J/105 Class Owner Forum


This owner forum was created by J/105 owners for the purpose of sharing experiences and tips on maintaining and handling their J/105, and to exchange ideas on other J/105 related topics. It is not a classified or commercial advertising medium. The webmaster reserves the right to remove postings which are not related to the J/105 or are commercial in nature. Thank you and enjoy!

This forum is now closed. Please use the new Owners Forum.


Open Forum entries (newest first):


J-family...Having been lucky enough to race in J-fest against one tough grandpa, including his son, who is almost a pro and his grandson who is future fordeck material on THOR, Thanks. We have a fast class that allows each of us to enjoy sailing/racing at the top level with, as Art points out not always needing great crew. As a fact we frequently are able to win races even with loft folks aboard for the trip..Ps-In both the races we won on Sun. we finished with the J-35's who started 5 min. earlier on a W/L course.
Paul Wager <Pwager@aol.com>
Dana Point, Ca USA - Saturday, October 24, 1998 at 23:44:29 (EDT)
Truth in advertiseing: Last weekend we enjoyed J-Fest in Newport Beach, CALIFORNIA and it was a blast. When I purchased my 105 I wanted a boat to enjoy with my entire family, but being a competitive person naturally I raced and raced and raced and won and lost etc.etc...it wasn't until I had some challangeing business opportunities that I realized how great this rocketship really was..I had to miss two months of racing therefore; for the J-Fest regatta I was a little short on regular crew (all the rock stars were on other boats)but this event is such a blast I put together a family group which included my brother-in-law, my son and my 5year old grand son. It was the most fun I have had sailing in 20 years. We did not win, but we improved daily...my point!! what other racing yacht could you take a total of 6 people including a 5 year old and have such a good time? I was never worried about my grandson, because he had a job (trimming the cooler) and when I heard his screams they were, COOL Grandpa make the water come over the front of the boat again !! The grin on his face was ear to ear and was never concerned about jybing, dousing, or any of the hazards that we have all experiencied...I don't know if Hunter will remember this past weekend forever but I know I will....Thank's J Folks for the great ride.
Art McMillan <j105159@aol.com>
Palm Springs, ca USA - Saturday, October 24, 1998 at 00:12:56 (EDT)
I am considering buying a 105 that has been modified. I would like to know what might be required in the way of "demodifying" if any. The boat has: 1-running back stays and check stays 2-kelp cutter 3-spectra backstay with block adjustment 4-flared stanchions
Chick Pyle <acpyle@aol.com>
San Diego, Ca USA - Thursday, October 22, 1998 at 16:43:27 (EDT)
Dean, I have also used the line through the turnbuckles with success this season. The rod may turn a quarter turn, but no further. After all, it is fixed at the upper end and it is fairly rigid, unlike wire or rope. It was certainly easier to adjust and I didn't find any downside.
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Thursday, October 22, 1998 at 16:32:21 (EDT)
Correct me if I am wrong, but I believe running a line through the turnbuckles will not prevent the rod from turning. Hence you need both a pin and a line to keep everything secure, unless you use a ring pin finished to the outside of the turnbuckle.
Dean Dietrich <deanj105@aol.com>
Tiburon, CA USA - Wednesday, October 21, 1998 at 20:36:08 (EDT)
I've used the line threaded through the turnbuckle trick this season. It is easy to see if one of the turnbuckles has moved a quatrer turn or more . It is much easier to deal with than cotter pins.
Mark Simmons <msimmons@domino.simfoods.com>
Siloam Springs, Ar USA - Wednesday, October 21, 1998 at 00:14:14 (EDT)
Not sure what to think about my Yanmar middle range vibration. Sounds like others have experienced it, some have not. For me the "obnoxious" range is 2200-2700 rpm which seems like an awfully wide range to be unusable. As far as boatspeed, I just made a 65 mile passage on a windless day on Lake Michigan (basically no current) running between 2800 - 3000 rpm. Knotmeter ranged from 6.9 to 7.4 knots (mostly from 7.0 to 7.25), GPS SOG confirmed knotmeter readings. Still think I've got some problem, albeit maybe nothing to serious. Thanks for your responses, nothing like talking with someone with the exact same boat.
Craig Juel <winston@netnitco.net>
Valparaiso, IN USA - Tuesday, October 20, 1998 at 20:14:54 (EDT)
CORRECTION: Theoretical hull speed on a J/105 is 7.6 knots (1.4 * sqrt(LWL)). You can't go that fast at 2600-2800 RPM, but as Andy says, you can get into the sixes which is fast enough for most purposes. Be careful with those Yanmars out there!
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Tuesday, October 20, 1998 at 11:51:45 (EDT)
Looking for a used J/105 spin. 89m2 or less.
Peter Schwenn <schwenn@access.digex.net>
University Park, MD USA - Tuesday, October 20, 1998 at 10:08:04 (EDT)
Question on turnbuckles: On all the boats I have owned and usually sail on, I have used cotter pins in the turnbuckles. Tape them over and such. This prevents the turnbuckle from "backing up" or "backing off". Now I have seen on other boats, a line is placed through the turnbuckles and tied off with a square knot. I have two questions. First, is this safe and does it work as well. Secondly, has any one noticed the the upper threaded shroud terminal rotating and the rod rotating as to loosen the rig and disrupt the tuning?
Bill Chambers <2Texans@reefnet.com>
Marathon, FL USA - Tuesday, October 20, 1998 at 08:01:09 (EDT)
Gori Props and Engine vibrations: Per Boeymo mentioned installing Gori prop. Just a note--assuming you get a 15 inch wheel, set prop for 24 degrees, not 22 degrees factory setting. 22 degrees is too lean. You'll burn a lot of fuel and blow black smoke above 3,000 rpm. Plus engine will not achieve 3,400 rpm (you never run at that speed, but engine should be able to hit it.) With Gori set at 24 degrees, we cruise at 2,900 rpm and 6.15-6.25 kts, burning 0.5 gallons per hour. Re:Craig Juel's question on vibrations: we see same natural frequency of vibration at 2,650 to 2,850 rpm. Obnoxious vibration in that range (couldn't read wet compass on pedestal while we had pedestal). Goes away below that range and dissappears above that range. We cruise/deliver at 2,900 rpm, which is well below sustained redline of 3,400 rpm, but out of the vibration range. With the soft mounts, there probably isn't anything one can do to get rid of the natural frequency vibration. Ditto Nelson's comment on running at 3,600 to 4,000 rpm--why in the world would you do that??? Plus sustained power redline is 3,400 rpm and top redline is 3,600 rpm. Unless you have a discount on Yanmar replacement engines, cruising along at 4,000 rpm is probably not a great idea for the long term.
Andy Skibo <adsaas@aol.com>
West Chester, PA USA - Monday, October 19, 1998 at 22:06:52 (EDT)
I have a 77 sq. mt Quantum spinnaker for sale that is about one year old and was only used in class regattas. Never damaged or repaired.
Dean Dietrich <deanj105@aol.com>
Tiburon, , CA USA - Monday, October 19, 1998 at 22:06:25 (EDT)
With a clean hull, you should be able to reach hull speed at about 2600 to 2800 RPM. Why would anybody run at 3000 to 4000 RPM? Trying to get up on a plane?
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Monday, October 19, 1998 at 11:43:29 (EDT)
RE: Prop. I just visited the ashore #21 today, and saw that this hull number had "smaller" prop. than our #213. The owner said he could push the engine up to 3500-4000 rpm without any problems, on our #213 we can only push it up to 3300 rpm, and over that we get black smoke (fat black smoke) from the exaust, so J/boats must have changed propNext season we will have a new prop..(Danish Gori prop. maybe) wich can take the lovely boat backwards !
Per Boeymo <boeymo@online.no>
Fredrikstad, Norway - Friday, October 16, 1998 at 17:49:36 (EDT)
thanks Craig for the comments re: blisters on the bottom. I will certainly check carefully when the boat is hauled out soon (the cracks on the deck is another issue!). I can run my engine OK to 3000 revs no problem unless I have collected weeds on the prop(it seems happier at 2800 or so - in fact I notice more of a deisel smell below if I push it at over 3000 for any length of time). In fact it seems to smooth out above 2500 so I think you have a problem.
ian farquharson <ianf@speedware.com>
toronto, on canada - Friday, October 16, 1998 at 15:30:14 (EDT)
Just finished our first season with our J/105. To be clear, we absolutely love the boat and we respect the dealer/yard we've worked with. However... 1) Noticed small blisters on the keel and rudder while scrubbing in the water. Now that it's out of the water, quite a few blisters in only one year. The keel and rudder were faired, and the bottom has Interlux 2000 barrier and VC-17. The yard says they'll open up the blisters to drain over the winter and then I'm not sure who's responsible come spring. They told me that this is a very common problem with J Boats. 2) My Yanmar runs fine up to 2100 rpms and OK from about 2800 to 3000 rpms (no reason to go higher). But from about 2200 to 2700, there is a disturbing amount of vibration. So much that my binnacle mounted GPS is unreadable because of the vibration in this middle range. 2100 is too slow and I'm not thrilled with running it up around 3000 all the time. Thought it might be an alignment or prop problem. They checked it out and said it's perfectly normal. I'm having a hard time believing it's normal. Talked with one other owner who normally runs his at 2500 and never noticed any unusual vibrations. Would love to hear comments from other owners on either or both issues. Thanks...
