sailboatdata j 133

Sailboat specifications

• Last update: 13rd March 2020

J/133's main features

• 2004: Cruising World - Boat of the Year: Performance Cruising Boat

J/133's main dimensions

J/133's rig and sails, j/133's performances, j/133's auxiliary engine, j/133's accommodations and layout.

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• Sailboat Guide

J/133 is a 43 ′ 0 ″ / 13.1 m monohull sailboat designed by Rod Johnstone and built by J Boats starting in 2006.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Built in US and France. Shown here is US version.

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• By Ralph Naranjo
• Updated: June 25, 2004

By the time the spray had settled in the wake of the 2004 Boat of the Year contest, it was clear to me that among the growing fleet of sailboats being offered for the dual purposes of racing and cruising, the J/133 was definitely the showstopper. Even though I spend much more time cruising than racing, I like boats that are meant to sail efficiently, and I found in the J/133, a big sister to the popular J/105, technology and simplicity elegantly blended in pursuit of harnessing a breeze.

The J/133 is light and responsive. It has a fine entry, a flat canoe body, and modest beam that trims down to an even leaner waterplane. The well-matched bulb keel and spade rudder deliver forgiving steering characteristics as well as surprising tracking ability for appendages with such high-aspect ratios. Even as we noticed some binding in the rudderstock bearing on the prototype boat, the J/Boat team was already in the process of fixing the problem.

TPI Inc., which builds the J/133, was among the first production boatbuilders to implement resin-infusion laminating techniques, and it employs its patented SCRIMP system in the manufacture of many large composite structures in addition to boats. The big plus for the boat buyer isn’t just the precision repeatability that such a process makes possible; the infused resin also fills the slots in the balsa core, reducing the incidence of voids and producing a laminate that’s more resistant to water damage.

I like the layout below, which blends the requirements of a sea boat with those of a comfortable coastal cruiser. The modest beam and easy-to-navigate cabin sole give the accommodations a sailboat feel, the U-shaped galley to starboard is anything but minimal, and the adjacent nav station to port is a main feature of the saloon rather than an afterthought. The two settees that flank the cabin table need only lee cloths to make them excellent sea berths, while the cabins forward and aft offer double berths for times when the boat’s on an even keel.

Lifting cabin-sole boards, peering into the bilge, and looking in lockers, I found evidence of sound engineering practices and adherence to the systems-installation guidelines of the American Boat & Yacht Council.

A fast, agile, big-mainsail sloop, like other high-performance Js, the J/133 has a retractable sprit. It’s both simple to use and a real turbo boost for those cruising in areas like Long Island Sound and Chesapeake Bay during light, summertime conditions. An asymmetric spinnaker is easier to handle than a conventional chute and ups the performance and fun factors for a shorthanded crew.

Navtec rod rigging is standard, as is the Hall Spars carbon-fiber mast that’s less than 65 feet tall, allowing the boat to duck into the Intracoastal Waterway. A shoal-draft alternative to the standard 7.5-foot keel will make that option more appealing and ease the boat’s passage in other shallow-water cruising grounds.

The few weaknesses I discovered can probably be addressed through modifications at the builder’s or with after-purchase add-ons. The boat we sailed lacked a bow roller, necessary for efficient anchor deployment and retrieval on a plumb-stem boat such as this, and, proving the J/133’s raceboat inclinations, the toerail didn’t extend aft of the mast. Anyone with extended racing or cruising ambitions should bear in mind the limited tankage–50 gallons each of fuel and water.

Strong enough to go offshore but also fast and fun in all-too-common light air, the J/133 should appeal to those who both race and cruise with smaller crews and shorter time frames. Its comfortable accommodations provide the amenities and privacy to make fast, efficient, performance cruising a real pleasure for two couples.

Ralph Naranjo is Cruising World’s technical editor.

J/133 Specs

LOA 43′ 0″ (13.11 m.) LWL 37′ 10″ (11.52 m.) Beam 12′ 9″ (3.90 m.) Draft 7′ 6″ (2.29 m.) Sail Area (100%) 983 sq. ft. (91.3 sq. m.) Displacement 17,900 lb. (8,136 kg.) Ballast 6,900 lb. (3,136 kg.) Water 50 gals. (190 l.) Fuel 50 gals. (190 l.) Designer Rodney Johnstone Price (base) $370,000

J/Boats Inc. (401) 846-8410 www.jboats.com

• More: 2001 - 2010 , 41 - 50 ft , J/Boats , keelboat , monohull , racer / cruiser , Sailboat Reviews , Sailboats
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• Sailboat Reviews

Built on a heritage of performance, this 43-foot sprit-boat offers a classic interior, stellar speed, and smooth handling. Despite a few teething problems-and a lofty price-it appears to have found acceptance in the market place.

We like a turn of speed now and again. And we like it even better if that celerity is delivered in a controllable, comfortable package that inspires confidence not only for the operator, but for others who ride aboard. All of that applies to the new J/133 introduced by J/Boats last year.

