imx 40 sailboat

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IMX 40, High-Performance Racer/Cruiser

• By Peter D’anjou
• Updated: August 29, 2002

After we announced our 2002 Boat of the Year winners, we got a letter from a reader overseas suggesting that our judging panel must be biased because its all-American members failed to select the Danish-built IMX 40. We replied that the boat had been unavailable at the time, but that we were looking forward to an upcoming test. So, on a blustery spring day with a northwesterly blowing 15 to 25 knots, we took Udo Schroff’s IMX 40, Amadeus, for a workout on Rhode Island’s Narragansett Bay.

This is the fourth Niels Jeppesen-designed X-Yacht we’ve sailed in the past few years. Based on those experiences and the design brief that called for an “IMS cruiser/racer,” we thought we had a handle on what to expect. We figured it would have the galvanized steel grid support glassed into all X-Yachts, which makes them strong and stiff–check. A fast hull form–check again. And a boat that leaned toward cruising–wrong! Instead, we found a boat designed and outfitted to race, right out of the box.

From the dock, the first thing we noticed was the IMX 40’s 4.5-foot freeboard. The bow is nearly plumb, the entry fine, and the knuckle sits just out of the water. The cabin top is low and unobtrusive, partly because of the high freeboard. The carbon spars are built by Nordic and painted white, and there’s discontinuous rod rigging and three swept-back spreaders on the runnerless fractional rig.

For the benefit of the hiking crew, there’s a nicely rounded hull-deck joint and the toe rails run no farther aft than the chainplates. The stern is open to the 66-inch carbon-fiber wheel, and a transom locker can be installed for cruising storage and seating, or left behind as a dock box when racing. The 40 comes with Spectra running rigging, hydraulic mast jack, and a choice of Frederiksen or Harken hardware, but the cruising stuff like the transom locker is extra.

An underdeck split-mainsheet system leads just forward of the wheel. There’s an ingenious and effective internal backstay system: a 4-to-1 cascade leads below deck to a 15-to-1 drum that provides 60-to-1 power with a single control line emerging on deck on a swivel cam in front of the wheel–a good position for the main trimmer to reach.

With a crew of five onboard we fired up the three-cylinder Volvo diesel to motor out from the East Greenwich YC before hoisting a full main and blade. The optional roller furler was still attached, making the headstay tension slightly soft, but nontheless, we sped upwind at 7.5 knots. The boat is stiff and was barely affected by the wind-driven chop. The high freeboard kept the leeward rail out of the water even though we were sailing with 20 degrees of heel. With a full race crew on the rail and proper headstay tension, this boat would be a rocket in anything over 10 knots.

We bore off and popped the 1,308-sq. ft. symmetric chute. Shorthanded, and with the wind oscillating in 25-degree shifts, we were mindful of broaching, but the boat drove down easily enough and we exceeded 10 knots with little effort. Later, as we sailed upwind again, we rounded up a few times and we recalled experiences with other Jeppesen-designed rudders stalling in similar conditions. “The rudder sections we’re using are relatively sharp on the leading edge,” says Jeppesen, “which minimizes resistance but requires attentive trimmers.”

The sightlines on the boat are excellent and the wheel height was good for my 5’10″ size. The footchocks were well placed, and the helm sensitive–it’s an easy boat to keep in the groove.

The boat’s base price is $240,000, without sails and electronics, and Schroff told us $300,000 is a realistic sail-away cost. For this price, you also get a varnished mahogany cabin with recessed lighting. There’s a 3-foot chart table to port and a full galley, including refrigeration, to starboard. The folding table can be removed for racing, and while this boat doesn’t have the cruising interior we’ve seen on other X-Yachts models, the Danish craftsmanship is still very much in evidence. Forward there’s a V-berth with plenty of locker space and an adjoining head. Aft are equal-sized molded-in quarter berths, each with an adjacent hanging locker and a pair of removable pipe berths.

Initially introduced in Europe in 2000, the IMX 40 has been a success for the builder, with close to 100 boats built, and also for European owners who are winning in IMS 600 fleets (the IMX 40’s GPH is 598.9–the PHRF rating is 42). At the 2002 IMS Worlds in Capri, Italy, 14 IMX 40s competed in the B division.

Because the IMX 40 missed the 2002 Boat of the Year competition we asked BOTY judge and sailmaker Chuck Allen, who sailed the boat in the 2001 Newport Gold Regatta for a synopsis. “What I liked best is that it’s simple,” said Allen. “Headstay tension is critical, but even this has a simple turnbuckle that can be adjusted between races. With this boat’s speed it’ll be pitted against bigger boats, which it can outmaneuver.”

Schroff says two things stand out about the IMX 40: “The topmast is unusually stiff for a fractionally rigged boat. It allows you to get greater headstay tension, which helps in a breeze. The waterline beam is relatively narrow and wetted surface is lower than boats of similar size.”