Craig Juel #176 Andiamo <winston@netnitco.net>
Valparaiso, IN USA - Friday, October 16, 1998 at 13:53:46 (EDT)
Thanks guys. My hull is 136 and was bought new. I asked the question because last time it was hauled and pressure sprayed on the bottom I noticed a few drips continuing to form here and there - long after I wiped them off. This may have been just water from the spraying getting under the antifouling layer but you never know. I also have some cracks appearing on the deck where certain tracks and hinges are screwed in. This has me more worried because this is only the boats 3rd season since new and we are investigating warranty protocol at the moment. I hope none of these things develop worse because I love my boat. regards
ian farquharson <ianf@speedware.com>
toronto, on canada - Friday, October 16, 1998 at 11:47:32 (EDT)
When I purchased hull #29 the survey contained a report on three areas where a moisture meter found moisture. The surveyor could not find any reason (no breaks,cracks or even blemishes) and these areas were ABOVE the waterline I had a long talk about this with Jon Udel (Custom OffShore was the buyer's agent). His take on the situation was that these meters don't read moisture content but aberations in density and the method of construction could produce pockets of uneven epoxy distribution. I have not had a problem for three years. I am having a minor problem with moisture around one shroud and this is after the original owner had the areas epoxied. So caulk early and caulk often..
jay corcoran <jayc@bellatlantic.net>
annapolis, md USA - Thursday, October 15, 1998 at 21:31:11 (EDT)
Couple of comments...First, I am concerned/worried about wet core under cleats, thru-hull fittings, whatever. I understand they can only be found by use of a good survey service...also... the boat I am looking at has a 10 ft. adjustable genoa track, used to accomodate all headsails, (a class jib, a 120%, and a 155%) all are roller furling. Is this going to be a problem for future one-design class racing??? What PHRF rating would be fair for the Lk. St. Clair region, using the 110 chute and a 155 headsail? You guys out there are very helpful and I appreciate it!!!!!
Bruce Bendure <momvan@aol.com>
Milford, MI USA - Thursday, October 15, 1998 at 18:16:02 (EDT)
Ian- By a "wet hull" I assume that we are talking about water that haspenetrated through the fiberglass skin into the balsa core material. This is very common on older cored fiberglass decks ,especially around fitting such as deck cleats. On cored hulls one must check around any through hull fittings not properly caulked. Any marine surveyer can do this check with a hydrometer. I have seen spongey decks on boats including J-105s where improper sealing of the shroud fittings through the deck has allowed water penetration and rot.
RichardLevitt <riclevitt@aol.com>
Norhtfield, NJ USA - Thursday, October 15, 1998 at 17:51:59 (EDT)
Bruce - I am intrigued by your remark about "general surveys revealing a wet hull". Where does this come from? What do you mean by a wet hull, first of all and have you heard of problems in this regard with J105's - just curious.
ian farquharson <ianf@speedware.com>
toronto, on canada - Thursday, October 15, 1998 at 12:25:55 (EDT)
Thanks again for the excellent advice and encouragement. The support of the owner's organization is pushng me closer all the time! Any Lake Erie sailors out there who can comment on their PHRF experience? Will ageneral survey reveal any problems with a wet hull? What else should I be looking for? It is starting to get cold up here, and I am running out of time.
Bruce Bendure <MomVan@aol.com>
Milford, Mi USA - Wednesday, October 14, 1998 at 17:19:46 (EDT)
I just had another great weekend racing THOR in the Doheny Series (2 windward/lewards and 1 RLC). Won A div. with three 2's, and a bit of luck when a protest happy non- placer knocked a Antrum-27 out of first. The GOOD news is that we handled a well sailed J-35 with only a six sec. phrf on the W/L and even on the RLC in two of the three races. We did quite well on the runs sailing almost as deep and faster. My phrf advice to Bruce is to resist the temptation to pinch with J-35s etc., let the boat foot and with good sail trim you will reach the windward mark before or with any other 72 rater.
Paul Wager <Pwager@aol.com>
Dana Pt. , Ca USA - Tuesday, October 13, 1998 at 18:30:28 (EDT)
Bruce - the only pain in the neck about PHRF vs level is the fact that you need to up the max number of crew in heavier wind to be competitive (thats on a windward/leeward course though. You can carry as many as 10 upwind). As for Octagonal courses wow - wish I had me one of those for a J105!
ian farquharson <ianf@speedware.com>
toronto, on canada - Tuesday, October 13, 1998 at 10:00:42 (EDT)
Bruce, you need to tell us your sail inventory. PHRF 75 sounds like a 155 genoa and a 110 kite. If so, you should be competitive. As a general rule, you're better off with more reaching legs and more wind. You'll suffer on dead downwind legs in the light stuff. Octagons??? are certainly better than windward/leeward courses for you.
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Tuesday, October 13, 1998 at 08:48:00 (EDT)
First, thanks for the excellent help. I would like to know how well the 105 will perform under PHRF rating of 75 on Lk.St. Clair. Our course is octagonal, with only 2 legs directly upwind (usually). More reaching than most courses. Can it keep up with the big boys? Most of our races are light air, some drifters, and a few blows, but not many.Any personal experience with PHRF racing????What should I be thinking about????Thanks again.
Bruce Bendure <MomVan@aol.com>
Milford, MI USA - Monday, October 12, 1998 at 16:20:08 (EDT)
My skipper has just sold his J-30 and purchased a J-105. What are we in for? Any J-105 skippers/crew with prior J-30 experience please chime in.
Peter Olivola <polivola@advsoftech.com>
Oak Park, IL USA - Saturday, October 10, 1998 at 22:35:47 (EDT)
WET PAINT will be in KEY WEST. We stayed at Robbie's Marina last year. Although the yard is basic, they did an excellent job setting up and launching. Keeping the boat at Stocker Island meant that we were close to our starting line and only a 10 minute car ride to town. The crew liked this because they got back to town with plenty of time for showers before the tent. My trailer is available for anyone who may need it. Penninsula Marina has quoted $5/foot (in & out), $150 crane charge and $7.50/day dry storage (for before and after the regatta). Bob Tayor of HIJINX has indicated to me that there is serious interest from several boats who have yet to make a commitment. If there is no J105 start at KWRW, Peter Craig of Premier Racing will return your entrance fee up until the race time. So, early response will help everyone in their planning.
WET PAINT - Don Priestly <J105sailor@AOL.com>
Mashpee, MA USA - Saturday, October 10, 1998 at 19:15:47 (EDT)
If Andy is right, that the SD boats might as well not show up with a 6 sec/mile handicap, then the class better do something 'cause 32 of the 36 closest boats (Fla. & Chesapeake) are SD. I don't whether the new boats in SC are deep or shoal draft. Maybe the class needs to adopt a different rating for KW...I can't image there are many owners who intend to change their keels to have a chance at winning....
Stuart R. Burnett - hull 198 - LEGACY <srburnet@rmc.com>
Richmond, VA USA - Friday, October 09, 1998 at 16:58:00 (EDT)
I am considering a used J-105, vintage hull # 10. Any inside scoop I need to know regarding this year, what upgrades that I will miss, or general opinions. I am a bit concerned about the hull not being vacuumed (scrimp). Any issues there? I would be planning on racing PHRF on Lk. St. Clair. Thanks for any and all comments and/or email.
Bruce Bendure <MomVan@aol.com>
Milford, MI USA - Friday, October 09, 1998 at 16:24:57 (EDT)
Response to Stuart Burnett's question regarding keel conversions for Key West: Answer is obvious: KW is typically sailed in moderate to heavy air (say upper teens to low 20's kts) and ocean waves. At the risk of being the first to say the emporer has no clothes, at 6 seconds a mile under those conditions, an SD boat will get KILLED, all other things being equal. An out-of-state program is going to cost $12-15K and take 1.5 weeks of time minimum to execute. Plus weeks of logistics. No one does that knowing that the chances of winning are materially prejudiced by the platform your riding on. Unless you're going to KW just because it's a nice spot to be in January.
Andy Skibo <adsaas@aol.com>
West Chester, PA USA - Wednesday, October 07, 1998 at 20:49:55 (EDT)
10-7-98 Key West Race Week. First things first. Called to Key West marinas today. The marinas in the bight or rather down town had NO slips. In fact some had waiting list 15 to 18 deep. In the past years the J105 raters have actually been sailing off of Stock Island about 5 miles before you get into down town Key West. Could be different this year, but doubt it. There are two marinas that I found that still have dockage. Robbie's Marina 305-294-1124 Peninsular Marina 305-296-8110 Both of these marinas are very basic, dirt parking lots, nothing plush like down town, but they will float your boat and are 1/2 mile form the start; down town is about 4 miles away and very congested, but could be more fun. Oceanside Marina may have some slips that owners may rent out but will decide later. 305-296-7583. Pretty nice marina for the Keys. I got the last slip this morning. You may try to get on a waiting list for the private docks that may open up later. Some of the classes rented an entire marina at the end of KWRW last year for this season! We might think of this for next year. Housing: These listed will have cottages, homes, and condos. Sara Cook 305-294-8491 Old Island Realty 305-292-7997 Greg O'Berry 305 294-6637 Colwell Banker 305-294-6262 I Photocopied the phone book pertaining to: Hotels, Motels, Rentals, Marinas, Boat Yards, and the like. It's about 14 pages of information. E-mail me and I will send it to you, (Yes I will pay with the postage) Better get the dockage first! Good luck.