History From a fledgling backyard operation formed in 1975, J/Boats has matured to attain a prominent role in the boatbuilding world as the designer and marketer of boats that, coupled with state-of-the-art construction methods at TPI, enjoy nearly universal market appeal.

Once an ad salesman for a sailing magazine, Rod Johnstone began designing sailboats following completion of the Westlawn School of Yacht Design correspondence course. In 1976, his first effort produced Ragtime, a 24-foot prototype built in the familys garage that evolved into the J/24, now one of the most popular recreational sloops in the world. When Everett Pearson, owner of TPI and a bastion of the industry, recognized the boat’s potential and agreed to produce it in return for the U.S. building rights, the company was in business. The first boats were produced in an old textile mill near Fall River, MA.

At the time, Bob Johnstone, Rod’s brother, was a marketing officer at AMF/Alcort, which manufactured the Sunfish. In 1977, following an unsuccessful attempt to convince AMF to produce a boat like the J/24, he joined Rod as the companys marketing guru and co-owner, and the duo has never looked back. Hoping to sell 250 J/24s the first year, the brothers sold 750. The company now markets a complement of 22- through 65-foot sloops and ‘sprit boats.

These days, Rod and Bob continue in the design and marketing roles, but a second generation of Johnstones handles day-to-day operations. Rod’s sons Jeff and Alan are president and vice-president, respectively, with Alan handling the majority of design tasks. Alan has been designing boats under the tutelage of Rod since 1988, when the duo collaborated on the J/44. The J/32, a conventional sloop, was the first design completely bearing Alan’s signature. Nephew Jim is the company’s sales director.

And, the TPI connection endures. Everett Pearson’s son Mark is now the president of TPI Marine Group, the unit responsible for engineering and building most J/Boat products.

In 1991, the company introduced the J/105, the first of a series of sport boats with metric length designations, and became the first company to mass produce of a series of sloops with retractable bowsprits. Several other competitors, notably C&C (Fairport Marine), have since offered sprits as optional gear. Since an asymmetrical spinnaker tacked to a retractable sprit requires less deck hardware and fewer lines to hoist, douse, and trim than a conventional spinnaker, and is more easily managed by shorthanded crews, were somewhat puzzled by the reluctance of other major production builders to follow suit.

The Boats Al Johnstone opined: “Each of our boats has its own story, but reflects input from our dealers and customers about what they want us to produce. The basic goal is to produce boats that sail better, are easier to sail, and that allow novice crews to be confident about the boats and feel safe on board.”

To that end, the company’s design principles focus on producing boats that are stable, and forgiving.

“We also produce durable vessels,” Johnstone added, that, coincidentally, command a premium price.

The company’s most recently introduced boats, the J/109 (35 feet), J/133 (43 feet), and J/100 (33 feet), present interesting contrasts in the designer’s attempt to fit round pegs into round holes.

The J/133 was conceived because “we didn’t have a modern performance boat that also represented a dual-purpose personality,” said Johnstone. Since its recent introduction, 20 have been ordered in the US.

More than an updated version of its predecessor-the J/44-with a bowsprit, the reshaped hull of the J/133 has a lower center of gravity and deeper draft and ballast, which produce a more stable platform for offshore sailors.

“We have optimized the center of gravity so that she will cut through the water, rather than wallowing in a heavy sea,” explained Johnstone, alluding to a typical complaint about full-keeled, heavy displacement cruisers. Sprit boats sail well to weather and typically travel downwind by way of high reaching angles. In this case, Johnstone designed a hull shape that provides “better downwind performance when sailing on a reach,” which should translate to fewer jibes and less distance traveled. This boat also sails well in varying wind and sea conditions under different sail configurations, as we learned during our sea trial, when winds piped up to 30-plus knots and Lake Michigan presented short, but steep 3- to 4-foot waves.

On board the J/133, other contributors to stability and performance are the use of carbon fiber masts, which reduce weight aloft and have become standard equipment on J/Boats since the introduction of the J/90. Lower cabintops and less freeboard also reduce windage, though occasionally at the expense of crew comfort when seas cover the deck. The keel’s center of gravity is lowered by placing a bulb at the tip. Add the ability of TPI to produce strong, but light, hulls and decks, and you have a nice package of speed, stability, and durability.

Dealing with a 43-footer allowed Alan the luxury of having more space in which to build in comfort with fewer compromises. “It is easier to get the interior to work without compromising on the hull shape,” he said. As a result, the J/133 has the same interior volume as the J/44, but is two feet shorter. In comparison, many designers attempting to create interior volume in a small boat may accomplish that objective with teardrop shaped vessels that are short on performance. (A positive result is that owners traveling slowly have plenty of time to enjoy their boat’s amenities, though they may arrive late for a rendezvous.)

In her standard configuration, the J/133 is equipped with three staterooms and a head, though there is a two-cabin, two-head version.

Deck Layout The cockpit of the J/133 reflects the dual-purpose nature of her design. Measuring 9′ 3″ on the centerline, with an additional 1′ 9″ seat behind the wheel, the crew has plenty of room in which to operate. And given that the cockpit seats are 6′ 5″ long and 19″ wide, there’s room to stretch out for a snooze. Only the backrests, approximately 12″ high, are too low for comfort, but they’re the right height for efficiently grinding the Harken self-tailing winches.