My assessment of the IMX 40 is that despite the design brief it’s much more raceboat than cruiser, yet is still comfortable enough to cruise on and big enough to go offshore. It’s Vinylester resin and E-glass construction over Divynicell foam core added to the aforementioned grid system make it stiff and as our heavy-air test sail showed, it has good stability. We never got to see how well the 150-percent headsail would drive the 15,051-pounds of displacement through the water in light air, but Schroff says the boat performs best in 10 to 12 knots. In keeping with the boat’s racing audience, I’d lose the refrigeration, but there isn’t much else I’d change. In the right hands, whether your shorthanded for a weekend trip or racing in a blow, it’ll get you where you’re going quickly.

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Sailboat specifications

• Last update: 3rd April 2020

IMX 40's main features

Imx 40's main dimensions, imx 40's rig and sails, imx 40's performances, imx 40's auxiliary engine, imx 40's accommodations and layout.

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• Sailboat Guide

Imx-40 is a 39 ′ 8 ″ / 12.1 m monohull sailboat designed by Niels Jeppesen and built by X-Yachts between 2000 and 2004.

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)

Later became X-40 (2004). Category A CE-directive 94/25/CE

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Racing sailboat IMX 40 2-cabin with center cockpit with bowsprit

Characteristics

12.1 m (39'08" )

3.8 m (12'05" )

2.45 m (8'00" )

6.83 t (7.53 us ton)

40 ch (40 hp)

Description

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The Imx 40 is a 39.69ft fractional sloop designed by Niels Jeppesen and built in fiberglass by X-Yachts between 2000 and 2004.

99 units have been built..

The Imx 40 is a light sailboat which is a very high performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a fast cruiser.

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IMX 40 8 Pages

Catalog excerpts

( World Class Sailing Yachts ) Fjordagervej 21 • DK-6100 Hadersley • Denmark Tel. int. +45 74 52 10 22 • Fax int. +45 74 53 03 97 e-mail: [email protected] - www.x-yachts.com

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Used Imx 40 for sale

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The models of the X-YACHTS range

Over the years nearly 60 designs have been built; ranging from hugely popular ISAF One-design classes such as the X-99 to large and luxurious performance cruisers such as the X6, X-65, IMX 70 and X-73. With 15 yachts in the current range, Previous X-Yachts Models can be seen below

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Previous Models

The X6⁵ steps into the future of modern performance cruising. Designed for the discerning sailor who dreams of luxury blue water and coastal cruising without compromise.

Production Years: 2016 — 2021 Number Built: 3 Hull Length: 19.18 m

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The smallest member of the award-winning Xc family, the Xc 35 is a compact cruiser with a big heart. She is a compact but surprisingly well equipped bluewater cruising yacht with a smooth hull line, a stylish yet practical cockpit and uncluttered but functional deck layout. Easily sailed short-handed, she can also accommodate guests with a two double cabin layout, spacious saloon and ample storage.

Production Years: 2014 — 2019 Number Built: 30 Hull Length: 10.36 m

The Xp 55 raises the bar for performance sailing yachts. This model offers an unbeatable sailing experience combined with luxurious levels of comfort. Since its launch in 2013 it has impressed reviewers and sailors alike, with test reports praising the boat for its ‘dinghy-like feel’, fast pace, and the ability to sail the boat rapidly and easily double-handed.

Production Years: 2013 — 2021 Number Built: 13 Hull Length: 16.76 m

The smallest yacht in the range, the Xp 33 is designed for pure sailing enjoyment. This model is a high stability 30-footer which benefits from the same advanced construction techniques as the larger yachts in the Xperformance range for superb sailing performance and build quality.

Production Years: 2012 — 2017 Number Built: 64 Hull Length: 9.99 m

The Xp 38 delivers an unrivalled sailing experience in a dual-purpose cruiser-racer. High stability and ease of handling makes the Xp 38 a rapid and comfortable luxury yacht to cruise with excellent sea-keeping in all conditions, as well as a high performance racing design for both inshore and offshore. It has scored a host of race victories under both IRC and ORC.

Production Years: 2011 — 2021 Number Built: 83 Hull Length: 11.58 m

The Xc 38 offers superb performance in an easily handled package, ideal for doublehanded sailing. This model was the second yacht in the Xcruising range to be named European Yacht of the Year in the Luxury Cruiser category, on its launch. The judges were particularly impressed by the spaciousness and luxurious levels of comfort in the interior.

Production Years: 2010 — 2021 Number Built: 61 Hull Length: 11.58 m

The Xc 42 was launched in 2009, following the same philosophy as the Xc 45. The second yacht in the Xcruising range, offers no-compromise comfort and impressive pace combined with ease of handling.

Production Years: 2009 — 2018 Number Built: 99 Hull Length: 12.81 m

The X-65 offered ‘Maxi’ yacht performance and cruising comfort, in an accessible 65ft package. This model was a high specification, high performance cruising yacht, which exuded X-Yachts quality throughout.