Bill Chambers <2Texans@reefnet.com>
Marathon, FL, USA - Wednesday, October 07, 1998 at 20:02:39 (EDT)
10-7-98 Key West Race Week. First things first. Called to Key West marinas today. The marinas in the bight or rather down town had NO slips. In fact some had waiting list 15 to 18 deep. In the past years the J105 raters have actually been sailing off of Stock Island about 5 miles before you get into down town Key West. Could be different this year, but doubt it. There are two marinas that I found that still have dockage. Robbie's Marina 305-294-1124 Peninsular Marina 305-296-8110 Both of these marinas are very basic, dirt parking lots, nothing plush like down town, but they will float your boat and are 1/2 mile form the start; down town is about 4 miles away and very congested, but could be more fun. Oceanside Marina may have some slips that owners may rent out but will decide later. 305-296-7583. Pretty nice marina for the Keys. I got the last slip this morning. You may try to get on a waiting list for the private docks that may open up later. Some of the classes rented an entire marina at the end of KWRW last year for this season! We might think of this for next year. Housing: These listed will have cottages, homes, and condos. Sara Cook 305-294-8491 Old Island Realty 305-292-7997 Greg O'Berry 305 294-6637 Colwell Banker 305-294-6262 I Photocopied the phone book pertaining to: Hotels, Motels, Rentals, Marinas, Boat Yards, and the like. It's about 14 pages of information. E-mail me and I will send it to you, (Yes I will pay with the postage) Better get the dockage first! Good luck.
Bill Chambers <2Texans@reefnet.com>
Marathon, FL, USA - Wednesday, October 07, 1998 at 20:00:59 (EDT)
We would like to charter a deep keel J-105 for Key West. We are experienced Mumm 30 and J-24 sailors.
Cory G. Wingerter <wcwory@aol.com>
Millstone Twp., NJ USA - Wednesday, October 07, 1998 at 13:09:30 (EDT)
Key West Race Week -- Currently there are only 3 J105's in Florida, that I know of, bummer. I spoke with Southern Crescent, Dan Kerkhoff of Naples, and he plans on making the race. Spoke to the owner of Carioca and he is a no. I plan on making the race. This gives us 2 boats of the 3 in Florida. (Neither of us plan on doing a keel conversion.) Thus we will need 8 boats shipped in. LETS SEE WHO ELSE IS PLANNING ON THE TRIP. But, for now these are the numbers. I have heard of a boat at Ross Yachts in Tampa that is for sell. Someone may want to contact them, to see if Ross Yachts has an interest in chartering.
Bill Chambers <2Texans@reefnet.com>
Marathon, FL, USA - Tuesday, October 06, 1998 at 22:09:13 (EDT)
Andy's comments about keel conversions raises a good issue. Will there be both shoal and deep draft J/105s racing at Key West? If so, will the usual 6 sec/mile handicap be applied? If so, and if it is the right value, then why are people CONVERTING THEIR KEELS for this race?
Stuart R. Burnett - hull 198 - LEGACY <srburnet@rmc.com>
Richmond, VA USA - Tuesday, October 06, 1998 at 09:50:15 (EDT)
Response to Bill Chambers re: Key West--Plum Crazy is currently 85% certain to do Key West, IF! we are racing class. (We spend zero $$$ traveling to PHRF events.) Logistics questions governing for us are keel conversion (from SD to deep), transportation and lodging. Keel conversion at end of Chesapeake season seems doable. Boat transportation seems like main loose end right now. I do need to finalize decision within next two weeks both to lock in housing and get our folks 1999 schedule locked in. Does anyone have a roster of solid attendees? I know Don Priestly of Wet Paint from LI fleet is ramrodding action from up there. Understand two South Carolina boats are going-also converting from SD to deep to do so. Anyone else? I'll poll NJ boats, but probably only one, other than Plum Crazy, is a possibility.
Andy Skibo <adsaas@aol.com>
West Chester, PA USA - Tuesday, October 06, 1998 at 01:01:22 (EDT)
Re: Key West Race Week......now that things are winding down here in the LIS and RI areas, several owners this past weekend at American YC Fall Series have started looking into getting their boats to KW. The discussion involved how many Florida and South Carolina boats may be going as well if there was any interest from the Ches. Fleet. The picture should clarify in the next 2-3 weeks as the logistical concerns are answered...
Bob Taylor <RTaylor985@aol.com>
Jamestown, RI USA - Monday, October 05, 1998 at 16:08:02 (EDT)
NOTICE OF ANNUAL MEETING FOR CHESAPEAKE FLEET: The Annual Meeting of the J/105 Fleet in the Chesapeake Bay will take place at 7:30 pm on Sunday, October 11, at J/Port Annapolis. All owners and crew are invited, with the owners' attendance especially requested for the "business" session that will take place during the course of the evening. Please contact Chris Groobey, Secretary of the Chesapeake Fleet, with any questions.
Chris Groobey <j.christopher.groobey@chadbourne.com>
Washington, DC USA - Monday, October 05, 1998 at 11:10:59 (EDT)
Have not seen a lot of talk about Key West Race Week, and the Mid Winters on this site. Are there any other boats considering this trip down. Currently there are 2 boats considering the race from local waters, "[this is not an] EMESIS BASIN", and SOUTHERN CRESENT from Naples, FL. I only have to go a whole 42 miles to get there!!! But, then again there is no one around here to sail or train against! If any one needs some local info, feel free to contact me or my wife Robin. She knows Key West real well. It will be bad to get only 5 or 7 boats and not race class, and then be stuck in a PHRF fleet when you come this far. So, lets start hearing from the boats anticipating the trip down, here on this site. If no on is talking about racing then no one is going to come. Bill Chambers "EMESIS BASIN" Home phone 305-743-3211.
Bill Chambers <2Texans@reefnet.com>
Marathon, FL USA - Sunday, October 04, 1998 at 18:49:04 (EDT)
Dan, there are some good remarks on sailtrim in the JBoats press release that I posted. HIJINX used Banks main and jib and NO SURRENDER used North. But I'll go out on a limb and say that those two teams could have been 1-2 in almost any boat out there. The secret of HIJINX is that the team has been together as a unit on the 105 for three years. The're not pros, but they know the drill and they execute well. They are fast and they react to changing conditions well. They make very few mistakes (like turnovers in football). They dry sail the boat and they take very good care of the sails. The sails are two years old, but they don't use them except for 4-5 regattas per year. Several other boats brough brand new sails to the party, but the crew made the difference in my opinion, not the sails.
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Wednesday, September 16, 1998 at 16:48:57 (EDT)
Nelson, Love your comments on Polars. In one design they are only guidelines and not that good at that. Also agree with your comments regarding keeping halyards, outhauls etc. loose in light air. Foot off and keep the boat moving. Can you share more about the NA's? Whose sails did the top boats use? What were the wind conditions? and what differenes in sail settings did you notice? Did HiJinx have superior speed, did they sail smarter, or both? Look forward to your comments. Hull #164 Dan Austin
Dan Austin <dan3189>
Richmond, VA USA - Tuesday, September 15, 1998 at 16:23:08 (EDT)
On Polars and Target Speeds. Remember the following sources of error and variation (in appoximate decreasing order of importance): (1) knotmeter readings as influenced by wash off the keel (port and starboard readings WILL be different by a couple of tenths), (2) sea conditions, (3) sail configuration, (4) knotmeter calibration, (5) knotmeter error, (6) errors in the theory of producing the polars, etc., etc. Polars can be of use as general guidelines for new racers to establish targets when they are racing the clock or in PHRF. Polars are less useful to competitive racers in one-design fleets. Foot mode or point mode depends on sea conditions and competitive conditions, not on what the polars say. Never does the racer say "well, I need to increase my VMG by three hundreths of a knot to weather by changing my apparent wind angle by one degree." The velocities computed to thousanths of a knot on the sheets you get from US Sailing are a cruel joke. They are not usefully accurate even to tenths of a knot in the real world where the wind and sea are constantly changing. On Kima, we set our targets every few minutes on the racecourse based on wind and sea and competitive situation. They vary by several tenths from starboard to port and depend very little on theoretical polar data (but we have it posted for reference). So the message is not to worry about a couple of tenths difference between sources of information. There are too many variables to make that a productive exercise.