Deck hardware consists of Harken winches, and Harken Black Magic blocks for jib, spinnaker and genoa sheets; sheets are led to the cockpit via an adjustable car system managed from the cockpit. Spinlock rope clutches house the mainsail and jib halyards, reef and furler lines. A plus is that the mainsheet-located on a traveler mounted in front of the 60″ wheel and close at hand to the helmsman-is double-ended. If more cruisers paid careful attention to the layout of sheets and lines on performance boats like the J/133, and the gear employed, odds are they would discover that items like adjustable genoa leads simplify the operation of their boats, and require less musclepower.

The rig consists of a Hall Spars carbon fiber section with double spreaders that allow rig tuning without the need for running backstays. Standing rigging is Navtec continuous rod rigging, and the backstay is affixed with an integral hydraulic unit also from Navtec.

Unlike most contemporary designs, the jib and spinnaker halyards terminate and are controlled by gear at the mast. Because the standard 105-percent jib will live much of the time on a Harken MK III furler, this is a non-issue. Neither is placement of the spinnaker halyard at the mast since the crew operating the sprit will be amidships during a hoist or takedown. This arrangement also reduces the amount of spaghetti in the cockpit. Hoisting an asymmetrical spinnaker is a simple matter of attaching the tack to the end of the sprit, extending it from the bow, and then hoisting the sail. However, a shorthanded crew will place a spinnaker snuffer high on the list of necessary options since it will ease setting and dousing in heavy winds.

Accommodations Down below, this boat feels like a cruiser. Consider that its got 6’4″ of standing headroom in the saloon, a maximum beam of 12′ 6″, 6′ 6″-long settees located port and starboard, and a drop-leaf table surrounded by cherry joinery, a vinyl headliner, and teak and holly floor panels. This area is well lit by opening ports and a hatch overhead, as well as stainless halogen reading and overhead lights. Stainless-steel grabrails are located overhead. A U-shaped galley located to starboard and nav station opposite fill the remaining area in the cabin. The dining table will seat six, leaving room for two others on the settee, and there is adequate room at the forward facing nav table for another crewmember to dine.

The galley is snug, providing just enough counter space for a cook to prepare meals, though it benefits from the addition of a cutting board that covers the top of the three-burner Force 10 propane stove/broiler/oven. A 6.5-cubic-foot icebox is located outboard, as are cabinets enclosed by plexiglass doors.

Having more interior space in which to design, Alan created a legitimate nav station by incorporating a chart table large enough to allow the use of full-sized charts. The instrument panel houses a full complement of accessories and circuit breakers, and a bookshelf located outboard provides storage area.

Skipper’s quarters are forward in a cabin occupied by a hanging locker and clothes drawers, a vanity and changing seat. The space is large enough that the tube in which the sprit lives is virtually unnoticeable, a dramatic change from their presence in smaller J boats. Berths are adult-length 6′ 4″ long and 5′ 10″ wide at the head.

In the three-cabin, one-bath version, the head is located inside the skipper’s quarters, though enclosed by a solid door. Aft cabins have double berths measuring 6′ 4″ long and 4′ 3″ wide, a vanity with drawer and cabinet, and hanging locker. In this configuration, there’s adequate storage for a full crew. In the two-cabin, two-head version, the aft port stateroom is replaced by a small head.

Though J/Boats continues to use the lightest possible materials to enhance performance, the interior of this boat is well-appointed and feels like a legitimate cruiser. We doubt that the loss of the third stateroom is worth the addition of a second head, since the forward head is large enough for adults to shower comfortably, and the third stateroom could double as a storage area for cruisers.

Construction The SCRIMP construction system, which TPI has been using for more than 10 years, is refined and well accepted, but still benefits from occasional tweaking. In general, it entails the use of an infusion-molded laminating process that allows the use of biaxial, triaxial and quadraxial E-glass that encapsulate Baltek Super-Light 45 end-grain balsa in the hull and deck. The method mechanically produces precise combinations of fabric and resins while eliminating voids in the lamination and reducing VOCs. “SCRIMP is still an evolving process,” said Al Johnstone, “and we are becoming smarter in the use of materials than we were when we first adopted the system.” The laminate has proven to produce strong, lightweight sections that, “because of their thickness,” said Johnstone, “would be nearly impossible to lay up using traditional handlaid methods.”

Recent models also benefit from a design-engineering strategy that places maximum laminates in high stress areas, and thinner layers in areas less affected by loads. The results are hulls and decks that, pound for pound, are lighter than those produced employing traditional methods.

J/Boats specifies the use of vinylester resins throughout, producing blister-resistant surfaces on both hull and deck, an improvement over builders who use that material only on hull exteriors or, only below the waterline. Though deck blistering is essentially unheard of, vinylester improves the overall quality of the product, yet at an increased cost.

