j122 yacht specs

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J/122 Review

J-Boats’ latest offering the J/122 slots in between the hugely popular J/109 and 133, and is already shaping up to be a sales success, but how does she handle? Andi Robertson found out…

Just occasionally a boat test can seem almost superfluous. Bringing a new model into a well-proven line to plug the brand’s gap in the market is usually a passport to a degree of success.

But there is plenty to get wrong. Pitching against a dominant, successful model can be a hiding to nothing, especially in the IRC arena. The new J/122 was launched at the back end of last year and debuted in its shiny glory at Paris and the London Boat Show.

Even there the level of interest was enough to suggest J-Boats Europe have another best-seller on their hands, but the subsequent sales have had the builders in France going flat out to keep up with demand.

Fitting neatly between the eminently successful 35ft J/109, which continues to sell by the truck- load, and the 43ft J/133, the 122 is a pure bred IRC-led design which learns from the successes of the other.

Even compared with the 109 which has sold 340 worldwide and 76 in the UK and Ireland, and the 133 which has sold slightly more sedately, the 122 is already a success, in spite of the fact that it has not raced in earnest yet.

In Europe, orders are full until August or September when a second mould comes on stream. They are already turning out one boat a week from the D’Olonnes facility in France’s Vendée region, which is impressive for a 40- footer. The message is if you want one for next year’s Rolex Commodores’ Cup then you will need to be quick.

What is even more remarkable is that the US allocation has been sold into next year. Twenty boats have been sold already, and seven will race at Block Island Race Week.

Presently somewhere between nine and 11 boats are already sold in the UK and Ireland, with the third due to arrive in Britain imminently. The reality is that it will be late summer or early autumn before a really competitive boat will hit the campaign trail.

The regatta debut for the design was at Easter at Spi Ouest. A tight schedule meant both new boats were under-prepared, according to J-Boats Europe’s Didier Le Moal, but they came away with a respectable third and fourth in an IRC class of 46 boats, racing off an IRC handicap of 1.094. First was Gery Trentesaux’s special Beneteau First 44.7 racing off 1.107 and second the Holmatro team crewed Grand Soleil 44.7.

According to Le Moal the 122 was especially quick and competitive upwind but they let themselves down a bit elsewhere.

Design and development

The 122 benefits from what has been learned with the 109 and 133 as well as being a wellproportioned boat. It will sell simply because it is the 40ft IRC J-Boat, but it is also the best-looking of the three.

The 109 is effective but not especially pretty. The 122 benefits from having the aft sections more elegantly drawn out, appears to have slightly less freeboard and a fairly sympathetic deck line. Where the 133 can appear big and chunky and the 109 slightly pinched, the 122 is more of a ‘looker’ as well as a performer, but even so the styling remains resolutely conservative.

The hull shape is clearly orientated towards an all-round performance under IRC. The stem is nearly plumb, with the well rounded forefoot clear out of the water when the boat is at the dock. Equally there is a modest stern overhang at the stern which maximises the effective waterline length when the boat heels, but keeps the wetted surface low; certainly there is no big draggy back end and with plenty of sail area the 122 should move along respectably in gentle airs.

A special emphasis has been made to increase the simplicity and cleanliness of the deck and cockpit layout on the 122. This is especially evident in the cockpit. The mainsheet track is set on the sole forward of the wheel. As with the 133, the A-style mainsheet is very neatly run beneath the sidedecks, exiting to the 46.2 ST Harken winches, and runs inside the boom.

There is a removable dock box transom which will rarely be used on the water. The open stern substantially enhances the look as well, rather than J-Boats’ slightly awkwardly styled stepped transoms on some of the middle aged models.

Access to the steering quadrant is excellent, via a moulded hatch. Either side of this are good, deep footrests. There are ample side-decks aft of the wheel, indeed there is plenty of space for helm plus tactician or a less mobile guest.

At the pointed end the forestay is set back off the stemhead which allows the furling drum to be recessed tidily below deck level.

A decent ORC-legal toe rail is integral to the moulding on the foredeck. And it is always worth mentioning J-Boats’ scrimp resin infusion construction, which produces a hull of excellent integrity and finish. The resin infusion allows a high, very even level of glass content throughout the laminate which utilises a low density balsa core.

Rig and sails

The standard twin-spreader rig is white painted aluminium, although the carbon option will be taken up by most serious racers, and is spec’d on the US boat.

The maximum overlap on the headsail is 110 per cent, allowing the shroudbase to extend out to the sheerline. The roller furled jib maximises the ease of use whilst not compromising performance thanks to the large, high aspect mainsail.