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Monday, September 14, 1998 at 09:59:23 (EDT)
I meant in light air with the class jib & main we were easing the halyard until we had wrinkles in the luff of the jib and main that were more than 20" long. Also, we had the mast completely straight with no prebend and no backstay. These settings were good for 6 kts or less. Since I finished next to last in the regatta, maybe I shouldn't be offering advice, but we definitely had equal speed upwind after we made these changes before the last race.
Stuart R. Burnett - Hull #198 LEGACY <srburnet@rmc.com>
Richmond, VA USA - Monday, September 14, 1998 at 09:08:01 (EDT)
Help! I am confused with the J105 "Target Speeds". The one from the brochure doesn't match up with the one from the home page. I also recently purchased one (performance package) from US Sailing and it doesn't match up with either one. The 105 that we use in the midwest is the following: Deep Keel 155 Genoa 88 sq.m Spinnaker I have gone back to US Sailing twice without much success. What design are the targets for on the broshure and on the home page? Thanks, Rick
Rick Wollerman <wollerman@worldnwt.att.net>
Naperville, IL USA - Sunday, September 13, 1998 at 11:30:53 (EDT)
Stuart, you mentionned that you loosen the jib and main halyards a lot. Then you say (>20"). That has us confused. Do you mean that you loosen the halyards over 20" or that the horizontal wrinkles are over 20"? And which halyards? Both? My crew are still a little skeptical easing the halyards so much and like to still put some backstay on. Problem is we are still not doing well in very light air (in PHRF). thanks Ian (ianf@speedware.com)
ian farquharson <ianf@speedware.com>
toronto, on canada - Friday, September 11, 1998 at 11:46:20 (EDT)
I have recently been racing on a J105 and have two questions regarding mainsail trim and twist: Where do we keep the draft of the Main: 50%, 45%, etc? and what is the optimum apparant wind angle ? Both of these questions are for beating at 10 to 15 apparent. We sail with a 120% jib. Thanks.
Tom O'Connell <Toconne@aol.com>
Richmond, Va USA - Wednesday, September 09, 1998 at 21:21:53 (EDT)
Initially we were very slow upwind in light air this year at the SMSA Screwpile Lighthouse Regatta, the only J/105 OD event we've done. After the third race we loosened up the rig until we had NO pre-bend in the mast. We sailed with the backstay completely off and with deep wrinkles in the jib luff and main (>20"). After making these adjustments we had speed equal to the other J/105s. For PHRF sailing, I don't have enough experience in light air with the 155%, but given the relatively low-aspect ratio of the keel, I wouldn't expect a SD J/105 would point upwind with other deep-keel boats like J/36, J/29, or any of the new Farr-like ODs.
Stuart R. Burnett - LEGACY <srburnet@rmc.com>
Richmond, VA USA - Wednesday, September 09, 1998 at 08:57:49 (EDT)
Ian, in light air upwind we've been successful with everything very loose. Max out the forestay. Ten turns on the uppers and eight on the lowers. Little or no backstay. Lots of luff wrinkles on both the main and jib. We like to foot, but HiJinx seems to have success pointing. Sorry, we haven't had enough experience in heavy air this season. Maybe at the NAs.
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Wednesday, September 09, 1998 at 08:17:44 (EDT)
Light air upwind - any tips?? we debate pointing vs boatspeed a lot. Also unsure about forestay adjustment a shroud tension (its a pain to keep adjusting both for every race but I guess its necessary??) Same question for upwind (heavy air) in waves ie. point or foot off a little for the waves?
ian farquharson <ianf@speedware.com>
toronto, on canada - Tuesday, September 08, 1998 at 10:55:09 (EDT)
Has anyone experience of cleaning the cushion covers. I took mine to the dry-cleaners but because there was no cleaning label they refused to accept them. Can covers be cleaned in a cold water wash?
Stephen Brooks <srdbrooks@aol.com>
London, UK - Monday, September 07, 1998 at 16:43:39 (EDT)
Nelson: My sentiments also regarding the wonderful job you do and regarding the blatant commercialization of the chain letter (or whatever it was). My reason for writing today is to boast--Carioca, hull #182, just won the 33rd Annual Summerset Regatta this weekend. Sponsored by CMCS, the sailing club in Fort Myers, FL, the race consists of a distance race of about 21 miles on Saturday, 9/05/98/ from Fort Myers to Naples, and an olympic triangle off of Naples on Sunday, 9/06/98. Carioca's crew consists of my husband, Philip, and me and five other friends, all of us ordinary weekend sailors, and we are grandparents to boot! 52 boats raced and our class, Spinnaker A PHRF started last. Within a short time, Carioca had powered through the entire fleet to lead the way by a large margin. We were racing against such boats as a Henderson 30, 2 Tripp 33s, Soveral 33, and another J105, TINA E. Basin (#172). We left them all in the dust! It was amazing. On Sunday, we repeated the trick, leading the fleet at every mark. Only on the last 1/3 of the last leg did the Henderson 30 (rating 45 to our 84) slip ahead of us when the wind went light (6 knots) and cross the finish line about 1 minute ahead of us. We won our class each day and won the overall Spinnaker trophy for the regatta. We were all ecstatic and needless to say we love our J105. It is just so much fun to sail! Thanks for providing a forum in which to brag!!
Jane Francoeur <Carioca41@aol.com>
Naples, Fl USA - Monday, September 07, 1998 at 14:09:48 (EDT)
Stuart, we race PHRF (rating of 75) and use the 110 chute almost exclusively - so far up to 25knots. It allows you to sail pretty low (use a lot of windward heel in a breeze to go low). I hear that the small chute may be a bit more stable in very light air but when it is that light it seems like nothing works so I haven't tried it. When its that light I feel the genoa can be more stable. With respect to crew, the boat can easily be sailed with 5, even in a breeze but for PHRF we find that more crew combined with the bigger headsails makes you more competitive. We have had more success with our #2 foresail combined with say 8 - 10 crew in 20 knots than with the #3 and less crew. In light air the #1 and less crew works. Decisions, decisions! Thats the problem with handicap racing.
ian farquharson <ianf@speedware.com>
toronto, on canada - Wednesday, September 02, 1998 at 10:55:57 (EDT)
I've been racing LEGACY this year in OD configuration. I've been fortunate to have two other J/105s in my club, so even when conditions don't favor the OD rating, we've still had good racing between the three of us. However, I got a 155% genoa and 110 m2 a-sail when I bought the boat, and I've been thinking about trying them out this fall. On the Chesapeake Bay we take a 9 second penalty for the big sails (OD rates 93, PHRF rates 84). We'll be sailing windward/leeward courses with no reaching. I'm curious whether those of you who have been racing in the PHRF configuration feel it is reasonable to do so with 5 people? Also, in what wind range do you use the 110 m2 a-sail vs the 77 m2 sail? In particular, is there a lower range where the small a-sail is actually better than the large sail? Thanks,
Stuart R. Burnett - Hull # 198 LEGACY <srburnet@rmc.com>
Richmond, VA USA - Tuesday, September 01, 1998 at 17:48:25 (EDT)
We would like to charter a J-105 for Key West race week. Does the fleet expcet enough boats for a one-design start? We are experienced J-24 and Mumm 30 sailors.
Cory G. Wingerter <wcwory @aol.com>
Millstone Twp., NJ USA - Sunday, August 30, 1998 at 11:53:29 (EDT)
Took delivery on Hull 218 three weeks ago. Four races PHRF with a 72, 2 bulls and two seconds. 13-15 kts of wind rating seems fair against Olsons, Santana 30/30s, etc. Two weeks and we get to see about J-35s, ant-27s, melg. etc..Are polars available, on line? This is a great boat, it makes me forget I owned a Sov-33. I love it..
Paul Wager <Pwager@aol.com>
Dana Pt. , Ca USA - Saturday, August 29, 1998 at 02:07:21 (EDT)
Rick, my vote goes for cutting your genoas to be furled (others will disagree) but I see the advantages are in keeping with the philosophy of the boat ie. keep it simple to sail whether for racing or daysailing. The only disadvantages of furling are a) can only change foresails on the downwind leg and b) slightly worse performance in really really light air. The big advantage of furling is putting the foresail away in a hurry at the windward mark. Its fine to drop and flake with your full regular ixperienced crew but how many times are you missing a couple of your regulars and take a rookie or two - then try dropping and flaking in 20+ knots at the windward mark and see how many boats pass you.
ian farquharson <ianf@speedware.com>
toronto, on canada - Thursday, August 27, 1998 at 10:44:09 (EDT)
I recently ordered a J105 and am currently putting together the sail inventory. Does anyone have any experiences or thoughts on whether the 152% should be cut for furling or straight takedowns? Also, does there seem to be a dominant sailmaker in the class (North, Doyle, Ullman, etc...) All comments would be much apprieciated. Thanks, Rick
Rick Wright <rick@strategicsite.com>
Swampscott, MA USA - Wednesday, August 26, 1998 at 22:31:59 (EDT)
Wanted: I'm looking for a used J105 in excellent condition. I prefer a wheel boat with a deep keel.
