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The J40 Sailboat Specs & Key Performance Indicators

The J40, a performance cruising boat, was designed by Rod Johnstone and built in the USA by Tillotson-Pearson.

Published Specification for the J40

Underwater Configuration: Fin Keel & Spade Rudder

Hull Material: GRP (Fiberglass)

Length Overall: 40'0" (12.2m)

Waterline Length: 34'0" (10.4m)

Beam: 12'2" (3.7m)

Draft: 6'6" (2.0m) - deep draft version, 5'6" (1.7m) - shallow draft fin keel version, 5'5" (1.6m) - wing keel version.

Rig Type: Masthead Sloop

Displacement: 18,000lb (8,165kg)

Designer: Rod Johnstone

Builder: Tillotson-Pearson

Year First Built: 1984

Year Last Built: 1994

Number Built: 86

Published Design Ratios for the J40

1. Sail Area/Displacement Ratio: 17.9

2. Ballast/Displacement Ratio: 36.1

3. Displacement/Length Ratio: 204

4. Comfort Ratio: 27.9

5. Capsize Screening Formula: 1.9

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the J40

eBook: How to Avoid Buying the Wrong Sailboat

1. A Sail Area/Displacement Ratio of 17.9 suggests that the J40 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 36.1 means that the J40 will have a tendency to heel excessively in a gust, and she'll need to be reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 204, tells us the J40 is clearly a light displacement sailboat. If she's loaded with too much heavy cruising gear her performance will suffer dramatically.

4. Ted Brewer's Comfort Ratio of 27.9 suggests that crew comfort of a J40 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not encouraging news for anyone prone to seasickness.

5. The Capsize Screening Formula (CSF) of 1.9 tells us that a J40 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0.

More about the J40...

The J40 was designed by Rod Johnstone and built by J Boats between 1984 and 1993. It was the first bluewater offshore cruising boat built by J Boats, and it has a loyal following of owners who appreciate its performance, comfort and quality.

The J40 is a sloop-rigged boat with a fin keel and a spade rudder. The sail area is 765 square feet, which gives it a sail area to displacement ratio of 18. The boat is powered by a 43 hp diesel engine.

The J40 has a sleek and elegant hull shape that is optimized for speed and stability. The boat can handle a variety of wind and sea conditions, and it has a reputation for being fast, responsive and easy to sail . The J40 has also proven itself in offshore racing, winning several awards and trophies under the ORR and PHRF handicap systems.

Accommodation The J40 can accommodate up to six people in two separate cabins and the main saloon. The forward cabin has a V-berth with storage underneath, a hanging locker and a private head with shower. The aft cabin has a double berth, a hanging locker and access to the second head with shower. The main saloon has a U-shaped dinette to port that can convert into a double berth, and a settee to starboard that can serve as a single berth. The navigation station is located aft of the settee, facing outboard. The galley is located aft of the dinette, along the port side. It has a three-burner stove with oven, a double sink, a top-loading refrigerator and ample storage space.

The interior of the J40 is spacious, bright and well-ventilated. It has large windows, hatches and ports that provide natural light and fresh air. The woodwork is made of teak, which adds warmth and elegance to the cabin. The upholstery is durable and comfortable, and the cushions are thick and firm. The layout is practical and functional, with plenty of headroom, storage space and access to the engine and systems.

Hull and Deck The hull of the J40 is made of fiberglass with balsa core for stiffness and insulation. The deck is also made of fiberglass with balsa core, except for high-stress areas where solid fiberglass is used. The hull-to-deck joint is bonded with adhesive and through-bolted with aluminum toe rail. The bottom is protected by an epoxy barrier coat to prevent osmosis.

The deck of the J40 is designed for safety and convenience. It has wide side decks, molded nonskid surfaces, stainless steel handrails and lifelines, and recessed hatches. The cockpit is large and comfortable, with high coamings, long seats, deep lockers and an integrated swim platform. The boat is steered by a single wheel mounted on a pedestal that also houses the engine controls, the compass and the instruments. The sail controls are led aft to the cockpit through organizers and clutches, making it easy to handle the boat single-handed or with a small crew.

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

Other sailboats in the J-Boat range include:

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Before we purchased ours, we were in Mamaroneck, NY looking at a couple of other boats. We saw our first J40 and asked if it was for sale. We were told no, but we could take a quick peek below. I spent a few decades on J35s with spartan pipe berths and coffin bunks and had pretty low expectations. We were bowled over by what we saw when we went below! The wide open spaces and inviting homey layout was strikingly luxurious, in stark contrast to the other boats we had been looking at. No surprise the J40 was named Sailing World's 1986 Boat-of-the-Year among US designs. We have taken groups of 15 out, and we find that our guests tend to gather in four spots: the foredeck, mid-boat, cockpit and of course below. There really is enough personal space for people to spread out very comfortably and connect - it feels much larger than 40'. We also find the boat very manageable for the two of us to cruise, and my wife will take her girl-friends out for a "chick-cruise" every now and then on the Chesapeake. We will occasionally pile a bunch of buddies on and do a distance race and have a great time. The J40 can do pretty much anything we ask of her in very able fashion.

