j36 sailboat specifications

The J36 is a 35.95ft fractional sloop designed by Johnstone and built in fiberglass by J Boats between 1981 and 1984.

55 units have been built..

The J36 is a light sailboat which is a very high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally small. There is a very short water supply range.

J36 for sale elsewhere on the web:

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Review of J/36

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat equipped with a fractional rig. A fractional rig has smaller headsails which make tacking easier, which is an advantage for cruisers and racers, of course. The downside is that having the wind from behind often requires a genaker or a spinnaker for optimal speed.

The J/36 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can only enter major marinas as the draft is about 2.01 - 2.11 meter (6.59 - 6.89 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Yanmar diesel engine

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.4 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for J/36 is about 224 kg/cm, alternatively 1256 lbs/inch. Meaning: if you load 224 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1256 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 39m 2 (419 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for J/36 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

J/36 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of J/36. Built by J Boats and designed by Rod Johnstone, the boat was first built in 1981. It has a hull type of Fin w/spade rudder and LOA is 10.96. Its sail area/displacement ratio 22.07. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

J/36 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about J/36 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the j/36.

J/36 was designed by Rod Johnstone.

Who builds J/36?

J/36 is built by J Boats.

When was J/36 first built?

J/36 was first built in 1981.

How long is J/36?

J/36 is 9.3 m in length.

What is mast height on J/36?

J/36 has a mast height of 14.33 m.

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J-36 Specifications

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Hi All, Got a fellow club-member looking for the specifications for a J-36. Searched, but couldn't find them? Anybody got any clue as to where they might be found? Tnx, Jim  

Yeah, that's a tough one to get info on. For some reason J-boats has never updated their website with that info. In case it helps any, there are a few reviews by owers here on SailNet, but not much in the way specs: http://www.sailnet.com/boatchk/showproduct.php?product=990&sort=1&cat=320  

Check Yachtworld.com. There are a couple listed that have the specs, layouts, etc. They PHRF at about 79 sec/mile. Rig dimensions: I=44.2 J=14.0 P=47.0 E=15.0 I believe there were 55 of these build before production halted. DD  

L Wl-30.50 Beam-11.76 Draft-6.60 Sa-662 Disp-10760 Bal-4600 Water-30 Fuel-20 Jib-309 Main-352.50 Sa-disp-21.80  

Thanks for the info. Does anyone know what the SPL is for a J-36? Thanks.  

Should be the same as J measurement (14.0') for standard PHRF rating.  

Thanks a lot.  

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• Ultimate Boating Giveaway

• By Herb McCormick
• Updated: July 31, 2002

For any sailor, it’s always fun checking out a new J/Boat. The reason is simple — they’re a joy to sail. Sure, depending on the model, the crusty cruiser may yearn for more teak and displacement, and the fickle racer might be more swayed by this week’s hot one-design. But anyone who gets a jolt out of hoisting a sail, sheeting it in and grabbing the helm will find something to like in just about any J.

Still, it was with more than the usual sense of anticipation that I stepped aboard the cruising oriented J/32. I’ve spent good chunks of the last two years living aboard a 1975 C&C 33 with, give or take an inch or two, the same length overall — in my case 32’6″. I like the way my boat sails. My wife and I are quite comfortable aboard, and obviously it has become the focal point of our on-the-water experience. So I was anxious to compare the difference two decades had made in “state-of-the-art” production boats of similar size and — because we use our boat strictly for cruising — purpose.

The J/32 is the first design from young Alan Johnstone, the son of founding J/Boat designer Rod Johnstone. Alan says he got many of the ideas for the 32-footer after a cruise with his wife aboard a 40-foot J/120, a sporty racer/cruiser with an emphasis on performance. One of his big goals was to make an all-around boat even easier than that one for a couple to sail.

From the helmsman’s station alongside the big 48-inch Edson wheel and pedestal, everything (Lewmar two-speed self-tailing winches, Sailtec hydraulic backstay adjuster, Harken traveler and 6:1 mainsheet system — with coarse and fine trim!) is a simple twist or turn away. Moving forward, the efficiency theme continues. The cockpit seems plucked from a much larger boat; another set of Lewmar self-tailers and “Superlock” clutches is stationed on the coach roof for halyards and reefing lines. Lazy jacks, a Hall Quik-Vang on the boom and a Schaefer 1100 headsail furling system are all standard.

