte Fläche kleiner wird.” Zusätzliche Vorteile seien die angenehme Holz-Atmosphäre unter Deck und ein deutlich geringeres Rumpfgewicht, was es ermögliche, mehr Ballast in den Kiel zu packen.

Wann gewassert wird, konnte Johnson nicht sagen, nur so viel, dass mit dem Bau bereits begonnen wurde. Eigner der neuen J-Klasse ist ein US-Syndikat von Investoren.

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Rainbow, JKZ1

February 2012

Original lines: Starling Burgess / Modified design: Dykstra Naval Architects

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Rainbow was designed by Dykstra Naval Architects and launched in 2012. She raced regularly and successfully until the Rolex Maxi Yacht Cup in 2014 after which there has been a hiatus, even though she has cruised extensively. ‍ She has recently been sold to a well known Kiwi owner who has a long track record in both offshore and inshore sailing, winning many of the most coveted top awards with a big variety of designs of all sizes, especially Maxis. ‍ Rainbow has been refitted by Dykstra Naval Architects through the winter of 2022 and spring 2023, optimising the deck layout further with inboard tracks and bringing structured luff sails on stream.   ‍ Rainbow is said to be a very strong all round boat which is light relative to the other boats and smaller - 2m shorter than the bigger J’s - but is good in light airs, whilst being a stable boat and so goes well in the breeze as well.   ‍

The original Rainbow was designed by Starling Burgess for the 1934 America's Cup which she won 4-0 against Endeavour. The 1934 boats such as Rainbow were a big leap forwards from the 1930 boats with bigger, more powerful rigs and, many say, the nicest, truest hull shapes.  

She will be sailed by the owner-driver with Kiwi round the world racer and America’s Cup Erle Williams as skipper.

Length at waterline

displacement

upwind sail area

spinnaker sail area

2013 Maxi Yacht Rolex Cup

Rainbow 2nd

2014 Maxi Yacht Rolex Cup

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