Overall design displacement is just 6,800kgs with 2,540kgs ballast on the 2.2m deep draught, moderate L-configuration keel. As ever J-Boats stick to relatively conservative foils which offer a defined easy groove, producing lift and feel even at relatively slow speeds.

In effect it is easy to conclude that the Americans and Europeans know their market well and are careful to produce a performance envelope to match. They have pushed too hard with some of the mid-sized sports-cruisers in the past and they have not proven as popular.

Our sail was brief and inspiring, although in this case it was about getting the boat on the water as soon as humanly possible and gathering first impressions. Unfortunately that meant we had a borrowed gennaker which was too short in the hoist — hence the slightly ill-fitting look in the pics.

Overall there was a lot to be impressed with. We were well under race crew weight, but the 122 went upwind on rails.

In 9-11 knots of true wind it was a pleasure to steer, transmitting that satisfying urgency of big boat momentum but remaining light and positive. From what we could feel there were no obvious pregnant pauses upwind, those embarrassing moments when you have to dig deep and chase a too small jib. For ballpark figures we were making boatspeeds in the top end of sixes and into low sevens with relative ease upwind across that wind range.

Coming out of the tack the boat accelerated positively, holding her way well through irons and maintaining feel on the helm throughout. Cockpit ergonomics for the driver are excellent, and there seemed to be plenty of space for the crew to work. There are good, high backs to the cockpit seats and the ride felt dry and safe, which is essential considering this is still a dual-purpose boat.

Downwind it was difficult to get an insight into speed potential with a kite which is not designed for the boat and no instruments, but certainly in terms of feel and handling the 122 was a joy. Simply roll away the headsail and launch the kite with ease.

In the puffs there was an urgency and an underlying capacity to push it hard. The bow happily popped a few times but there was never enough breeze to trouble the 122 at all, leaving a pleasing smooth wake at a comfortable 8.1, 8.2 knots at about 110 TWA.

Rolling into a gybe, short-handed on a stirring sunny early spring day is all you need to do to remind yourself of why the J-Boats asymmetric set up is so popular. No messing about. Rather than brute strength, like good comedy it is all about timing, as we rolled with ease through a few painless gybes.

The interior is spacious and well appointed. All of the main headlinings are easily removed for maintenance issues. It would be easy to criticise the interior finish for being plain and insipid. On our test boat the choice of upholstery colour did not exactly set the world on fire, but the appeal is in the simplicity and good build quality, rather than any nod to contemporary styling.

The forward cabin has a good sized double berth with an en-suite access to the forward heads (on the two cabin owner’s layout) and has a desk/dresser with good stowage.

There is the choice of one or two aft cabins. The two cabin layout allows a second heads to starboard aft of the nav station, otherwise it is a fairly conventional layout for the two symmetrical back cabins. They retain plenty of space and ample ambient light.

Both the work stations downstairs — the galley and the nav station — are good. The nav area has an excellent chart table with deep fiddles and plenty of stowage. Behind the navigator’s head there is another locker, a good shelf on the semibulkhead which falls easily to hand for smaller, essential items. Mounting space for instruments is ample rather than generous.

So too the galley is well proportioned with a main forward-facing work surface, twin stainless sinks, and a large 150 litre ice-box/fridge. Fiddle rails are good all round.

J/122 Review: Verdict

The J/122 is already a success, answering a very obvious market demand, not least from J/109 owners ready to move up the size and performance scale. Over our short time with the boat it seemed an accomplished all-rounder which will have the capacity to deliver a prize-winning performance under IRC. It is easily and enjoyably sailed by an average race crew, but will cruise extensively in comfort.

It will be interesting to see how it fares up against, say, the new X-41 OD which is also making waves this season on the UK race scene, but the new J/122 has the hallmarks of a winner already.

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• Sailboat Guide

J/122 is a 39 ′ 11 ″ / 12.2 m monohull sailboat designed by Rod Johnstone and built by J Boats and J Composites starting in 2008.

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)

J/122E (built in France) has same hull and rig with updated deck, coach roof, and interior.

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The Performance Racing and Cruising Standard.

J/122 is a versatile 40 foot performance sailboat with comfortable live-aboard accommodations, a refined deck layout, low VCG keel with a moderate 7.2′ draft. The hull & deck are built using superior infusion molding technology to maximize durability and long term value.