Finally, this site is an extension of the significant efforts and personal energy of Ed Huckins, the original owner of J40 #33. Ed is pictured at the helm of Mal de Mer III at the top of this page. He and Cindy Sparks provided years of service, web updates and info to the J40 group and made owning such a great boat much more enjoyable. Hopefully this little site will help you do the same as J40 owners share their experiences and tricks in the spirit of Ed Huckins.

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J-40 for Long Distance Cruising ?

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Great forum. I am new here. I agree with that. Ocean crossing with a j40 certainly would be fast and uncomfortable, and you would have to travel light, even if the boat has an AVS that gives tranquility. Not a family boat, or a living aboard, unless you live alone and are a sportsman.

I think that''s a pretty impressive feat - you must have been a real tight-wad on the engine use*g* You must not have had to use the engine to charge the batteries much. What type of wind vane steering did you use? How well did it drive down wind? I assume you had no refrigaration and didn''t use the auto-pilot much? My J/37 has about 25 gals fuel (close to 290 miles) and currently has a larger holding tank than a fuel tank. I''ve been considering replacing some of the holding tank with a 2nd fuel tank to avoid having tank farms on the deck. Not sure how much fuel I really want to carry. Paul

Have you ever sailed on a J/40? It isn''t spartan or uncomfortable. Paul

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why is it that some folks always seem to generalize fast with uncomfortable. I would rather miss some clutter on the boat and go full out ( whatever that means) than to sit like a duck with all the crap on board swinging in the waves ... There are pages of pages very well written stuff in front of that post. And than comes something like this....... Thorsten J 30

No, but I have sailed some cruiser-racers that are not very different in shape and performance. Don''t get me wrong, I like the J40 a lot, and I even would have fun doing a fast and sporty oceancross in it, with a competent crew. But for cruising with the family it is another matter. I am sure I would have a lot of complaints, cause what is fun for me is (unfortunately) not fun for my family. I am talking not only about not having regularly fresh water baths, but also of a significant heel of the boat, of the fast pounding against the wind, with water flying around, I am talking about taking care alone of those big sails. Yes, like a lot of families, they are there for the sun and the beaches, I am there cause I like to sail, so they sit inside and read or play games, I take care of the boat and a cruiser-racer is not the easiest boat to handle alone, or with a very short crew, in an oceanpassage. It is in that sense that I say that it is uncomfortable. About the water, my "family crew" wastes 300 liters of the stuff in around 4 days, so even being conservative and cutting that in half, I will need a lot more than the water carrying capacity of a J40, the same with the fuel, if I choose to use a watermaker. Sorry if I didn''t make myself clear. Paulo

I think that Paulo''s answer is really in line with the topic as we have been discussing it. Paulo sounds like he understands the needs of his family and given those needs the limited tankage, etc would be a problem. It is exactly to the point that boats like the J-40 are not made for everyone and that they may only make sense for people who are willing to live with some trade-offs for a additional performance. That said, I am not sure that I agree with all of Paulo''s comments. For example "I am talking about taking care alone of those big sails." Handling a boat like a J-40 should actually be easier than handling a heavier displacement boat. While the J-40 has a lot of sail area for its weight, it does not have a lot of sail area for a 40 footer. A typical, heavier displacement 40 footer would normally have an even larger sail plan than the J- and would not have the high quality sail handling hardware that is typically found on boats like the J-40. J-40''s actually are designed to be great short/single-handers. The same thing applies to heel angles. While a J-40 with its full racing sail plan is indeed biased towards lighter air performance and so has a lot more sail than would be ideal as windspeeds build, in the big picture the easier driven hull of the J-40 allows it to get by with a smaller sail plan relative to stability when in cruising mode. More specifically the comparatively small need for sail area to over come drag combined with the J-40''s comparatively higher vertical center of buoyancy relative to its comparatively low center of gravity means that the J-40 in cruising mode may actually heel less than a heavier displacement cruiser. Respectfully, Jeff

"Yep, I am saying 40 gal for roughly 8000 miles and 9 months worth of cruising. Basically, with the tank holding 30 gallons (roughly 250 mile range), you don''t turn on the engine when you are becalmed on a 2000 mile passage, because it really wouldn''t help anyhow." In contrast, on our 2003 voyage to Newfoundland and back aboard my father''s Cape Dory 36 (perhaps of similar displacement to the J-40, although not of similar performance), we ran the engine for a total of about 350 hours (over five weeks, that averages about 10 hours per day!) Of course, Radar was a big energy hog, and we were often running the engine as much for power generation as for propulsion. With our longest passage at 750 miles, turning the engine on when we weren''t making as much progress as we''ld like clearly was an option. The Cape Dory 36 -- which many seem to think of as the quintessential cruising boat --seems like a polar opposite in nearly every aspect to a J Boat.... Myself, I fancy a J-109, but''s unlikely I''ll ever be able to afford one, so instead I''m considering something like a J-35 (not my father''s CD36) for my future voyaging (a possible year-long sabbatical cruise of a North Atlantic Circle, probably single-handed much of the way). Regards, Tim