Production Years: 2009 — 2014 Number Built: 6 Hull Length: 20.01 m

The Xc 45 was the first model in the Xcruising range to be launched, and was named European Yacht of the Year in 2009. She was praised for her combination of cruising comfort, performance under sail and responsive handling. The Xc 45 incorporates the X-Yachts steel hull/keel girder for strength and resistance to grounding, with deck and sail layouts designed for ease of handling, when sailing two-up.

Production Years: 2008 — 2023 Number Built: 128 Hull Length: 13.86 m

The X-41 is another hit on the sailing scene. Sporting the latest within fast hull and appendage design; a non overlapping headsail configuration; double spreader, carbon mast and boom from one of Europe’s leading suppliers; large diameter carbon wheel; all trimlines leading to both sides of the coach roof; and a backstay adjustment run via the Magic Wheel.

Production Years: 2007 — Number Built: Hull Length: 12.35 m

The X-34 has been designed and specified to deliver the best of both worlds: Highly competitive on the racecourse as an IRC flyer one weekend. Then the following weekend capapable of taking the whole family out for lazy cruising and entertaining.

Production Years: 2007 — 2013 Number Built: 144 Hull Length: 10.36 m

The vision behind the design was to create a sporty and simple yacht to sail, with extremely pleasing lines. Below deck she provides comforts suitable not only for the crew after racing, but also for the active family during a weekend trip or for holiday cruising.

Production Years: 2005 — 2012 Number Built: Hull Length: 10.61 m

Winner of the prestigious “Yacht of the Year” in 2007, as chosen by the 10 largest European yachting magazines. The X-55 is elegant and timeless, yet very fast and comfortable, enabling the owner to specify exactly the sail handling system and details to suit his needs.

Production Years: 2005 — 2012 Number Built: 34 Hull Length: 16.76 m

X-Yachts latest one-off project, sold to an existing X-562 client. The hull and deck was laminated in the UK by Green Marine with Gurit (formerly SP-Systems) supplying laminates and engineering. The creation of this inspirational yacht has led to many new design solutions that will feature on future models.

Production Years: 2005 — 2005 Number Built: 1 Hull Length: 21.40 m

When launched she was highly praised for her stunning looks and great performance. The X-50 was another trendsetter with her flat deck, sprayhood recess and open transom. She is sleek and stylish with a modest beam for her length. Stability comes mainly from a heavy lead bulb. The X-50 is largely sold as a fast cruiser, enabling the owner and his crew to reach far horizons quickly and in comfort.

Production Years: 2004 — 2011 Number Built: 63 Hull Length: 15.24 m

A relatively narrow yet stiff 37-footer that has won a number of prestigious regattas and races worldwide. The latest notable result was a third consecutive win in the ORC 670 World Championship, with the 2008 event sailed in Lanzarote, Spain.

Production Years: 2004 — 2010 Number Built: 148 Hull Length: 11.35 m

A replacement for the exceptionally popular X-412. The X-40 is part of the second generation of X-Yachts’ Performance Cruisers. The hull model was made by extending the IMX 40 by 100mm, modifying the bow rake and adding a cruising oriented deck layout and teak interior. The X-40 has proved to be as competetive as the IMX 40, and rates more favouable in both ORC and IMS. ”Sirena”, owned and sailed by Denmark’s Peter Buhl, has won many major races in Denmark as well as the 2005 X-Yachts Gold Cup in Arendal, Norway.

Production Years: 2004 — 2010 Number Built: 140 Hull Length: 12.19 m

Just two months after the launch of the all new X-43, came the unveiling of the X-46. The hull was developed by adding 30 cm to the stern of the IMX 45 hull model. The X-46 features a large sail storage cabin but otherwise is identical to the concept of the X-43.

Production Years: 2003 — 2010 Number Built: 75 Hull Length: 14.01 m

This was another trendsetter for the marine industry and represented the start of a new generation of yacht design. Her hull lines were created by a pure downscaling of the stunning IMX 45. The X-43 was smoother, heavier and stiffer than the competition. All the boats were fractionally rigged and all featured built-in hull portlights.

Production Years: 2003 — 2010 Number Built: 169 Hull Length: 12.93 m

The IMX 45 was introduced on the back of the success of IMX 40, but also incorporated features that made her appeal to a wider audience such as an interior crafted in teak, an optional anchor locker and below deck headsail furler. Production started in the spring of 2002 and 24 yachts were launched, eight of which participated in the “Copa del Rey” in Palma, Mallorca.

Production Years: 2002 — 2004 Number Built: 24 Hull Length: 13.74 m

An X-612 owner wanted X-Yachts to supply his final yacht. X-Yachts 73 took the company’s experience to new levels and integrated as many complex installation systems as possible. Two of these fantastic, true blue water cruisers were built.