An IRC-friendly cruiser/racer, J/122 offers a completely furnished interior, a simple to manage balanced sail plan, head turning sailing performance and great looks– perhaps the ultimate 40′ day sailing, weekending, racing and cruising sailboat?

Since their introduction, J/122s have quickly set the performance standard for dual-purpose 40 foot racer-cruiser sailing yachts both inshore and offshore. Racing against the latest 40′ competition, J/122 continues its ability to win in all conditions around the world.

Read more about J/122’s ability to sail, race, or cruise anywhere in the world in the J/122 News section- perhaps the ultimate combination of endearing sailing performance and comfort for a sailboat of her size– as easy-to-handle by a couple as it is for a full crew to race around the buoys.

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J122 – El Ocaso

El Ocaso, is a beautifully presented J/122 and one of the most successful IRC racers of her generation. Quick and responsive, powerful and stable, the J122 is easy to handle and delivers excellent all-round performance.

Currently laying Antigua and typically only in the water between March – April each year and then laid up ashore on her purpose-built cradle for the other 10 months, she has just been fully re-fitted (2023) and is a completely refreshed boat.

El Ocaso has been living in the Caribbean for the last 10 years or so and is very well known on the Caribbean spring race circuit, with many wins in the most competitive 40’ class in regattas in St Maarten, St Thomas, BVI and Antigua.

The J122 has an upwind sail area of 97 square metres, thanks to her 110% headsail, and a 150 square metre downwind sail area. She also benefits from a carbon fibre bowsprit and asymmetric spinnaker, which makes it easier to race for most teams, especially those with fewer crew.

• Specifications

Availability

Individual spaces, additional information.

An event not showing that you’re interested in? Check back for updates or get in touch!

Currently there are no crew spaces available on this Yacht.

How much should I tip the boat captain/crew?

The crew will work hard to ensure that you have a safe and enjoyable time on board. If you have enjoyed your charter we would suggest a 10% is customary.

How do I confirm a yacht charter?

To confirm a charter we will send you a charter agreement for signature and invoice for a deposit. The owner will counter-sign the charter agreement and then your charter will be confirmed

What else will I need to pay for?

In addition to the charter fee you will pay an Advanced Charter Allowance (ACA) from which the cost for all food and drink for the duration of the charter, fuel, marina and any other additional expenses will be deducted.

What happens once I have booked?

Once you have booked a cruising charter we will be in touch to gather your charter preferences including dietary preferences, meal times and itinerary. We will liaise with the chef to arrange a proposed menu for the charter and put you in touch with the crew via Whatsapp chat.

What are high and low season dates for Caribbean cruising charters

High Season includes the Christmas and New Year period (approx 28th December – 7th January) and 2 weeks around Easter

Can I charter a yacht for a corporate event?

Yes, we offer corporate yacht charters that are perfect for team-building exercises and other corporate functions.

What insurance will I need?

The yacht is fully insured but you will need your own personal insurance that covers yacht racing

Do I need an owners rep/boat captain and what role will they have?

Most of our yachts have to come with a boat captain / owner’s representative; this person isn’t there to be the skipper and they can fit into your team wherever you need. There knowledge of the boat can help you get the best performance from the boat and minimise avoidable damage.

Eating out as a crew?

If you decide to venture out as a group and wish to include the permanent crew, please remember that what is your holiday is their job. If you would like to show your appreciation for all their hard work in making your holiday a success by asking them to join you for a night out, then please be kind enough to pay for their expenses.

What is racing yacht charter?

Racing yacht charter is a unique opportunity that allows you to charter a race prepared yacht with your team and participate in regattas around the world. We can cater for race charter opportunites from a group of friends wanting a fun regatta in the sun to a professional team looking for silverwear.

Do I need sailing experience to participate in a racing yacht charter?

Sailing experience requirements varies according to yacht and regatta of choice. Some yachts like a Volvo 65 require more sailing experience than joining the team on a 40′ racer cruiser. When arranging your charter with you we discuss any pre-requisite experience with you.

What is the duration of a racing yacht charter?

For most racing charters your schedule will include 2 training days prior to the event start date, for offshore races a third day for boat preparation will also be included.

What additional costs should I expect?

In addition to the charter fee you may pay a security deposit and an Advanced Charter Allowance (ACA) to cover charter related costs including race entry, berthing and other charter related costs.

Can you arrange accommodation?