The hull-deck joint is bonded with methacrylate adhesive, a well-tested product that cures slower than 3M 5200, affording workers the luxury of additional time to assure proper alignment and bonds. A structural grid that includes keel floors, mast step, engine bed, and longitudinal supports, also stiffens the hull and provides a base for the attachment of furniture.

With more than 1,500 boats produced since introducing the SCRIMP method to J/Boat buyers, Johnstone says the boats have “proven to be more durable than hand-laid boats.”

Performance We were given the opportunity to sail Patriot, hull #2, on her maiden voyage with owner Mike Duncan and J/Boats Midwest dealer Rich Stearns on a blustery Lake Michigan race day that can literally be described as a gear- buster.

While sorting out gear and crew assignments, we sailed closehauled under mainsail in 15- to 20-knot winds with speed ranging between 6 and 7 knots. She accelerated into the 9-knot range when we hoisted the 105-percent jib. Her deep rudder provided good tracking and a moderate weather helm. Still under full sails while sailing on a close reach, the boat became slightly unruly while speeding along at 10 to 12 knots; a cruising sailor would be more comfortable sailing under shortened headsail or by tucking a reef into the mainsail. After we eventually hoisted the asymmetrical spinnaker, our speed stayed in the low double digits while moving downwind.

However, the boat has one unfavorable feature that was exacerbated by a factory defect. In its standard configuration, the J/133 toerail is a molded fiberglass section extending aft to the mast, after which it disappears. Though its absence aft provides racing crewmembers assigned to rail duty a comfortable place to sit, in heavy weather conditions it proved a hazard.

Patriot’s decks also suffered from an overabundance of plug wax that filled the tread in the nonskid. As a result, during pre-race maneuvers in pouring rain, when the boat heeled severely, two crewmembers slid to leeward and only avoided going overboard by grabbing lifelines and handrails. In Patriot’s case, removing the excess plug wax to improve the nonskid is described as “a matter of wire brushing the entire deck surface,” Alan said, adding, “That situation has been resolved at the factory.”

Of the lack of toerail length, the company offers three toerail options that include the use of a teak or aluminum section extending aft to the cockpit. It’s no secret, we prefer the longer toerails.

Problem No.3 reared its head as we led the fleet to the first weather mark. We suddenly heard a loud thumping sound below, which we attributed to gear falling from a cabinet. The second time we heard it, we discovered a crack in the deck that ran fore and aft beneath the covering plate where the shrouds extend below. Stearns recognized the risk and bore off to leeward before we dropped the rig.

During a dockside inspection, we determined that a stainless steel pin bedded in the hull and attached to the chainplate had pulled from the laminate, freeing the chainplate from its bed.

“The problem, said Johnstone, “was the result of a misaligned pin bedded fore and aft in the hull that was located too close to the edge of a supporting buttress, the fiberglass section into which the pin is bedded. The combination of those factors and the heavy loads in big wind and seas caused the failure.”

TPI quickly swung into action. A repair crew arrived in Chicago a day later, pulled the rig and made the necessary repairs, and the boat was racing the following weekend. That particular J/133 has since completed the 300-plus-mile Chicago Mackinaw Race without incident. TPI also sent crews to inspect other J/133s that had been commissioned, and discovered no misalignments. TPI has re-engineered the pin-buttress connection.

Conclusion The J/133 seems to fit the designer’s objective of producing a performance-oriented cruising vessel. She has performed well on the racecourse, winning her class at Key West and in several buoy races. She’s easy to manage under sail, and handles big winds and seas nicely. She motors at 6 to 8 knots powered by a Yanmar 56-hp, four-cylinder engine and Saildrive DS-40 with a folding, two-blade prop.

]Priced at $369,500, FOB Warren, RI, she’s at the high end of the scale. For a little more, you can add these options: two-head, two-cabin layout ($1,920); refrigeration ($2,505); and a 6′ 3″ shoal-draft keel ($830). But “high price” is a relative term too often confused with the size of a required downpayment and ensuing monthly obligation that ignores quality and the ultimate price of a boat based on its resale value.

J/Boats designs and TPI produces boats that are faster than most similarly sized production boats. On deck, the cockpit and arrangement of deck gear is sensible, reflecting a racer’s mentality that coincidentally simplifies tasks for the cruising sailor. The deck gear and spars are the highest quality. We believe that the retrofit of a sprit and asymmetrical spinnaker, essentially an oversized drifter, to almost any boat will increase that owner’s enjoyment of the boat. Belowdecks, creature comforts are sufficient enough for distance cruisers; here they’re similar to those we found during an ocean race on a J/145, a 48-footer that preceded the 133. Spaces below are comfortable and the joinery well executed.

Plus, as the designer and marketer of these boats, Johnstone is involved in warranty issues as an “owner advocate, a facilitator” whose responsibility is “getting people at TPI involved in problem situations.” In the case of the failure aboard Patriot, the relationship worked as envisioned.

Perhaps the biggest issue facing J/Boats is the perception that its products are too expensive, and overly performance-oriented. In this case, we think the company offers value. We suspect that sailors who experience this superior performance relative to other production boats, especially in light air, will appreciate this.

Contact – J/Boats, 401/846-8410, www.jboats.com .