Production Years: 2001 — 2001 Number Built: 2 Hull Length: 22.43 m

With the X-412, X-442 and similar models selling in high numbers, the development department found time to maintain the X-Yachts’ reputation in the world of racing. The IMX 40 was introduced as an IMS winner, sporting a carbon mast, boom and wheel as standard and introducing the ‘magic wheel’ backstay adjuster. The design won the European Championship as well as forming two-thirds of the Spanish team that won the Sardinia Cup

Production Years: 2000 — 2004 Number Built: 99 Hull Length: 12.10 m

This design closed the gap between the X-482 and X-612 and was built with the same high standard specification as her bigger and smaller sisters. In effect she was a petite version of the X-612 with the benefit of the very latest detailing. An open transom version was also developed.

Production Years: 1999 — 2004 Number Built: 21 Hull Length: 17.23 m

X-362 Sport

In 1998 the X-362 Sport was introduced. She had a deeper, lighter keel, fractional rig, enlarged wheel and mahogany interior.

Production Years: 1998 — 2004 Number Built: 156 Hull Length: 10.70 m

The X-482 replaced the X-512 and incorporated most of the deck details introduced on the X-612 such as the main sheet systems being led beneath deck and integrated storage for the sprayhood and captive wash boards.

Production Years: 1996 — 2004 Number Built: 156 Hull Length: 14.63 m

In common with the first three models in the new Performance Cruiser range, the X-382 sported a large masthead rig, a large wheel, and a teak interior with moulded teak bulkheads that ensured maximum use of space. The X-382 was mainly focused on the cruising market, but was completely in tune with the new line, offering excellent sailing performance and comfort.

Production Years: 1995 — 2003 Number Built: 141 Hull Length: 11.73 m

The X-612 represented another milestone in the company’s development. The design incorporated honey-comb-cored sandwich bulkheads and floorboards, recessed sprayhood storage and mainsheet led under benrath the deck. There was also a stern garage for a 2.8 m RIB, something never seen before on a yacht of this size. Owners included Hanseatische Yachtschule, the world’s largest sailing school. One example, “Dali”, raced in Scandinavia for several years, under the control of X-Yachts’ world-class sailors, Dan Petersen and Niels Ditmar.

Production Years: 1995 — 2004 Number Built: 12 Hull Length: 18.29 m

Replacing the X-312 using almost the same hull, though with a less raked bow and stern. The first series was delivered with a composite cast iron/lead bulb keel, which made her very stiff. A cheaper cast iron keel version was subsequently introduced with improved light wind performance.

Production Years: 1994 — 2004 Number Built: 117 Hull Length: 9.08 m

Developed in parallel with the X-302 and one of the most successful and popular X-Yachts models ever. The X-332 was unmatched in the way she combined performance and comfort. A composite cast iron/ lead bulb keel and fractional rig with discontinuous rod rigging were standard. Later a Sport version appeared featuring a deeper, lighter keel, to match developments of the IMS rule.

Production Years: 1994 — 2005 Number Built: 432 Hull Length: 10.06 m

The third Performance Cruiser also became a “classic” and remained in production for more than 10 years. She was stiffer than the competition, and soon she became a benchmark for designers and builders of this new breed of performance cruisers.

Production Years: 1993 — 2003 Number Built: 127 Hull Length: 13.51 m

This was an exceptionally stiff yacht and appealed to more conservative sailors who demanded high levels of comfort. First introduced with a masthead rig and a curved mahogany interior. A more traditional teak interior was subsequently offered.

Production Years: 1993 — 2003 Number Built: 249 Hull Length: 10.70 m

The good looks of the X-382 were obvious from the moment she emerged from the production mould. She was so appealing that the idea was born to create a new racer/cruiser that would perform well under the dominant IMS international handicap rule.

Production Years: 1992 — 2000 Number Built: 92 Hull Length: 11.41 m

X-Yachts’ first model in the new “Performance Cruiser” range where the influence of IOR had completely disappeared as IMS became the dominant international handicap rule. The X-412 became another trendsetter and remained in production for more than 10 years.

Production Years: 1990 — 2003 Number Built: 252 Hull Length: 12.90 m

40 ft One Ton

The last X-Yachts model built to win an official World Championship. Greek banker, Yannis Costopoulos was the owner of the 1988 and 1989 “World Champion” X-3/4 Ton yachts (“Okyalos IIX” and “Okyalos IX”) and ordered the best one-off One Ton that could be built. “Okyalos X” duly won the One Ton Cup in Marstrand, Sweden.

Production Years: 1990 — 1990 Number Built: 1 Hull Length: 12.12 m

Entering the 50ft market for the new Performance Cruiser range, sporting twin wheel steering, a large masthead rig and a comfortable teak interior.

Production Years: 1990 — 1995 Number Built: 17 Hull Length: 15.57 m

Designed to replace the X-95 she was kept simple, yet practical. The X-312 sported a fractional rig and tiller steering and was the first X-Yachts model to benefit from a stern integrated bathing platform.

Production Years: 1989 — 1994 Number Built: 64 Hull Length: 9.24 m

Originally sold as a one-off to a Swedish newspaper publisher, with the rights for X-Yachts to put into production. She followed the X-79/X-99 design philosophy, featuring a T-keel and became popular among those who wanted a very fast, non-handicap racer/cruiser.

