j125 sailboat length

The J125 is a 41.0ft fractional sloop designed by Johnstone and built in carbon fiber or composite by J Boats between 1997 and 2003.

16 units have been built., it accomodates 2 people in 1 cabins plus salon..

The J125 is an ultralight 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. The fuel capacity is originally small. There is a very short water supply range.

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J/125 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of J/125. Built by J Boats and designed by Rod Johnstone, the boat was first built in 1997. It has a hull type of Fin w/bulb & spade rudder and LOA is 12.5. Its sail area/displacement ratio 30.11. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

J/125 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about J/125 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the j/125.

J/125 was designed by Rod Johnstone.

Who builds J/125?

J/125 is built by J Boats.

When was J/125 first built?

J/125 was first built in 1997.

How long is J/125?

J/125 is 11.28 m in length.

What is mast height on J/125?

J/125 has a mast height of 13.87 m.

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The 41 foot J/125 is as close to high performance big-boat sailing one can find in a boat that’s manageable (yes, even with spinnaker) by two or three people. J/125 is like a street-legal Indy 500 car that’s easier to drive than the family sedan. Come and see her in Bruinisse.

J-125 Built in 1999 by J-boats, USA Designed by Johnstone GRP hull and superstructure Displacement approx. 3800 kgs Ballast approx. 2100 kgs

Accommodation

Blue fabric upholstery Manual toilet Electrical bilge pump

Dometic 2 burner gasstove Manual waterpressure system Sink

J-125 gallery

Motor, electric & water.

Yanmar 3GM30C - SD-20 - 27 HP Cruising speed: 7 kts Indirect cooling system Mechanical gearbox Bilge pump Saildrive

Approx. 75 ltrs diesel Approx. 85 ltrs fresh water

12V / 220V electrical system 2x batteries 12V / 110Ah

Carbon Mast Carbon boom Rodkicker Carbon bowsprit 4x Lewmar ST 44 winches 2x Lewmar ST 48 winches Harken furling system Tuff luff profile for the head sail (not installed)

North Sails 3DL Mainsail 4x 3 DL jibs (no. 3 is good as new) 3x Spinnakers UK Sails Dacron Main sail + Jib

Navigation & Electronic

Shipmate VHF connection outside Navigation lights Compass Raymarine VHF 215E DSC Raymarine RC435i chartplotter Raymarine C90/W chartplotter Raytheon masterview Raymarine ST60 Tridata Raymarine ST290 wind Raymarine ST60 speed Raymarine ST60 multi Raymarine St290 CH wind Raytheon remote Autopilot (2016)

Carbon steering wheel + cover Manual bilge pump Speakers outside Radio / CD player Swimming stairs Fenders & lines

Jachthaven Bruinisse Jachthavenweg 71e 4311 NC Bruinisse

Jachthaven Scheveningen   Hellingweg 120 2583 DX Den Haag

T +31 (0)111 48 38 90 E  [email protected]

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1999 J Boats J125

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"Can't Touch This" is one of the best equipped J/125's and has been continually upgraded.including new rudder, sails & silver LPU topsides. She has both a buoy race inventory and an offshore inventory. The boat has gone thru a long list of upgrades as well as a serious carbon diet. Carbon hand rails, hatch boards, carbon steps, carbon padeys with Spectra loops, a custom carbon step for offshore driving and Equiplight shackles throughout, . The boat has the new rudder design by Al Johnston along with all offshore safety gear. The boat is ready to go offshore today.

Make or Manufacturer

Displacement, fuel capacity, water capacity.