J. Andresen <Bluhorizan@aol.com>
Palo Alto, CA USA - Sunday, August 23, 1998 at 23:07:44 (EDT)
To J105 owners (SF Bay area and beyond): I'm interested in charting a J105 for the Big Boat Series in San Francisco Bay on 9/24-9/27. Please also contact me if you have a used boat for sale (prefer wheel boat). Thanks.
J. Andresen <Bluhorizan@aol.com>
Palo Alto, CA USA - Saturday, August 22, 1998 at 01:04:32 (EDT)
Hello All California Bay Area J 105 owners, My name is Alan Paris and I recently sold my J 105, Learning to Fly hull # 14 after, 15,000 nm of mostly trouble free sailing !! My desire is to crew in the Big Boat Series this September. I have booked my ticket and have a place to stay all I need is a boat to sail on !! As a brief resume I campainged my J in Key West 94 & 95 as well as Antigua Race Week 1995. For offshore fun we won the 1995 Bermuda One / Two Singlehanded then Doublehanded return from Newport to Bermuda and back. Any help to sail in your great race would be welcomed. Thank you
Alan S. Paris <aparis@ibl.bm>
Hamilton, FL Bermuda - Friday, August 21, 1998 at 19:54:56 (EDT)
Ian.......The zinc will get rough by virtue of performing its function: allowing itself to be eaten away. If you race, you probably have a diver clean the bottom. Generally, they will inspect your zinc and replace it if necessary. There are some zincs available that have a torpedo like shape, which presumably is more hydrodynamic than the typical round ball. Again, you might ask your diver about this.
Dean Dietrich <deanj105@aol.com>
Tiburon,, CA USA - Friday, August 21, 1998 at 14:24:28 (EDT)
thanks for the explanation Richard. I do recall seeing them on my prop shaft when the boat was hauled recently - they were pretty rough looking - probably because the water is not exactly "fresh"! I wondered whether they should be replaced simply because they were not very smooth and therefore not efficient for racing.
ian farquharson <ianf@speedware.com>
toronto, on canada - Friday, August 21, 1998 at 10:21:52 (EDT)
Ian, "Zincs" otherwise known as " sacrificial zincs" are small zinc clamps which are clamped on to the propeller shaft to prevent damage from electolosis. Salt water is an electrolyte which in contact with 2 or more dissimilar metals will allow electrons to pass from the less "noble" metal creating an electric field as the metal corrodes. Clamping on a zinc prevents damage to the prop shaft, propeller, engine, prop,etc.Some marinas has electric fields in the water from improper grounding or marine wiring,aggrevating the problem. I would imagine that this is less of a problem where you are in fresh water. I don't know if zincs are placed on fresh water boats but I am sure that someone out there can enlighten us
Richard Levitt <Riclevitt@aol.com>
northfield, nj USA - Thursday, August 20, 1998 at 22:48:18 (EDT)
pardon my ignorance guys but what is a "zinc"????
ian farquharson <ianf@speedware.com>
toronto, on canada - Thursday, August 20, 1998 at 21:40:00 (EDT)
Re disappearing zincs. I can confirm Craig's comments on disappearing zincs. Plum Crazy travels between several marinas and more isolated private docks. Also is in various locales and is in water for early Spring (cold water) to summer in a small lagoon in New Jersey (84 degree water). Rate at which zinc is eaten up varies dramatically depending on where boat is. In a still water marina, surrounded by big power boats all hooked up to 50 amp circuits, especially in summer when water is warm, we can chew through a shaft zinc in three weeks. Divers don't even like to do bottom in such conditions. In a more isolated setting, especially if water is cold, zinc will last for months. While it's certainly worth checking your own boat, problem is much more likely to come from your surroundings. Especially if marina wiring looks on the marginal side. One solution is to buy a zinc "fish" (sold by West Marine among others) and clip it to shrouds while hanging fish over the side. Provides several pounds of zinc for water to chew up, thereby saving your shaft zinc.
Andy Skibo <adsaas@aol.com>
West Chester, PA USA - Thursday, August 20, 1998 at 21:17:37 (EDT)
re: disappearing zincs. While it could be a fault in your boat, it could just as easily be another boat near you in the marina and/or faulty electrical circuits/marina wiring in contact with the water nearby. I had the same problem in St Pete, FL years ago, replacing zincs every 4-6 weeks until I moved my boat to another area of the marina, at which time the problem disappeared. If you haven't already, check to make sure others around aren't having the same problem, it may not be your boat. Good luck...
Craig #176 Andiamo <winston@netnitco.net>
Valparaiso , IN USA - Thursday, August 20, 1998 at 19:34:02 (EDT)
Experienced J-27 owner/racer and former J-35 crew interested in crewing on a J-105 to find out what this boat is all about. Available western Long Island sound or Newport for NA's. One or Two crew available.
John Nonemacher <jibeho@aol.com>
Demarest, NJ USA - Thursday, August 20, 1998 at 18:06:34 (EDT)
I have hull # 194 and have been going through zincs like crazy. I have no shore power hooked up and everthing is off including the batteries and pump. But still have been going through a zinc every two weeks. I have reported to my dealer and TPI. SO the reason for this note is alert everyone of a potential problem. And to get under your boats and check your zincs. Please e-mail me if you find the same problem. Thanks Ned
Ned Thomson <Grinder.com>
Sea Girt , nj USA - Thursday, August 20, 1998 at 17:16:37 (EDT)
Regarding jib halyard wraps at top of furling foil: Yes, we had same problem for first summer we owned boat. Chewed up ends of both wire halyards until we sorted it out. Comes from two sources. Primary one is you must use lower sheave for the roller to get proper angle on foil. We found that using upper sheave virtually guarantees a wrap. Second cause, even when using lower sheave, is dirt in the bearings of the upper roller unit (the part that is attached to the head of the sail.) This usually crops up after a winter storage if the mast has been stored horizontally on a mast rack in a sandy or dusty yard. Grit blows into the bearings and, with halyard tension, the unit locks up and turns with the foil. Just spray it out with a nozzle on a hose while spinning the bearings. Instant cure. We do that every spring when the boat is splashed, plus a few times during the season. No wraps.
Andy Skibo <adsaas@aol.com>
West Chester, PA USA - Wednesday, August 19, 1998 at 23:42:43 (EDT)
Harken Roller Furling. Has anyone else been having any trouble with the jib halyard wrapping around the top of the furler. Only the most perfect halyard tension seems to have any affect. Has anyone moved the jib halyard down to the bottom sheave to obtain a different angle of pull (towards to mast) to prevent it rotating up there? Please respond if you have any solutions. Thanks.
Skip Malm <wish105@marinar.com>
Concord, OH USA - Wednesday, August 19, 1998 at 23:25:51 (EDT)
Scoring Programs. A while back Andy Skibo asked about race scoring programs. I just tripped over a commercially built program called Race Log. Use URL //ourworld.compuserve.com/homepages/elb/rloghom2.htm. If that's too much of a mouthful try putting "Sailboat" into your search engine. That's how I found it. It's documentation reads as though it is exactly what Andy was looking for. I'm sure lots of race organizers will be interested. It occurs to me that all J-105'ers that I know would rather sail than be on a committee.
Lyle Russell <lrussel@newholland.com>
Camp Hill, PA USA - Tuesday, August 18, 1998 at 17:14:18 (EDT)
My brother and I are taking delivery of a new J/105 this spring and are in the process of putting together a sail inventory. The boat will likely be used 1/3 for racing with a proper crew, 1/3 for day trips with family and friends, and 1/3 for doublehanded "sport" sails. We plan to race with just the class sails, but are considering two non-racing additions. First, a 150% #1 which is cut so that it can be furled and used as a 135%/140% #2. Second, an 89M chute which is cut to maximize boat speed (fun) rather than downwind VMG. The thinking on the headsail is that i)the extra sail area will be useful during the summer on Long Island Sound, ii) dealing with a #1 in light air can be more trouble than its worth when doublehanding (even on our J-24), and iii)sail changes to reduce sail area when the breeze comes up late in the day are troublesome(especially when your crew has been more attentive to emptying the ice chest than keeping the headsail trimmed). With respect to the extra chute it seems that i) the 110M is really a downwind sail, while the 89M may be better for broad reaching in most conditions, ii) in very light air the 110M may be harder to keep filled than the 89M and iii) in heavier air the 110M may bee overpowering. On the other hand, I am concerned that there is not enough of a difference in sailing with the 89M versus the class chute to justify getting the 89M. With a grand total of 5 hours on the J/105 under my belt these thoughts are obvioulsy just speculation. I would be very appreciative of any feedback from those of you who have experience on the boat.