Production Years: 1988 — 1992 Number Built: 74 Hull Length: 12.00 m

IOR had become less important as handicap rules were more locally based and didn’t take the stability into account. This allowed for the production of a much stiffer yacht than the IOR-designed X-102 and X-95. A masthead version was offered but almost all clients chose the fractional rig.

Production Years: 1988 — 1994 Number Built: 105 Hull Length: 10.21 m

Built in the same hull mould, this luxury version of the X-452 was very much oriented to cruising. A variety of layouts, including three- and four-cabin versions were offered and became popular around the Mediterranean.

Production Years: 1987 — 1991 Number Built: 20 Hull Length: 13.92 m

With the demand for IOR cruiser/racers fading, the X-372 was designed without consideration towards handicap rules. A Sport version was offered with tiller steering and fractional rigging while the popular Prestige version had wheel steering, teak decks and a masthead rig.

Production Years: 1987 — 1992 Number Built: 120 Hull Length: 11.28 m

X-One Ton Mk1

Based on the same hull as X-402, but with new deck layout, keel and rudder as well as a lighter interior and modified sail plan. The Irish owned “Alliance” finished eighth at the first One Ton Cup, with IOR’s upper rating band of 30.55 ft, sailed in La Trinité, France. In 1985 Hull 05 “Maitresse”, together with two other X-One Ton yachts, formed the first ever Danish Admiral’s Cup team and came fifth. X-One Ton “Euro” was the third best scoring individual yacht.

Production Years: 1986 — 1986 Number Built: 12 Hull Length: 12.12 m

X-One Ton Mk 2

The successful modifications made to the X-3/4 Ton were also introduced to the X-One Ton. The prototype was nicknamed “Dolly Parton” as her measurement bumbs were quite impressive! Hull 14 “Andelstanken” won the One Ton Yachts World Championship in Mallorca in 1986, skippered by Henrik Søderlund of North Sails with tactics by Niels Ditmar from X-Yachts. The X-One Ton “Seaways” came fourth.

Production Years: 1986 — 1989 Number Built: 12 Hull Length: 12.12 m

X-3/4 Ton Mk 2

With a modified hull (including added measurement bumps), a new semi-elliptical keel and rudder and increased stability and sail area, this version came first, second, fourth and fifth in the Three Quarter Ton Cup World Championship. A winner was born!

Production Years: 1985 — 1990 Number Built: 51 Hull Length: 10.03 m

Launched in July 1985 as a big sister to the X-79. More than 100 units were presold and initially four yachts had to be built each week to satisfy the hungry market. The X-99 became X-Yachts’ first ISAF recognized class, and still hosts annual World Championships. X-99/155 “Hong Kong X-Press” owned by X-Yachts Hong Kong importer Rick and Inge Strompf, participated in the X-99 World Championship in Copenhagen in 1987 and the following year in Vejle, Denmark, where they won the title with Volvo 70 “PUMA” skipper, Ken Read, at the helm.

Production Years: 1985 — 2004 Number Built: 605 Hull Length: 9.96 m

The first 40ft model was a true trendsetter with Hull 01 “X-Large” having its World Premiere at Copenhagen International Boatshow in January 1984. Sporting a large diameter wheel and rod rigging as standard, she was offered with both masthead and fractional rigs and opened up the more luxury oriented market for X-Yachts. The masthead version proved the most popular.

Production Years: 1984 — 1990 Number Built: 79 Hull Length: 12.09 m

X-3/4 Ton Mk 1

Based on the hull mould of the X-102, with a new deck, keel and rudder, as well as a new interior and sail plan. Hull lamination was also improved incorporating unidirectional carbon and R-glass fibres in both hull and deck. Came fourth at the official “Three Quarter Ton Cup” in Kiel, Germany, in 1984, beaten by the first Dehler DB2.

Production Years: 1984 — 1990 Number Built: 84 Hull Length: 9.98 m

The third model was a scaled down X-102, and was designed to race in the popular Half Ton class. Won the World Championship for production half tonners in 1983 in Hankö, Norway.

Production Years: 1982 — 1988 Number Built: 153 Hull Length: 9.25 m

The second X-Yachts model launched was a true cruiser/racer sporting a centre cockpit. It was designed for IOR’s 3/4 Ton upper rating limit of 24.55ft. Hull 07, “Soldier Blue”, won the 3/4 Ton World Championship in 1981 and was skippered by Ib Ussing Andersen, helmed by Jens Christensen with tactics by Lars Bo Ive, all now of North Sails fame. In 1982 “Lille du” won the same title and gave X-Yachts a head start in the international yachting arena.

Production Years: 1981 — 1987 Number Built: 173 Hull Length: 10.02 m

Launched on May 9th 1979 and instantly became a successful Northern European one design class that is still active in five countries. See the refurbushing project of the very first X-79 here

Production Years: 1979 — 1994 Number Built: 468 Hull Length: 7.96 m

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• Sailboat Reviews

Offshore Log: IMX 45 Boat Review

Nick nicholson recently returned from the marblehead-halifax race, in which he was aboard the winning boat as navigator. he decided to devote his column this month to a review of that boat..