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The J/133: A Breeze to Sail

• By Chuck Allen
• Updated: November 7, 2003

The new 43-footer from J/Boats is quite simply a breeze to sail. We tested the J/133 in 15 knots of wind with six people on board and were able to handle it with ease. From sailing upwind, fully hiked, to pulling off a bunch of jibes in a row, we never missed a beat.

The first thing that pops out when stepping aboard the J/133 is the deck layout. You expect a 43-footer to have lines running all over, but the 133 has has the simplest of plans; the two halyard winches are forward, just aft of the mast, and their placement makes a ton of sense. No lines for the crew to trip on when crossing the cabin house from side to side, a nice feature. There’s plenty of room to walk around the shrouds while heading to the bow for takedowns, jibes or anchoring. The cockpit seems a little small when you first see it, but after going through the full workout, we discovered that it’s quite accommodating. The only things not high on my list were that the wheel was a touch undersized when standing up to drive, and the mainsheet sometimes hung up on its winches through jibes–but they’re in the perfect location for short-handed sailing (the driver can steer from a sitting position and trim the main at the same time). Overall the cockpit is set up nicely for crossover spin sheets and cross sheeting if you need to do this while racing; everything seems to be led cleanly.

Need to get below quickly? It’s not a problem; the companionway is the best of all the boats that we reviewed. The J/133 has a sturdy and safe platform to operate on; you have the room to maneuver yet there’s a feeling of security while heeling over under sail. Down below your eyes are drawn to the cherry wood throughout the cabin, which has a nice finish. The J-shaped galley to starboard and the nav station to port both have ideal setups for offshore sailing-whether you’re racing to Bermuda or cruising to Maine. There’s plenty of room for entertaining and dozing off. The interior of the J/133 is a 9 out of 10, but could be more up to speed in the areas of light fixtures and the electrical panel–areas where the European boats we reviewed have some really cool products installed.

| Walter Cooper|

| A well-dressed and functional interior makes the J/133 a true racer/cruiser.* * *|

Sailing the J/133 is easy and a ton of fun. I always start off boat tests with the stop-and-go drill, to see how the boat will handle in a starting-line scenario. It wasn’t a problem to go from full speed to a complete stop, holding in the luffing position for a while, sheeting in and getting up to full speed again. The 133 has remarkable acceleration for a boat of its size, and great feel. Upwind is much the same, we had it locked in at 7.6 to 7.9 knots upwind, and you had to really work to get it to fall out of the groove. The rudder never really stalled out, even when bearing off sheeted in with 15 knots-this is a good thing. The 133 has real nice follow through while tacking, getting back up to targets in just seconds, critical if you have one of those “must tack two to three times off the line” bad starts. I like to run the 360 degree turn maneuver to simulate hitting a mark, the 133 cut the mustard by turning inside itself, meaning within a boatlength.

Downwind is even better than upwind–the kite is huge. It takes a while to ring the bell (get the sail fully hoisted) but when you do, look out! The kite fills and the boat takes off, jumping into the 10- to 12-knot range quickly. It has a nice groove to drive to, with the speeds holding steady, and will definitely surf in waves, which well help you obtain the “go low” numbers we all look for when driving down with asymmetric spinnakers. Jibing may be trickier than the hoist, as with all asymmetric spinnaker boats. During our test sail, we were able to pull off jibes with ease; but as on any asym boat this will be the maneuver you’ll need to practice the most, besides the takedown.

The J/133 is my pick for the 2004 Sailing World BOTY. It seems a bit on the pricey side, but considering what you get it really isn’t: Hall Spars carbon mast and bowsprit, North 3DL sails, asymmetric spinnakers, and the well known J Boats Customer Service Policy. This boat seems like a perfect step-up boat for those J/105 and J/109 owners already in the family.

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• Boat Reviews

Jim Johnstone cut off in mid-anecdote about his years crewing on the classic J Class Shamrock IV. “Simon, ease the main! Ease! Ease! Ease!” he said with an urgency that only comes when racing or something bad is going to happen.

The stern of the new J/133 lifted on the crest of an eight-foot wave, and we took off. I put the handle in the self-tailing mainsheet winch and cranked the sheet in as fast as I could.

“Simon, look at the speed.” It went past 10.5, then to 12 knots, and kept going until it hit 14.5 and stayed there for 30 seconds before the wave we were surfing finally passed us. We were close reaching under a single-reefed main in 25 to 30 knots of breeze as we entered The Race at the eastern end of Long Island Sound. The outgoing current had kicked the seas up from regular four-footers to very steep eight- to 10-footers with no backs to them. We caught two more and had sleigh rides up to 16 knots. Within a mile we were inside Long Island Sound and the seas had subsided to two- to four-foot chop, and we had huge grins across our faces.

The J/133 is the latest incarnation of J/Boats’ extremely successful Sprit boat line. Building on the proven concept of boats like the J/105, the company has come out with their next generation of racer/cruisers. Along with her little sister the 109, the 133 is a boat that is designed to win the Tuesday night racing series and then on Friday take the family cruising for a long weekend.