John McKenna <john_mckenna@wasserella.com>
New York, NY USA - Saturday, August 15, 1998 at 10:52:28 (EDT)
It seems to me the current rules are very specific. Rule 1.2 states "EXCEPT WHERE VARIATIONS ARE SPECIFICALLY PERMITTED by these rules, J/105s shall be alike in hull, deck, keel, rudder and spar construction, weight and weight distribution, sail plan, EQUIPMENT, and interior furnishings." Further, rule 1.3 states, "All yachts, competing in one design or class sponsored events, shall comply with standard specifications published by J Boats, Inc. and these class rules. NO ALTERATIONS OR MODIFICATIONS ARE PERMITTED UNLESS EXPLICITLY PERMITTED BY THESE RULES. Alteration or modifications to class rules shall only be permitted with the joint approval of the copyright holder (J Boats, Inc. Box 90, Newport RI 02840) and J/105 Class." [Note, CAPS are my emphasis] I don't think the "no changes unless specifically allowed" philosophy of the class rules could be more clearly articulated. According to this, I believe the Harken cam cleat I've added to the mast for my spinnaker halyard is illegal (and I'll be glad to remove it if we adopt a strict OD interpretation). Likewise, any change to the location or purchase of the mainsheet course and fine trim would be illegal. Adding car pullers to the jib tracks would be illegal (whether they are used in OD racing or not). Local alteration of the class rules to allow 89 m2 spinnakers is illegal (the boats that are racing in this configuration are not OD J/105s as defined by the copyright holder). To me, the question is not whether any of these changes make the boat faster. Argueably, they all make the boat either faster or easier to sail fast, as do an infinite number of other "small" changes. The question is, as owners, do we want to initiate or encourage an ever escalating "arms race"? How much should a new owner have to add to get his "OD" in race-ready condition? To see where this can lead, I invite you to visit the J/35 Class Association web site and look at their class rules, which run to 45 pages. Is that what we want to end up with? Yes the boats will be ever so slightly faster and easier to sail, but eventually we'll end up with boats that look like the J/24 and J/35 fleets with epoxied holes all over the deck. Furthermore, the unintended consequences are often hard to predict. For example, the class has already changed the rule requiring the use of a spinnaker snuffer. How many owners now use a snuffer for day sailing? This was a major design feature of the boat, but who's going to go to the trouble to put their spinnaker in the snuffer for a day sail then take it out to race the next day? Are new owners even buying snuffers? As another example, what if the class allows the primary winches to be relocated forward, which would get the trimmers out of the way of the mainsail trimmer and make the boat more efficient, but not inherently faster (i.e. no weight change has occurred, no purchase has changed). But now, when sailing with the dodger up, the winch handle can't go through a full turn and the skipper can't reach the winch from the wheel when sailing shorthanded. In both examples, a racing optimization has had a significant (detrimental?) impact on the non-racing use of the boat. I think we should proceded very cautiously in allowing changes to the boat, sails, and equipment. If someone wants a perfectly optimized boat, let them buy any non-OD racer/cruiser on the market and play the PHRF/IMS game. They can spend as much as they want to buy their victories. Personally, I'd rather earn them in a OD J/105.
Stuart R. Burnett - hull 198 - LEGACY <srburnet@rmc.com>
Richmond, VA USA - Wednesday, August 12, 1998 at 14:49:36 (EDT)
Andy....I have to confirm Dean's observation...On my tiller boat the coarse swivel is mounted behind the traveler...came that way from the factory....we've discussed switching to a better set-up...but felt it was a no-no...Bob
rober taylor <rtaylor985@aol.com>
jamestown, RI USA - Wednesday, August 12, 1998 at 09:59:42 (EDT)
Andy, I was interested in your response on the mainsheet issue. Let me throw out some thoughts for your consideration. You say the tiller boats have to have the coarse block in front of the traveler. Tha is not the way they come from the factory. My boat, which I converted to wheel, had the coarse block in the standard position as do most of the other boats in our fleet. (Remember, the issue isn't what works best, but what is legal.) With regard to the position of the fine tune, the rules permit "fine tune on tail of mainsheet, mounted over coarse tune block with 24:1 power raio". Repositioning the fine tune seems to violate this rule. Moreover, if you threw off a loop on the coarse tune, you would have a 20:1 p.r., which is also inconsistent with the rule. As a final point, Sec. 1.3 requires that all boats "be alike....in equipment..." I don't question the advantage of the modified arrangement, indeed that is part of the reason it is suspect, in my opinion. If someone were to modify their boat in a way that did not enhance performance on the race course, e.g., cup holders on the binnacle, there wouldn't be an issue. I would welcome anyone else's thougts on this.
Dean Dietrich <deanj105@aol.com>
Tiburon, CA USA - Tuesday, August 11, 1998 at 21:39:54 (EDT)
RE Dean Dietreich's question on re-rigging Fine Tune: This is really a three part question. First, there shouldn't be any question about the legality of putting the swivel in front of, rather than behind, the traveller, because you have to do that if you have a tiller boat. Second, if Main Coarse is left at 6:1 and Fine is left at 4:1, mounting fine tune blocks to cockpit floor (which gives you more throw on the fine tune) doesn't really change leverage. You do get ability to throw off more main sheet with fine tune, which in turn eases the load on the coarse tune, if you have to dump main in heavy air on a duck. (If you do the math, the factory installed stacked fiddle blocks give less than 0.75 inch of mainsheet ease from full in to full out position. Not enough travel for safety in our book.) Putting the Fine Tune on the cockpit floor is a pretty common J/35 modification, for the same reason. Finally, if anyone is actually increasing the leverage by going to 5:1 or otherwise, that would seem to be clearly against the class rules, which do specify 6:1 and 4:1 ratios. Besides, why in the world would you need anything more than 24:1 overall?? (PS: If anyone is tempted to try for a 4:1 Coarse on the Main, you'll need a gorilla as a Main Trimmer. We tried it for about six weekends. Above 14 kts, I couldn't budge the coarse. My 6'3" Main Trimmer surrendered at about 22 kts. We're back to 6:1 coarse with 4:1 fine.
Andy Skibo <adsaas@aol.com>
West Chester, PA USA - Tuesday, August 11, 1998 at 08:21:23 (EDT)
With regard to Craig's comments about downwind polars, I'm also finding that I sail deeper downwind in greater than 12 kts true than the polars indicate and that my boat speed is ALWAYS higher than the polars indicate in all wind speeds especially in light air. I think there are two reasons for this. First, the polars are based on the IMS rule which does not do a good job of predicting the speed of boats equipted with asymmetric spinnakers. Second, the design of the current generation of spinnakers (Fall '97 and later) is much better. These chutes rotate to windward better and allow deeper angles than chutes built just a year earlier. At one regatta this year we went downwind with a J/35 and a J/36 in 10-12 kts true for over 1.5 nm. We were constrained by the amount of traffic and got pinned between them but we were actually faster on this leg. We were probably sailing at 145 appearent, maybe 155 true. Is anyone else seeing this? Do you find that you are MUCH faster in light air than the targets?
Stuart R. Burnett - hull 198 LEGACY <srburnet@rmc.com>
Richmond, VA USA - Monday, August 10, 1998 at 12:27:27 (EDT)
This is a good, active notice board. I see a lot of interesting questions, but not many of the replies as they are chanelled direct to the recipient. There are many versions of multi threaded bulletin boards that allow you to view the replies on request so that only the main topics appear making the notice board slick and efficient. What do you think Nelson?
Mike Harrington <mharrington@wilmington.co.uk>
London, England - Monday, August 10, 1998 at 10:44:24 (EDT)
Two questions. 1) Does anyone have a larger version of the Block Island tune up picture on the home page, it would make great wallpaper. 2) Since I'm a novice J/105 trying to come up the learning curve as fast as I can, and I don't compete against any of you, can anyone help me find the best downwind jibe angles. It seems to be our weakest leg. I've been disciplining myself to follow the VPP and various polars I've collected (ie, 70°-80° app in light air going up to 120° app when it's really blowing) and am having decent results, but I've seen two postings suggesting 150° apparent was a good target. 150° app is far deeper than the polars suggest (as you all know), but it is mentally hard to stay with those wide angles when I'm racing PHRF against almost all conventional chutes sailing relatively deep. Sometimes we cross ahead, sometimes not, so I'm having trouble figuring out the best angles. And my KVH VMG isn't working right (yet) so I don't have that to work with (yet). Any help would be welcome.
Craig Juel #176 Andiamo <winston@netnitco.net>
Valparaiso, IN USA - Sunday, August 09, 1998 at 18:56:01 (EDT)
John, I wonder if you or anyone else has considered whether altering the mainsheet set up is consistent with the one-design rules. Section 1.2 of the National Rules says unless specifically permitted by the rules, all J-105s must be alike in hull, deck, keel, rudder and spar construction,........sail plan, equipment, and interior furnishings. Section 5.3.6 also requires the fine tune to be fitted over the tail of the mainsheet. I mention this because we have several boats in our fleet that have modified their systems to move the coarse tune forward of the traveler and have set up a fine tune aft of the traveler that runs from the boom to the cockpit floor and then to each side of the cockpit seat through a cam cleat, with a purchase of 4 or 5 to 1. The legality of this change has never been addressed, but other boats in the fleet are inquiring about making similar changes, so I expect we will have to face this issue soon, perhaps by explicitly amending our rules to permit this or ruling it illegal. While I haven't sailed with this arrangement, it does appear to be an improvement: the fine tune is more powerful and accessible, allowing you to throw off one or two loops on the gross tune; it allows the mainsheet trimmer to sit further forward for better weigh distribution; and by seperating the coarse and fine tune, sheet foul ups are less likely when rounding marks. I would be interested in hearing other views on the legality of this modification under the National Rules.