“ The J-125 is a boat of exceptional stability and power. Her handling is explained by an extraordinary stability index of 143 degrees, with a stability curve ratio of positive to negative areas of 12.5:1. This greater stability is combined with a balanced hull-form with proper amounts of reserve buoyancy forward. This provides safer and more controllable high-speed planing offshore in large waves as well as a wider steering groove upwind for sustained peak performance by average helmsmen. No IMS rule-inspired hull form can match the high 4.72 length-to-beam ratio of this seakindly yacht, nor the reserve buoyancy designed into her bow sections. High length-to-beam ratio ensures straight tracking in rough seas and light steering loads. Sailboats with fine bows and full midship sections are more difficult to balance and more likely to spin out of control in big waves. As user-friendly as it may be, this is a sailing machine designed to be the fastest, best-built boat of its type in the world. A long-lasting, high-tech carbon - Kevlar - E-glass - epoxy laminate is the answer. TPI Composites is the world leader with its patented SCRIMP process. This yields a laminate that's been tested by the US Naval Surface Warfare Lab at double the strength of hand lay-up construction. SCRIMP overcomes long term ownership concerns about delamination and structural failure because there are no air-pockets in the hull laminate and integral keel beam grid. Secondly, the ratio of glass fiber to resin is 2:1 rather than 1:2, resulting in a strength-to-weight ratio that exceeds custom race-boat, pre-preg construction. ”

Standard Equipment List Hull & deck built with TPI's patented SCRIMP vacuum resin infusion molding process. Hull has carbon fiber biaxial - unidirectional inner skin, biaxial Kevlar - E-glass hybrid outer skin and thermo-formed CoreCell linear structural foam core drilled for Pro-Set, or equivalent, epoxy resin.

Deck has carbon - E glass - CoreCell - vinylester laminate with gelcoat finish. Hull & deck laminates meet ABS offshore yacht standards to be CE Mark Certified for Europe.

E-glass - epoxy keel floors, mast step and longitudinal girder structural matrix molded using SCRIMP process and bonded and tabbed to hull with epoxy. o Five composite transverse bulkheads at forepeak, forward head, main bulkhead, aft settee, and aft berth area built with molded E-glass - foam core & reinforced w- unidirectional carbon. o Longitudinal hull stringers from forepeak bulkhead to main bulkhead P&S; from forepeak bulkhead to structural grid P&S. Two foredeck stringers from forward end of coach roof to forepeak bulkhead. Local reinforcements in way of high load areas. o Centerline stringer from structural grid to forepeak bulkhead incorporating mast step. o Dual longitudinal cockpit support bulkheads from transom to aft bulkheads.

Hull - Structure - Bulkheads are assembled, tabbed, painted and oven post-cured together at a peak 140 degrees during a total 25 hour curing cycle. o Molded seahood with integral instrument pod curved acrylic slider and drop board sliding in extruded PVC rails and equipped with inside - outside stainless hasp and combination lock. o Two continuous ORC height toe-rails integrally molded with deck forward of mast.

Removable 8.0' draft keel with high aspect nickel - aluminum - bronze alloy strut and lead bulb. Wide flange bolted into hull recess through solid carbon - E-glass backbone using ten 7-8" 316 grade stainless bolts.

Awlgrip topside and boot stripe in 2016.

Yanmar Diesel 3GM3OC x SD20 Saildrive. o Bri-Ski 16 x 11 folding propeller. o Recessed cockpit mounted engine panel with Spinlock single lever throttle-shift control. o Engine housed in composite box in two sections with air intake vent at aft end and sound insulated interior surfaces. o Wet type engine exhaust system with GRP stern tube and waterlock muffler. o Single cartridge Racor fuel filter with shut-off valve at tank and fuel gauge in cockpit.

Engine serviced April 2017

Molded steering pedestal with binnacle cover, Ritchie SP-5 compass, Edson ultra-light racing components, 58" Edson "Diamond" series aluminum wheel with black foam grip. o Aluminum emergency tiller with deck plate access. o Carbon fiber reinforced composite rudder blade & shaft mounted in Harken composite rudder bearings.

20 gallon aluminum fuel tank located aft of engine box vented through transom with cockpit sole deck fill. 22 gallon fresh water capacity in bladder tank mounted under port settee bunk with deck fill and vent to galley sink.

Bass DC electrical distribution panel w- 10 circuit breakers o Halogen swivel lights over berths above nav. station and galley. o Fluorescent lighting in head. Running & steaming lights. o Cockpit operated Henderson manual bilge pump. o Standard Rule 1100 electric bilge pump with manual override switch mounted in nav station. o Chainplate, keel, engine, pulpits, lightning ground & bonding system. o Two 8G27 gelcel batteries under companionway ladder with Guest 3 function battery switch. o Whale manual fresh water foot pump in galley with spigot at sink. o Flush seacocks below waterline including head intake, head discharge, galley sink, engine intake o Through-hulls include bowsprit-housing drain, engine exhaust on transom, bilge pump exhaust on transom, wheel well drain. o Solid laminate recess for electronics transducers with interior cover.