I sailed the boat from Newport, R.I., to New York City in late September with Jim Johnstone, who is a member of the founding family, the New England regional sales manager and the man in charge of overseeing building at TPI in Bristol, R.I. And we got pasted with the first real fall low-pressure system.

SAILING AND CHARACTERISTICS The 133 is a sailor’s boat. Everything about it is geared toward having fun and sailing fast. The boat is built using their patented Scrimp technology. The fiberglass hull and deck are laminated of E-glass over a balsa core. TPI gives their boats a five-year structural warranty and a 10-year warranty against blisters.

At 17,900 pounds the 133 is light for a 43-footer. The simple double-swept spreader rig comes standard in carbon fiber from Hall Spars. The sail plan consists of a large fully battened mainsail with a fractional 100- percent jib and asymmetrical spinnakers set off the retractable carbon fiber bowsprit. The rig allows the boat to stay powered up in a very wide range of conditions and is easily handled by a small number of crew. This boat had a brand new set of North 3DL sails that certainly helped her performance.

As we left Newport and Rhode Island’s Narragansett Bay, the wind was blowing from the east at 14 knots and building. Jim and I were stoked at the prospect of a blistering broad reach down the sound. There was even talk of spinnakers. Powering toward Pt. Judith at the southern end of Rhode Island Sound the boat trucked along at a steady 7.5 knots with water pluming up over the nearly plumb bow. The helm felt balanced the entire time, and the boat responded like a sports car to the smallest adjustment. Initially, I found myself oversteering because I am used to much heavier boats with less efficient rudders.

By the time we rounded Pt. Judith and turned toward The Race and Long Island Sound, the wind had clocked to the south-southwest and had built to a steady 18 with gusts up to 20. Close reaching with just a single reef in the main we made eight, but when the boat was cracked off 10 degrees she really showed her speed potential with regular surges above 10. In these conditions the motion of the boat was very manageable thanks to her seven-foot, six-inch draft and full waterline length. We stopped for the night at a marina along the Connecticut shore.

The next day brought sun and warmth and a five- to 10-knot breeze directly from the west-southwest, our exact course to New York. We sailed for an hour or so in the morning. The boat showed that it is capable in the lightest airs to make a good turn of speed. In six knots of true wind we had the boat going four and a half to five knots at 35 degrees apparent. Not bad.

But that speed wasn’t going to get us to Hell’s Gate before dark, so on went the 56-horsepower Yanmar and we motored at 3,000 rpms at 7.7 knots all day. Unfortunately, the wind didn’t cooperate, and we motored until New York. At 8 p.m. that night we entered the East River with New York ablaze in front of us. And by 10 we were tied to the dock in Liberty Landing Marina on the New Jersey shore across from Manhattan.

COCKPIT AND ACCOMMADATIONS The clean and open cockpit with a full-width wheel and wide decks reflect the boat’s racing pedigree. All lines, save the spinnaker controls, are led aft to ease handling. There is also the option of moving the asymmetrical spinnaker pole lines and halyards to jammers in the cockpit for shorthanded sailing. The mainsheet runs along a full-width traveler to winches just in front of the helmsman. Two able sailors can handle the 133 quite easily and one can manage all working sail if the autopilot takes over the steering. For watchkeepers on passage, all lines are handy so there is rarely a need to leave the cockpit.

Visibility is good when standing behind the wheel, and the helmsman can get comfortable sitting either to windward or to leeward to watch sail trim. With the dodger raised it is a little more difficult looking forward, but the dodger keeps the water out of what was otherwise a wet cockpit in the boisterous conditions we were sailing through. In these conditions, with the dodger down, we were getting continual water running down the decks and then over the backs of the seats and into the cockpit. The cockpit seats are long and wide enough to nap on but the seat backs are quite low.

The huge lockers are the best part of the cockpit. Under the starboard seat is a good shallow locker designed for extra lines and sail ties and under the port seat lies a massive storage bin. Through the bin there is access to the large space underneath the cockpit floor, an area intended for a generator or more storage. The two large lazarette lockers house the propane tanks and offer excellent access to the steering system.

The boat comes with standard Harken 58s as primary winches and two 48s for the mainsheet forward of the helm. There are two more 48s at the companionway with the standard Spinlock line clutches.

Expecting the 133 to be fairly stripped out below to meet the requirements of the racing crowd, the aspect of the new 133 that most surprised and impressed me was the interior. The boat Jim and I sailed to New York was the twin-cabin version with a master cabin forward with its own head and a quarter cabin aft of the galley. To port of the companionway is a large head with a great wet locker behind the toilet. Forward of the head on the port side is a very workable nav station. The chart table is large enough for a full-size chart folded in half. All electrics are led through the master panel at the chart table, and there is plenty of space to mount a chartplotter and all the other goodies one could hope to weigh oneself down with. This boat was equipped with B&G Hercules instruments and GPS.