The difference between the circa ’70s rig and the J/32 approach is vast (as are the sailing characteristics). Gone are the days of high-aspect rigs with short booms and wimpy mainsails. The J/32 employs a low aspect, double-spreader fractional rig stationed fairly well forward, making for a relatively small foretriangle and easily managed headsails. The mainsail is big and roachy, and unlike my boat’s it provides plenty of drive without a jib. Once the headsail is unfurled, however, the J/32 really comes into her own. Our test boat, equipped with a 140 percent genoa, easily topped 6 knots close-hauled in 11 knots of true breeze.

For off-the-wind work, an optional spinnaker hardware package includes all the gear necessary to fly a cruising chute tacked to the stemhead fitting and to set and douse it using a spinnaker sock. No poles, guys or fuss — and again, an easy 6-plus-knots in moderate air on a beam to broad reach.

Like the cockpit, the belowdecks layout appears startlingly roomy. Freed from the overhang constraints of the old IOR rule, the J/32 employs a waterline length of 28’8″ — a full 2 1/2 feet longer than my once beloved antique. Add another six inches of beam, to 11 feet, and standing headroom for a six-plus-footer, and suddenly it’s apparent that the greater interior volume is not an illusion.

The accommodation plan is laid out for a couple, and the space has been used wisely. The forward cabin features a 6’6″ V-berth, with a good-size hanging locker. In the central saloon, the opposing 6’4″ settees make good sea berths. The starboard settee slides open to make a second double. The head, with wet locker, and a standing nav table are to port; an L-shaped galley, with two-burner Force 10 propane stove and six-cubic-foot icebox is to starboard. There is no aft cabin. Instead, the designer has opted for a dedicated, walk-in storage locker aft of the galley. It’s a sensational idea for a two-person layout, and extremely rare on a production vessel of this size.

The J/32 is built to a high standard by TPI Composites utilizing the SCRIMP resin infusion technique over a balsa core. It comes with a 10-year hull warranty against blistering. Though it’s a boat that would probably be classified as a coastal cruiser because of its LOA, nonetheless with oversize chain plates, a surprising 10,000 pounds of displacement and a deep, six-foot-draft bulb keel (a 4’8″ shoal-draft version is also available), it definitely has offshore capabilities. In fact during last year’s Boat Of The Year testing, California-based judge Bill Lee said he’d love to sail one to Hawaii.

The boat is powered by a Yanmar 27-horsepower diesel turning a 16-inch Martec two-blade folding propeller. With a 27-gallon fuel tank, the builder says a cruising range of 300 miles can be expected. On our test run, the boat made an easy 6.3 knots at 2,000 rpms, and was responsive and maneuverable in forward and reverse.

Along with the options listed above, this versatile cruiser is also available with a shore power package, a “systems group” that includes a second 50-gallon water tank and cockpit shower, a windlass, a carbon fiber mast and a quarter berth in lieu of the storage area. Base price for the J/32 is $117,500; with a reasonably tricked-out version, expect to pay between $120,000 and $130,000.

As one who has often wandered the docks muttering that nothing new has occurred in the sailboat market in the last 20 years, I walked off the J/32 ready to eat my words, my hat, or whatever else was offered. Young couples or retired ones looking for a boat that’s a blast to sail and still full of creature comfort should put this one on their shopping lists.