I used to own an Alberg 35, not too distance a cousin from the Cape Dory 36. It was a good boat, but I won''t say it was a comfortable boat. She liked to lay on her rails, needed lots of wind to go and the deck layout and sails were a fair amount of work to run. And yes, we motored a lot. My J/37 is much easier to sail, doesn''t need to lay on its rail to go to weather, and is more comfortable in a big sea than the Alberg. I''m pretty sensitive to getting seasick and have to deal with it for at least 4 or 5 days before I settle in - and even then... I find the Js motion no worse and in a lot of ways more pleasant than the Alberg in the same type of blow. Paul

After reading Jeff''s reply to my post I was a bit confused. He certainly seemed to know what he was talking about...but it didn''t make sense to me. So I did a little search on the J/boats website, and.. surprise..the only 40 footer I knew from Jboat was called 120, and looks like everybody was talking about the predecessor of the actual j42. Sorry guys, I was talking about a boat with 13900 pounds to 780sqf of sail, when everybody was talking about a boat with a displacement of 21000p to 733sqf of sail. Obviously it is not the same thing, not by a long shot. My only excuse is that I am an European, not very familiarized with the U.S. boats (but wishing to know more). I have to say also, that the designations of the J/boats are very strange: they call the boats by their length, but measure the cruising/racing line in metrical units (dm) and measure the cruising line in feet? That''s misleading at least for me...I haven''t even noticed that they have a cruising line. Looking now at the right boat, she looks well conservative in weight and sail, by European standards. My own boat, a 36f cruiser, with 11463p of displacement and 678sqm of sail looks more extreme and I know people that have made several ocean crossings and even a world tour in it. I would say that the only things that I don''t like in the j40 are the capacity of the fuel and water tanks (for family cruising), otherwise it looks like a great boat to sail anywhere single handed or by a couple. The j42 looks close in performance and style to the Tartan 4100, one of the boats that I have taken in consideration to substitute my actual boat, in a near or not so near future, and I intend to do long distance cruising. So it looks like I didn''t know what I was talking about....... Sorry guys I will be more careful next time. Paulo

Hi guys, a couple of comments on the J-40. She is actually very comfortable (some pics at www.ditzen.com), with a nice interior, etc.. Even in rough seas, I didn''t feel any more uncomfortable than other much heavier boats I''ve been on (e.g. PacCup on a Baltic 42). In regards to electricity: we used two 120watt adjustable kyocera panels mounted on self-designed lifeline mounts. We had no water maker, no fridge, (no liferaft ;-), a fold-a-boat, and a radar, which we hardly used (it was backstay mounted and didn''t give us much visibility), and then the nav-lights, HAM radio, etc.. The boat came with an alpha below-the-deck AP, which we mated to a nexus control (worked great). For a vane we used the sailomat. Because of the low-power requirements, we were typically fully charged by 11:00am. Only twice did we go into a second night not being fully charged, but we never had to run the engine to generate power. After a while the engine started to run rough, so I adjusted the valves and noticed a small bit of rust on the valve-stems etc.. So we started to run the engine at least once a week. Now this might seem extremely spartan, but it really didn''t/doesn''t feel that way. I think that as in land-life, one easily falls into the trap that more stuff is better. So we read reviews, articles, and read all the stuff we ''need''. Funny thing is, that when we moved off the boat, we still found stuff we hadn''t touched in over a year. ...Chris P.S.: maybe not the right place to put this, but here''s my list of the top 5 things we had with us (in order of priority): 1) A flat cut #4 sail. Wow, what a difference it makes, so much less heel, but still great drive. 2) A shy kite, asymmetrical, flown off a pole. 840 sqf instead of 1300 sqf for our full kite. We''d have this puppy up 24 hours a day, fly it through squalls, etc.. No prob. Just square it back and run deeper, and up to 25kn the AP could handle it, with up to 35kn with handsteering. In 15kn costs you 0.5kn boatspeed, but it''s safe in a squall! 3) Dremel tool & cordless drill 4) Windspeed instruments 5) carbon fiber spinny pole (this permitted us to do sail changes, set/take-downs single-handed - great to give your partner time off to sleep). Things that weren''t worth it: 1) Radar (esp. backstay mounted) 2) electronic charting (we had both paper and electronic for most part, and used paper always, with electronics as backup) 3) Full sized 1.5oz (heavy) kite. When it could stay full in a swell, it was too dangerous to keep up with just the two of us.