Yes, we offer a regatta concierge service which means that in addition to arranging your race entry and berthing we can also recommend and book accommodation ashore, flights, transfers and restaurant bookings as well as much more.* * 10% service charge applies for regatta concierge services

Once you have booked a charter we will be in touch to gather crew information in order to handle the race entry on your behalf. As the regatta date approaches we will connect you with the Boat Captain via Whatsapp chat and provide useful information on both the event and on the location. We are available at any time via phone or email to answer any other questions or queries you may have.

What is the security deposit for?

The security deposit is to cover damage to the yacht, that is more than just general wear and tear that would be expected when racing. In the worst case scenario it will cover the excess should there be the need for a claim on the yacht’s insurance. However, it is also there to cover less serious damage that does not warrant an insurance claim like damages to sails. If there is no damage then we will refund the security deposit in the week following the charter. If there are any damages the value of these damages will be assessed and the balance of the security deposit refunded after these costs have been deducted.

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• By Steve Callahan
• Updated: May 28, 2008

Out on Chesapeake Bay last fall, the new J/122 was perfect for a crew of young bucks who were scurrying round the buoys in a stiff breeze of 18 knots, with frequent gusts into the mid-20s, half of the main going wobbly to keep their boat on its feet as they rocketed upwind and down. Already with a string of significant race firsts, it’s clear that the J/122 is a performance-oriented boat.

And even after we Boat of the Year judges climbed aboard and took over the helm and sheets, “Fast” was the first observation that judge and former racer Tom Linskey recorded in his sailing notes. But his observations and reflections soon arrived at this question: Given that the design being tested was “80 percent racer, compared with this J’s cruisier sisters, the J/42 and the J/46, is the J/122 a cruising boat?”

Unlike a true racing sled, this boat has creature comforts below that could turn the trip to and from a regatta into a pleasant voyage indeed. BOTY judge Stacey Collins, however, would’ve preferred to see more handholds on deck and steps on the mast to help her reach the halyard at the mainsail’s headboard.

As for me, I figure people have found adventure upon the deep aboard everything from ocean liners to a beach cat to a barrel. The better question, I think, is this: Whose cruising boat could this be?

I admit to admiring J boats. Generally, the heritage has provided us with a string of moderately proportioned, seakindly hulls built with high-quality modern materials and techniques. They’re nice boats to steer; good in a seaway, if a bit wet in heavy conditions; and fast on all points. J boats, after proper fitting out, have been chosen by many singlehanded sailors to cross oceans. The J/122 fits its pedigree, though its standard package is clearly oriented toward hauling the mail in light airs, racing with either a keen family or bevy of pals, and some real sport cruising. The liveaboard capability described in the brochure would more than suit me-I’ve been happy on a 21-footer for a year with no more plumbing than a bucket. Which is not to say the 122 is a stripped-down racer; in fact, the furniture and finish are on par with the other cruising boats that were sailed for Boat of the Year. But I’d keep to a minimum the gear and complicated systems that are now de rigueur aboard cruisers so the boat remains light and sails fast. To me, this is a boat for those who like long sleigh rides and a bit of adrenalin now and then.

But for those who just can’t leave the toys at home, J/Boats’ Jeff Johnstone notes that the J/122 was designed with both cruising and racing in mind, so it’s intended to carry some weight. Load it up with 10 crew when hunting for trophies, or send the rail meat packing to bring aboard a comparable amount of cruising stores.

It’s no small feat to design something as complex as a sailboat so that it appears simple, straightforward, and clean. Deceptive simplicity is a mark of J boats in general and of the J/122 in particular. Built by J/Europe in Les Sables d’Olonne, France, the J/122’s elegantly unfettered interior will work while making passages as well as living in port. Twin settees in the saloon can be augmented by swing-up pilot berths to keep resting crew amidships, the best position for minimizing motion and isolating sailors from noise from the cockpit. Twin aft double cabins also boast adequate sea berths offshore while offering privacy in port. Choose the interior on the J/122 featuring one aft cabin and you gain a head convenient to the watch and a generous garage aft, but owners with more numerous guests may prefer the additional sleeping space.

The galley features deep, near-centerline sinks, a three-burner stove and oven, decent bracing for the cook, and some of the most serious and practical fiddles on any of the boats we sailed last fall. The nav table is big enough for some actual chart work, though also ready for all the modern gizmos. Handrails, grabs, and access to seacocks and systems are logical and efficiently placed.