#####J/32 Specifications

LOA: 32′ 5″ (9.88 m.) LWL: 29′ 0″ (8.84 m.) BEAM: 11′ 0″ (3.35 m.) DRAFT (deep): 6′ 0″ (1.83 m.) DRAFT (shoal: 4′ 9″ (1.45 m.) BALLAST: 3,850 lbs (1,746 kgs.) DSPL: 10,000 lbs. (4,536 kgs.) SA (100%): 518 sq.ft. (48.12 sq.m.) Mast above water: 48’6″ (14.8 m.) Ballast/Disp: .39 Disp/Length: 183 SA/Disp: 17.9 Fuel: 27 gal. (102 ltr.) Water: 50 gal. (189 ltr.) Holding: 29 gal. (110 ltr.) Auxiliary: Yanmar 3GM-30 27-hp diesel Cabin headroom: 6’3″ (1.9 m.) Designer: R. Alan Johnstone Base Price: $117,500

J/Boats Inc. 557 Thames St. Newport, RI 02840 Phone (401) 846-8410 Fax (401) 846-4723

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1982 J Boats J36

• Description

Seller's Description

Contact Lynne at TwoZeroThree-NineEightFour-NineFourFiveSix

Boat is located in Norwalk, Connecticut.

Original owners who, very sadly, can no longer sail our well-loved boat.

She was mostly raced, (and often won) but rarely cruised.

MANY running rigging upgrades.

Rod rigging has been well-maintained.

Much of the electrical wiring has been replaced.

Hull was Awlgripped in 1997.

Edson pedestal and steering wheel with custom cover.

Fully finished interior with holly and teak flooring that was replaced in 1997.

We have dry-stored the v-berth frames and cushions since they were removed for racing purposes.Several sails including a relatively new Bainbridge kevlar- carbon fiber racing mainsail.

Regularly maintained 2000 Yanmar 3GM30F engine with only 600 hours on it!!

New raw water mixer on exhaust manifold.

New propeller shaft.

Stuffing box and shaft coupling were replaced in 2000.

Edson lower rudder bearing and Jeffa upper rudder bearing.

Ready for her next adventure!

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)

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Saxdor 400 GTC Review: ‘A Half-Way House Between a Med-Style Sportscruiser and an Enclosed Adventure Boat’

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Saxdor’s new flagship, Saxdor 400 GTC, is the closest thing yet to a fully convertible sportsboat you can use all year round. We put it to the test on a typically British ‘summer’ day.

The Saxdor 400 GTC may be close to an entirely convertible sportscruiser with year-round potential; however, how did it hold up in a test? We trialled it to find out.

When Mercedes launched the original SLK back in 1996, it fundamentally changed the market for convertible sportscars. Thanks to its revolutionary electric folding hardtop, here was a car that offered all the style and wind-in-the-hair driving experience of a true cabriolet without the leaky roof, excessive wind noise, broken fingernails and security concerns that usually went with it.

When lowered, the platforms do feel vulnerable to large passing wakes.

While it’s too soon to suggest that Saxdor ’s new 400 GTC will have an equally big impact on the sportsboat market, it is attempting to do much the same thing. Admittedly, the roof doesn’t magically fold away into the hull, but with its sliding glass side doors (in place of the 400 GTO’s roll-up acrylic covers), drop-down balconies, electric sunroof, bi-fold aft doors and lifting rear window, it’s about as close to a fully convertible wheelhouse as a sportsboat gets. And crucially, there’s not a shred of canvas in sight. The big question is whether it can do all this quickly, quietly and reliably without compromising the way it drives. There was only one way to find out…

Saxdor 400 GTC: A turn-key solution

The Saxdor 400 GTC we tested is the exact same one that appeared on the Düsseldorf show stand. Not only is it a very early production model, it is also specced up to the eyeballs with some fairly esoteric items such as a lithium ion battery pack and night-vision camera in addition to more mainstream options like diesel heating, Flexiteek decking, aft sunpad package, bow dinette and more. As well as inflating the price as tested, this also adds weight and complexity, so perhaps it’s no bad thing it also came rigged with the more powerful 400hp Mercury V10s in place of the standard 350hp outboards.

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The forward cabin is remarkably light thanks to the size of the side windows and overhead skylights

We were also blessed/cursed with typically British weather conditions for our test: blustery winds, messy seas, fast-moving clouds and the occasional glimpse of sun providing a proper test for the boat’s all-season functionality.