jack_patricia

Before this enjoyable thread drops off the board altogether, I thought I''d just put in a plug to visit Chris'' small, enjoyably readable website: www.ditzen.com There are some useful nuggets there for folks who busily post questions about which boat to buy, or how to equip it. And then there''s the entertaining story about how Chris managed to lock himself in his own lazarette during the only period he was singlehanding his boat off the Oz coast. (Chris, you''d probably be surprised how often this happens - including among savvy sailors like Bill Seifert, who describes a similar experience in _Offshore Sailing_). The main lesson I got - once again - out of reading Chris'' comments here and at www.ditzen.com is that we tend to talk about both boats and boat systems far too much in a vacuum, and forget far too often how both boat and systems are ''good'' or ''not so good'' based on the crew and the sailing to be done. E.g. when I listen to Chris praise the pleasure and functionality of their many hank-on headsails, I place this in the context of he and his wife''s youth, stature, love of mountain climbing and their racing background...rather than cinsidering it a vote against jib furling systems for everyone. Similarly, it wasn''t until I read his logs that I understood why we heard him say his 120 gallons of water was plenty. Unlike a conventional routing via the Maraquesas and Tuamotus to the Societies, which can take several months and place a boat in atolls with minimal water supplies, they sailed a route that promised reliable water supplies after each passage...and he seemed to speak pleastantly of salt-water showers.<g> I can just picture some future visitor seeing the thread title and choosing to read it so s/he can check a box on whether a J-40 is a ''good'' choice or not for a Pacific cruise. I hope a lot of insight is exercised... Jack

Paul, I know this great discussion of the J40 is in reference to offshore, but I am curious about the shallow draft versions of the J40 and the J37. Is your J37 deep draft? I really like both the J40 and the J37 but the deep draft versions would be a problem for me. I have seen at least one J40 listing with a modified keel in an attempt to cure tenderness, and I am wondering whether there is a design shortcoming with shallow draft J''s. Am hoping yours is a shallow draft so I can get your perspective. Thanks Doug

Hi Jack, thanks for the plug for the website. I am glad you enjoyed it. I am in complete agreement that there isn''t a "Right" answer. It''s all about tradeoffs. So the most important thing is to understand what one trades off for what else. A comment about the jib setup. My dreamboat would have twin headstays with twin furlers with a #2 and #4 on them (I am not addicted to changing sails ;-) One other note: we didn''t actually use hank-on sails, but had a ''tough-luff'' system, which is basically a twin-grooved plastic foil on the headstay. This makes sail-changes (peels) much much easier. Assume you are sailing with sail ''a'', and want to change to ''b'' 1) untie lazy sheet of ''a'' and tie to ''b'' 2) attach tack of ''b'', as well as 2nd halyard 3) Hoist ''b'' on the inside of ''a''. Since ''a'' holds the load, you get little/no flapping 4) Tack over. ''b'' is now the active sail, take in it''s sheet so you are sailing 5) drop sail ''a''. Since it''s now on the inside, it''ll drop nicely on deck, to be flaked and tied to the toerail 6) undo the (lazy) sheet on ''a'' and attach to ''b'' 7) tack back over What I love about the above, is that it''s very controlled. Unless conditions are quite gnarly, it''s easily done single-handed. I''d say that 60-70% of the time just one of use would do the sail changes this way. ...Chris

Doug, My J/37 is a 5 1/2 ft shallow draft wing keel. It is an excellent sailing boat. If you are racing, you are going to see some difference in upwind pointing - that''s why they give you 12-15secs in rating adjustment. I club race the boat and can see other boats pointing a bit higher. But I don''t think its a valid comparison with my old sails vs. high techy stuff. I''ve been told that there are two versions of the shallow draft keel for the J/40 and that the first approach was not too good. As far as the wing on the J/37, if you are cruisng the boat, you won''t know the differnece. Paul

Chris, How small is your #4? 90% Paul

Paul, What year is your J37? Thanks Doug

Doug, 1988. Info is up at www.jcruiser.org, look under J/37 and Jeorgia. Paul

One more question about this whole issue of displacement. I am currently looking for a 38-40ft boat for ocean cruising (38-40 ft is what I feel I can easily handle single-handed if need be). My project involves in a few years time at least one passage through the roaring forties (from South-Africa to Australia). Winds up to 50 knts almost certainly a regular feature. 50-60 knts highly likely at least once. In the Vendée-Globe, one competitor already had 75 knts (that''s really scary!). My instincts are also going towards light displacement for given length. One trade-off that has already been pointed out is the lower carrying capacity of a low-displacement boat. Given the specifics of my plans, this might not be insurmountable as far as I am concerned. However, another trade-off that has not been mentioned is overall strength, really a key issue in my case. Compared to high-quality high-displacement cruising boats, do you think that lighter displacement boats such as the J''s (personally, I am looking more at X-yachts, such as X-382 or maybe X-412) are proportionally lighter because there are simply better built? Or because they are built to lower specs? Or maybe because they usually include less luxury equipment? Thanks for your take on this.