The construction is clean, too. The J/122 features a hull of balsa core and E-glass, resin-infused using the well-honed SCRIMP system to optimize strength, and very neat layup right down to details in places people don’t ordinarily look. I still most trust bonding deck and hull with laminate and mechanical fasteners, so I reserve judgment on a primary hull/deck joint relying almost exclusively on Plexus, although all the theory says it’s fine, and J/Boats believes: It provides both a five-year structural warranty to ride the 122 hard and see how it holds up as well as 10 years against osmotic blistering.

Given the conditions for our test sail, most cruisers would’ve thrown two reefs in the mainsail, but we went with the youth-bashing-about-the-cans full-main approach, flogging our way to weather and reaching off with barreling ease. The steering remained light and responsive. The rig is indicative of the current trend toward small jibs combined with large off-wind sails, this one flown from the J’s retractable sprit. As on Open 60s, the J/122’s shroud chainplates tie to the rail, extending the spreaders and lightening the already light, top-of-the-line, autoclaved Hall Spars carbon mast. With this rig, there’s no need for the complexity of big jibs and running backstays. Control is centered around the helm, where a big wheel hangs on a substantial pedestal that combines footrests, engine and hydraulic controls, and access to steering gear. The double-ended mainsheet exits from under the deck to the aft cockpit winches, handy, as is the manual bilge pump, to the helmsman (although when sailing off the wind, the mainsheet lies over the leeward winch). A high bridgedeck protects the cabin from downflooding. Cruisers will want to close off the back of the cockpit using the optional transom box, which will likely contain the life raft. Even racers might consider adding a lower lifeline across the opening. And cruisers will want to consider installing handrails forward of the mast and, definitely, some optional toerails aft.

J/Boats doesn’t incorporate features just because they’re trendy; instead, it uses what’s practical, whether traditional or new, to create a package that hones the primary function of a sailboat: It sails. Whatever else it will do once fully prepared-club racing with mates, scooting to Bermuda or even Hawai’i, or flash dancing to your favorite cruising nook-is up to you.

Steve Callahan is a frequent CW contributor and was a 2008 Boat of the Year judge.

LOA 40′ 0″ (12.19 m.) LWL 34′ 7″ (10.54 m.) Beam 11′ 11″ (3.63 m.) Draft 7′ 2″ (2.18 m.) Sail Area (100%) 865 sq. ft. (80.4 sq. m.) Ballast 5,600 lb. (2,540 kg.) Displacement 14,900 lb. (6,759 kg.) Ballast/D .38 D/L 161 SA/D 22.9 Water 42 gal. (159 l.) Fuel 35 gal. (132 l.) Mast Height 62′ 0″ (18.9 m.) Engine 40-hp. Volvo Designer Alan Johnstone Price $450,000 J/Boats Inc. (401) 846-8410 www.jboats.com

• The J/122 has now been replaced by the J/122E, an updated version of the 2000s model.

• More: 2001 - 2010 , 31 - 40 ft , J/Boats , keelboat , monohull , racer / cruiser , Sailboat Reviews , Sailboats
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J/122E — Yachting Monthly review

• April 15, 2014

Has racing-orientated J Boats produced a yacht that will appeal to cruisers?

Product Overview

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What’s she like to sail? Cruising sailors think of racing yachts as being nothing more than stripped-out hulls – crammed with pipe cots, sweaty gorillas and soggy sails – which can’t go very far. Thankfully in the case of the J/122E this couldn’t be further from the truth. Many of the original versions have competed in events such as the ARC or AZAB. I was expecting her to be flighty, even cantankerous, but I couldn’t have been more wrong. She was well mannered, graceful and majestic to sail. Pushed to the limit I have no doubt she could bite, but it would be a braver man than me to go that far. The helm wasn’t as harsh as I expected, instead being light and responsive. The wide cockpit gives plenty of space to wield winch-handles and pull lines without chinning your nearest and dearest. The low coaming doesn’t offer great shelter, but it’s so comfortable to sit on that the wide seats become footrests. What’s she like in port and at anchor? There is a fair distance between the saildrive and the rudder, so port manoeuvres need a bit of forethought. If you prefer to avoid this by anchoring you’ll need the optional bow roller. This is taken to port of the through-deck Harken roller furling. A low-profile vertical windlass can be fitted forward of the anchor locker hatch. Cockpit seating is long enough to lounge on, and the addition of a cockpit table would make the cockpit a very good place to be. Down below, the vast 1.1m (3ft 6in) by 1.2m (3ft 11in) saloon table makes it easy to sit three along the 1.6m (5ft 6in) seats on each side. Lack of stowage aside, the galley is both practical and well thought out. The splash-back at the sink is good to see, but it might be grabbed by accident when sailing. The heads is small for a 40ft yacht. The trade-off is the saloon size and second aft cabin. Remove the latter and you keep the saloon and gain a heads and vital cockpit stowage for cruising. Ventilation below could be improved. Opening hatches are good when someone is aboard and the sun is shining, bad when they’re not or it’s raining: a dorade vent of some type wouldn’t go amiss. Would she suit you and your crew? If you’re a traditional cruising yachtsman with a set idea of what a proper cruising boat is, someone who is happy to just get to their destination eventually, the J/122E clearly isn’t going to light your fire. But, if you are attracted by her stylish and elegant looks on the outside, J Europe have produced an interior to match on the inside. It may not be to everyone’s taste, but it was to mine and I’m sure many others who had never set foot on a J Boat before. This was hull number one, and was therefore showing some boat show scars and rough edges as pre-production boats usually do. But having looked at some older J/122s, they have survived more than the average cruising yacht ever experiences with aplomb. If you’ve dismissed J Boats because of their racing heritage or image, do so no more. This is a model that has clearly evolved to take on established performance cruisers with speed and style. Her ease of sail handling, especially with the retractable bowsprit, makes her a joy to sail. She doesn’t require lines to be constantly tweaked to make her perform. She’ll be as at home crossing to Cowes as she would crossing the Channel. And if you add a conventional spinnaker and pole for trade wind sailing, she’d make a fast, enjoyable ocean passage-maker, too. You can read Graham Snook’s full review of the J/122E in the July 2014 issue of Yachting Monthly …