Carbon mast with 2 spreaders, custom engineered by Hall Spars and built with epoxy pre-preg carbon & autoclave curing to 80 psi at 250 degrees F. with new custom luff extrusion accepting either Antal sliding cars or boltrope, molded carbon gooseneck & vang attachment points. o Mast Collar: SparTite mast chock system shipped loose. o Mast Step: G10 epoxy custom fit mast step attaches to molded centerline longitudinal hull stringer with four SS bolts tapped to aluminum plate integrally molded in stringer. o Hall Spars aluminum boom (black Awlgrip finish) with vang attachment, clew outhaul sheave, webbing strap for mainsheet block attachment, reef sheaves at gooseneck. o Retractable 8.5' carbon J- sprit by Advanced Composites. Harken tackle system with control line led aft to cockpit. o Bowsprit bearing system with drain mounted in hull housing and exterior neoprene seal. Standing & Running Rigging o Standing Rigging: Continuous Nitronic 50 rod built by Hall Rigging. o Hydraulic Backstay Adjuster: Sailtech -12 long throw (14") hydraulic cylinder with remote panel mounted on forward side of pedestal. o Hall "Air" Vang with integral tackle system. o Chainplates: custom stainless chainplates and fasteners for shrouds, stemhead and backstay with plate doublers at shroud pins.

Sail Inventory Inshore Racing Inventory

North Mainsail-1 3Di

North Mainsail-2 3Di Raw 2015

North #1 Genoa 2012 3Di

North #2 Genoa 2012 3Di

North #2 Genoa 2015 3Di Raw

North #3 Jib, 2013 3Di Good Condition

North Jib Top Tri Radial Good Condition

North A-1 2013 Spinnaker Like New

North A-2 2013 Spinnaker Good Condition

North A-2.5 2016 Spinnaker Good Condition

North A-2.5 2017 Spinnaker Like New

Offshore racing inventory

Quantum Mainsail-1 with 1 reef Fair Condition 2010

Quantum Mainsail-2 2014 1 reef for offshore Like New - Hoisted 5 times

Quantum 150 MED/Heavy Genoa 2014 Good Condition

Quantum #3 Jib 2014 Hoisted once

Quantum #4 Jib 2014 New - never used

Quantum Genoa Stsl 2012 Good condition

Quantum Big Spinnaker Staysail New 2014 - almost no use

Quantum Small Spinnaker Staysail 2012 Fair Condition

Quantum A-2 Spinnaker 2012 Good Condition

Quantum A-2.5 Spinnaker 2012 Good condition

Quantum A 3 Spinnaker 2012 Very light use

Quantum A-5 Spinnaker 2012 Good condition

Quantum Mast Head Genoa 2017 that flies off the sprit

Modifications Can't Touch This has undergone rigorous modifications including:

Deck fittings upgraded to carbon Replaced padeyes with soft loop dynema Removal of all excess deck hardware PBO backstay Interior wood replaced with foam cored carbon SS hand rails replaced with carbon 2 Pipe berths replaced with carbon frames New custom high aspect carbon rudder Powder coated stanchions Bottom long boarded & faired Custom Grab bar installed by the pedestal New Head foil Self Retracting Bob stay MOB button at the helm New Rudder Bearings Aluminum goose neck and sheave box fittings at the ends of the boom replaced with custom carbon fabrication. New Raptor Deck in the cockpit Offshsore gear 6 man life raft

All offshore safety gear

Electronics All New electronics

H5000 with 6 displays

Zeus 2 chart-plotter

2 new Lithium house batteries to replace the AGM's.

Recent Upgrades 1) New head foil.

2) Custom carbon grab bar on the pedestal.

3) Cockpit repainted.

4) New Raptor deck in cockpit.

5) Original aluminum fittings on both ends of the carbon boom replaced with custom carbon fittings.