"Do you think that lighter displacement boats.....are proportionally lighter because there are simply better built? Or because they are built to lower specs? Or maybe because they usually include less luxury equipment?" To a great extent it depends on the specifics of the boat in question but in a general sense the lighter weight comes from a combination of all of those items. A boat that is long for its displacement, (or in other words light for its length) requires a much higher degree of care in its engineering and construction to achieve similar or equal strength to a heavier built boat. That said a lot of heavy displacement boats pick up their additional weight in a wide variety of ways (Heavy interior components, large amounts of gear, tankage and supplies, large quantities of low density ballast, etc) that add nothing to the strength or seaworthiness of the boat. In simple terms, a thick hull and a high displacement tells you nothing about the overall strength of the boat, any more than a light displacement tells you anything as well. To achieve high strength requires good materials and careful workmanship and in the case of a light weight boat, requires more hand labor or more expensive tooling. Structurally there is almost nothing worse than light weight boat built poorly. Beyond the structural issues, light weight boats are often lighter because they have lighter simplier interior layouts, smaller tankage, carry less ''luxury stuff'' (although I must say that the term luxury is very subjective as one person''s luxury is another''s necessity). Weight in and of itself does nothing good for a boat. It does not make it more seaworthy, strong, capacious, or comfortable. It does not add to motion comfort. Weight simply breeds the need for more weight. The design process for a boat is a cyclical process. So if you somehow find the need to add a some weight to a given design, it starts a cycle.....As the boat submerges deeper in the water, it will generate a more drag and so it would need more sail area. With increased sail area comes greater weight aloft. To stand up to that sail area and greater weight aloft, the boat needs a little more ballast, but that added ballast adds weight to the boat. The hull will need to be beefed up for the higher keel and rig loads and so a little more sail area is needed to compensate for drag of the greater ballast and that increased load. And with that increased drag, the fuel consumption rate goes up and so larger fuel tanks are needed and once again the cycle starts again. And now with the increased sail area, a threshold is reached where deck hardware and winches need to get larger and perhaps the increased displacement means heavier ground tackle and that means a heavier duty windlass. And perhaps with all of that weight the speed of the boat is hurt and so larger water tanks are needed to supply a particular length passage. And all of that kicks off the next cycle of weight breeding more weight. In any event, living in South Africa you should have access to extremely well constructed light weight boats. The New Zealanders, Australian and South African''s have a reputation for designing and building some of the best light weight cruisers that are out there. (My own boat was designed in NZ and built in South Africa and I have been extremely impressed with her structural design and build quality.) These regions seem to have a culture that produces very seaworthy light weight boats at very reasonable prices relative to the general world wide marketplace. In a general sense they tend to be more robust than many of the lighter weight North American and EU boats and certainly seem to be priced competitively. Jeff

FrancoisP, I am also looking to that kind of boat, even if I have found that the key factor is weight not lenght. Perhaps what Michael Kasten (a boat designer) says about the issue may put some light in the matter. Paulo 2004, Michael Kasten "An Overview of a Few Common Misconceptions Regarding Beam, Ballast & Displacement As They Relate to Seakeeping A relatively light weight vessel with a wide waterplane will naturally have a very active roll behavior on the water. In other words, such a vessel will react to the shape of the water''s surface very readily. This describes the majority of semi-displacement vessels and virtually all planing vessels. Adding ballast or making the water plane wider will only result in a more "harsh" roll motion. ….. We necessarily conclude from this that widening the water plane (increasing beam) will reduce comfort and degrade seakindliness. ….. DISPLACEMENT: Other factors being equal, greater displacement ordinarily equates to greater comfort; the quality of ''seakindliness'' we all seek. The reasons for this may not be so readily apparent. Displacement vessels (sail or power) will usually have a less aggressive roll motion, a longer roll period, and a more gentle "return" at the end of the roll than semi-displacement or planing types. This is primarily due to the displacement types having less wide waterplane and greater displacement. Comfort or seakindliness is therefore enhanced by keeping beam to the least amount necessary for initial stability and for sail carrying ability. …. On the one hand, in a ''static'' sense, more ballast lowers the center of gravity, and should therefore be beneficial. It is obvious that for sail carrying, yes more ballast is beneficial. For comfort though, it is not. For resistance to being rolled in actual dynamic conditions, it is not. A light weight vessel having a large concentration of ballast will have a much lesser ''roll moment of inertia'' so will be much more easily put in motion and therefore will be more likely to experience large roll angles due to wave action. … A/B RATIO: Popularized by Beebe in Voyaging Under Power, the A/B ratio was originally promoted as a quick way to judge a power boat''s seakeeping ability. It simply compares the Above water area to the Below water area. Small numbers are viewed favorably, large numbers not. We are so frequently taunted with questions about the A/B ratio of power boats that we should be clear about one thing: The A/B ratio is very misleading, therefore obsolete and nearly useless. As a criterion of stability or sea keeping ability it is a gross oversimplification of the factors that should be considered. We have much better tools at our disposal for the analysis of stability and we should make use of them…. PRESENTLY: We now have much better stability analysis tools available, and we should insist on using them to their best advantage. Computer analysis has made possible a much more detailed picture of the various elements of stability and seakeeping ability than had been practical even as recently as two decades ago…. For any new design, after a thorough weight analysis is done in order to determine the VCG, a large angle stability analysis can then be done. "

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New j/40 elegance yacht, j 40 elegance yacht, the new j/40 . . . offshore speed, comfort and ease.