The J-shaped galley is easy to work in underway. During our pound toward Long Island Sound I was able to fix sandwiches without a problem. The fiddles throughout the boat are quite large and sturdy and offer good handholds. The galley comes equipped with two large stainless steel sinks almost on the centerline (so they will drain on both tacks), six-and-a-half cubic feet of fridge space that is easy to access and a large three-burner stove. Storage areas in the cabinets and behind the fridge and stove are ample for a week’s cruise or more. Long-term stores can be tucked away behind the saloon seats and in the forward cabin.

The main saloon is dominated visually by the black carbon mast that comes down through the forward part of the folding table. The benches are long enough to easily sit six people for dinner and make great sea births. Under them are the 50-gallon fuel and water tanks. These are on the small side and reflect the boat’s racing pedigree. But behind the benches there is loads of storage space.

Up forward, the big white tube that houses the spinnaker pole over the starboard side of the V-berth is a little disconcerting at first. But the cabin is large and the pole does not inhibit the bunk.

It is a rare pleasure to find an interior on a modern racer/cruiser that does not feel like the designer crammed as much in as possible. It is well thought out throughout, airy and light, and has plenty of storage.

BWS CONCLUSIONS J/Boats has built some of the most successful production boats of all time. In the 25 years since the Johnstone family introduced the J/24, the sailing world has gone through some tremendous technological changes and with the boats such as the 105, 120 and now the 109 and 133, J/Boats has proven to be right on the leading edge of the sailing world.

The Johnstones create boats that are well built, well thought out and fun. They use their quarter century of knowledge to the maximum in their new range. I was impressed during our two-day, 150-mile sea trial, with how Jim Johnstone constantly made notes on how to improve their new boat. Everything from foot braces in the nav station to better handholds at the mast will be scrutinized and improved upon as 133s roll off the production line and in new models to come.

If you are looking for a cruising boat that is a pleasure to sail and will get your heart pumping occasionally, this boat is for you. Just as important, if you are looking for a boat in which the whole family can have fun and cruise in comfort, the 133 is large enough and commodious enough to make an excellent floating home away from home.

LOA 43’ LWL 37’10” Beam 12’10” Draft 7’6” (6’3” shoal) Displ. 17,900 lbs. Ballast 6,900 lbs. SA (100%) 964 sq. ft. Auxiliary 56-horsepower Yanmar Headroom 6’4” Displ./L 149 SA/Displ. 22.63 Price $400,000

J/Boats, Inc. PO Box 90 Newport, RI 02840 Ph: 401-846-8410 www.jboats.com

Author: Blue Water Sailing

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The J/133 is the embodiment of the J/Boats ethos - setting a new standard for race-winning speed under multiple handicap systems, stability for shorthanded cruising, durability for rough offshore passages, an easy to manage sail plan and performance cruising comfort. The J/133's generous low SAD sail plan provides performance in both breeze and light airs, and with a low center of gravity, makes for short handed stability while eliminating the need for multiple sail changes across wind speed bands. Her generous cockpit and aft led lines deck layout transit readily from day sailing, to single handling to fully race crewed. J Hawk features the coveted performance cruising triple cabin interior and was factory loaded with many upgrade packages including her deluxe satin finished cherry joinery, a well equipped double sink galley with refrigeration, stove and microwave, and Ultrealeather pearl upholstery. Comfortable sleeping for 6 combined with excellent storage systems in each cabin plus port and starboard seating in the main salon provides comfort space and luxury for anything from day trips to blue water passage making.

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The J133 is a 43.0ft fractional sloop designed by Johnstone and built in fiberglass by J Boats since 2006.

The J133 is a light sailboat which is a very high performer. It is stable / stiff and has a good righting capability if capsized. It is best suited as a fast cruiser. The fuel capacity is originally very small. There is a very short water supply range.

J133 for sale elsewhere on the web:

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• ALL MOSCOW TOURS
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Halloween in Moscow

History of Halloween dates back to the ancient traditions of the Celts. For the first time the name of the holyday is mentioned in the 16th century as a Scottish shortening of the English «All-Hallows-Even», which translates as «The evening of All Saints».

Halloween has gained a lot of popularity in Russia for the past years. This year the celebration takes place on holidays, therefore, you have 3 days to party – from October 31 to November 2! We Heart Moscow has chosen the brightest and crowded with ghosts Halloween parties in Moscow.

FUNNY HALLOWEEN PARTY AT THE «16 TONS»

While different places compete with each other to do the holiday as scary as possible, «16 tons» Club will make the audience feel scary funny.

This celebration is for those who are tired of the ubiquitous zombies and witches that fill all the clubs in the night of October 31. This is not necessarily come in scary costumes – just dress up to have as much fun as possible!

A team of DJs: Miloslav Chemodanov, duo Hollo and Vastashin, DJ Emtsev, Sophie Tronza and their friends will spin your favorite hits and create exceptionally friendly atmosphere until the dawn. Those who cannot prepare to a masquerade at home, can to use the services of two make-up artists directly in the club absolutely free.

The party will start at 23.59 on October 31. Entrance will cost from 500 rubles (€10).

Club “16 Tons” – Presnensky Val St., 6, build. 1.