6) Boom kicker replaced with racing boom vang configuration.

7) Check stays replaced.

8) Custom bob stay installed on the sprit.

9) New hatch cover, wheel cover and sheet tail bags in cockpit.

10) Replaced stern hatch cover.

11) New B&G Hydra 5000 electronics and displays.

12) Rebuilt masthead wind instrument and replaced cable.

13) New carbon nav station panel, new chart plotter, new vhf and vhf antenna cable.

14) Replaced both rudder bearings.

15) Replaced batteries with Lithium batteries, new alternator and regulator, serpentine belts, battery monitor and battery switches.

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Top Gun: Maverick Finally Showcases The New J/125 Sailing Yacht

The long-awaited trailer for Top Gun: Maverick was released this week, giving fans a first look at the long-awaited sequel to the beloved 1980s blockbuster. One of the most highly anticipated scenes in the trailer is the sailing yacht scene, which features Tom Cruise and Jennifer Connolly.

It's no surprise that the scene was filmed on a J/125 sailing yacht, as the J/Boats shipyard is known for its high-performance racing yachts. The J/125 is a popular model among racing sailors and has been featured in several major films and TV shows.

This article takes a closer look at the Top Gun: Maverick sailing yacht scene and the J/125 yacht that was used in the filming.

What made the Top Gun: Maverick sailing yacht scene so iconic?

The sailing yacht scene in Top Gun: Maverick is one of the most iconic scenes in the movie. It's a beautiful, serene moment that starkly contrasts with the rest of the film, which is full of high-octane action and adventure.

But what makes this scene so iconic? Is it the beautiful location? The amazing cinematography? The fact that it's such a change of pace from the rest of the movie?

We believe it's all of these factors and more. The sailing yacht scene in Top Gun: Maverick is an iconic scene because it's a perfect example of how to use all the elements of cinema to create a truly memorable moment.

The J/125 sailing yacht that was used in the filming of Top Gun: Maverick.

The J/125 sailing yacht is a state-of-the-art vessel that was used in the filming of the 2020 movie Top Gun: Maverick. The yacht, which businessman John Pompa owns, was featured in a key scene in the film where it is seen sailing past the Golden Gate Bridge.  

The J/125 is a high-performance sailing yacht that is designed for long-distance cruising. It is equipped with a variety of features that make it ideal for sailing in rough conditions, such as a keel-stepped mast and a carbon fiber hull. The yacht also has a large onboard water tank that allows it to go for long periods of time without having to stop for fresh water.

How the J/125 yacht helped make the scene of Top Gun: Maverik so memorable.

In the film Top Gun: Maverick, the J/125 yacht plays a pivotal role in the iconic beach scene with Tom Cruise and Jennifer Connolly. The yacht, which is owned by Connolly's character, is central to the scene in which Cruise's character meets Connolly's.

The J/125 is a popular yacht among filmmakers due to its sleek design and its ability to turn on a dime. This makes it perfect for action scenes like the one in Top Gun: Maverick.

But the J/125 isn't just a pretty face. It's also a highly functional yacht that can accommodate several guests. This makes it perfect for entertaining.

Why the J/125 yacht is the perfect choice for a sailing adventure?

The J/125 yacht is the perfect choice for those looking for an exceptional sailing experience. This amazing yacht offers superb performance, unmatched comfort, and stunning good looks. Here are just a few of the reasons why the J/125 is the ideal choice for your next sailing adventure.

The J/125's extraordinary stability index of 143 degrees, with a stability curve ratio of positive to negative areas of 12.5:1, is what creates a sense of solidity and power when sailing it. This greater stability is paired with a balanced hull-form that has the right amount of reserve buoyancy forward. This makes the J/125 capable of safer and more controllable high-speed planing offshore in large waves. Also, the average helmsperson can maintain peak performance for sustained periods of time because the hull-form provides a wider steering groove upwind.

The J/125 is manufactured to ABS offshore standards by TPI Composites using the SCRIMP resin-infusion process. The US Naval Surface Warfare Center at Carderock, MD found that the properties of laminates created by TPI's patented SCRIMP resin-infusion process are better than the low-energy pre-pregs used by many custom boat shops--they're even twice as strong as hand lay-ups.