J/Composites and J/Boats are pleased to announce the New J/40, an offshore-capable, high performance cruising yacht capable of double-digit speeds with exceptional comfort, both in port and at sea. From the same team that launched the award-winning J/112E, J/122 and J/45, comes an exciting new 40-footer that boldly pushes the envelope on performance, versatility of use, and cruising comfort. Book your J 40 test.

A DESIGN THAT DEFIES CATEGORIZATION

The pure joy of sailing and the thrill of steering a well-balanced, stable, high performing sailboat, are part of the J/Boats DNA. The New J/40 doesn’t fit into a specific category or rule, except the rule of the sea, the ultimate rule that rewards boats with predictable, smooth motion that can quickly adapt to changing conditions with minimal effort by the crew. Like other J’s before it, the New J/40 is designed to track smoothly through waves, nearly steering itself. The simple but versatile, high-aspect sailplan allows almost any combination of sail (mainsail only, jib only, reefed main with inner jib, etc.) for comfortable cruising, while also able to be optimized for signature events such as Rolex Fastnet, Newport-Bermuda, Transpac and Chicago-Mac.

LIGHT-FILLED LIVING SPACE

With inspiration drawn from the J/45, the interior design and styling is by Isabelle Racoupeau in collaboration with J/Composites. Beautifully varnished, handcrafted, natural wood (solid and veneer) is featured throughout, with a design priority placed on natural light, attractive sightlines, and the overall feeling of space. The standard 3-cabin, 1-head layout maximizes sleeping accommodations and is ideal for owners sailing with a larger family or crew, and for high-side sleeping while offshore racing or rallying. The 2-cabin, 2 head layout maximizes cruising storage and is perfect for all-around family sailing, and extended cruising with one or two couples.

BUILT STRONG TO LAST LONG

The J/Composites Shipyard (in the Vendee region of France) is a world leader for high quality, sandwich/infusion construction – the first European builder to adopt resin infusion molding technology in the mid 90’s. The J/Composites commitment to precise weight control on large composite parts is critical to meet important design objectives for stability, durability and performance. The New J/40 is the only 40-footer on the market with a fully infused hull, deck, structural grid, and main bulkhead. The custom-engineered structure provides exceptional hull stiffness and optimal strength-to-weight, without sacrificing the comfort of the living spaces below.

J45-Jcomposites-2021-visuel-une-technologie-de-construction-d_avant-garde

SAIL WITH ELEGANCE

“The New J/40 has the sailpower and stability to sail well in both light and windy conditions, while others are having to either motor or reduce sail.” said Alan Johnstone of J/Boats.

Didier Le Moal of J Composites to add “This boat will excel in both coastal and offshore events (races and rallies) and at the same time pass the family cruising test. The J/40 is the essence of our expertise, this expertise is what allow us to bring on the market model after model a new generation of J/ that always bring improvement and more pleasure to their owner and also what allow us to overpass the classic category and bring the best of both racing and cruising worlds.”

EXPERIENCE EXCELLENCE

Your yacht is a J! What makes it a top of the range boat is her infusion construction technology. This absolutely unique development provides an unrivalled standard of excellence. Solely a J can offer the serenity of the most solid and rigid construction on the market, whilst retaining its unrivalled lightweight design, which establishes its reputation as a high-performance yacht.

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J/70 Celebrates its 10th Anniversary!

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Who better than a J owner to talk about a J?

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J/99 Australian Championships 2024 – Sydney Harbour Regatta

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The very essence of the term “racer cruiser”

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Adventures on the Disko!

From J/99 ‘Disko Trooper’ owner Jules Hall. 2023 was a big year for team Disko Trooper. We started the year finishing the Cruising Yacht Club of Australia’s (CYCA) Two Handed Series. Then trying our hand at short course racing for the inaugural J/99 nationals. It was fantastic to win both. Seeking a new adventure we […]

J Composites will be present at the Boot Düsseldorf 2024

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New J/99 Elegance Line

What if you could experience the speed of the J/99 while enjoying the comfort of a cruising boat? This new version of the J/99 offers fast cruising enthusiasts, an easy, comfortable and high-performance sailboat, without compromise. A synergy between our Sport and Elegance ranges, the J/99 Elegance Line meets the highest design and manufacturing standards. […]

NEW – J/45 Boat review by Yachting Monthly

« Fast cruiser with plenty of appeal » Watch Theo Stocker’s full test of the J/45 : https://youtu.be/f6ah9vPl6uw?si=t2ZopZ8_KYCfglf6

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Southampton Boat Show

Southampton Boat Show 🇬🇧 The J/45 will be displayed for the second time in England from September 15th to 24th at the Southampton Boat Show. The model presented is the 3-cabin / 2-head version and has many options. To make a dedicated appointment for your visit, contact our J Expert Key Yachting ➡ [email protected]

Visit the J/45, J/112E and J/99 during the Grand Pavois!

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Rolex Fastnet Race 2023: A success for the J/s!

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ORC Double-handed European Champion 2023!

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Report form the single-handed Newport Bermuda Race on a J/111 !

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J-40 experience

Thread starter Ed Wegman
Start date Jun 9, 2001
Forums for All Owners
Ask All Sailors

Does anyone have any recommendations on boats in the 40 foot range for cruising and some racing. Would the J-40 be a good choice or are their better values? I prefer a boat that can be single or double handed.