Her ease of sail handling, especially with the retractable bowsprit, makes her a joy to sail...

J/122e Shoal draft

Sailboat specifications.

• Last update: 13rd March 2020

J/122e's main features

J/122e's main dimensions, j/122e's rig and sails, j/122e's performances, j/122e's auxiliary engine, j/122e's accommodations and layout, j/122e's saloon, j/122e's fore cabin, j/122e's aft cabin.

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The J122 is a 40.0ft fractional sloop designed by Johnstone and built in fiberglass by J Boats since 2008.

The J122 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 small. There is a short water supply range.

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The J/122 is the perfect marriage of J Boat all-around performance cruising and racing capabilities. A well thought out deck layout makes for easy handling whether day sailing offshore sailing or racing around the buoys. The large wheel and spade rudder make her very responsive. The roomy hand crafted mahogany cruising interior are perfect for family cruising or relaxing entertaining with friends. The 3 cabin 1 head layout provide plenty of room and privacy. There is plenty of storage and 4 opening hatches provide an lots of natural light and an airy feel below. For more info call Stan Gibbs (562)335-7969

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Length overall, length at waterline, displacement.

Hull & Deck • Infusion molded sandwich construction using uni-and multi-directional fiberglass, low density balsa core, vinylester resin and the “SCRIMP” patented resin infusion process. • White gelcoat hull finish with integrated gelcoat double boot stripe in flag blue. • Off-white deck with two optional choice of non-skid colors • Hull-to-deck joint is bonded with a methacrylate structural adhesive. • Transverse/longitudinal grids and mast step are infused as part of the hull molding. • Infusion molded, main bulkhead. • All intermediate bulkheads are glassed to hull and deck for stiffness. • Low VCG keel with encapsulated cast iron fin with lead bulb, bolted and bonded to shallow sump, with seamed joint to allow for easy removal. • ORC legal foredeck toe rails molded into the deck. • Large capacity self draining foredeck chain locker, with space for optional windlass. • Two side lockers in cockpit, each capable of life-raft stowage. • One aft locker in cockpit sole (aft of wheel). • Option for a removable aft locker/dock box. • One Gas/LPG bottle locker, vented and drained overboard. • Integrated mounting in seahood for dodger attachment. Seahood with instrument pod. • Transom platform with removable swimming ladder. • Balanced, composite rudder using uni and multi-directional fiberglass, on high resistance stainless steel stock, turning on JP3 self-aligning bearings.

Spars & Rigging • Auto-claved carbon fiber mast, runnerless with double spreaders, mainsail track, finished in white Awlgrip. • White painted aluminum boom, with 12:1 outhaul purchase system, two reef line sheaves, internal mainsheet anchoring point and forward articulated blocks to deck. • Pre-molded mast wedge system, and adjustable mast step. • Discontinuous rod rigging (Nitronic 50). • Remote panel hydraulic backstay adjuster with panel installed on forward face of pedestal. • SS hydraulic panel guard. • Jib furling system with integrated furler drum into the deck. • Retractable carbon bowsprit controlled from cockpit with watertight containment box draining overboard. • Solid boomvang with 24:1 integral purchase system. • Vectran mainsail and jib halyard. • One spinnaker halyard with snap shackle. • Sheet package of two spinnaker sheets, two jib sheets, one Dyneema main sheet, and one Dyneema tack line with snap shackle. • Mainsail traveler lines. • Adjustable jib car lines. • Two reef lines.