J/125 weighs in at 2700 pounds, which is 1500-2500 pounds lighter than its competitor designs, after subtracting the weight of the keel and adding 1000 pounds for the rig, engine, and hardware. This is not only due to the J/125's narrower beam. The Hull & Deck Laminate Design of the J/125 is stronger for its weight than E-Glass/epoxy laminates using slit CoreCell foam. J/125 uses epoxy with a combination Kevlar & E-Glass for the outer skin with two layers of carbon fiber (bi-axial & unidirectional) for the inner skin. The elevated strength of these exotic materials allows for a thinner, lighter skin than the equivalent E-Glass structure.

It's no surprise that the scene was filmed on a J/125 sailing yacht, as the J/Boats shipyard is known for its high-performance racing yachts. The J/125 is a popular model among racing sailors and has been featured in several major films and TV shows. In fact, the J/125 was also used in the film The World's End, starring Simon Pegg and Nick Frost. The J/125 is the perfect boat for cruising or racing, and it's no wonder that it was chosen for the Top Gun: Maverick film.

If you're looking for a high-performance sailing yacht, the J/125 is a perfect choice. Whether you're interested in racing or cruising, the J/125 will provide you with an amazing experience.

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J/120 is a 39 ′ 11 ″ / 12.2 m monohull sailboat designed by Rod Johnstone and built by J Boats between 1999 and 2006.

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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J-Boats returns to its racing roots with an innovative lightweight speedster

The J/125 makes you feel young all over again. Remember sailing a J/24 for the first time? The boat seemed to defy gravity, or at least friction, as it surfed down waves in perfect control, blowing by 35-footers in the process. This new 41-foot flyer, designed by Rod Johnstone, delivers a similar thrill in a larger, brilliantly conceived package. Innovative designs and engineering excellence are certainly the key factors in J-Boats' ongoing success. Another reason the company often seems one step ahead of the competition is that it takes consumer research very seriously.

J-Boats surprised many in the sailing industry, including me, when a few years ago it changed its focus, adding performance cruisers to its line of one-design racers. Emphasizing easy-handling small headsails with asymmetric chutes, clean deck layouts, large cockpits, low maintenance and Spartan but well-thought-out interiors, designs like the J/42 and J/160 helped usher in a new age of cruising whereby sluggish sailing was no longer acceptable. The company has once again checked the pulse of J-Boat owners and potential owners and the results are intriguing. After conducting an extensive survey, J-Boats recognized the need for a very high-performance boat in the 38- to 42-foot-size range that offered an easy-to-handle alternative to grand prix designs with large campaign budgets. The result is the J/125, which I tested recently.

Light, fast, strong. At first glance the J/125 looks like other IMS 40-foot one-designs. However, a closer inspection reveals many differences, including a slightly softer look with less radical lines. In fact, the Johnstone brothers used the IMS rule more to determine what they didn't want in the boat than what they did. The J/125 was not designed to compete on the grand prix circuit where boats are often sailed by professionals and shipped to all corners of the world for one-design regattas. By its own admission, the J/125 is a big, fast, light, offshore racer/daysailer with minimal accommodations. Fast and light are the key words, and the numbers don't lie: LOA 41 feet; LWL 37 feet; beam 10 feet, 8 inches; draft 8 feet; displacement 8,350 pounds with a ballast ratio of 55 percent. To put it in perspective, the J/125 displaces nearly 3,000 pounds less than the Farr 40.

The J/125 is built by TPI Composites using its patented resin infusion SCRIMP process. The completed laminate, including stringers and floors, is placed in the mold dry. A vacuum eliminates air voids and then draws only enough resin to wet the laminate. The hull and deck are then post-cured in a closed oven at 140 degrees for 25 hours. The net result of this sophisticated construction method is a hull that has twice the strength of a conventional hand layup and is dramatically lighter. Just how light? Without the keel, engine, rig and hardware, the J/125 weighs 2,700 pounds. The laminate is composed of Kevlar and E-glass for the outer skin with biaxial and unidirectional carbon fiber making up the inner skin. CoreCell foam, which is thermoformed to the shape of the boat in a separate tool, is used between the skins. The bulkheads are also composite. The high-aspect keel is made from a nickel, bronze and aluminum alloy and the bulb is lead. The 10 keel bolts are stainless and the wide flange is well-supported by a solid E-glass and Kevlar backbone, although I would not be comfortable sustaining a hard grounding in a boat with a keel that is not supported with some kind of stub. A kelp cutter, which fits on the leading edge of the keel with a wand control on deck, is an interesting option. The rudder blade is reinforced carbon fiber as is the stock.