J-40 cruise or race My experience is that any mid size J is good for cruising and, of course, excellent for racing. I don't recall if the J40 is a sprit boat, but if so, that's another plus due to ease of using assym vs. standard chute and all the gear/crew needed to fly it. There are alternatives, but you're likely to find the most support for racing tips for a J because most owners race them.

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Sailboat Guide

J/40 is a 39 ′ 11 ″ / 12.2 m monohull sailboat designed by Rod Johnstone and built by J Boats between 1984 and 1993.

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)

Draft-wing keel: 5.40’/1.65m Shallow draft fin: 5.00’/1.52m

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15-09-2010, 12:19
Boat: CHEOY LEE, GW42, 42', BELLISSIMA	- - a matter of months. We are planning on a 40' sailboat. I have studied a number of used . The will be berthed (most of the time) in Lake Champlain. However, 2012 will make a few trips via Montreal (go either west or east) to Gt. Lakes or Atlantic. So, here's the question: Interested in a J 40 (5.5" , 18000). Probably OK for the lake - - - -BUT - - - how about coastal sailing? thanks bb

15-09-2010, 13:05
	and sailed it down to S.F. Then took it to for a yr going as far south as Ixtapa and then back up to the and then back to S.F. The was great. The was something far less than great.

15-09-2010, 13:08
Boat: CHEOY LEE, GW42, 42', BELLISSIMA	. Can you give me particular problems that you encountered?

15-09-2010, 13:27
	we had a cracked injector port sleeve that required pulling the to replace, a cracked housing that need replacement. Another issue, not directly related to the , was the explosed position of the ignition that developed a short and burned up the engine start . we also developed a leak with the that required replacement. Other than that it was a typical yr long .

15-09-2010, 14:11
Boat: J40 #33 since 1987	. I have over 4000 hours on my Volvo 2003T with no real problems, including 6 months in Mexico; others have done overhauls or changed out the engine to a , or the new Volvo D2-40. Problems seem related to usage and , like most other engines, and a good engine is a must for an that age. Some have circumnavigated or gone to places like with the same boat and engine; others have been problematic. But try the website for a flavor of the uses.

15-09-2010, 14:31
Boat: CHEOY LEE, GW42, 42', BELLISSIMA	the J 40. thanks, bb

15-09-2010, 17:03
Boat: a sailing boat	and Volvo are great engines. If any fails it can tell you more about the ex-owner than the brand. b.

24-01-2013, 20:07

Boat: J40

- - a matter of months. We are planning on a 40' sailboat. I have studied a number of used boats. The boat will be berthed (most of the time) in Lake Champlain. However, 2012 will make a few trips via Montreal (go either west or east) to Gt. Lakes or Atlantic. So, here's the question: Interested in a J 40 (5.5" , 18000). Probably OK for the lake - - - -BUT - - - how about coastal sailing? thanks bb

24-01-2013, 20:09
Boat: J40	cruise...Frank

24-02-2013, 19:25
Boat: Valiant 40

24-02-2013, 19:56
Boat: J40	. Fast and easy like a good mate. But isn't that what sailing is all about. But each boat is the best. I sip and - on my first cruiser, 30 yrs ago, a 25 making it from Port to the Plum Gut in 11 hrs with a stiff Southerly - no chop - and a . 11 hours, really....Frank

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NEW J Boats J 40

New yachts for sale, sail monohulls 40ft > 50ft, j boats for sale, j boats j 40 boats for sale.