That started the minute we arrived. Within seconds the front and rear doors were open, the master switch was on and the big Verrados were purring away at idle. This is as close to turn-key boating as it gets. The only thing to bear in mind is that with a full beam wheelhouse rather than walkaround side decks, it can be quite awkward to place or retrieve fenders along the mid sections. Thankfully, the combination of flat topsides and pop-out fender buttons within reach of the forward and aft cockpits means you can usually get away with just front and rear ones.

It feels like a half-way house between a Med-style sportscruiser and an enclosed adventure boat

The next surprise is that the Saxdor 400 GTC comes with joystick control as standard, making it easier to edge out of a tight berth than you’d expect of a 40ft outboard powered craft with a fair amount of windage. The good news continued on our path downriver, the twin-step hull maintaining a straight track with minimal steering corrections, the helm enjoying clear lines of vision in all directions and the engines remaining inaudible at 6 knots.

Once free of the speed restrictions, the big V10s had enough grunt to deliver solid, rather than neck-bending, acceleration and unlike some sportsboats, the Saxdor 400 GTC felt quite happy at semi-displacement speeds of 12-16 knots – handy if you need to tackle big seas at a slower pace. In fact, fuel burn increased almost perfectly in line with speed, suggesting a hull that is equally happy at almost any cruising speed.

‘It feels like a half-way house between a Med-style sportscruiser and an enclosed adventure boat’

As ever, the Solent served up its usual dish of messy waves, which the Saxdor 400 GTC coped with admirably. It didn’t dismiss them with quite the same unshakeable solidity as a Botnia Targa, nor did it possess the magic carpet ride of a Windy Camira 39, but for a 40ft boat with a vertical bow and so many moving parts it felt commendably solid, comfortable and reassuring. Perhaps more importantly we stayed 100% warm and dry inside the closed-up wheelhouse – even the windscreen itself needed only the occasional sweep of the wipers to keep it clear. The one irritation this did cause was the difficulty of finding the right switch in a hurry.

Twin-step hull corners like a 25-footer.

We always prefer physical switches to touchscreen menus but grouping 28 identical switches together in two long rows makes it unnecessarily hard to spot the one you’re looking for while being tossed about in a seaway. We understand Saxdor is now looking at grouping them in clusters such as lights, pumps, wipers, roof etc, with the most important ones being nearest to the wheel.

Awkward wind-against-tide conditions did their best to scupper our performance testing but we still managed to record a two-way average of 43 knots, suggesting a flat water and light load figure of at least 45 knots. Fuel consumption of around 5-5.5 litres per nautical mile between 20-30 knots is nothing to write home about (an Axopar 45 Sun Top with triple 300s is faster and more fuel-efficient) but a generous 1,000-litre tank means you should be able to bank on a cruising range of 150nm at planing speeds with 20% still in reserve.

The light-coloured dashboard does cause some reflections in the windscreen

The handling is equally adept, combining the high heel angles and turning agility of a smaller, sportier boat with the stability and sea-keeping of a 40-footer. The only downside of these high lean angles is that you need to take a good look out of the side window before turning hard to port as the roof soon obscures your view once you initiate it.

Article continues below…

Open and Shut Case

Satisfied with how it performed we sought out a more sheltered spot in the lee of the land and hit the Skyhook button (another standard feature of the joystick control) to keep it pinned on a GPS fix without dropping anchor, while we set about opening up all its apertures. For the most part this is quick and easy to do. The two balconies need to be manually unlocked before pressing a pair of buttons to lower them down to around 18in above water level. Once down they feel solid underfoot and provide not just a closer connection with the water (kids will love jumping off them) but also more usable cockpit space and easier movement around the boat.

The side doors are equally simple to open and feel impressively sturdy, sliding smoothly in their tracks and locking securely into place at either end. The vast electrically operated aft window is rather slow to swing up, but with only one ram to lift it, perhaps that’s inevitable. The sunroof, by contrast, is impressively quick and quiet to open.

‘For a boat with so many moving parts it felt commendably solid, comfortable and reassuring’ – Hugo Andreae

Some of the minor fixtures and fittings felt a little flimsier than we would have liked and the lock/release handle for the opening section of the windscreen definitely needs beefing up, but this aside, everything works, it’s easy to do and the effect is genuinely transformational.