On deck The double-spreader, fractionally rigged carbon fiber mast is built by Hall Spars and the luff is set up to accept either Antal sliders or a bolt rope. The boom is also carbon, with a vang attachment and a webbed strap for the mainsheet systemÑremember, shaving extra weight, even a mere boom bale, is the mantra. The maststep is a custom epoxy piece, attached to a molded centerline stringer with stainless bolts and a tapped aluminum plate. The 8-foot, 6-inch retractable bowsprit is also carbon and controlled from the cockpit with Harken tackle. The standing rigging is continuous rod by Hall Spars, and a Sailtech hydraulic backstay is also standard. A TuffLuff headstay foil is also standard, but the Harken headstay furling is a popular option. This illustrates the way the most people sail the J/125.

A huge, scooped-out carbon fiber wheel trimmed in black foam dominates the long, open cockpit. The wheel weighs just 4 pounds. The cockpit is well-set-up for sail control and offers good foot support and visibility at the helm. Standard primaries are Lewmar 48ASTs, with 44ASTs chosen for the secondaries and for the mainsheet winch, which is mounted on the aft end of the deckhouse. Harken Speed Grip winch handles offer even more power. The Harken Big Boat series mainsheet traveler, which is forward of the binnacle, can be easily adjusted from the helm. Harken Black Magic blocks are standard on the halyards, checkstays and turning blocks. The genoa and jib leads are load adjustable. The deck nonskid is excellent, but I thought the stanchions could be taller. Although the cockpit can accommodate a handful of crew, you really don't need themÑthe boat can be sailed efficiently with two people, which makes it quite different from its IMS cousins.

Down below The interior is utilitarian. As Bob Johnstone told me, "If people want a cruising boat, they should buy the J/120." This boat places a high priority on the ultimate sailing experience, not liveaboard comfort. This boat includes four berths, a head, a hanging locker, a couple of drawers, a chart table, a sink, an Origo stoveÑin other words, just the bare necessities for sleeping aboard. Johnstone went on to explain that although the 120 and 125 are similarly priced, the difference is that the money that goes into a 120 interior is used in the higher tech construction of the 125.

The interior arrangement features sail lockers or optional adjustable pipe berths forward, followed by a head and hanging locker opposite. The galley is along the port main bulkhead across from a decent-size navigation desk, with room for repeaters above. The settees in the saloon serve as good sea berths. Most molded surfaces are finished with gelcoat. The headliner is a foam backed liner. Two quarter pipe berths are aft, with terrific access to the Yanmar Saildrive located between them. There are well-placed stainless steel handrails that run from the main bulkhead aft to the companionway.

The J/125 is powered by a Yanmar 20-horsepower diesel Saildrive. This is more than enough power for the boat and the 20-gallon fuel tank will probably not need to be refilled but once a season. Although the electrical system is basic, featuring two small gel-cel batteries and a Guest three-way switch, typical of all Js, the workmanship is first-rate and accessible.

J-Boats has every intention of creating a lively new one-design with the 125. They emphasize that it will be an owner-operated, family-oriented class that will work on a local level. Although the boat has a harsh rating under PHRF, the 125 is so fast that it will be extremely competitive under any rule. However, one-design racing will be the most fun with the 125. Establishing a successful one-design class is not as easy as one might think; careful control of the manufacturing process is paramount. The SCRIMP process allows J-Boats to keep the 125's weight tolerances to an astonishing plus or minus one percent of the total weight, and tight class rules have already been established. It is important for old boats and newer boats to compete on a level field if a one-design class is going to make it in the long run. J-Boats has a proven track record in developing and maintaining one-design classes.