IMAGES

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COMMENTS

J/40 Used Boat Review
J/40 Used Boat Review. The J/40 was introduced in 1985 (1986 model year) to great fanfare and expectation. It was "Boat of the Year" in national magazines in 1985 and again in 1986. More than 30 were built in the first year of production, and more than 100 were built over the 10-year production run from 1986 through 1995.
J/40
Today, well-equipped J/40s can be bought for under $130,000, which is a lot for a used 40-foot boat, but close to $100,000 less than the new J/42 that has been designed to replace it. Compared to other boats in this size and price range (the Tartan 40, Nordic 40, Bermuda 40 and Bristol 41) the J40 is notable for its simplicity, speed and ease ...
J-40 for Long Distance Cruising
Extended cruising in a boat like the J-40 requires a very different mindset. At the risk of sounding like a broken record, if you size the J-40 by its a 16,700 lb displacement, this is a pretty small boat. In other words distance cruising in any 16,700 lb boat whether it is 32 feet or 40 feet is bound to be a little spartan.
J40, have questions
Re: J40, have questions. The J/40 has a displacement of 18,000 lbs and has a D/L of 204 - by today's standard it's on the heavy side and not what I'd call a light boat. J Boats thought highly enough of it that they created a cruising version of it - adding a bit to the stern and calling it the J/42. 21-06-2021, 21:27.
The New J/40
J/Boats and J/Composites are pleased to announce the New J/40, an offshore-capable, high performance cruising yacht capable of double-digit speeds with exceptional comfort, both in port and at sea. From the same team that launched the award-winning J/112E, J/122 and J/45, comes an exciting new 40-footer that boldly pushes the envelope on ...
Perry Design Review: J/40
The J/40 was my favorite boat for 1985. It might be fun to compare the J/40 with my design, the Valiant 40. Both boats show similar dimensions with identical waterlines and I dimensions. The major difference is that the J/40 weighs 15,500 pounds and the Valiant weighs 23,000 pounds. This works out to a D/L ratio of 176 for the J/40 and 261 for ...
The J40 Sailboat Specs & Key Performance Indicators
The J40 accommodation layout. The J40 is a sloop-rigged boat with a fin keel and a spade rudder. The sail area is 765 square feet, which gives it a sail area to displacement ratio of 18. The boat is powered by a 43 hp diesel engine. The J40 has a sleek and elegant hull shape that is optimized for speed and stability.
J/40
It takes into consideration "reported" sail area, displacement and length at waterline. The higher the number the faster speed prediction for the boat. A cat with a number 0.6 is likely to sail 6kts in 10kts wind, a cat with a number of 0.7 is likely to sail at 7kts in 10kts wind. KSP = (Lwl*SA÷D)^0.5*0.5
A Berth for J40 Information
The J40 is one of those rare boats that really can provide a racing, cruising and passage-making sailor with few big compromises for a boat of its size. To take the helm, the boat has a great feel that is unusual even in 25+ knots. Will you want to sail for a long day in…
J/4X Owner's Group
J/4X Owner's Group. 1-30 of 558. . Hello J/4X enthusiast! This group is for owners and enthusiasts of "40 something" J/Boats, generally the J/40, J/42, J/44, and J/46 boats. We share information and tips on maintaining, rigging, racing, and cruising these boats. While there is probably a lot we can learn from the "Decimeter" J/Boats, to keep ...
| J 40 Elegance yacht : Offshore Speed, Comfort and Ease
SAIL WITH ELEGANCE "The New J/40 has the sailpower and stability to sail well in both light and windy conditions, while others are having to either motor or reduce sail." said Alan Johnstone of J/Boats. Didier Le Moal of J Composites to add "This boat will excel in both coastal and offshore events (races and rallies) and at the same time pass the family cruising test.
J-40 for Long Distance Cruising ?
Boat Review Forum. J-40 for Long Distance Cruising ? Jump to Latest SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, ... I have seen at least one J40 listing with a modified keel in an attempt to cure tenderness, and I am wondering whether there is a design shortcoming with shallow draft J ...
New J/40 Elegance yacht
J 40 ELEGANCE YACHT. THE NEW J/40 . . . OFFSHORE SPEED, COMFORT AND EASE. J/Composites and J/Boats are pleased to announce the New J/40, an offshore-capable, high performance cruising yacht capable of double-digit speeds with exceptional comfort, both in port and at sea. From the same team that launched the award-winning J/112E, J/122 and J/45 ...
J-40 experience
Does anyone have any recommendations on boats in the 40 foot range for cruising and some racing. Would the J-40 be a good choice or are their better values? I prefer a boat that can be single or double handed.
J/40
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. Formula. 36.11. <40: less stiff, less powerful. >40: stiffer, more powerful.
The NEW J/40 . . . Offshore Speed, Comfort and Ease
The NEW J/40 is an offshore-capable, high performance cruising yacht capable of double-digit speeds with exceptional comfort, both in port and at sea. From the same team that launched the award-winning J/112E, J/122 and J/45, comes an exciting new 40-footer that boldly pushes the envelope on performance, versatility of use, and cruising comfort.
J Boat 40'
Dear Folks, first post. Owned a Freres 40 about 18 years ago. I made a mistake (many) - just about every system had to be fixed. My wife and I are pretty close to retirement - - a matter of months. We are planning on purchasing a 40' sailboat. I have studied a number of used boats.The boat will be berthed (most of the time) in Lake Champlain. However, 2012 will make a few trips via Montreal ...
New J Boats J 40 for Sale
The NEW J/40 is an offshore-capable, high performance cruising yacht capable of double-digit speeds with exceptional comfort, both in port and at sea. From the same team that launched the award-winning J/112E, J/122 and J/45, comes an exciting new 40-footer that boldly pushes the envelope on performance, versatility of use, and cruising comfort ...
J/40 Tech Specs
J/40 Offshore Cruising Sailboat Technical specifications & dimensions- including layouts, sailplan and hull profile. SEARCH J/BOATS. Search. Search. ... Year by Year Review. The J/ Difference #1 Performance Brand Spritboat Revolution PHRF Ratings. Customer Service Owner Resources
J Boats J 40 boats for sale
1990 J Boats J/40. US$85,000. ↓ Price Drop. The Chandlery Yacht Sales | Santa Barbara, California. Request Info.
Tech Specs
63.8. 19.45. Engine. Volvo 50hp. Volvo 50hp. CE Category. A. A. J/40 offshore sailing yacht- designed to sail in comfort and style, with legendary J/Boats performance.