Deck Hardware • Two Harken 50.2 STA self-tailing primary winches. • Two Harken 46.2 STA mainsheet winches. • Two Harken 40 STA halyard winches on aft end of coachroof. • Four Harken lock-in winch handles, including two “Speed Grip” type. • Four winch handle holders. • Belowdecks 2:1 Harken mainsheet system starting at the traveler, led forward through the boom, down to sidedecks, then aft under deck to cockpit winches. • Harken adjustable mainsheet traveler with 6:1 purchase with ratchets and cam cleats attached to car. • Harken jib tracks, with ball-bearing car system and adjustable purchase led to the cockpit. • Two Harken footblocks for jib sheets. • Harken spinnaker sheet blocks mounted on thu-deck U bolts. • Five mast base turning blocks. • Two 4-sheave deck organizers to lead halyards and reef lines aft. • Four stoppers on each side of coachroof. • Spinnaker tack line led aft to stopper on starboard side of coachroof. • Roller furling control line led aft to stopper on port side of coachroof. • Bowsprit control line led to cockpit. • Bow roller. • Two stainless mooring cleats at the bow. • Two stainless mooring cleats at aft sidedeck (P&S). • Stainless chainplates for shrouds and backstay • One foredeck opening hatch (500 x 500 mm) with vent. • One opening hatch (340 x 200) for heads. • One opening hatch (340 x 200) for forward cabin. • One opening hatch (500 x 370 mm) for main cabin. • Two opening ports (304 x 155 mm) for forward cabin and heads. • Large fixed window (P & S) in main salon with single opening port. • Four opening ports for aft cabins (two on sides, two in cockpit). • Two line bags. • Option for large companionway dodger with removable sides and opening front. • Stainless handrails on top of coachroof. • Double rail stainless pulpit and pushpit. • Double lifeline system with 8 stanchions including 4 with reinforcing leg. • 59 inch aluminum racing wheel, leather covered, mounted to custom molded pedestal, with wheel well and drain. • Compass on wheel pedestal with stainless binnacle guard. • Acrylic companionway washboard with lock, stored in aft cockpit locker. • Removable and retractable swim ladder. • Flagstaff holder integrated into pushpit leg. • Emergency tiller.

Interior • Cold-molded, solid, and laminated walnut, finished in satin varnish. White finish on main bulkhead. • Removable, wood effect veneered floor panels with lockdown hardware and ss metal ferrules and flush fasteners. • White wood hull lining effect in main cabin. Vinyl lining on hull sides in sleeping cabins. • Cored and insulated doors to all cabin areas.

FORWARD CABIN • Large double V-berth with top access lockers below. • Large hanging locker, desk with storage above and below. • Locker and bookshelf on port side. • Shelf above berth on port side, bow sprit containment area to starboard • Access door to main cabin and forward head.

FORWARD HEAD • Integrally molded for easy maintenance, with shower tray, sink with access below to seacocks, toilet roll holder. • Sink is recessed in synthetic resin colored worktop, with rail for hand towel. • Retractable faucet/shower with pressurized hot and cold water. • Electric shower drain pump. • Large storage area along the hull side with dual hinged & angled mirror doors. • Recessed access door to main and forward cabins

AFT CABINS (Port & Starboard) • Large hanging locker. • Locker with doors, storage below and above. • Shelf along the hull side. • Large double berth. • Access door to engine. • Option for extra water tank under berth (Starboard cabin). • Recessed access doors to main cabin.

CHART TABLE (to port) • Large forward facing chart table. • Chart and navigation tool storage under table top lid. • Locker under chart table. • Top access bookshelf/bin locker outboard. • Large hinge panels outboard for instruments. • Navigator’s seat with storage below. • Large storage locker and shelf aft of nav seat with hinge down access panel on forward face.

MAIN CABIN • Settee/berths to port and starboard. • Drop leaf table with integrated rails and bottle storage compartment. • Large storage lockers behind backrests. • Water tank and fuel tank under settees. • Two stainless handrails on overhead. • Bookshelves • Double hull windows on each side. • Integrated, sliding curtains.