The new IMX 45 is the Jeppesen brothers’ largest IMS racing boat, but it makes a surprisingly comfortable performance cruiser with the wave of a magic wand—and a day of work to install removable cruising options.

Ah yes, the hypothetical dual-purpose boat. Do you want a cruiser that races, or a racer that cruises? The gap between cruisers and racers has never been greater than it is today, and we can say without fear of contradiction that there is no single boat that is perfect for both.

X-Yachts of Denmark has recognized this dilemma by producing two parallel lines of boats, one for performance cruising and casual racing, and the other for performance racing and occasional cruising.

The IMX 45 is the company’s biggest “pure” racer, but plans for even larger racing boats are in the works.

Company History X-Yachts was founded in 1979 by brothers Niels and Lars Jeppesen, who are joined in senior management and ownership by Birger Hansen. It is often observed that X-Yachts is the Danish version of J-Boats, both as a family-owned company and in the production of performance-oriented boats for both racing and cruising. It is an apt comparison.

The X-Yacht performance cruising series ranges from just over 30 feet to a new 73-footer, with boats up to 141 feet in the planning stage. In times when many sailboat builders both in the US and overseas are suffering, X-Yachts is booming. Some 200 X-Yachts were launched in 2002—the second-best production year in the company’s history.

X-Yachts generates a lot of interest through their annual regatta series, following a pattern found extremely successful by Nautor with their international Swan regattas. A regatta series is a great way for owners to see the latest and greatest company products—a superb selling tool, since many X-Yacht owners move up through the series to larger boats over time.

The bulk of X-Yachts production is sold in Europe, but the company has distributors in Asia, Australia, and the US.

Design The IMX series of yachts are the company’s racing-oriented line, designed for flat-out competition under the IMS (International Measurement System) handicapping rule. The boats also do well under other handicapping systems.

The IMX 45 is a development of the IMX 40, a boat that has enjoyed huge success in racing around the world. We first raced against the IMX 40 in the 2000 Thailand King’s Cup, and were extremely impressed with the boat’s light-air performance.

The IMX 45 takes that performance to an even higher plane. Designer Niels Jeppesen seems to have IMS figured out. His boats rate well, and sail even better.

The designed displacement of 20,000 pounds means that the boat is light, but she is no ultralight. IMS treats displacement fairly, so there is little incentive to shave every ounce out of a boat for rating purposes. At the same time, the boat is fairly light for a waterline length of over 39′.

The standard draft of 9′ means that this is not a boat for gunkhole cruising, but it doesn’t pretend to be. Likewise, the high-performance design means that this is not a boat you will race efficiently with a pick-up crew on Wednesday night. This is a no-apologies racing boat which is adaptable for cruising, rather than a cruising boat that is usable for racing.

The IMX 45 has fairly full forward sections compared to IMS designs from Farr and Frers. Looking at the boat head-on beside a Swan 45, the IMX 45 looks huge, with much more volume forward.

While this might suggest a compromise in upwind performance in a seaway, it increases interior volume for cruising and makes the boat more flexible in weight distribution when racing.

Construction The IMX 45 is built much like other boats in the X-Yachts line. The hull is a relatively conservative E-glass sandwich utilizing vinylester resin and Divinycell foam core. The core is vacuum-bagged to the outer skin.

In the way of through-hull fittings, the integral steel keel frame, and the engine installation, the core is removed, giving a solid laminate in these areas.

A unique characteristic of X-Yachts, including the IMX 45, is a massive longitudinal and transverse hot-dipped galvanized steel load-bearing frame. Although heavier than a similar fiberglass girder system, the steel backbone provides a stiffness and strength that is impossible to replicate in composites without resorting to complex and expensive engineering and construction.

Chainplate attachments, mast step, and keel bearing flange are all incorporated into the steel backbone, which absorbs the incredible loads of a racing boat. Massive tierods join the shroud chainplates to this grid. The grid is so securely glassed to the hull that it incorporates a single-point lifting eye for hauling the boat. It is not uncommon in Europe for boats to be lifted by crane rather than a straddle lift, and a single lifting point greatly facilitates this process.

The standard keel consists of a cast-iron fin and lead ballast bulb, with a weight of just over 9,000 pounds. Internal ballast is used to bring the boat down to her sailing lines. An optional heavier bulb increases draft from just over nine feet to about 9′ 5″. With this option, the internal ballast is removed, so that the all-up weight of the standard keel and deep keel versions is virtually identical.

After a considerable amount of research on the effect of additional stability versus rating, it’s pretty clear that for sailing in the US, the deep-keel version is the way to go. The small impact on rating is more than offset by the increased righting moment, particularly if the boat is to be used for shorthanded performance cruising as well as racing. To put it bluntly, anyone willing to deal with the 9′ draft of the standard keel will probably be able to put up with the extra 6″ of optional draft.