HALLOWEEN PARTY FROM «ARMA 17S»

The founders of the legendary club «Arma 17» have announced first of five global parties, to be held this year. Halloween Party will last 24 hours and will take place at the territory Trekhgornaya manufactory.

The creative team of «Arma» keep their visitors in total ignorance about the new site for the club. However, the first party will take place on November 1 in the space on the fourth floor of the building on the Rochdelskaya street, and apparently, Halloween from «Arma 17» promises to be quite impressive.

Lineup of «Manufacture» is going to very worthy – Rhadoo and Petre Inspirescu, Resident Club der Visionaere Vera, which is known to work with Ricardo Villalobos, DJ Sleeparchive, Tin Man and the Dutchman Orgue Electronique. Three dance floors are promised – two main and one secret.

Celebrate Haloween with «Arma 17» on November 1, at 23:00 Entrance costs from 1000 rub.

Trekhgorny manufactory – Rochdelskaya St., 15.

HALLOWEEN MASQUERADE RAVE

There will perform outstanding legends of the world electronic scene. The event will be held at one of the largest and comfortable event-site of capital «RAY JUST ARENA».

For total immersion in the atmosphere of the sacraments and illusions, organizers have prepared for you 100 kW of clear powerful sound, laser and light show, psychedelic performance to world stars music.

Headliners of the performance are: The long-awaited, retro LIVE set, Skazi, Avalon Live, Sesto Sento Live, Laughing Buddha Live, Gataka Live], TLN DJ’s team.

Visitors are invited to come in mascaraed costumes. The party starts at 23.55 on October 31. Entrance costs from 750 rubles.

Club Ray Just Arena – Leningradsky Prospect 31, build. 4.

TIM BURTON STYLE HALLOWEEN

Edward Scissorhands or dead bride – only you can decide how to look this night! Frightening makeup, lurid stories and best pictures from the most mysterious director of our time await you in art cafe «The Sea Inside» (More Vnutry). The party will be held in an atmosphere of fear, horror and hell fun. It offers a rich program with watching the best films by Tim Burton, a variety of mystical competitions and tricks.

Professional make-up artists will cast over your unique horror make-ap. After the transformation, you can make a photo of yourself in the real coffin.

Participants of the holiday will remember all the horror stories that scared them in childhood, and Playback Theatre «Paraphrase» will turn these stories into the most sinister tale performed on stage! Playback is a custom theater; its foundation is improvisation and diving into the psychology of the narrator. Actors of «Paraphrase» do not show rehearsed performance, but seek to convey the feelings and emotions of the audience – here and now.

The party will be held on October 31, at 19.00. Entrance costs from 3000 RUB.

Cafe «The Sea Inside» – Peschannaya Alley, 7 (Sokolniki park)

BLACK & BLOODY FRIDAY

Lawson’s Bar decided to combine two holidays – Halloween and Night of sales – Black Friday. The original costume party offers not only monsters, but also the crazy prices for the bar menu!

The Scottish Lawson’s Bar is simply obliged to arrange a truly terrible holiday. the most unusual party Black & Bloody Friday in Lawson’s Bar offers guests unprecedented sale on the bar menu – all the drinks (except single malt whiskey) can be purchased at 199 rubles!

In addition, from October 31 to November 1, staff will turn into horrible monsters, charming Go-go girls will show their performance, the best DJs will play music and professional photographers will shoot the Sabbath. All guests are strongly encouraged to come in costumes to remember this night for a long time.

The party starts on October 31, at 22.00. The entrance is free.

Black & Bloody Friday, Lawson’s Bar – Blagoveshchensky lane, 1A.

ROCK OF AGES. HALLOWEEN PARTY

The most rock ‘n’ roll party in Moscow in honor of All Saints’ Day will be held in «China town cafe» club. Each year the place offers a special theme for Halloween. This year’s party is called the «Rock of Ages», as the famous Broadway musical, and later the famous movie with Tom Cruise in the lead role. The festive atmosphere and the sounds of rock will shake you like a hurricane.

The party will be held on October 31, at 23.00.

Club «China Town Cafe» – Lubyanka driveway, 25/12

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The J/133 is the embodiment of the J/Boats ethos - setting a new standard for race-winning speed under multiple handicap systems, stability for shorthanded cruising, durability for rough offshore passages, an easy to manage sail plan and performance cruising comfort. The J/133's generous low SAD sail plan provides performance in both breeze and light airs, and with a low center of gravity, makes for short handed stability while eliminating the need for multiple sail changes across wind speed bands. Her generous cockpit and aft led lines deck layout transit readily from day sailing, to single handling to fully race crewed. J Hawk features the coveted performance cruising triple cabin interior and was factory loaded with many upgrade packages including her deluxe satin finished cherry joinery, a well equipped double sink galley with refrigeration, stove and microwave, and Ultrealeather pearl upholstery. Comfortable sleeping for 6 combined with excellent storage systems in each cabin plus port and starboard seating in the main salon provides comfort space and luxury for anything from day trips to blue water passage making.

Make or Manufacturer

Length overall, length at waterline, displacement, fuel capacity, water capacity.

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