With everything opened up the GTC really does feel like a half-way house between a Med-style sportscruiser and a fully enclosed adventure boat. Our one proviso is that with the platforms lowered, you do feel a bit exposed. Clearly, you shouldn’t open them anywhere other than in a sheltered anchorage but there’s always a risk of a large wake washing over the platforms or rolling the boat enough to dip them into the water.

The folding platforms and sliding side doors transform the experience of sitting at anchor

Even without all of the clever moving bits, the GTC has plenty to offer. The open aft cockpit comes with two good side lockers for fenders and a large central toy cupboard as standard but we suspect most buyers will choose to replace the latter with the optional aft cabin (£7,929) and sunpad cushion (£7,295). For the full party boat effect you can also add glass transom gates and a wet bar with a barbecue and sink above the port-side locker. The bow cockpit also needs the optional table (£2,220) and cushions (£2,093) to make the most of the space.

The Saxdor 400 GTC has the sea-keeping of a 40-footer

Inside the wheelhouse, the standard layout features a sociable square-shape dinette at the aft end, a good-sized galley along the port side and three helm seats up front (a cosy 2-person bench and a single seat for the skipper). The only quandary is whether to add the electric folding mechanism that converts the front section of the dinette seating from a rear-facing bench into an raised forward-facing one. It works a treat but with half a dozen forward-facing seats and two side-facing benches already in situ, there’s an argument for saving the £5,180 cost of that one.

Although the GTC’s wheelhouse is a secure enclosed space, there is a sliding perspex door across the entrance to the lower deck (presumably because the GTO model needs this to be lockable). A set of fairly steep offset steps lead down into the cabin space, while a large fixed side window and skylights let in plenty of natural light (if not much in the way of a view).

With everything closed up, the helm and saloon is fully protected from the weather.

The bed itself tapers toward the bow and the mattress isn’t the most comfortable we’ve stretched out on but it’s perfectly adequate for a couple on a long weekend away. The heads compartment is also pretty decent – headroom is limited to around 5ft 10in and there isn’t the luxury of a separate shower compartment but at least it’s bright, functional and private. There’s also a very handy stowage space for big bags and boxes behind the folding companionway steps. You can even spec it with a mattress as an occasional kids’ cabin if you’re desperate for an extra bed.

For anyone over the age of six, you’d be far better off specifying the optional aft cabin. The entrance to this is so well hidden that most guests would never know it’s there but lift up the hinged base of the dinette’s rear bench and a neighbouring section of the cockpit sole and you’ll discover a couple of steps leading down to a rather lovely little cabin. With eye-level windows on three sides, a couple of opening hatches and just enough headroom to prop yourself up and read in bed, it’s a surprisingly comfortable bolthole that manages to feel cosy rather than claustrophobic and is perfect for a couple of kids or slender adults.

The glass transom and folding chaise longue make the most of the aft cockpit space

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Price as reviewed:

£468,174.00 As tested inc. VAT

The danger with designing a product that promises to deliver the best of both worlds is that you can end up with a compromise that doesn’t fully satisfy either of them. But get it right, as the Mercedes SLK did back in 1996, and you’ll certainly reap the rewards. The Saxdor 400 GTC comes very close to achieving that same feat. It still drives like a sporty adventure boat, but manages to keep its occupants warm and dry without any major compromises to performance, seakeeping or refinement. However, when you arrive at your destination those sliding side doors, folding balconies, opening sunroof and lifting aft window transform it into a much more enjoyable and sociable party platform than any other wheelhouse boat we’ve come across. If you’re looking for a sporty weekender you can use all year round that is as much fun at anchor as it is under way, look no further – you’ve just found it. Contact details: Ideal Boat +44 (0)1753 703013; www.saxdoryachts.com

LOA: 40ft 8in (12.4m) Beam: 11ft 8in (3.55m) Draft: 3ft 5in (1.05m) Displacement: 7,800kg Fuel capacity: 1,000 Litres Water: 210 litres Engines: Twin 350-400hp Mercury outboards

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