On the water Carol Dean, Ed Hershman and I joined Bob Johnstone aboard a new J/125 in the Annapolis outer harbor. Johnstone had been happily sailing solo with a No. 3 on a Harken furler and a full main. After slowing to let us climb aboard, we trimmed up and eased off on a close reach. My initial impression was simply how smooth the ride was despite a moderate chop. Johnstone explained how an important design consideration was to make sure the boat could be made ready for sailing quickly. "You can be away from the dock or mooring and sailing in a matter of minutes," he claimed, "and not just sailing, but rocketing along." Johnstone also insisted that although the boat can generate speeds that will go boat to boat with anything in its class, the J/125 can be easily handled by a couple. And not necessarily a young couple at that. Although I can't reveal ages, Carol and Bob, who together have more than 120 years of sailing experience, quickly popped the asymmetrical chute off the retractable sprit as Ed and I watched. What was even more impressive was the instant acceleration as the 125 powered up to more than 8 knots in the 10-knot breeze.

The steering was fingertip control and the carbon fiber wheel felt uniquely in tune with the rudder as a small adjustment produced an immediate course change. Carol and Bob scooped up the chute and brought the 125 up for some close-winded work. The boat consistently topped 7 knots well inside 30 degrees apparent, and at times eased into the 8s. I was very impressed by the 125's motion through the water. The combination of deep draft and low center of effort with an extremely light rig and hull, made for a great ride. Fortunately, the wind increased as we sailed toward the Bay Bridge. We cracked the sheets and blasted over 8 knots. The 125 never felt overpowered, or even skittish, even when we brought the boat back on the wind and again tracked along inside 30 degrees apparent without losing much speed. Unlike other similar one-designs, the helmsman can readily trim the main and, with a bit of stretch, the headsail.

With the J/125, Rod Johnstone has changed the great performance equation. He has managed to avoid the necessity of putting a lot of meat on the rail to keep the boat on its feet (although it will help at times). This translates into less crew, and while the sailing is still exhilarating, it can also be more spontaneous. The J/125 makes grand prix sailing an option for those who don't want the hassles of organizing a large racing campaign. The Johnstones have always appreciated sailing performance for its own sake, and the new 125 is destined to become another boat by which others are measured.

Also in Boat Test

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Also from John Kretschmer

• Hove to in the gales of Biscay
• Sailing's Promise
• Passage to nowhere
• Farewell to brothers of the sea
• Plotting a course to Caribbean sabbatical cruise
• Passage Planning
• Ready to Rumble
• Good vibrations
• Launching and boarding a life raft
• The Great Circle Route: Connecting the dots of a sailing life

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Yacht sinks after latest incident involving orcas in strait of Gibraltar

Vessel measuring 15 metres in length sank after encounter with the animals, Spain’s maritime rescue service reports

An unknown number of orcas have sunk a yacht after ramming it in Moroccan waters in the strait of Gibraltar, Spain’s maritime rescue service has said, in the latest in a series of similar incidents involving the animals.

The vessel, Alboran Cognac, which measured 15 metres (49ft) in length and carried two people, encountered the highly social apex predators, also known as killer whales, at 9am local time on Sunday.

The passengers reported feeling sudden blows to the hull and rudder before the boat started taking on water. After alerting the rescue services, a nearby oil tanker took them onboard and transported them to Gibraltar. The yacht was left adrift and eventually sank.

The incident is the latest example of recurring orca rammings around the Gibraltar strait that separates Europe from Africa and off the Atlantic coast of Portugal and north-western Spain. Experts believe them to involve a subpopulation of about 15 individuals given the designation “Gladis”.

According to the research group GT Atlantic Orca, which tracks populations of the Iberian orca sub-species, there have been nearly 700 interactions since orca attacks on ships in the region were first reported in May 2020.

Researchers are unsure about the causes for the behaviour, but theories include that it is a playful manifestation of the mammals’ curiosity, a social fad or the intentional targeting of what they perceive as competitors for their favourite prey, the local bluefin tuna.

Although known as killer whales, endangered orcas are part of the dolphin family. They can measure up to 8 metres in length and weigh up to 6 tonnes as adults.

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