Dean Dietrich <deanj105@aol.com>
Tiburon, CA USA - Friday, August 07, 1998 at 13:09:39 (EDT)
Like John Kircher I also found that the course and fine tune main sheets and the traveller lines were always getting tangled, especially when I am helming and playing main. To avoid this problem I changed the two lines on the traveller to a one line traveller system. I then cut the fine tune to the longest length required for beating and finished off with a plastic ball. When I am sailing off wind I use only the course main with the fine tune completly released to the ball. To windward I tend to play the fine tune. As soon as I get to the windward mark I just release the fine tune which automatically stops at the plastic ball and change to playing the course main. This systems works very well for me and leaves me most of the time with only the course sheet in the bottom of the boat.
John Driver <John_s_Driver@Email.mobil.com>
Fairfax, VA USA - Friday, August 07, 1998 at 12:55:36 (EDT)
I find the mainsheet/fine-tune/traveler arrangement cumbersome. The three controls foul too often; the main trimmer often has to sit too far back; and there's too much spaghetti in one place. Bill Sutton's Blonde Attack mitigated these problems by turning the coarse-tune and the plate/post that secures it around (It's now to the front of the traveller, with the fine-tune still exiting aft.) Any further thoughts? Also, is reducing the coarse-tune ratio by one loop, making it, I think, 3:1 instead of 5:1, viable? My goal would be to reduce the length of the sheet and be able to trim in and dump quicker...albeit with more muscle (an unreasonable amount of muscle?).
John Kircher <jkircher@weta.com>
Washington, DC USA - Friday, August 07, 1998 at 10:47:02 (EDT)
Weight placement! I have been following the web site for 3 years now and constantly hear people talk about keeping the weight off the bow. I am presuming that this is to help the boat plane in a breeze (but I may be wrong). We constantly debate on my boat whether weight should be forward of the shrouds at all, especially in very light air in order to lift the transom out of the water. I know this is valid for displacement hulls but what about the J105? Also, in heavy air is it better to move the weight right back or to keep it at the widest part of the beam to minimize heel? I would love to hear from you all on weight placement in all conditions.
ian farquharson <ianf@speedware.com>
toronto, on canada - Tuesday, August 04, 1998 at 11:08:29 (EDT)
Scoring Programs: Our club is looking for a newer scoring program to replace the antique version we currently use. Needs to run in a Windows 95 format, handle low point scoring and multiple races per day, multiple days per summer series results. Would be nice if the program would handle penalty points automatically, rather than having to manually calculate and assign resultant penalty positions. Any suggestions? (Plum Crazy, Hull #90)
Andy Skibo <adsaas@aol.com>
West Chester, PA USA - Tuesday, August 04, 1998 at 06:49:42 (EDT)
Nick, I have experience racing my j105 in both Perf and one design formats since the boat races in both the chesepeake and here in New Jersey where there is no one design fleet.If you race in any kind of light air, I would urge you to take the penalty for the 155 since the boat can be very underpowered with the class sail especially under 10 knots.Do Not take off the drum , but have your sails cut for it, because any loss in foot area is more than made up in keeping people off the foredeck and speeding sail "take downs". You don't really want to be bothered with taking the drum on and off when you go into cruising or day sailing mode. I've been there with other boats and it is a real pain.
Richard Levitt <riclevitt@aol.con>
Northfield, Nj USA - Sunday, August 02, 1998 at 21:45:09 (EDT)
Just a reminder to everyone to send in your entries for the 1998 North Americanss in Newport, RI Sept 11-13. The Notice and entry are posted on this site. We're expecting a record turnout. We do have some charter boats reserved for qualifying boats from Chicago, Annapolis and Sa Francisco. Those fleets should confirm in the next week that they'll need a charter boat. Thanks!
Jeff Johnstone <jeff@jboats.com>
Newport, RI USA - Friday, July 31, 1998 at 17:00:56 (EDT)
Alright, I'm a probably-soon-to-be-new-J/105 owner. Whee. So here my questions: 1) Up here in Seattle there is no one-design fleet (sadness) so I'll be racing PHRF. Suggestions re sail fits (leave the furler on, take the credit, or cut my 155% to go with no drum and pull it when racing, any other things you think of). How hard is it to do? I'll be cruising a fair bit too, shorthanded most of the time. 2) Experience with any sailmakers you've had, or their sails...I'm mainly looking at Quantum, North, or Ullman (North is a little in the lead right now). Experience with their sails on the '105, their lofts here or elsewhere? This is the big question, I guess. 3) Anything folks are changing or doing to their boats right away, stuff I might want to get done in the yard during commissioning? This is pretty exciting (its my fist boat!) and I'm excited to join you all! --Nick
Nick Strauss <nick@amazon.com>
Seattle, WA USA - Friday, July 31, 1998 at 14:10:32 (EDT)
Craig, you may find it smoothes out with higher rev's. I find it a little shaky in the low to mid 2k's but quite smooth just under 3k (say 2.8). The cruising speed seems to be around 6.5 knots in smooth water and maybe 6.0 knots into the wind and chop. I had a similar problem with everything shaking initially and had 2 causes - a) the comissioning job was sloppy on the driveshaft (or whatever it is called). It just was not tightened up and came loose from the engine! b) Getting weeds, kelp or equivelant around the rudder can cause it (try reversing). In fact if the binnacle is shaking as much as you say I would suspect the latter cause. Other than that it should not do what you are saying (it is NOT a quiet motor though because the boat isn't soundproofed due to lightness and performance necessities) regards
ian farquharson <ianf@speedware.com>
toronto, on canada - Friday, July 31, 1998 at 10:37:17 (EDT)
I'm in my first season with a J/105, and I am delighted with the boat - can't get enough. My only disappointment so far has been the engine. Smooth enough at low speeds, but at anything over 2100 rpm there is a noticeable change in vibrration that begins to become objectionable and the binnacle shakes visibly, enough that I can't read my GPS. I don't think I've got my KVH speed dialed in exactly yet, but at 2100 rpm I'm still under 6 kts so I don't think I'm trying to drive the boat over displacement hull speed. I'd be afraid to run sustained at the 2400 rpm suggested in the manual. And the dealer told me not to exceed 3600 rpm! Is this rpm limitation typical? Much as I love the J/105, my old Atomic 4 isn't looking so bad these days, it purred like a kitten in comparison.
Craig Juel Andiamo#176 <winston@netnitco.net>
Valparaiso, IN USA - Thursday, July 30, 1998 at 05:26:19 (EDT)
On wheel vs. tiller--- Love my wheel. Easy to move around in cockpit during tacks,less tiring especially on long spinaker reachs, pedestal makes excellent foot brace for outboard helmsman,and provides platform for inexpensive and effective Autohelm wheel pilot
Richard levitt < Riclevitt@aol.com>
northfield, Nj USA - Wednesday, July 29, 1998 at 21:38:02 (EDT)
Get a wheel Mike! I'm an ex-patriot brit (now in Canada) and know what you mean about prefering "manual shift" etc. The wheel on the 105 is awesome though and the pedestal that comes with it acts as a perfect foot brace when heeled a lot. It also frees up even more space in an already generous cockpit. Cheers mate and happy sailing.
ian farquharson <ianf@speedware.com>
toronto, on canada - Wednesday, July 29, 1998 at 21:25:43 (EDT)
In the USA is wheel or tiller steering preferred on the 105? I am about to finalise an order for a 105 and have become embrolied in the wheel versus tiller debate with friends. I am not sure whether it is just us Brits being Brits but tiller steering is sill the dominant form of steering for us (but then again we like using manual gear change on our automobiles). What are the pro's & cons of wheel steering for the 105. Mike Harrington
Mike Harrington <mharrington@wilmington.co.uk>
London, N1 UK - Tuesday, July 28, 1998 at 05:49:35 (EDT)
SAILOR RETURNS TO LONG BEACH--LOOKING FOR BOAT Hello fellow sailors, I am returning to Long Beach after 12 years in Indonesia, with lot's of stories of fantastic sailing. I am looking to crew on a "J" (something like a J/105) before buying one. Please contact me. Kevin Desmond KDesmond@ibm.net
Kevin Desmond <KDesmond@ibm.net>
Long Beach, CA USA - Tuesday, July 28, 1998 at 02:52:16 (EDT)
This is a reply to Andy Skibo about Loos guages. There is an excellent article about the "new" Loos guages in Practicle Sailor magazine last month. It talks about the rod version, how to use it, costs, and vendors, etc. I don't know if anybody has any answers about thermally caused length/tension changes but the instrument ought to tell you about it real fast. Let us all know how you make out.
Lyle Russell <lrussel@newholland.com>
Camp Hill , PA USA - Monday, July 27, 1998 at 13:17:03 (EDT)
I am interested in buying a J105. Will you let me know when you are selling?