Glued-down teak decks are an option, but we’d pass. This is a racing boat, after all, and the weight of even thin teak decks will have a negative impact on performance. The first two IMX 45s imported to the US were fitted with laid teak, just on the cockpit sole and cockpit seats. This is a relatively small weight penalty, and it adds significantly to the aesthetics of the boat.

Below, the overhead is completely sealed with a lightweight molded glass liner. We were leery of this at first, since it eliminates access to the back side of deck-mounted hardware. However, all the deck hardware is mounted using heavy drilled and tapped backing plates which are glassed in place, eliminating the need for access to nuts belowdecks. As long as the original mounting location of the hardware is correct, this is a superb mounting system, as a single person can remove any hardware without a second person to loosen nuts below.

The IMX 45 lacks some of the interior finishing detail of the standard X-Yacht line, but is by no means crudely finished. Glasswork is excellent throughout, with thoughtful engineering detail. Woodwork is well-executed and nicely finished, with a clean, modern look—sort of Danish modern, in fact…

Deck and Rig The mast is a 15/16ths, triple-spreader carbon spar by Nordic Mast. It features extremely narrow, slightly swept spreaders. The narrow shroud base gives excellent sheeting angles for overlapping upwind headsails, but requires substantial pre-loading to keep the mast in column.

The pre-loading is supplied by a removable hydraulic mast jack, which allows the rig to be pre-tensioned in a way not possible in the conventional way, by tightening turnbuckles. Going to windward, even in the heaviest conditions, there must be absolutely no slack in the leeward rigging for this rig to perform at its best.

The slight spreader sweep eliminates the need for running backstays or checkstays to keep the rig from pumping.

Instead of hydraulics for vang and backstay, the IMX 45 employs a mechanical vang and backstay. The backstay is adjusted using a unique large-diameter belowdecks carbon drum, which results in a powerful, fast, and simple means of adjustment. A single line with a cam cleat exits the steering pedestal next to the mainsail trimmer, allowing him to shape and trim the sail with backstay, traveler, and mainsheet without additional assistance.

The mainsheet adjusts from winches port and starboard, with most of the sheet’s run hidden belowdecks to eliminate a tripping hazard on deck.

Frederiksen deck hardware is used throughout, and it works beautifully. High-load Spinlock jammers and clutches are used for control lines and halyards. The boat we sailed featured an upgraded Harken winch package for racing, which we would highly recommend if the boat is to be seriously campaigned. Stainless steel Andersen winches are available for those who prefer the aesthetic of stainless over black-anodized aluminum.

The deck layout on this boat is just about perfect for racing. The pitman can work from the companionway area and stay completely out of the way of trimmers. Headsail trimmers work near the front of the cockpit to keep weight out of the stern. Only the mainsail trimmer and helmsman need be near the back of the boat.

The lack of a toerail aft of the mast makes sitting on the rail comfortable, but it means that anything dropped on deck has a good chance of rolling overboard.

A recessed foredeck well can contain a windlass and cruising ground tackle, as well as housing an underdeck headsail furling drum.

A large locker in the cockpit sole, with a gasketed, watertight lid, will hold either a 12-man liferaft or two 6-man rafts, solving a storage problem which can be perplexing for either offshore cruising or racing.

Under the cockpit sole just aft of the wheel, a covered deck recess contains both the installation point for the emergency tiller and the fuel tank fillers. This recess will retain any fuel spilled while tanking up, and is a superb idea.

Belowdecks Most people coming below on the IMX 45 expect to confront a stripped-out racing interior. Instead, you find a comfortably fitted out teak interior with most of the comforts of any performance cruiser.

Bulkheads and joiner work are teak-faced ply. Weight is reduced by using slightly lighter materials than would be found in more traditional cruising sailboats. Berth supports, for example, are of sprung, lightweight slats, rather than solid plywood.

The cabin sole at first appears to be conventional teak and pseudo-holly ply. A closer looks reveals that the “teak and holly” is a realistic plastic laminate surface. We were somewhat taken aback by this, but it’s no different from the high-quality faux wood floors that have proliferated in homes ashore. In fact, we quickly found that this surface has huge advantages. It’s not damaged by dragged sails or dropped winch handles, and the finish does not wear away like a conventional oil or varnish surface.

The standard layout includes two matched quarter cabins aft, and a tapered V-berth forepeak. Optionally, the port aft cabin can be replaced by a head and a huge cockpit locker. For cruising, this layout makes more sense, as it gives two couples suite-like accommodations at either end of the boat.

The saloon is quite comfortable, with long settees on either side and a large drop-leaf dining table. There are optional cabinets which give much-needed storage above and outboard of the berths. There is a large storage space behind the fold-up seat backs, but these folding backs need some means to hold them in position when sailing hard.

For long-distance offshore racing, a pair of removable pipe berths was added above the main cabin settees on the first boat imported to the US.