L-SHAPED GALLEY (to starboard) • Gimbaled LPG gas stove with oven and 2 burners, with s/s protection bar. • Double s/s sink unit recessed in synthetic resin worktop. • Pressurized hot and cold water. • Large 150 liter molded icebox/fridge, with single top access, divider, storage shelf and 12v compressor. • Two utensil drawers. • Large storage under drawers. • Storage under sink with shelf. • Trash bin with direct access from worktop. • Full length locker outboard of galley worktop with crockery storage system. • White laminate finish for better wear resistance. • Open locker/molded shelf for loose deck gear. • Steps with angled treads between bulkheads. • SS handrails mounted between bulkheads. • Front engine access via piston assisted hinge-up lid.

Plumbing & Electrical • Electric windlass in anchor locker. • Manual bilge pump in cockpit. • Electric bilge pump with switch from automatic to manual with control and individual warning light. • Shower drain pump with filter. • Pressurized water system. • 12V DC refrigeration. • Stainless water tank (42 gallon) under main cabin settee (additional water tank as option). • Icebox drain. • 5 gallon hot water tank. • Marine WC. • Holding tank with pump-out. 2nd holding tank added with optional two cabin/two head layout. • Two 100 AH AGM type batteries & one 70 AH battery for engine, with switches. The batteries are charged by either the engine or the battery charger. • 12V electrical panel, with fuel gauge, voltmeter and amp meter. • 110V main circuit breaker and panel. • Halogen lights on ceilings and swiveling tulip lights in cabins. • Ceiling light in heads. • Low voltage LED navigation lights on pushpit and pulpit. • Steaming light and mooring light. • Grounding system for protection against lightning. • Mastervolt Battery charger. • 110V Shorepower inlet with 30 amp service and one outlet at nav station (no cord).

Propulsion • Volvo D2 40 HP Saildrive diesel engine, 115 AH alternator, with double diode and fresh water-cooling with heat exchanger. • Volvo engine controls & fuel gauge recessed in cockpit, with plexiglass protection, including rev. counter, hour meter and alarms for oil pressure, low voltage and water temperature. • 35 gallon aluminum fuel tank. • Sound insulated engine compartment, ventilation pipes. • Two-blade folding propeller.

Options • Boot Stripe in color other than standard. • Two-tone deck in lieu of standard white. • Removable transom box. • Electric main halyard winch to port • Lifeline gates (Port & Starboard). • Removable cockpit table. • Cockpit Shower. • Two opening ports in aft face of coach roof. • Teak decking in cockpit and/or on side-decks. • Shoal keel (6.4’) in lieu of standard • Two cabin, two head interior layout. • Cushions in color other than standard. • Cushions in leather.

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2007 J Boats J/122 Technical Specs

General data about j boats j/122.

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J Boats J/122

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J Boats J122 For Sale | 2008

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• Make J Boats
• LOA 40ft/12m
• Class Performance Sail
• Hull Foam Core Epoxy
• Keel Fin Keel
• Engine Single Diesel
• Drive Sail Drive
• Layout Aft Cockpit
• Ancasta Ref 33926
• Name El Ocaso

Spars & Rigging

Sail inventory, broker comments.

One of the real standout boats on the Caribbean circuit for the last few years and these J/122 designs just keep banging in the results! A great racing setup on "El Ocaso" and thanks to those top end North 3Di sails, there is little expenditure for the next few seasons.El Ocaso has always been, and remains a very competitive boat. 2023 results: 2023 BVI regatta / 2nd in class 2023 St Bath regatta / 1st in class 2023 Antigua Sailing Week / 1st in class (and winner overall - the Lord Nelson Trophy)

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Ancasta are acting as brokers for the vendor who is not selling in the course of business unless otherwise stated. These details are prepared from information provided by the vendor and are intended only as a guide to give a fair description of the vessel but their accuracy cannot be guaranteed and they do not constitute part of any contract.

A prospective buyer is strongly advised to check the particulars and to have the vessel fully surveyed by a qualified marine surveyor. Details are supplied on the understanding that all negotiations shall be through Ancasta brokerages. This vessel is offered subject to prior sale, price change or withdrawal without notice. Please Note: where the vessel’s status shows as “Preliminary”, details of the vessel have not yet been confirmed by the Vendor.

For further information or to arrange a viewing appointment please don't hesitate to contact our Ancasta Ancasta Raceboats Office

• Call: +44 7759 424 900
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• Listing Office: Ancasta Raceboats

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