Yvan de Beer <100115.3515@compuserve.com>
Antwerp, Belgium - Sunday, July 26, 1998 at 17:21:49 (EDT)
Well "Legende" hull 47 made it from Hong Kong to Subic Bay (580nms) in this years RORC China Sea Race with flying colours.With a crew of 6 we came Ist in division B and 3rd place overall. First place going to a brand new Sydney 46 driven by Ossie Steward and second to a brand new X482 again with an expensive crew!! My total elapsed time was 120.5 hrs being beaten by just 3hrs on corrected time. Boats we left in our trail included Neil Pryde's Sydney 46, a Bashford 41 and a Farr 40. For me one of the hardest bits was to get the 105 up to full ORC cat 2 regs...... Nav lights,pulpit,lifelines,water tanks,HF set,scantling docs etc etc. My thanks go out to J Boats, Hall Spars, UK Sailmakers , RORC and many more for all there help and advice. To you out there on CHS I got my rating down to 1.029 using no ballast, a 140% headsail (no high tek) ,and a real fast 89sq reacher. My 110sq runner stayed at home as at 1.037 it was too much of a penalty for a reaching race.
Ian Wilkinson <iw@netvigator.com>
Hong Kong - Sunday, July 26, 1998 at 04:43:21 (EDT)
Just took delivery of 218 (Gone). The new boat learning curve begins-once again. Thanks to all contributors for the good insights provided on J-105 racing. The boat rates 72 in phrf for So. Calif. What is the non-spin. rating (plan on beer cans etc.) for San Diego/Dana Pt. and is a higher hdcp. available if sailing with blade/main only? I spent most of today just staring at this beautiful boat, while commissioning goes on. thanks
Paul Wager <Pwager@aol.com>
Dana Point, Ca USA - Saturday, July 25, 1998 at 19:44:39 (EDT)
We're looking to buy a J-105 for next season. We have a J-80 and are in the hunt for the SC PHRF championship so would like to take delivery in Dec/Jan. The only requirement is we want a wheel boat, please let me know if anyone has a boat available. Good Luck and good racing!
Lance Carter <llmic@ix.netcom.com>
San Diego, CA USA - Wednesday, July 22, 1998 at 02:43:09 (EDT)
My name is Iain Lewis and I used to crew on the J105 Out Of The Blue. After crewing Out Of The Blue I would like to carry on sailing this type of boat, so in essence I am asking if there are any crewing opportunities available on any J105's out there. Out Of The Blue's crew was disbanded after the owner decided to sell the boat and move into dingy racing so my place on this boat in the positions of either Trim 1, 2 or mast was lost. I would appreciate it is you would contact me with regards to this mail and I look forward to hearing from you. Regards Iain Lewis ilewis@ndsuk.com +44 (01705) 484114
Iain Lewis <ilewis@ndsuk.com>
Southampton, England - Monday, July 20, 1998 at 08:25:56 (EDT)
I just wanted to take a moment to thank Nelson, Ian and Skip for the sound information concerning my HELP!!!! request from a few days ago. Although I had some of the bases covered, your input was very helpful and enlightening. Again, thanks for the feedback!! Jack Kitrenos
Jack Kitrenos <jkitrenos@prodigynet>
Buffalo, NY USA - Wednesday, July 15, 1998 at 07:43:21 (EDT)
Ian, let the mainsail out until the top batten tickels starts to "wave", then the tickel should be 50/50 waving and hided behind the main. You also adjust this with the vang, look at the main shape and create a shape that is equal at the top batten and the boom. Per
Per boeymo <boeymo@online.no>
Fredrikstad, NORWAY - Tuesday, July 14, 1998 at 17:31:27 (EDT)
Skip - do you have any tips for how to properly trim the main downwind? I find that it is difficult to judge how far to let it out for various reaching angles. Are there any particular signs to look for with the ticklers? On an old-fashioned boat you would keep the boom parallel with the spinnaker pole but you can't use that guidline with a bowsprit. We sometimes trim the boom right in when heading very low in breeze because it feels more powerful and as if it is not blanketting the chute - but I am not sure if it is truly faster or not. Anyone else have any tips for this?
ian farquharson <ianf@speedware.com>
toronto, on canada - Tuesday, July 14, 1998 at 10:52:00 (EDT)
Jack - I think one major problem is the lack of wind since you have had the boat. I too sail on Lake Erie and the winds have been light. If you are rated by PHRF Lake Erie, then you are rated equal to the J35's, not true anywhere else on the planet! (thanks to one J105 and politics). Since you mentioned you can keep up on the beats, maybe it is your mast rake and rig set up. I didn't have enough mast rake my first year and we were the fastest J105 downwind, but too slow upwind. Then I got the North tuning guide. It seems their set up is optimum for a balance. The J105 is really really touchy about rig tune. Make sure it is perfect. Also, the main is much more important because of it's percentage of the total sail plan. While an obvious point, main mistrim down wind is much more devestating than on masthead rigs. And since you will never be running, the main must always be atteneded to. As the previous notes have stated, you're always changing angles, and I feel the main needs more attention off the wind than on the beats. I race against 2 J35's all the time, as well as 3 Soverell 33's and 4 Evelyn 32's. Talk about light air killers!! Good luck. Keep posting notices.
Skip Malm <wish105@lcol.net>
Concord, OH USA - Monday, July 13, 1998 at 23:53:30 (EDT)
Jack, I agree with Nelson - 1) don't try what we call "the windward heel thing" in light air (it is to help the chute to rotate in front of the forestay when you want to go lower - problem is you do NOT want to go lower in LIGHT air - it kills your boat speed with an asymetric). You have to sail wider angles unfortunately. 2) Also with PHRF, the crew number is important, I find. In any kind of breeze you need 7 to 10. In very light air a large number can really slow you down. This boat definitely goes better with less crew (and other stuff from down below) in the light stuff. The thing is you actually can sail a J105 with as little as 2 or 3 people (unlike a J35). It helps to be sure of the weather forecast. 3) Try wing-on-wing sometimes in heavier air (needs a bit of practise and you have to keep your heads down! - but the boat can fly in 20+ knots wing-on-wing). Although I find the boat can sail very low in heavy air without doing this. 4) We haven't really tried adjusting the shrouds for light air yet but I suspect that loosening them somewhat will help. Don't give up, its a great boat and way easier to sail than a J35. The crew just need a season or two to get used to it.
ian farquharson <ianf@speedware.cpm>
toronto, ont canada - Monday, July 13, 1998 at 11:01:18 (EDT)
Jack, I sympathize with you. It's not fun going downwind in light air in a PHRF fleet. The first advice is to start promoting one-design racing. The best way to learn what's fast on a J/105 is to sail against other 105's. The next most helpful thing I can suggest is not to become too depending on polars. They are just guidelines. You never sail in a straight line downwind. You heat up for speed and then down to burn it off. Especially in light stuff, you need to keep your speed whatever it takes. As soon as the sheet starts to lose pressure, heat back up again. When you have the pressure try for more depth. Constant communication with your trimmer is key. Don't expect to learn everything about sailing downwind with an asymmetrical in one or two outings. Good luck.
Nelson Weiderman <nhw@ids.net>
Wakefield, RI USA - Monday, July 13, 1998 at 08:37:41 (EDT)
HELP!!!! Took delivery of hull 214 the first week of June and HAVE NOT been able to get this boat to go downwind against my local PHRF fleet. The fleet consists of 2 J/35's, a Kirby 36, 2 F3's and a Mumm 36. It seem like no matter what we try, we are ALWAYS getting hammered, PARTICULARLY downwing. I have the polars (which are very accurate) but we are having nothing but problems getting the boat to go downwind. We have been using the monster chute in all breezes. I perch the crew up on the windard side of the boat to rotate the chute around, and that seems to help in medium to heavy air. It seems like we are TOTALLY SCREWED in 7 true or less. Upwind we can hold our own against the J/35's in flat water, but when it gets lumpy we are lucky to keep up. I am on the verge of a crew mutiny!!! As a former J/35 owner in a PHRF fleet, I am concerned...to say the least. I hope someone can get back to me with some suggestions as this is getting frustrating!!!!! Jack Kitrenos Hull 214
Jack Kitrenos <jkitrenos@prodigy.net>
Buffalo, NY USA - Sunday, July 12, 1998 at 17:54:57 (EDT)
I understand some of the J/105s are filing the trailing edges of their keels and rudders to a 45deg. angle, asymmetrical, in order to reduce resonance and vibration at higher speeds. Does anyone have any experience or thoughts on this?
dean dietrich <deanj105@aol.com>
Tiburon, CA USA - Friday, July 03, 1998 at 20:13:03 (EDT)
I race hull #112 in San Francisco and I am currently at max head stay length . Between now and Mid October the wind picks up to a consistent 17-22+kts. Would you reccomend reducing the head stay length to better sail shape & point in heavy air? If so how much? IC
Ian Charles <ian_charles@inc.com>
SanFrancisco, CA USA - Thursday, July 02, 1998 at 16:44:39 (EDT)

Open Forum entries from earlier.

Back to the J/105 Class Association.

Nelson Weiderman