The U-shaped galley is small by American standards, but typical of European boats. It has double round sinks, a good gimbaled two-burner propane stove with oven, and a seven- cubic-foot refrigerator. The refrigerator lacks any form of shelving or other space subdivision, which it sorely needs. The Isotherm refrigeration system will be fine for sailing in temperate waters, but like most 12-volt systems, it will probably struggle in tropical waters.

There are decent storage lockers outboard of the galley for foodstuffs and cooking gear. Drawers below the galley counter hold plenty of utensils.

A single 10-pound propane bottle is mounted in a dedicated starboard cockpit locker. This is adequate for offshore racing and coastal cruising of short duration.

The nav station features a large chart table and a reasonable amount of space for mounting a suite of navigation instruments. If you want to install radar, an LCD screen is the way to go, as it does not require the cabinet depth of a conventional CRT installation. (In a few years, we suspect, CRT radars will be ancient history.)

Ideally, navigation instruments should be mounted so that they directly face the viewer. This is not possible in the IMX 45, but a diagonal partial bulkhead forward provides a good mounting surface for a large computer screen.

Performance The IMX 45 is, first and foremost, an IMS racing machine. Since the launch of the first boats last year, the IMX 45 has compiled an enviable racing record in Europe.

The summer racing season of 2003 saw the debut of the IMX 45 in the US. The first boat here, Dr. Richard Shulman’s Temptress, compiled a staggering record in the short space of six weeks of racing. In 10 races, her combined record was eight first and two second places against a wide array of production and custom IMS cruiser/racers. Both second places came when she was over the line early at the start, and was forced to return. She won the New York Yacht Club Annual Regatta with a 2-1-1 record, Block Island Race Week with a 1-1-1-2-1-1 record, and capped the season by winning the IMS division of the Marblehead (Massachusetts) to Halifax (Nova Scotia) ocean race. This is clearly one very fast boat, and a boat that rates well under IMS.

We have sailed the IMX 45 under a variety of conditions, from drifting cats paws to strong summer breezes, round the buoys, offshore racing, and deliveries. With her huge carbon fiber wheel and high aspect-ratio appendages, steering is extremely responsive, although it does demand concentration.

Even with the optional deeper, heavier keel, the boat is fairly tender—a trait she shares with most IMS racing boats. She is best raced with a crew of 11 or 12, so that seven or eight can be out on the rail in a breeze.

Part of the tenderness results from a relatively narrow beam waterline—a characteristic that reduces wetted surface in light air. The narrow beam waterline also allows the boat to be effectively roll-tacked in light air, something you don’t often see on a boat this size.

Upwind target speed in 12 knots of true wind is 7 knots, at a true wind angle of 40 degrees, or 26 degrees of apparent. Downwind target in the same breeze is about 7.6 knots. In stronger winds, the boat is capable of sustained bursts of off-wind planing at speeds far in excess of normal displacement speeds, despite her relatively heavy displacement for a pure racing boat. In our experience, target speeds have proven to be accurate, if conservative.

For cruising, the boat can be de-powered with a slightly smaller mainsail and non-overlapping, self-tacking, roller-reefing headsail on a removable transverse track. She will miss the weight of crew on the rail, but the slight loss in speed will be insignificant for cruising. The boat will still pass almost everything in sight that’s anywhere near her size.

Under power, a 55-horse Volvo Saildrive unit easily propels the boat at just under 7 knots. A folding prop reduces drag under sail, but slightly compromises handling under power. Going ahead, this is no problem. In reverse, the limited thrust available from the folding prop requires patience when maneuvering. Any boat with a folding prop will have these same issues.

Since Saildrives lack the alignment and stern bearing wear issues of conventional shaft installations, there’s very little vibration at any engine speed, and this is the best Saildrive installation we’ve ever seen. A molded-in pan contains any engine fluid leaks. The engine compartment is well insulated, and the sound insulation is protected by perforated aluminum sheet metal. There is access to both sides of the engine through removable panels in the aft cabin and head; access for routine service requires lifting out the companionway stairs.

The engine control panel is located on the aft face of the steering pedestal, just above the cockpit sole. It relies on alarms for warning of non-normal operating conditions, and lacks any instrumentation other than a tach. We would strongly recommend installing an engine hour meter at the panel or belowdecks, as it is otherwise impossible to monitor engine use unless a proper engine log is maintained.

Price Since X-Yachts are built in Denmark, the price will vary with fluctuations in currency exchange rates. The relatively weak dollar has pushed the price of the IMX 45 higher in the year since her introduction.

The current landed, duty-paid price of the IMX 45 is about $470,000, less sails, electronics, and options. This is dramatically less than the boat with which the IMX 45 is most commonly compared in size and type—the Swan 45. Yes, the Swan 45 is more elegant in finish detail, but is no more functional for either racing or cruising than the IMX 45.

This is a lot of boat for the money, if racing is your main game.

Contact – X-Yachts USA; Prestige Yacht Sales, 203/353-0373, www.prestigeyachtsales.net

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